The following amendments have been selected: amendments 1, 5 and 6 in the name of Darren Milllar, and amendments 2, 3, 4, 7 and 8 in the name of Rhun ap Iorwerth. If amendment 1 is agreed, amendments 2 and 3 will be deselected.

Item 5 is the debate on the future of Wales's railway, and I call on the Minister for Economy and Transport to move the motion—Ken Skates. 

Motion NDM6954 Rebecca Evans

To propose the National Assembly for Wales:

1. Regrets the historic underinvestment by the UK Government in Wales’ rail infrastructure and recent missed opportunities to enhance strategic infrastructure capacity in Wales.

2. Notes the published work undertaken by Professor Mark Barry: ‘The Rail Network in Wales—The Case for Investment’ and the proposals contained within it to enhance rail infrastructure within Wales and mainlines serving Wales.

3. Supports the Welsh Government’s response to the UK Government’s Rail Review being undertaken by Keith Williams.

4. Believes that investment in strategic rail infrastructure is essential for Wales’ future competitiveness regardless of the terms on which we leave the EU and calls on the UK Government to develop a timetable for meeting its current obligations for the Trans European Transport Network, including full electrification of the North and South Wales mainlines.

Motion moved.

Thank you, Deputy Presiding Officer. Thank you in particular for agreeing to this debate on the future of Wales's railways. I do think that it's an exciting time right now, seeing that we are in control of many of Wales's rail services, and I think, as a consequence, we can look forward to delivering a step change in terms of service provision, improvements at stations and, also, new rolling stock. But, it's equally fair to say that with the right powers and the necessary funding, we could be doing much more—more services to improve access to jobs and leisure activities; more attractive journey times to encourage people to move from their own private vehicles; and more stations to connect our communities.

The context for rail delivery in Wales is complex, fragmented and underfunded. The current railway settlement was designed before the advent of devolution. Although some efforts have been made to evolve it, the current settlement is still a reflection of the times in which it was created. Twenty years on from devolution, the Secretary of State for Transport in Westminster retains ultimate control of railway infrastructure here in Wales.

This imperfect devolution settlement is the root of many of the problems with our railways. It undermines our commitment to encourage inclusive economic growth, to deliver balanced investment across regions and to develop a railway that meets the social needs of our rural communities.

We know that the UK Government's enhancement programme is not serving Wales and is not meeting our needs. So far, we have not seen one of the business cases announced when the UK Government cancelled electrification to Swansea over 18 months ago. No funding for any enhancement schemes for our railway has been committed—no clarity on progress or next steps has been provided.

The UK Government's approach to allocating funding, which gives priority to areas of the country with higher levels of rail use, often because of higher levels of historic investment, cannot continue to be applied. The focus on their own infrastructure priorities, investment criteria and political motivators effectively discriminates against our more remote and smaller communities, and diminishes our ability to deliver the integrated transport network that the people of Wales deserve. This ongoing lack of infrastructure investment is limiting the capacity for new services, restricting the speeds of new trains and fettering our ability to open the stations that we dearly wish to see.

Our strategic vision, 'The Rail Network in Wales: The Case for Investment', undertaken by Professor Mark Barry, offers a compelling case to enhance rail infrastructure within Wales and main lines serving Wales. From this work, it is clear that there is the potential to deliver in excess of £2 billion of economic benefits from an ambitious, realistic and equitable investment programme in Wales's rail infrastructure.

It's expected that over £3 billion will be spent on the high speed 2 line in England during this financial year, and the same again on enhancing the existing rail network. A fair devolution settlement for Wales would allow us, over the next 10 years, to fund schemes such as the reopening of railway lines, electrification of the south and north Wales main lines, and new stations across the network.

So, I'm calling on the UK Government to recognise and address this historic underinvestment in Wales's rail infrastructure by offering an alternative approach to the development and delivery of the schemes that we need to improve connectivity across Wales. The investment required to meet the standards set for the core trans-European transport network routes through Wales to Milford Haven and to Holyhead by 2030 would deliver significant progress. The UK Government must, therefore, develop a timetable for meeting its obligations for the trans-European transport network, including full electrification of the north and south Wales main lines. Wales must not lose out on this investment as a result of any decisions taken in the context of Brexit.

Keith Williams's root-and-branch review of Britain's railways is an opportunity to reform the railway and create the fully integrated public transport network that Wales needs. This opportunity should not be missed. Our railway should be one of our most socially and economically valuable assets. It has the potential to make a huge contribution in Wales to people's lives, our communities, the environment and our economy.

Our expectation is for the Williams review to set out a clear path for Wales to have a greater say in specifying rail services; to manage and develop infrastructure with a fair funding settlement; and to establish a regulatory framework that recognises the diversity of UK devolution whilst maintaining a national railway that benefits all parts of Britain. 

I'm asking Members today to support the Welsh Government's response to the UK Government's rail review being undertaken by Keith Williams and the significant changes called for. This will give me the strongest mandate when I meet with Keith Williams next week to make the case for bringing the rail devolution settlement into the twenty-first century, giving us the powers and the funding we need to deliver the railway the people of Wales deserve. 

Thank you. I have selected the eight amendments to the motion. If amendment 1 is agreed, amendments 2 and 3 will be deselected. I call on Russell George to move amendments 1, 5 and 6, tabled in the name of Darren Millar. 

Amendment 1—Darren Millar

Delete point 1.

Amendment 5—Darren Millar

Delete point 3.

Amendment 6—Darren Millar

Delete all after ‘EU’ in point 4 and add as new points:

Regrets the recent poor performance of rail services, including frequent delays and cancellations, operated by Transport for Wales since they became responsible for services on the Wales and Borders franchise.

Regrets the delay in the re-establishment of direct rail services between Wales and Liverpool.

Notes the role that the National Infrastructure Commission for Wales can play in helping to shape a vision for Welsh rail infrastructure.

Notes the scale of the contribution to Welsh rail infrastructure that the UK Government’s city and growth deals will make.

Urges the Welsh Government to work together with the UK Government and all relevant stakeholders in order to continue to make progress in improving rail services in Wales.

