The next item is a statement by the Minister for Economy, Transport and North Wales on the Burns recommendations—the next steps. I call on the Minister to make his statement—Ken Skates.

Diolch, Llywydd. The final report of the South East Wales Transport Commission was published on 26 November, completing their detailed and independent review into sustainable ways to tackle congestion on the M4 around Newport. I'd like to put on record my thanks to Lord Burns and his team of commissioners for preparing an excellent and evidenced piece of work. 

For those living locally who've had to endure the negative impact of congestion, and for the businesses and individuals who need a more reliable and resilient transport network, I believe that this report sets out a coherent and realistic plan for this vital corridor of Wales. I hope Members have had an opportunity to consider the report. For me, the most striking finding was its first-principles investigation of the use of the road itself. The majority of trips are between 10 and 50 miles, starting or ending in Newport, Cardiff and Bristol. So, the evidence clearly shows this is a regional challenge requiring a region-wide response. These trips have a high proportion of single car occupancy, and the congestion is most severe in the morning and evening peaks. The evidence shows this is a commuter issue, not one caused by local journeys across Newport. The type of trips filling up this road and causing congestion are ones that could readily be served by public transport if it were competitive on cost, journey time and convenience. Given the geography and topography of the area, it's vital this important corridor of Wales has an effective and high-quality public transport system serving it that can give people genuinely high-quality choices across all the modes that can take pressure off the road.

I believe that our new Wales transport strategy, 'Llwybr Newydd', complements the recommendations in the Burns report. Taken together, I believe they can reshape the way we think about how people move around south-east Wales and, indeed, beyond. The transport strategy sets out a powerful case for change. The Burns recommendations are a blueprint for how that change can be delivered in south-east Wales, building upon the significant metro work already progressing. Lord Burns calls for enhancement of the south Wales main line and also for six new stations on it. This infrastructure is, of course, the responsibility of the UK Government, and they'll need to be a part of the conversation we need to have about the realisation of this plan. On 23 November, I published my statement on the union connectivity review, and my officials are in the process of preparing a substantive submission to the work of Sir Peter Hendy. I believe that this provides the vehicle for the UK Government to provide early commitment to delivering on the Burns recommendations in non-devolved areas.

The Burns recommendations set out solid reasoning why the rail network in this region needs to be levelled up to be comparable to other parts of the United Kingdom. For too long Wales has been at the back of the queue when the UK Government has been investing in rail infrastructure, and this is a positive opportunity for the UK Government to make good on their underinvestment. It is that underinvestment in fact that has caused the problems we now see in Newport, and I look forward to working in partnership with them to put that right and to deliver the Burns vision.

Lord Burns recommends significant enhancement of bus and active travel infrastructure in and around Newport, and I'm particularly struck by how this report highlights the social injustice of Newport having a very high proportion of trips by private car, yet having some of the lowest levels of car ownership anywhere in the country. Now, whilst the Welsh Government set out the strategic needs, the detail of this is, of course, best decided locally. I'm pleased to say that we have signed a memorandum of understanding with Newport City Council to jointly steer the way forward for bus and active travel measures in the city, supported by Transport for Wales. We've put in place short-term actions to help support individuals, communities and businesses to deal with the immediate impacts of coronavirus. However, Lord Burns is rightly setting out a blueprint for the longer term, which takes into account the significant growth forecasts for this region. And that growth, combined with our aims to encourage modal shift, justifies creating a sustainable mass-transit system right across the region.

I'll be discussing the recommendations relating to land-use planning with the Minister for Housing and Local Government to see how we can work together to support them. Integration between transport and land-use planning is fundamental. It's important that new development is built in the right locations, which are well connected and have good public transport accessibility, particularly in this part of Wales where classic radial development is more challenging.

The recommendations reach across all aspects of transport policy and delivery. They'll require close collaboration and co-operation between partners, and work is under way for a delivery unit to be established, which will be a partnership of Welsh Government, Newport council and Transport for Wales to help make progress on the report recommendations, and I expect that unit to have its first meeting this month. This unit will initially be tasked with reviewing all 72 recommendations of the Burns commission and determining what next steps would need to be taken. For new recommendations, the development unit will advise me and our partners in local authorities and Network Rail on the best course of action to develop and sufficiently to inform further decision making.

In some areas, we have already made a start. The recommended new rail stations at St Mellons, on the outskirts of Cardiff, and at Llanwern are already at planning stages. We've also taken steps to bring our Wales and borders rail network back into public ownership. The bus reform programme has been established in response to the impact of COVID-19, and we are developing longer term plans for reforming the way that bus services are planned, funded and delivered. We've provided the largest ever investment in active travel funding. This is creating safe travel routes and better connections in our towns and cities, interfacing with public transport connections, reducing reliance on cars. There is more to do in Newport, of that there is no doubt, and, indeed, across Wales.