Amendments 1, 5 and 6 moved.

Thank you, Deputy Presiding Officer. I formally move the amendments in the name of Darren Millar. To say that there has been underinvestment by the current UK Government in Wales's rail infrastructure is entirely inaccurate. Let's have a look at the facts—[Interruption.] Let's have a look at the facts, Deputy Presiding Officer, rather than the rhetoric outlined in the motion. 

The UK Government is investing record amounts in Wales's railway infrastructure. Network Rail's budget for the Wales and the borders route for the 2019-2024 period is £2 billion, an increase of 28 per cent on the last control period. Let's celebrate a bigger and better railway for Wales—[Interruption.]—in a moment, I will, yes—which will be delivered, improving journey times for passengers on the most advanced new trains. Furthermore, the £5.7 billion investment in brand new InterCity express trains, which will cut journey times from south Wales to London by 15 minutes, and each train has up to 24 per cent more seats compared to a typical high-speed train—this, I would hope, is to be welcomed.  

Thank you for giving way, Russell. You're making a fine fist of trying to defend this, but I just wonder what response you have to the analysis that was endorsed by the Welsh affairs select committee and the transport parliamentary select committee at Westminster, cross-party groups. In fact, the Welsh affairs select committee is chaired, if I recall correctly, at this moment, by the Conservative Member for Monmouth, I think it still is. They concluded the Department for Transport's current decision-making processes and existing systems of scheme appraisal work against regions outside the south-east as they are weighted heavily towards the reduction of existing congestion. They point towards Crossrail, a massive investment around Paddington and everything in there. They conclude the complete opposite of what you're putting, Russell, so are they wrong? 

Well, it's interesting you mentioned part of that report. Of course, another part of the select committee's report that was issued in January 2017 concludes that investment in Welsh rail has been consistently mismanaged by the Welsh Government over the past decade. So, we can all be selective, can't we, on which parts of the report we want to read.

With regard to the work—as I move on now—by Professor Mark Barry, the report takes a detailed look at the long-term strategic interventions that could be made on the rail network in Wales to improve connectivity and to ultimately deliver economic benefits. I certainly think that there's much in what he says that is to be welcomed and I think is sensible. But there are no costings, of course, in his report, and the report focuses more on presenting a vision for the future of rail infrastructure in Wales rather than a realistic pathway towards that vision. I accept that that clearly needs to be fleshed out in more detail.

Of course, Deputy Presiding Officer, the fact is that the Welsh Government has many levers at its disposal, and I think the Minister started off by saying so as well. The reality is that, in many cases, the buck does stop here with the Welsh Government in relation to the state of trains in Wales. There are levers that the Welsh Government do have at its disposal in regard to passenger experience.

The Welsh Government-run Transport for Wales took over the rail services in Wales, as we know, last year. We're all aware of the huge number of cancelled trains, whilst running services have become significantly overcrowded due to the rolling stock being removed from operation. The Welsh Government handover strategy, I think, does have to be questioned in this regard. What we did see last autumn was not the transformational improvements to services that the Welsh Government promised, and neither does it represent the additional capacity or the vision of future rail services in Wales that Professor Barry describes. Responsibility, I think, for the current fiasco we saw last autumn does lay squarely with the Welsh Government, and their attempt, I think, to shuffle the blame is unacceptable in this debate today. 

Will you take an intervention? 

Yes. 

According to Professor Mark Barry, as you quoted, he thinks that Wales has been underfunded by—[Inaudible.]—2016. Do you disagree? 

I did outline at the beginning of my contribution that the next control period is a 24 per cent increase, and when it comes to investment as well, we've seen £50 million on the project to upgrade the north Wales railway lines, including a new signalling system for north Wales on the main coastline from Shotton to Colwyn Bay, £300 million investment in the Cardiff area for resignalling, £2 million investment from the new stations fund in Pye Corner to Newport, £4 million from the new stations fund for Bow Street and Aberystwyth, £16 million investment in the Halton curve, linking north Wales to Liverpool. And, of course, that brings the point as well, but let's focus—I hope you'd agree—on not where the investment is taking place, but what the benefit is to Welsh passengers. Surely, that's got to be taken into account, and the same goes for HS2 in that regard as well. So, I think it is disappointing in that regard. 

Of course, as well as better trains, more capacity and better fare and ticketing options, I think we also want to see rail services that integrate effectively with the other modes of transport we use on a daily basis, and a transport system that isn't viewed in isolation but contributes to cross-border economic growth and better supports public services. I've mentioned the Halton curve as one example in that regard.

The UK Government's £5 million investment we've also got to look at as well, in the Cardiff city deal, which will promote an investment fund and opportunities pipeline for the regional and support for electrification of the Valleys lines as well. The scale of this UK Government intervention to Welsh rail through the city and growth deal should be recognised, I think, by the Welsh Government, not desecrated as it is in the motion today. I hope that the Minister will seek to recognise that need for a cross-Government approach in his closing remarks today.    

I call on Rhun ap Iorwerth to move amendments 2, 3, 4, 7 and 8 tabled in his name. 

Amendment 2—Rhun ap Iorwerth

In point 1, delete 'regrets' and replace with 'condemns'.

Amendment 3—Rhun ap Iorwerth

Insert at end of point 1:

', acknowledging that Wales is severely lagging behind the rest of the UK in transport infrastructure investment.'

Amendment 4—Rhun ap Iorwerth

Insert at end of point 2:

'and calls on the Welsh Government to implement the recommendations, with emphasis on connecting the north and south through the re-opening of the West Wales lines.'

Amendment 7—Rhun ap Iorwerth

Add as new point at end of motion:

Notes the importance of decarbonising public transport and calls on the Welsh Government to commit to renewable methods of powering public transport.

Amendment 8—Rhun ap Iorwerth

Add as new point at end of motion:

Calls for a renewed focus from the Welsh Government on working towards the reopening of the Gaerwen to Amlwch railway line across Anglesey in light of recent worrying economic announcements.

Amendments 2, 3, 4, 7 and 8 moved.

Thank you very much, Deputy Presiding Officer. 

I left my home on Ynys Môn around 6.30 p.m. last night. Six hours later, I arrived in Cardiff Bay. I could easily have jumped into the car and made the journey comfortably in about four hours at that time of night. It makes no sense that we have a rail system—that should surely incentivise people to get on it—which is a disincentive every time you look at how long-distance journeys work in Wales. A hundred and one pounds that journey costs for a return ticket. There was no cup of tea in that six hours on that train. I don't find that acceptable, and neither do I find it acceptable in the twenty-first century that I should be rummaging around on all fours looking for the one socket that is there on those ageing trains. It's not good enough. 

Now, of course, there have been changes that we look forward to seeing the fruits of them in the creation of Transport for Wales, and, yes, the rolling stock is due to be improved in years to come. But there's very good reason, I think, why we do have such dismal rolling stock, why we do have such a system that is a disincentive for people to get on it, and it is that lack of investment in our rail infrastructure. And it's historic, and it has been going on for many, many years. Professor Mark Barry in his report cites the Office of Road and Rail data for 2011-2016 showing that the Wales route received just 1 per cent of the enhancement budget—£198 million out of £12.2 billion budget—despite it making up 11 per cent of the network. That cannot be acceptable. Equal figures can be cited from Labour's days in Government—1997-2010—again showing historic lack of investment. So, it's not as if one party can wash their hands. But we are where we are, and I do support the comments that have been made by Welsh Government, on the whole, in responding to the Williams report and saying that we cannot remain in this position looking to the future where underinvestment in Wales continues unaddressed. If we haven't got the investment that we need in infrastructure, we are not going to have, however much the rolling stock improves and the number of services increase, a rail infrastructure that work for Wales. 

We refer to a number of proposals about what needs to be done in our amendments today. We certainly, in our first amendment, amendment 2, say we condemn the situation, the historic position. It's not disappointing—it is to be condemned. In our third amendment, amendment 3, we make the point that Wales has continuously lagged behind the rest of the UK in terms of its transport infrastructure. We, in amendment 4, stress what we should be looking for from our rail system. Yes, we need very much stronger local links, for commuters in the south-east of Wales and in the north-east of Wales, across the north Wales coast, across south Wales and in other parts of Wales, but we need to be seeking that pan-Wales connectivity. And that is why we have—we have—to put long-term plans in place that do connect us in that figure-of-eight which is, far too slowly, being built in road terms, but we need it in rail terms too, so that we do connect the west of Wales—[Interruption.]—not just from Carmarthen to Aberystwyth, which is often cited, but also from Bangor down to Aberystwyth too. Yes, I give way.

Does he accept there can also be a benefit to people in Wales of rail investment even if it's not within Welsh borders, in particular the electrification of the line from Paddington to Severn tunnel? It's of a huge benefit to Wales and will he recognise that?

I'm certainly one that doesn't see Wales as behaving in isolation, and what happens in terms of infrastructure elsewhere can be beneficial. But what happens in terms of infrastructure elsewhere can be detrimental to us too. Look at HS2—every study shows that HS2, with the billions being spent on HS2, would be detrimental to the Welsh economy as a whole, even though there might be advantages in terms of a slightly quicker link to Crewe for passengers in the north.

I will press ahead to my local amendment, amendment 8, calling for the reopening of the Gaerwen to Amlwch line. We all regret the decisions that were taken by Beeching back in the 1960s, but some rail lines were saved then and we have benefited from that. The reopening of the line to Ebbw Vale is one good example. Some lines were saved. Another one that was saved was the line across Anglesey. It was saved because it was used as an industrial link to the Great Lakes bromide works in Amlwch, right up until the 1990s. There is a rail line there, it needs reopening. I don't need to tell you the bad economic news that we've had in the north of Anglesey in recent times. Let's have a renewed focus on reopening that line so that we can look to connect that disengaged community in the north of the island with new economic opportunities, and look for tourism opportunities at the same time. We have to be more ambitious on Anglesey, but as we look today a little bit wider, we have to be more ambitious about what we can do for our own rail infrastructure in Wales in future.

I want to start my remarks this afternoon by welcoming very warmly the comments made by the Minister in his opening comments to this debate. I think it is a responsibility for all of us to fully support the Welsh Government in their submissions to the Williams review and ensuring that we have a settlement that is fit for purpose. And when I say a 'settlement fit for purpose', I don't mean something that a Conservative spokesperson can stand up and defend on a Tuesday afternoon here. I mean something that serves the needs of our constituents day in, day out. And when I look at how the Welsh Government has been able to act with creativity and imagination to reopen services, to invest in new services, what I see is a Government that is absolutely committed to serving my constituents day in, day out.

Rhun ap Iorwerth spoke about the success of the Ebbw valley line, and he's absolutely right to do so, and, of course, my friend would talk about the Maesteg line, and another friend would talk about the Vale of Glamorgan line. We do have these very real successes to celebrate, but we also need—. If these reopened lines are to remain a success in the future, we need to invest in them now for that future as well, and that means for ourselves on the Ebbw valley line to ensure that we do have new rolling stock, modern rolling stock, that we do have the new services, not simply the doubling of services in 2021, but I remember the Minister in his statement in June of last year saying that he wanted to investigate four services on the Ebbw valley line by 2024, and I hope we will be able to achieve that, and I would certainly be interested in his comments this afternoon on that increased capacity that we need to be able to deliver over the coming years. But we're only able to do that if we do have the structures in place that enable us to do it.