In conclusion, I warmly welcome the findings of the Burns report. The Welsh Government has set out our core vision for transport in Wales: an accessible, sustainable transport system that is good for people and communities, good for the environment, good for our economy and good for places. The recommendations within the report will, I believe, help us to achieve that ambition. But it will only happen, of course, if this report is more than a shiny document that sits on a shelf. It has to lead to real and dynamic change, and I look forward to working with the UK Government and others to help make it a reality.

Minister, can I thank you for your statement this afternoon and can I also, as you have done, thank Lord Burns and his colleagues for producing this report and making recommendations as they have done? I should also like to thank Lord Burns for recently providing me with a briefing himself. I broadly welcome the recommendations. I think it's a good piece of work, with some good recommendations. Clearly, some of those recommendations need some further consideration, but there are some recommendations, I think, that certainly I feel I can support straight away, in terms of, for example, the co-ordination of bus and rail timetables at key interchanges. That's of course a sensible recommendation.

Minister, you kind of ended your statement by talking about this not becoming a shiny document that sits on a shelf, effectively. So, I think that it is important that there is some context around the questions this afternoon. The Welsh Government brought forward a shiny document to deliver the M4 relief road and that did sit on a shelf for a long, long time, gathering dust, and then, of course, the First Minister threw that shiny document into the bin, and we had a Welsh Government that brought forward its own proposals for the M4 relief road, looked at independently, and after spending millions of pounds of taxpayers' money scrapped those proposals, and this is where we are today. Now, from my perspective, I think the inadequacies of the existing M4 relief road around Newport are clear for all to see. The road was first designed in the 1950s, not as a motorway but as a Newport bypass, and it falls far beyond modern motorway standards, with lane drops, intermittent hard shoulders, poor alignment, and frequent junctions. That's my firm view. I know it's your view as well because I've just used your words, that you used previously.

Now, in that context, I wonder if you could, Minister, perhaps give a little bit more than you have done in your statement in terms of your initial thoughts on the recommendations. You didn't say too much about that in the statement itself. But, for example, what areas do you think that you can agree on? I've outlined some recommendations that I think I could support. What recommendations clearly can you support, and are there any recommendations that you have more difficulty with? I don't know if you can give us just a little bit more this afternoon in terms of the initial findings.

You've talked again about the development unit. I wonder if you could talk a little bit more about how that will work in practice. Also, in terms of the report, perhaps setting aside the recommendations and just looking at the conclusions themselves, within the report, what new information has been drawn out from that report that perhaps wasn't brought forward via the Welsh Government's original proposals for the M4 relief road and during that public inquiry stage? What new has come about in terms of those conclusions? For example, I know you mentioned the 10 to 15-mile starting point ending at Newport, Cardiff or Bristol. What other new items are there drawn out from the report, not in the Welsh Government's original proposals for the M4 relief road? You yourself have said that the 60-year appraisal period brings more than a £2 benefit for each pound spent on the M4 relief road scheme. So, do you anticipate the same level of return from investment from the recommendations? And if you don't know the answer to that, is that something that the development unit will be looking at?

Now, I've said I broadly welcome the recommendations in the report. There is one recommendation that does concern me, that I don't feel I can support, and that's around the workplace parking levy. For me, the way to change people's travelling patterns is to ensure that we've got good public transport at good prices, and we do it that way rather than by taxing people. So, with the pandemic, of course, having such a large impact on the economy, I wonder, Minister, do you consider it appropriate to be raising taxes in the way the report sets out? And if you can't guarantee that—. Or, rather, can you guarantee that no such workplace levy will be implemented under your watch, Minister? Thank you.

Can I really warmly thank Russell George not only for his contribution today, but also for his constructive participation in the process led by Lord Burns? And indeed, I'd like to thank every Member of the Senedd for being so constructive, willing and enthusiastic about speaking with Lord Burns and the commission, and I do hope that Members have felt well informed as a result of Lord Burns's willingness to engage directly with them. I'm very pleased indeed that Russell George welcomes the report, and, I must say, I think there are many, many recommendations where he and I would have agreement on, particularly in terms of the co-ordination, better co-ordination and integration of services and ticketing. It's vitally important that we create a public transport system that is desirable, that is accessible and that offers a better alternative to the car, and integration of services is key in doing just that.

The M4 relief road proposal was a solution for yesterday. It was a solution for an age before the climate emergency was declared by the Senedd, and the future is now low-carbon public transport and better active travel, less reliance on car use, more vibrant communities served by remote working hubs and a stronger foundational economy as a consequence of retaining wealth opportunities within communities.

In terms of my initial thoughts, I must say that, first of all, the delivery unit is going to be assessing all of the recommendations, and that delivery unit will be, if you like, a single mind that Lord Burns was keen to promote, involving all of the key delivery agents and decision-making bodies. But the delivery unit will be carrying out an assessment of all the recommendations. In terms, though, of my early thoughts on some of the key recommendations, I'd be very, very supportive of better infrastructure in terms of rail and active travel, and also utilisation of bus services, through the roll-out of more dedicated corridors. In particular, I think the need to upgrade the south Wales main line to provide the opportunity for more commuting services is something that pretty much all people in south-east Wales would welcome.

What the report found was that congestion on the M4 is a commuter problem, and the best commuter solution is to provide public transport that the most advanced western nations enjoy already, and that is through advanced metro systems. Now, our £700 million-plus metro vision will provide just that, but it's largely based on north to south travel. What Lord Burns has added is a vision for east-west travel as well, therefore combining all forms of movement across south-east Wales. I'd be very, very supportive of adding to the Welsh Government's vision for the metro an additional vision for east-west, horizontal travel between our key cities and, indeed, Bristol.

In terms of some of the key findings that emerged from the report, I was particularly struck—and it went back to the first principles of the work of Lord Burns—by findings concerning the main contribution to congestion at peak hours, and that it is people who are travelling between 10 and 50 miles. Prior to this report being published, I must say I'd heard a number of people who would make assumptions that the problem in and around Newport was caused by local journeys and local people. What is evident now is that that is not the case. These are longer journeys that are causing congestion.

Value for money will of course be a key consideration. Only today I received an e-mail from the finance Minister reminding me that value for money must be an integral part of our decision-making process. However, I would also add that if we are to inspire modal shift and provide opportunities for people to access public transport then we must invest in public transport, now and in the future, both in terms of the infrastructure that's required, but also in terms of the subsidy that's required to make it a cost-effective alternative to private car use.

And then, finally, to the important point that Russell George has raised, the proposals for workplace parking levies to be administered and determined by local authorities, I think the vitally important point to make here is that such a levy is proposed by Lord Burns only on the basis of those improvements to public transport alternatives having already been delivered, and, therefore, I think it's a very useful suggestion, but clearly it is based on the need to first of all implement the other recommendations that will provide attractive and cost-effective alternatives to private car use.

Helen Mary Jones.

Delyth Jewell.

Oh, okay. That's not what I have, but Delyth Jewell.

Sorry, Llywydd.

It's okay. Delyth Jewell.

Diolch. I'd like to thank the Minister for his statement and put on record, too, my thanks to Lord Burns and his team for their work in completing the report. M4 commuters and the communities surrounding this stretch of the M4 deserve action after years of discussion that began, of course, in the 90s.

Now, we in Plaid Cymru welcome the recommendations of this report. For some time, Plaid Cymru has maintained that the solution to solving the Brynglas congestion problem is to invest in the public transport network around Newport. Simply building a new road will not solve the issue, and I'm glad to see so many recommendations reflecting this in the report. Anyone with an understanding of induced demand would appreciate this.

We're also living, of course, in the midst of a climate emergency. If we're serious in tackling that emergency, the logical conclusion when it comes to transport is investing in sustainable modes of public transportation. Recommendations for solving congestion problems on the M4, of course, could be implemented immediately if Wales had powers over rail infrastructure. The Burns commission has recommended, as has been set out, that congestion issues could be targeted with an investment of around £600 million to £800 million in public transport. As you've outlined, Minister, this could include building six new train stations, upgrading existing tracks, and so on, but rail infrastructure is not devolved, which means some of the main recommendations would require the agreement and support of the UK Government to implement, as you've just been setting out. Now, this does concern me. The recent UK Government spending review showed a huge reduction in the relative transport funding that Wales receives from Westminster, due to HS2 being designated as an England and Wales project, which suggests improving the Welsh rail network is not a priority for the UK Government.

Let's remember that the required investment set out by Burns is tiny compared with HS2 at less than 1 per cent of the cost of that project and, indeed, less than the amount by which HS2 has increased since last September. And it represents excellent value for money, delivering transport and wider environmental benefits for a region that's been so neglected for too long. 

Now, Minister, the sad reality is that had Labour and the Tories supported rail devolution as part of the St David's Day process, the Welsh Government could have started implementing these recommendations immediately. But as things stand, we must hope that the UK Government does the right thing, a deeply precarious situation to be in, to put it mildly. So, M4 commuters, I'm sure you would agree, deserve action after so long of discussion with this, so I'd urge the UK Government, as you said, to meet you and the Welsh Government as soon as possible to discuss how they'll implement the recommendations, because if they refuse to do so, it will be further proof that Westminster will never work for Wales. But Minister, I close by asking you: how confident are you that the UK Government will be keen to work with the Welsh Government on this, and what contingency plans can you put in place if they are not keen to work with the Welsh Government to take these recommendations forward? 

Can I thank Delyth Jewell for her questions? I'm very pleased indeed that the report by Lord Burns has been welcomed by the spokesperson and by Plaid Cymru. Obviously, when we look back at the debates that took place on numerous occasions in the Chamber concerning the proposals for a relief road, some parties supported the blue route, other parties supported a black route. I do hope now, Llywydd, that all parties will support the Burns route to alleviating congestion on the M4, and providing a viable and sustainable alternative to private car use on what is a very, very congested route at peak times. And I think Delyth Jewell is absolutely right to highlight the need for us to either have a true levelling up in terms of rail investment, or, and ideally, devolution responsibilities for rail infrastructure and a fair funding model for it that could be based on the Scottish methodology of funding.