I'm very interested in hearing a reassurance, if you like, from the Minister that the Ebbw valley line is still considered to be an inter-urban service, linking the Heads of the Valleys with the heart of our capital city, because whilst we all look towards increasing services, increasing stations, investment in our railways up and down the country, of course for those of us who are served by stations at the end of the line, every station stop on the way makes our journeys longer. So, we need to ensure there's a commitment in order to deliver an effective rail connection from Ebbw Vale town to Cardiff, including Abertillery, that is served by a railway that is there to serve the Heads of the Valleys and not a commuter service for Cardiff and Newport, and that's a very real and important distinction. And I will say to you, Minister—I know you've been lobbied on this on a number of different occasions: there is no support in Ebbw Vale or Blaenau Gwent for any service to Newport. This was established as a service linking the Heads of the Valleys with the capital of a country, and that is a service that we want, and we do not need a commuter service, either, I'm afraid to say, for Newport or for Cardiff. This is to link the poorest communities in this country with the heart of our capital, and we need to be able to keep a very real focus on that. So, there's no consensus and no support in Blaenau Gwent for our railway to be disrupted in that way.

But in order to deliver what that railway can really do, which is social and economic success, we need a structure that can do that into the future, and whilst the Member for Montgomeryshire, the Conservative spokesman on these matters, made a gallant effort to defend the Conservative approach to railway development, I'm afraid he wasn't very convincing on that this afternoon. We have not seen the investment in Wales that we require. We have not seen the focus on Wales that we require, and what we have seen is a Welsh Government investing in our railways but without the democratic structure that we require to deliver that.

This is about social justice, Minister. It's about economic justice. It's about having a structure that can deliver both of those in our country into the future. I don't know if UK Ministers have discussed investment on the Ebbw valley line with Welsh Ministers at all; I doubt it. The Ebbw valley line is a long, long way from Whitehall and Westminster. It's a long way from their thoughts, and I have never seen any—I've never been convinced that they in any way care about what we're doing here.

So, I hope in the future, Minister, we'll be able to see a settlement that enables you and us to deliver social justice. We need investment in the rolling stock and in the rail connections. We need connections to communities such as Abertillery, which is not served at all by the current structures, but what we need more than anything is a settlement and a clarity that there's a commitment to funding these ambitions and these visions, a commitment to funding the sort of investment in the rail system that we need, and that to me means the devolution of the infrastructure and control over the infrastructure to Wales, so that this Government can roll up our sleeves and get on with the job that the Tories aren't even interested in starting.

Well, as so often with this Minister for Economy and Transport, the motions begin with a newspaper headline, now claiming historic underinvestment by the UK Government in Wales's rail infrastructure. In a written statement last December, this Minister stated that Wales has been the poor relation of the UK's rail investment and that we've received less than 2 per cent of the investment in rail improvements in recent years. However, after this was put to Network Rail in the Economy, Infrastructure and Skills Committee in 2017, they copied Members on the 2015-16 Office of Rail and Road's annual report, 'UK Rail Industry Financial Information 2015-16', which stated that Wales actually received 9.6 per cent of net Government funding for franchised train operators and Network Rail, and 6.4 per cent of the total net Government funding for Network Rail routes. 

The following year's report, published in 2018, shone further light on this. On average, Government contributed £1.53 per passenger journey in England, £6.08 in Scotland and £8.82 in Wales. Net Government funding, as a percentage of the rail industry's total income in England, Scotland and Wales was 17 per cent in England, 47 per cent in Scotland and 49 per cent in Wales. Net Government funding for rail franchises as a percentage of total income, including infrastructure funding, was 56 per cent for Wales and the borders, compared to just 21 per cent for the GB total.

Wales and borders received 9.4 per cent of net Government funding by franchise area. Across all GB routes, expenditure per passenger was highest in the Wales route at 43p per kilometre. Wales received over 5 per cent of GB Network Rail enhancements expenditure by route, and Wales received almost 10 per cent of total Government funding of franchised train operators and Network Rail—[Interruption.] Certainly.

[Inaudible.]—statistics at your fingertips.

No, no—no statistics at all. Just so that I'm clear when we debate this with my own constituents, Mark, you're putting a persuasive case that Wales gets more than its fair share of rail infrastructure investment from the UK pot. Is this genuinely what the Conservative Party position is? Because that will be front and foremost on all my letters going out to my constituents: 'We've got more than our fair share, we should be grateful for what we're getting.' Is that really what he's saying?

This is genuinely what the Office of Rail and Road's annual reports are saying, which I think are independent of Governments here and in the UK.

In his statement on 10 December, the Minister stated that the Department for Transport UK's own forecast indicated that HS2 will cause £200 million of annual economic damage to the economy of south Wales. The source for this is the work undertaken by Professor Mark Barry for the Welsh Government. However, Professor Barry's report also quotes KPMG analysis, which estimated that north Wales's GDP could benefit by £50 million per annum from HS2. Given that the Minister is also a Minister for north Wales, we therefore need to know where his priorities lie. The north Wales growth deal bid was submitted to both the UK and Welsh Governments in January 2018. It's understood that heads of terms are due for agreement by the end of February. Last October, North Wales Economic Ambition Board's 'A Growth Vision for North Wales Proposition Document' stated that:

'New powers and responsibilities are sought to facilitate growth in key policy areas such as transport and employment. Our approach advocates regionalism and devolution'.

It also states:

'The rail network does not support regional economic growth effectively. Less than 1% of journeys to work are made by rail.... The Growth Track 360 campaign was established to identify priorities for investment...in infrastructure and in additional services.... In particular line speed improvements on the main coast railway, and the Wrexham and Bidston route, together with capacity improvements at Chester and Wrexham stations are priorities.'

It again calls on the Welsh Government to support the formation of a regional transport body in north Wales, with powers and funding delegated to the body to allow it to operate in an executive capacity. Although the Minister told me in this Chamber that he warmly welcomed the proposal for the creation of a regional transport body, he also told this Assembly that he'd instructed Transport for Wales to bring forward proposals for a north Wales office. So, which is it, Minister? Top-down Welsh Government direction, or decisions at a regional level?

Although the Minister told us that detailed preparation would ensure transformational services when Transport for Wales took over the Wales and borders franchise last October, an apology for delays and cancellations in north Wales followed in November. I was reliably informed that the cause was a shortage of tooling and spares and access to wheel lathes resulting from the incoming operator's failure to put them in place. A month later, a constituent contacted me regarding continued problems on the Shotton to Wrexham line, stating, 'They're peddling storm Callum as part of the excuse, but that was six weeks ago'. Last month, the Wrexham Bidston Rail Users' Association wrote that the reason passenger numbers were noticeably lower appeared to be because of the significant disruption just after the service transferred to TfW Rail Services. So, instead of buck-passing, the Minister should get back on track.