Now, in terms of the work that's underway right now by Sir Peter Hendy—and it is very important work, because it provides the vehicle for which the Burns recommendations could be promoted to UK Government—I've already met with Sir Peter Hendy. I'm pleased to tell Members today that the Burns report is being carefully considered by him as part of the union connectivity review. And Delyth Jewell is absolutely right to highlight the relatively small sums of investment that would be required to deliver fully on the Burns recommendations from the UK Government, estimated to be between £390 million and £540 million, exclusively for the UK Government areas of responsibility. That, of course, concerns the rail infrastructure. When you compare that to the historic underfunding that has taken place over many years—and this is not a party political point, I'm just highlighting the fact—that through the Treasury Green Book, areas outside of south-east England have been disadvantaged for decades upon decades to the tune of something in the order of £2.1 billion between 2000 and 2030.

So, there is an opportunity with the review of the Green Book, with the union connectivity review, with the UK Government's declared determination to level up, for them to use the Burns report as perhaps the first opportunity to invest outside of south-east Wales in a fairer and more equitable way and, in so doing, solve a problem in south-east Wales that has been with us for several decades. I've already met with UK Government Ministers. As I say, I've met with Sir Peter Hendy as well. I do detect a very great interest in the recommendations by Lord Burns, and a willingness to work with the Welsh Government in implementing not just the short-term and medium-term solutions, but the longer term solutions. Ultimately, a test of the UK Government's willingness to level up, willingness to invest in a way that runs against traditional constraints of the Treasury Green Book, will determine the success of the Lord Burns recommendations, but I am hopeful that the UK Government will embrace it rather than reject it.

Thank you for your statement today, Minister. The Burns commission report outlines the situation in Newport as one of congestion and pollution. It's recognisable to those of us that live here and experience the impact of the M4 running through our city. For too long, Newport and the surrounding area have been poorly served by public transport options. The plans outlined by Burns are undoubtedly exciting for Newport, and will transform our public transport system into a fit-for-purpose, sustainable, commuter-friendly service.

A dramatic increase in train capacity using the existing relief lines, with several additional stations across the city in areas such as Maesglas and Tredegar Park, combined with attractive, functional and integrated links with Cardiff and Bristol—it's extremely welcome. It is a system that has been proven to work in cities across the world, and it can work here. It's a public transport system that Newport deserves. As the Minister knows, since the decision was taken not to go ahead with the road, I've always demanded from him and the First Minister that a solution must be found. Inaction is not an option. We, in Newport, have been here before. Progress needs to be made, and it needs to be made urgently. Key to its success is delivery of the vision. Could the Minister outline the immediate timetable? When will we start to see actual changes that will begin to make a difference?

Providing areas on the outskirts of cities with alternatives to driving is going to be essential to the overall success of the solution. Whilst I'm glad that the Welsh Government has committed to restoring the historic rail link between Ebbw Vale and Newport, which I've long been a campaigner for, we need to see that happen. Newport has been bypassed on this for too long. I can assure the Minister that I'll be continuing my calls for the Welsh Government to restore a station and rail service in Caerleon. Would the Minister give assurance that he will look back at the work that has been done over the years, and the Burns commission, on the re-establishment of this service in Caerleon?

I fully appreciate that not all responsibility for these changes is held by the Welsh Government, but I'm urging both the Welsh and UK Governments to just get on with it. Both Governments have the reports. This cannot be ignored. Warm words need to be turned into action. We just need to get on with it, and I will do all I can to support it. We need to make it a reality.

Well, can I thank Jayne Bryant for her questions and for her comments regarding the report and the historic problems concerning her constituency and the challenges that her constituents face on a daily basis? Jayne Bryant has been a powerful advocate for greater investment in and around the Newport community, and I very much welcome her contribution today. I have to say that, in a very short space of time, Lord Burns constructed a vision of twenty-first century, integrated transport for south-east Wales, and now it's our determination to move forward in implementing the recommendations at equal pace. That's required in order to serve the needs and the demands and desires and hopes of the people living in Jayne Bryant's constituency and those people who live right across the south-east Wales region.

Now, in terms of some of the challenges that Lord Burns has faced during the course of his work, one was the assumption that I outlined just a short while ago, that most of the congestion is caused by local journeys. This is not the case, and actually more than 90 per cent of journeys on the M4 involve going from one local authority to another, demonstrating how a regional solution is needed, and that, in turn, is why we also have to have that single mind, that delivery unit, which is being constructed right now, which will meet this month to ensure that all key stakeholders, all key delivery partners, are working together to the same ends. And in terms of some of the quick wins, well, Jayne Bryant will be aware that, already, the south Wales main line enhancement development programme is under way, that we're already developing the rapid bus and commuter cycle corridors, that trials are taking place concerning rapid bus services and alternatives to traditional scheduled services, that we're looking at commuter cycle corridors as well, and also, of course, that work is being undertaken at pace on Newport city centre interchange development.