It's six years since Mark Barry's report, 'A Metro for Wales' Capital City Region', and it's three years since the Cardiff capital region board published 'Powering the Welsh Economy', which argued that an integrated transport system, aligned with land use planning, could be a catalyst for economic change across the region. What we need, it argues, is a modern, high-quality, multimodal, integrated public transport network, and what they were saying was we don't need more roads. 

One morning last week, I travelled to visit a farm on the Vale of Glamorgan—up, I think it's called, the A4232—and I was truly astonished at the nose-to-tail queues coming into Cardiff at nine o'clock in the morning. What were they doing? The reason they were all sitting there in their cars is because there isn't an adequate rail service, or a tram service, to enable them to do the right thing for both themselves and their children, which is to commute in by public transport. This has to be the realistic alternative to the King Canute proposals that Mark Reckless and Paul Davies regularly espouse, which is to build more roads, because that simply will generate more cars and more gridlock at peak times. That is not the solution, and we can't afford to do it, because we know that a rail line costs the same as a motorway, yet it carries between eight and 20 times more people. So, clearly, rail wins over roads.

But we do need to have some really clear solutions to the commuting problems that exist around Newport, and we also need to connect the Maesteg, Ebbw Vale and Vale of Glamorgan lines with the rest of the Cardiff capital region, because it's not a binary solution. We don't want everybody coming into the city centre; we need people to be able to travel around in a predictable way where they know that they're going to arrive at specific times, and that is where road always loses, and rail and trams are going to be the winners. So, I'd like to probe a little bit further as to what the pace of change that Network Rail is going to be able to deliver is, because I believe that, Ken Skates, you wrote to the route managing director of Network Rail at the end of 2016, because you'd been told it would take 28 years to clear the backlog of work needed to get the Welsh system up to the standard required, because of the really devastatingly poor level of investment we've been getting from the UK Government. I also note that Professor Calvin Jones, a professor of economics at Cardiff Business School, has said publicly it could take decades to get the metro that we need. He says that this is a minimum 15 to 20-year project. 

I would like to argue that we need a Government in London that understands that the parts of the UK that need investment are places like the north-east of England and Wales, which have been starved of funding, instead of giving it to very, very expensive HS2, which is just rewarding the areas that are already booming. So, I want to probe further a couple of things. One is the case for light rail, because the topography and number of stops on the Valleys lines are never going to achieve the speeds, or indeed the frequency, of the services that we need if we're going to really encourage people to use rail rather than cars, and I just wonder why we are still pursuing the heavy rail rolling stock options, because in order to make rail or tram competitive, say, to Merthyr, you've got to ensure that the journey time is reduced to 40 minutes if you're going to make that case.

The light rail network is going to be cheaper to run, potentially saving millions over years, and it will also use less electricity, which means less carbon emissions. And the other thing I'd really be keen to hear from the Minister is the plans for those crucial four lines that run between Cardiff and Newport, because two of them, obviously, need to be dedicated to the main lines between Swansea, Cardiff and London, but those two other lines: why can they not be used for commuter services, both to Newport, to Ebbw Vale, et cetera? It seems to me that these are services we are simply ignoring when they already exist, and this would give us the breathing space to create the tramlines in the areas that we really, really need. Remember that 25 per cent of households do not have a car. So, this idea of creating more roads simply excludes them and makes them even poorer. We have to make the public transport system work for everybody, and therefore we need better rail services, but we also need better tram and bus services. 

There are many actions taken by the Welsh Government that we in UKIP would criticise. However, we feel we have a duty to the people of Wales to support the Welsh Government where we feel their actions have largely been correct. The birth of the Transport for Wales rail franchise in October last year was a pivotal moment for the future of public transport for Wales. The previous operator's 15-year franchise envisaged zero growth in passenger numbers. This assumption proved to be a wild underestimate, as passengers numbers escalated year on year over the term of the last franchise, which, inevitably, resulted in chronic overcrowding, particularly on the core Valleys lines.

The process for the new franchise was a massive undertaking for the Welsh Government, and we in UKIP want to pay tribute to the work of the Minister, Ken Skates, and his department in securing a franchise that promises to deliver new trains, increased connectivity and better facilities for passengers. Indeed, there is much to look forward to in the coming years. The use of the competitive dialogue process seems to have been completely vindicated. Although the first days under the new operator were perhaps a little rocky, with delays and cancellations to services caused by a shortage of rolling stock, it is important to note that transformative change was never going to happen overnight. Compare that shaky start, however, to the performance last week, when much of Wales was blanketed in snow and many trains were running on time or with minimal delays.

I think that one of the issues that this highlights is that the rail operators—both past and current—have been walking a tightrope with regard to rolling stock. There are only three locomotive leasing companies in the UK. This, combined with the delayed electrification projects in England, meaning that diesel units cannot be cascaded, has made the procurement of new or even refurbished rolling stock extremely difficult, particularly in the short term. The Minister's announcement of five four-car class 769 trains to operate on the south Wales Valleys lines, together with the introduction of rebuilt class 230 trains, will provide some short-term relief before new trains can be sourced and delivered. If we combine the various metro projects, such as totally refurbished stations, and, in some cases, new stations, passengers should see transformative improvements over the life of the new franchise. Whilst we look forward to these improvements, we also intend to hold the Welsh Government to task over its actual implementation.

Of course, it is fair to say that the Welsh railway network has suffered from underinvestment over a long period of time. Successive Westminster Governments of all colours have contributed to this, and I see no point in conducting a historic political blame game at this time. What both the UK and Welsh Governments must now do is to work together to drive forward improvements. It is for this reason, Dirprwy Lywydd, that I welcome the report from Professor Mark Barry on the case for investment in the rail network here in Wales. The report makes a compelling call for transforming the rail network right across the whole of Wales, not just in the commuter belts of south and north Wales. I think we should also be broadly positive of the Williams review. I am hopeful that it will take a broad and independent look at the future of rail throughout the UK, without resorting to finger-pointing at who is to blame for the failures of the past. Most important to me. it seems, is to rebuild public confidence in the railways of the future. 