Now, also in terms of early work, workplace travel planning will be undertaken to alleviate congestion on the M4. And with regard to the Ebbw Vale service and frequency enhancement, well, Transport for Wales, as the Member I know is aware, have developed a proposal for an interim additional hourly service to operate between Crosskeys and Newport, and potentially beyond to Gloucester, whilst we await the infrastructure work that isn't due to be completed until the 2023. Now, Welsh Government officials are continuing to work with Transport for Wales to develop this proposal further and to enable the service to operate from next year and to continue to run until the full service can be introduced, as I say, in 2023. We're seeking to introduce it as soon as possible, obviously subject to those regular scheduled timetable changes that have to take place. Obviously, in order to increase capacity further on the Ebbw Vale line, we'll also need funding from the UK Government, which has responsibility for the infrastructure both on the Ebbw line and the south Wales main line. And we've already submitted a bid to the UK Government's Restoring Your Railway accelerated ideas fund to secure the funding to progress the work on reopening the Abertillery spur. So, we're awaiting a decision on that particular application.

In terms of Caerleon, well, I was delighted that Lord Burns backed our long-held proposals for a station at Caerleon, and, in taking forward this work to develop potential stations that are recommended by Lord Burns, I will be asking Transport for Wales to ensure that appropriate consideration is given to a new station at Caerleon. But I must also stress that the development and the implementation of this will depend on support and commitment from Network Rail.

Can I thank the Minister for his statement today? I'd like to take the opportunity to thank Lord Burns and his team for this comprehensive report and for the often innovative recommendations it contains. We're all acutely aware of how important the M4 is not only to South Wales East, but as an access to the rest of south Wales, given that it links all three of the region's cities. We are also aware that we desperately need a solution to the acute congestion problems at the Brynglas tunnels.

Given that a new relief road is no longer an option, we have to accept that a new strategic and holistic solution has to be found. The approach used by Lord Burns I believe is a realistic option to a new road, and right at the heart of the report is the desire for people to abandon the private car for public transport. The report's authors believe that this will relieve the congestion at Brynglas, given that cars are, by far, the major component in the congestion problems. But we have to accept that this calls for a number of different transport modes to gel together, and the transfer from one mode to another must be a seamless one.

In order for this to be possible, as the report says, there has to be one region, one network and one ticket. We all know that the technology is there to make this happen, and, in many ways, it has to be a priority factor in the implementation of this new transport network. Will the Minister give an indication as to any progress being made to implement this important element?

If we deal with the recommendations with regard to rail first, the report identifies the need for extra stations on the south Wales relief line between Severn tunnel junction and Newport, and another at St Mellons. Can I, at this point, mention and congratulate the Magor Action Group on Rail, who have already advanced plans for a station at Magor? However, given that this line is still, unfortunately, under the control of Network Rail, how confident is the Minister that, even given Chris Grayling’s promises after the electrification to Swansea was cancelled, and Network Rail's statement that these issues are a priority, they will deliver, and in the time frame envisaged? The best solution would, of course, be for the Welsh Government to take control of this line, and I urge the Minister to keep pressing for that to become a reality. 

Buses are also identified as a major piece in the transport jigsaw. The detailed recommendations with regard to bus networks, including new park-and-ride facilities near rail stations and placing them right in the heart of major conurbations, would help facilitate the desire to encourage people to use public transport, as opposed to their cars. It is, of course, vitally important that train and bus times are fully integrated. No longer can we accept a train leaving Newport station five minutes before a commuter bus arrives from Blackwood.

One of the other aspirations contained in the report is to have people use the bike as the preferred mode of transport. I believe this is certainly achievable in city areas with the continued expansion of safe cycle lanes, though for commuting to work it will be much more difficult for those living in Valleys areas. A possible solution to this is to make access to public transport for bicycles as simple and affordable as possible. This can be achieved by safe and secure bicycle parks at railway and bus stations. There should also be designated areas on trains in particular, but, if possible, on buses too, so that the bicycle could be used at either end of the journey to work. Could the Minister indicate if some of these issues are being addressed?

I said at the beginning of my submission, Llywydd, that this is a comprehensive report, and I believe it outlines a truly holistic approach, but there are many components that will have to be completely integrated for it to work, and the UK Government must play its part in helping to finance this ambitious project. Thank you, Llywydd.

Llywydd, can I thank David Rowlands for his comments and his questions? I very much welcome what David has said about the report and the various recommendations contained within it and the need for the UK Government to play an active role and, indeed, the need for various groups, including the Magor action group, to be participants in designing transport solutions within the community. I said in my statement how many of the decisions need to be made locally, and it's my belief that groups such as the Magor action group, with whom I've met in the past, with John Griffiths and Jessica Morden, will play a critical role in helping to design solutions to the problems that are faced in and around Newport.

Of course, David Rowlands makes the important point that the M4 is a key artery for the economy of south Wales, but that it can't be the only artery, and that a public transport artery is needed to complement the M4 and, indeed, to offer an effective alternative to using the M4, particularly with a private vehicle. Integration, David Rowlands rightly pointed out, is critically important. To ensure this, we're setting up that delivery unit, we've entered into a memorandum of understanding with the local authority, and Transport for Wales are playing a greater role in terms of integrating bus and active travel and rail transport as well. Indeed, Transport for Wales, currently in this year, are undertaking a major mapping exercise regarding the provision of bus services as we seek to introduce, in the next Senedd term, legislation to take greater control over the provision of bus services so that we can truly integrate them with rail services and with the provision of active travel infrastructure.

Delivery in terms of the devolution of rail infrastructure and funding is hugely important. I agree entirely with David Rowlands that the ideal solution to this would be the devolution of rail infrastructure and the fair funding to go with it. In the absence of such a willingness to do so, we fully expect the union connectivity review and the Williams review to offer vehicles for the UK Government to deliver on a leveling-up agenda that requires additional and significant investment in Wales, particularly in regard to upgrading main lines, both in south Wales and in north Wales.

I think David Rowlands is also correct in outlining the importance of accessibility to public transport solutions, particularly in ensuring that they're well connected to active travel infrastructure. I'm pleased to say that coming from the review is a very clear indication that, if all of the recommendations are delivered and implemented correctly, then 90 per cent of people in the region would live within just one mile of a bus corridor or a rail hub. That would be a huge game changer in terms of rolling out full accessibility for the population of south-east Wales, and, of course, we do know that that final mile can be vitally important in encouraging people to undertake active travel to improve their health and well-being. So, I very much welcome the point made by David Rowlands concerning accessibility. 

And, finally, I would also agree with his point that the Welsh Government and the UK Government need to work very closely in delivering on the Burns report and recommendations, and I look forward to doing just that with UK Government counterparts.

Well, Minister, I agree with the Member for Newport West that we need action not options, because we know that this is a really serious problem, and there are many things that are going to concentrate our minds, not least the landmark inquest into the death of Ella Kissi-Debrah, which may well find that air pollution was the main cause of her death. And we have similar illegal levels of air pollution in my constituency, and that is why we really do need to get on with providing serious alternatives to the motorcar for everyday commutes to school and to work. 

I absolutely am signed up to the Burns route. I have long suggested that one of the keys to alleviating this congestion that's currently going by road is the four train lines between Cardiff and Newport and beyond. And, therefore, I want to focus my remarks on how we are going to get that spine of the Burns proposals, progress made on that now. I appreciate that you're hoping that Sir Peter Hendy's connectivity review is going to unlock the current totally unfair way of funding transport across the United Kingdom. Let us remind ourselves that we're going to get nothing from the £2 billion to be invested in HS2, even though it's going to actually have a detrimental effect on the economy of Wales. We'll get nothing to improve our rail lines from that, so that needs to change. But we really can't wait until the Hendy report to be talking to Network Rail about what we could be doing now to release two of those four train lines to ensure that we can make serious progress already, building on St Mellons and Llanwern and the other local stations. Because the conversations you're having with Julie James about not allowing people to build housing in areas that aren't connected are long-term proposals, but I think we need to do things now in order to ensure that people realise that we are doing something about (a) this congestion, and (b) tackling climate change by getting people out of their cars. So, I wonder if you can say what conversations you've had with Network Rail on this. I appreciate that money is involved, but it's not of the same complexity as trying to free up land to create branch lines, et cetera.

[Inaudible.]

I can't hear, unfortunately. He's muted.

We can't hear you, Minister. We've missed the start of your contribution, Minister. Can you start again? Try again, say something.

Can you hear me now, Llywydd?

Yes, we can. Carry on. Start again.

Thank you. Apologies. I very much welcome the statement made by Jenny Rathbone, particularly her comments concerning biodiversity and air quality. On pages 79 and 80 of the report, some very strong statements are made concerning the benefits of implementing the recommendations in terms of air quality and biodiversity, in particular on page 80, and I'll quote:

'Our recommendations would assist in mitigating these problems and contribute towards compliance with the air quality standards' in those key areas where nitrogen dioxide levels have been excessive. And, of course, if we were to promote the shift towards other modes of transport, we'd also see some of those carbon canyons, as they're often referred to, within Cardiff itself, alleviated of toxic emissions and particulates. And, so, the report really does make a very, very powerful case for implementing the recommendations, on the basis of not just alleviating congestion, but also in terms of improving air quality.