Broadly speaking, the railways in the UK are experiencing a true renaissance, with an increase in passenger and freight numbers resulting in fewer cars and lorries on our roads. We cannot leave Wales in isolation. There is no hard border between Wales and England, and, of course, many routes on our network extend into England. So, whatever the Williams review finally recommends, we on these benches would urge the Welsh Government to work constructively and collegiately with the UK Government to deliver a rail network that truly serves the people of Wales. We will, of course, support the Welsh Government in pressing for the Williams review findings to be implemented in Wales.

I cannot pass this moment, Dirprwy Lywydd, without having to contradict the remarks made by the AM for Blaenau Gwent when he said that a rail link into Newport is totally unnecessary. That is not what I find from people on the ground. They are desperate to have that link in. Why should the city of Newport be treated as a second-class citizen to that of Cardiff? It's an appalling comment from you—[Interruption.] You can of course—I will give way.

You've just said it's an appalling comment in talking about Newport. My focus in my remarks was on the people of Blaenau Gwent, who I represent. 

Well, of course, I don't know if you were actually talking to the people of Blaenau Gwent, because that certainly isn't what's coming to me from the people of Blaenau Gwent. They want a connection into Newport in exactly the same way as they want a connection into Cardiff. That is the fact. 

I welcome the Welsh Government bringing the matter of the future of Wales's railways to the floor of the Senedd for the National Assembly for Wales to discuss. In Islwyn, one of the most visible consequences of Welsh devolution has been the Welsh Government's reestablishment of the Ebbw Vale to Cardiff passenger railway line. This has been much welcomed as a major transport improvement and investment. The Ebbw Vale line has proved incredibly popular, and communities in Islwyn such as Newbridge, Crosskeys, Risca and Pontymister have directly benefitted.

I also hate to disagree with my erstwhile colleague Alun Davies AM, but, as the Assembly Member for Islwyn, I am looking forward, as are my constituents, to the promised service on the Ebbw Vale line that will take the people of Gwent directly into our principal city of Newport. I am very grateful for the support the Welsh Government, and in particular the Minister for Economy and Transport, Ken Skates, has given to the call from Gwent Assembly Members to make this possible—[Interruption.] I've got a lot to get through, so unfortunately not.

This is in complete contrast to the abdication of the UK Government on electrification—long over promised, and still not delivered. I know that in Islwyn there is still much work to do with our railway services. All too often, constituents have contacted me, infuriated with the poor service they have received formerly from Arriva Trains Wales as they ran down their franchise. The complaints of vastly overcrowded trains can only be tackled by significant investment in rolling stock and the line itself to increase the number of services that run every hour, and also increase the number of carriages. So, I'm again calling for this on the Ebbw Vale line, Minister.

As we debate this issue, though, it is essential that we do acknowledge and be realistic that rail infrastructure is currently not devolved. Rail infrastructure investment choices and priorities in Wales are currently made and set by the UK Government on behalf of Wales. You only have to look at the UK Tory Government's disgraceful decision to renege on their promises to electrify the south Wales main line to Swansea to understand that the Tory UK Government does not have Wales and our people's best interests at heart. 

Professor Mark Barry, a renowned transport expert in this work, and the 'The Rail Network in Wales: The Case for Investment' found, and I'll repeat, that Wales has been underfunded by more than £1 billion between 2011 and 2016. So, we compare this to the UK Tory Government's largesse in investing more than £50 billion in high speed 2 and potentially £30 billion to Crossrail. We know the money is there. Just ask the Democratic Unionist Party.

Whilst I would never begrudge any investment in communities throughout the United Kingdom, there must be equality and fairness in prioritising the communities that government supports. We're all too familiar with the Tories' callous willingness to arbitrarily differentiate their treatment for communities, with the very poorest in our communities having disproportionately experienced the harmful policies of austerity since 2010. The Welsh Labour Government and the Labour Party, in complete contrast, will not leave our communities behind.

The Press Association chief executive officer Darren Shirley has stated

'The Government should invest in a nationally led programme of expansion of the railway to help disadvantaged communities and tackle regional inequalities; reduce carbon emissions and air pollution; and create better and healthier places to live.'

I think he's spot on, and he is backed by Mick Cash, the general secretary of the RMT union.

So, the Welsh Government is on the right side of history with our ambitious desire for Wales's railways, and it is time the UK Tory Government allowed the Welsh Government to change the Railways Act 1993, a failed Act by the Major Government that prevents a public sector operator coming forward to run our railway service. In fact, it's definitely about time the shambolic UK Tory Government wholly supported the Welsh Government's ambitious plans for the Welsh rail network with both the political decisions it makes and the much needed financial contributions from the Treasury. So, I call on the UK Government to step up to the plate and deliver on their promises for Wales. Thank you.

In my short contribution to this debate, can I just begin by agreeing with the part of the amendment that refers to the Williams rail review, which talks about the transfer of ownership of Wales's rail infrastructure, a fair funding settlement extending to rail enhancements, the ability to select from a range of railway passenger service delivery models, and the fact that we would move to a not-for-profit model or a public ownership model, which I think most of the members of the public now would fully support, and so on?

So, I just wanted to open with that. But it is worth reflecting on Mark Barry's report. As my colleague has just mentioned, despite the protestations from Conservative colleagues here in this Chamber today, it clearly flagged up the £1 billion of underfunding in a period of just five years from 2011 to 2016. That's significant. Let me tell you the reality of that, because in my constituency, the now-infamous, I do remember—. Dennis Skinner is famous for a lot of things. What some people won't realise is he used to stand up regularly in Parliament and argue for the refurbishment of a sports centre within his patch. I stand up regularly and argue for the Maesteg line and the Tondu loop, which is now, I think, entering the annals of this Senedd as something that keeps on being repeated. When are they going to solve the Tondu loop? Well, Dennis Skinner eventually got that after 20 years. I'll tell you the reason we haven't got that solved: because there was due to be investment in the digital upgrading of the Tondu signalling box about 10 or 15 years ago, and Network Rail UK stole the money away directly up to London for investment in the south-east. Because of that, we have a chap who comes down from the old Victorian signal box with a key in his hand then hands it over. Because of that, we cannot have the half-hourly service up to Maesteg, up to Garth, up to Ewenny Road and all services along there, because we have a chap coming down from a Victorian railway box to hand over a key, because the investment was stolen away for investment in the south-east. And that, despite the protestations of Conservative colleagues opposite, is exactly what has been happening, and in the spirit of collaboration and partnership with the UK Government, I would say that is now what needs to change.

It's flagged up in that report. We're looking at the massive investment of £50 billion in HS2, £30 billion in Crossrail. Good luck to them. That's fantastic, and Conservative Members opposite might say to me, 'And that'll be great for your constituents from Pencoed and Pontyclun and Llanharan and so on and so forth, when they use it.' Well the same goes in reverse, because when those passengers travel here to south Wales, I want them on fast journeys up and down the main line. I want them with good connectivity past the Tondu signal box and up to Maesteg to use the Afan adventure park, and bring in mountain bikes and get up there and spend lots of money in bed and breakfasts. The same goes both ways, I have to say, and all we're asking for is our fair share. Despite the protestations, 1 per cent of investment in Wales for 11 per cent of the track—those are the stark figures. So, in the spirit of collaboration, let's just have some chwarae teg here—let's have some fair play in this. If we can get that investment, then we can do exactly what has been brought forward in Professor Barry's report.

When he talks about these ideas, for example, of speeding up the service—so, 30 minutes between Swansea and Cardiff—I fully support that. In order to do that, we need investment in places like Pencoed to close the level crossing and to put the actual highways investment across the railway bridge that goes over the road so that we can free up the stranglehold that currently exists in Pencoed. We cannot do that with the Welsh Government alone—we cannot do that with Bridgend County Borough Council or Pencoed Town Council. This is where the £60,000 feasibility study money that's been announced will, hopefully, help us lever in Department for Transport and UK rail investment to free up that stranglehold, then we'll meet the 30 minutes between Swansea and Cardiff.

To increase service frequency between south-west Wales and London—I agree, because when my constituents want to go down to London on business or for a night out on the town in London and so on, well, excellent, but it's not going to do it unless we have the investment along the whole of that south Wales line and along those choke points. We cannot do it on our own, as a Welsh Government.

There are many other good points here about park and ride and so on and so forth. So, I simply want to say that the Welsh Government has got a good strategic view of where it needs investment. Mine would include the Pencoed level crossing and the bridge enhancements, which that feasibility study from the Welsh Government will now help take forward. It will include increased frequency on the Maesteg to Bridgend and Maesteg to Cardiff line, which will require that Tondu signalling investment and will require investment in the passing loop as well.

Just in closing, Dirprwy Lywydd, comment has been made about some of the places where they campaigned hard—Rhun ap Iorwerth mentioned it—and where the campaigns still go on. Well, we kept the Maesteg line open because a Labour local authority dug its heels in and said, 'Over our dead bodies will you close that line.' We continue to campaign for it. In Llanharan, we reopened the station, against all the trends of the day, because a Labour Welsh Government, with a Labour local authority and with a Labour Assembly Member, and others, stood by local campaigners and opened that station. When we get the Sunday service at the end of this year, it'll be because a Labour Government has invested in delivering it to Maesteg. When we get the increased frequency—Labour Government once again. We'll keep on campaigning because this is important, but we need the UK Government to stand alongside us as well and give us some chwarae teg.

Since the first British railway line was opened nearly 200 years ago, trains have changed the way that we travel and communicate. For communities like the one I represent in the south Wales coalfield, the railways developed a complex and symbiotic relationship with mining. They offered citizens opportunities to work, learn or enjoy leisure, and that is still true today. In 2016-17, there were over 30 million passenger rail journeys in Wales, and that’s the highest level since the 1990s.

Rail still provides the only direct public transport link between my constituency and Cardiff, yet while rail services play such an important role, we must, in turn, ensure that they are properly funded and that they meet the requirements of not only our constituents but people coming into Wales, and are supported so that they don’t just meet current needs but are able to cope with future demand.

As I think every speaker has already noted, we cannot deny that our rail services have not been funded as they should have been by the UK Government. I agree completely with my colleague Huw Irranca-Davies that all we’re asking for is our fair share. I won’t repeat the statistics that have been well versed around the Chamber, except the one statistic that I believe was raised by Rhun ap Iorwerth: out of a total UK budget of £12.2 billion, Wales received just £198 million. Incidentally, that is around half of what Welsh Ministers invested in Welsh rail over that same period, despite responsibility not being devolved. That shocking underinvestment by UK Ministers in Welsh rail is, of course, starkest when we consider their betrayal over rail electrification. Again, I won’t go into that argument, because it has been well versed in the Chamber already by previous speakers.

To meet the current and future needs of my constituents, I am pleased with the way the Welsh Government has gone above and beyond to support services. The appointment of KeolisAmey to deliver the Wales and borders rail franchise will undoubtedly bring significant benefits and opportunities, not least of all will be the £1.9 billion-worth of investment by the operator. And for what will this programme of investment be used? Well, I look forward in particular to the increased capacity on Valleys lines services. The number of trains between Aberdare and Cardiff will double so there will be four an hour, bringing increased opportunities for my constituents to enjoy travel and to increase their economic opportunities. And it will also increase the number of services calling at stations along the way—for example, Abercynon will then have eight trains an hour. The planned expansion of park-and-ride opportunities could really help to get people out of their cars, but enhanced services must capture commuter need. They can't just be Monday to Friday, nine till five.