And in terms of biodiversity, again, paragraph 366, on page 80, states:

'We do not foresee that any of our recommendations would cause detriment to any of the environmentally designated sites in the region.... On the contrary, reducing the impact of cars and vehicle emissions on these areas should bring benefits to biodiversity and the water environment.'

My view is that the report delivers well against the Well-being of Future Generations (Wales) Act 2015, in terms of the ways of working, in terms of the need to recognise the significance of the environment, the need to ensure that we're making our full contribution to challenging the climate emergency. And in addition, the report also makes a number of very powerful cases for addressing social injustice within the region, by investing more in public transport.

Regarding the rail spine, as Jenny Rathbone described it—and it's a very apt description—this has already been raised with Network Rail on numerous occasions. Discussions are ongoing, and I'll be raising the need for the UK Government to invest in the recommendations for its upgrade later this week, when I participate in a quadrilateral with UK Government Ministers and with counterparts from the other devolved administrations. As I said to other speakers, the UK Government have already received this report and the recommendations with great interest. My determination is that that interest is converted into commitment, commitment to invest in rail infrastructure in south-east Wales and to enable those four track lines to serve not just long journeys that are conducted on the basis of inter-city connections, but also commuter services between Cardiff, Newport and Bristol.

We're out of time on this item. I'll need shorter contributions of no more than a minute from the remaining speakers, if I'm to get through everybody who's requested to speak. Nick Ramsay.

Diolch. I won't take it personally, and I'm sure the Minister will appreciate me being succinct. Thank you, Minister, for your statement, and also to thank Lord Burns for this valuable piece of work. There is no doubt at all that we do need a solution to the congestion along the M4 corridor around Newport, and, as you said, we have done for some time. Can I say, Minister, that I think that the time for reviews and commissions—welcome as they are—is obviously at an end now, and the people of Newport and south-east Wales want to see the recommendations of this report implemented as swiftly as possible? So, can I ask that you do that?

The bus and rail infrastructure in that part of the world has been sub-standard for a long time, and certainly not up to a city region standard. So, can you say a little bit more about how you intend to improve public transport in the area, and also to develop the metro system? I know that, in the past, you've spoken about the possibility of a metro hub at the Celtic Manor. With the new International Convention Centre Wales now having been finished, I think that now is an opportune moment to revisit that, and see if we can get that hub, with spokes going out both westwards to Newport station and also up to Monmouth in my constituency, so we can improve those public transport links.

And finally, Llywydd, I appreciate the Welsh Government's position on a relief road, and I also appreciate that these recommendations are around public transport. I am a bit concerned that, with the development of electric cars—particularly with the Government's deadlines now for 2030 as phasing out petrol cars—we are going to see growth in electric cars, and that means that the car vehicle is still going to be used over years to come. So, I think it would be wrong to shut the door on improvements to the existing M4 corridor. Do you have any plans to look at ways that that stretch of road can be improved, perhaps could be turned into a smart motorway? Perhaps there's scope for improvement at the Brynglas tunnels themselves—I know that there have been some lighting improvements and camera improvements over the months and years. But I think that we need both public transport and an engineering solution to the existing stretch of M4, working together to try and improve the transport problems in south-east Wales.

Can I thank Nick Ramsay for his contribution and the questions that he raised? I'd agree to his last point that we can't just look in isolation at the public transport solution, but we must also recognise that the M4 itself requires interventions. And that's why, in the first round of recommendations, Lord Burns recommended a small number of what were described as 'quick wins', to try to improve the flow of traffic along the M4, and that included additional signage, for example. We wish to prioritise our road investment in maintaining the asset, which is a very considerable one across Wales, amounting to about £17 billion in value. There are challenges in terms of smart motorways. I would never rule out the development of a smart motorway, but we must learn from some of the terrible, terrible accidents that have occurred in England during the development of the early round of smart motorways. Lives have been lost as a result of that particular intervention. So, the use of digital signing, the use of live traffic information, the use of remote monitoring systems are all very well and good, but safety has to come first—the safety of the travelling public. And, so, whilst I remain very, very open to the use of advanced technology in ensuring that traffic flows smoothly, I would not wish to follow what happened in the early stages of the development of smart motorways in England, where, unfortunately, lives were lost.

Electric cars, as Nick Ramsay said, could lead to similar volumes of traffic at the moment. Of course, there is advanced technology that is being researched concerning autonomous vehicles that could, in the future, in a distant time, lead to vehicles requiring potentially less space. In the first round of autonomous vehicles, it's likely that they'd need more space. But, of course, our key concern is in ensuring that through delivering the Burns recommendations we provide an alternative to reliance on the car, and that we provide an alternative that is cost-effective, and that is sustainable and that is accessible.