I, like many other Assembly Members I'm sure, get frequent comments about the paucity and inconvenient timings of services on match days, for example. With regard to Sunday services, I was really pleased to be able to work closely with the previous operator, Arriva, to push for enhanced capacity on the Aberdare line on Sundays, which is now built into that new timetable moving forward. But we must make sure that trains run at the times people need them if we are to make that modal shift that's so important.

That brings me on to rolling stock. Obviously, rolling stock is vital to provide a safe and comfortable passenger experience and also to ensure service reliability. The metro and the proposed global centre of rail excellence offer us exciting opportunities, where Wales can be known for cutting edge rolling stock rather than the prolific, prehistoric pacers that we're currently saddled with. But the challenge in the interim is how to manage customer expectations in those few years when we're still changing over to the new rolling stock.

I want to make one final point as we're talking about the future of Wales's railways. It may come as no surprise that I'm keen for the extension of passenger rail services in my own constituency. I've had lots of sensible suggestions from constituents for new stations, but most frequently of all in terms of the village of Hirwaun. There the line is still in place, formerly used by Tower colliery, and that project has been a long-term aim of countless national transport plans. When the economy committee took evidence recently from Transport for Wales, I was a little shocked by the statement that reopening the track to Hirwaun could potentially take as long as 20 years. I really do hope that this is not the case and that we can make progress on this, which would be welcomed by so many of my constituents.     

Thank you. Can I now call the Minister for Economy and Transport to reply to the debate? Ken Skates. 

Diolch, Dirprwy Lywydd. I'm very pleased to be able to respond to many Members who've shown great interest and spoken with passion about rail services in Wales and, indeed, across Britain. I'm just going to deal first and foremost though with some of the misinformation and false statements that have been made concerning the service that Transport for Wales are managing and also historic levels of investment in the Wales route network.

First of all, in terms of performance—and, of course, this forms the heart of the Conservative amendments—the current public performance measures, which are determined by whether a service departs within five minutes of scheduled arrival, show that 95.1 per cent are meeting the current period PPM level. That compares nationally to just 90 per cent. In the previous period, which ran from December through to January, 91.98 per cent were meeting that level of service, compared to the national average of 87.3 per cent. In addition, in terms of cancellations on the Transport for Wales route, 1.6 per cent of services were cancelled compared last year at this time to 2.1 per cent. Clearly, Transport for Wales is delivering better services and improved punctuality. 

In terms of the figures relating to historic levels of investment and future levels of investment, several Members identified the figure that Professor Mark Barry has quoted in his report: £1 billion should have come our way. A number of Members, like Huw Irranca-Davies, spoke about how Wales has been deprived of that vital investment. Now, why is that important? It's important because Conservative Members referenced the increase in Network Rail budget of 24 per cent over the next control period. However, what Members in this Chamber perhaps are not aware of is that that increase of 24 per cent in the next control period is just for maintenance and renewals, not for new services, new lines and new interventions. And arguably, you could say that, actually, such an increase would not be required if the Government had been maintaining our railways properly since 2010. That, in turn, is what has led to a 28-year backlog in Wales. And, indeed, much was made of the new trains running between south Wales and London. Well, indeed, there are new trains and they are faster, but they're still only going to get you from south Wales to London in the same time that it would have taken you in 1977. That is the fact of the matter, and why is that? Because our infrastructure is creaking.

Now, I think it was a bit rich of Mark Isherwood to suggest that other politicians are trying to grab headlines with their rhetoric, and would he really argue that Wales has had its fair share in rail infrastructure investment? On these benches, we would say absolutely not. Now, in terms of HS2, he asked a direction question and I'll give him a direct answer: HS2 has the potential to greatly benefit Britain as a whole and, in particular, north Wales, but there will be an impact on south Wales unless mitigating investments are made along the south Wales main line. That is why we have been consistent in saying to the UK Government, 'Bring forward the business cases for improving the south Wales main line, particularly between Cardiff and Swansea'.

Mark Isherwood also talked about the need for devolution to north Wales over decisions concerning rail and transport as a whole, and he asked when we're going to make a statement. Well, if he was to read the White Paper on public transport, he would see that very statement about joint transport authorities having more control and responsibility within that document, and so I hope he will support that.

In terms of the motion from the Conservatives that references the growth and city deals—

'Notes the scale of the contribution to Welsh rail infrastructure that the UK Government’s city and growth deals will make'— what is the scale? Is there any scale of investment? In the north Wales growth deal, for example, certainly we would note it if there was any investment, but I don't see a penny going to north Wales as a consequence of that particular growth deal.

I'm conscious that many Members spoke about services in their own constituencies, and I am pleased that the Welsh Labour Government is in a position to be able to improve rolling stock, improve services, increase the number of services, improve punctuality and also ensure that stations are more attractive places. Rhun ap Iorwerth spoke about his personal experiences of travelling on the express service between north and south Wales. I think it showed why the previous contract was not fit for purpose, why it let us down. It also shows why we're right to be spending £800 million on new rolling stock. I'm pleased to say that new trains on the north-south service will be introduced later this year, and there'll be three express services per day.

But, thirdly, it shows why the funding model is broken. And I think all of us around this Chamber could surely agree that the model that's been adopted for infrastructure across Britain for many, many years has been biased towards the more intensely urbanised areas of the country and they, generally, lie in the south-east of England. Now, we've said that we wish to ensure that we grow inclusively the economy of all parts of Wales, and in order to do that we'll be publishing regional indicative budgets to drive investment decisions across the regions. So, my point to those Members who are wavering about whether to support the motion today is simple: if you believe that Wales should get its fair share of rail investment funding, if you believe that we should then have greater control over where that money is spent, and if you believe that it should be improved—rail services, rail infrastructure—right across Wales, then please vote for the motion.

The proposal is to agree amendment 1. Does any Member object? [Objection.] Therefore, we'll take all voting now in voting time. Do Members wish for the bell to be rung? We do have to wait for a moment. We have a slight technical problem, as you can see on the screens. So, we'll just wait a moment and, then, hopefully—. 

Voting deferred until voting time.