And I think that, in terms of the report, people in and around Newport, and across south-east Wales, are pretty settled on the report as the solution to this problem that has challenged us for many decades. And, of course, Nick Ramsay is right that within Newport itself the use of bus services will be hugely important. We've already trialled the Fflecsi service, as an alternative to traditional scheduled services. The report itself outlines recommendations concerning the integration of public bus services with active travel provision, and we're keen to ensure that the work is taken forward at maximum pace, working through the delivery unit that's been established and, of course, making sure that we go on using advanced technology, as it develops and as it emerges, to improve the provision of public transport and accessibility to it.

I very much welcome your statement today, Minister, and the work of the commission for this integrated, accessible and sustainable transport system for Newport and around. It's been long awaited and we must now make it a reality. The delivery unit is vital to this, Minister, and it's good to hear that it will be meeting this month. I wonder if you can tell us whether that delivery unit will have a dedicated budget, whether it will be headed up by a named individual and whether it will have a remit set out in more detail than you've mentioned today. 

In terms of buses, as you say, they must be a very important part of what we need to see happening in Newport, and any early wins around dedicated bus routes, bus corridors, would be very important. Would it be possible perhaps to have a free bus travel pilot, which would help with that accessibility and get more use of buses off to a very good start? 

I heard what you said about Magor. It's very encouraging, Minister, particularly involving the group in designing what happens. You will know that they're quite some way down the road with UK Government in terms of the new stations fund, and I hear what you said or what's in the statement about St Mellons and Llanwern being at planning stages. Quite a lot has already happened in terms of going through the UK Government's stages with Magor, so I wonder if you could add that to the other two in terms of early developments that we might see.

In terms of active travel, the statement says that there's more to do in Newport, which is certainly the case. I wonder, again, if you could say a bit more about how we could have some early wins in terms of active travel. It's such an important and exciting part of the overall agenda, which hits so many of, I think, Welsh Government's priorities in terms of health and fitness, as well as the transport and environmental advantages.

Finally, in terms of Ebbw Vale, I'll just add my voice to Jayne Bryant's. We've waited so long to see progress on that Ebbw Vale line, and people are very, very impatient and it would be a huge act of good faith if there could be any speeding up of the establishment of that passenger line.

I thank John Griffiths for his questions. That delivery unit is going to be vitally important, as John Griffiths outlined, and governance and programme costs are under consideration at this moment in time. With regard to bus services in and around Newport, Transport for Wales are conducting a mapping exercise across Wales, and that will inform both Welsh Government and Transport for Wales as to where additional routes and services and novel forms of services may be required. Of course, we're keen to make sure that Newport is considered a priority for any introduction of new such services. Integration is going to be absolutely vital in delivering affordable transport solutions for the public. I'm very keen to make sure that we develop ticketing systems that are similar to very advanced systems that exist across other parts of the UK and further afield, including, for example, in Liverpool, where very, very affordable forms of public transport are available to the public. I know that the Magor action group have worked tirelessly to promote a new station in their community, and we're keen to go on working with them through the development process to ensure that that piece of infrastructure is in place as Lord Burns recommends. And in terms of active travel, on page 82 of the recommendations, Members will note that an early delivery of the Burns report could be the introduction of the Newport cycle hire scheme. I would very much welcome such a scheme, as it would give an opportunity to people to utilise hire cycles in the same way that other cities around Wales and the UK have enjoyed them in recent times.

I'd still like to see the M4 relief road built as promised, but I'll focus my remarks on the report. The UK Government and the Welsh Government have got different responsibilities here through law, but I wonder is a better approach to have a joint project team, where both parties are funding that and working together to deliver an agreed solution, as with Crossrail, where we saw the Department for Transport and Transport for London? Shouldn't we look at that joint model rather than just divvying up responsibilities? The Minister mentioned at the beginning the 10 to 50 miles and Cardiff, Newport and Bristol, and then said there needed to be a regional solution. But the remarks were focused on the south-east Wales region. What is going to be done to link this up and have an approach that takes in the demand to travel to and from Bristol from these parts of south Wales as well? When I've spoken with Ted Hand and the Magor group, who I congratulate too, I've emphasised how they complement what's happening at Cardiff parkway, or St Mellons, and also at Llanwern, because if you have three or now potentially six new stations, then the whole of that is going to change how transport works, and there is a much greater benefit to having all of them than just one. But on the 4.4 figure within the report, the four trains per hour running through those six stations, none of them are shown as going on to Bristol. Is that just how the particular figure has been drawn, or does that imply that, actually, none of those stopping services will be serving commuters going through to Bristol?

Could I thank Mark Reckless and say that the latter is correct? Those additional services are designed to address the needs and existing demand within the Newport city area. But also, as the report makes clear, in terms of the summary, we would wish to see increased services across the border. Much of the report is actually dedicated to cross-border transport and makes recommendations concerning improved provision of rail services between south-east Wales and the south-west of England and, indeed, the south-east of England. In terms of the proposal for a joint project team, well, the delivery unit is a joint project team, currently comprising of Welsh Government, Transport for Wales and the local authorities. But, of course, given the significant role that Network Rail and the UK Government will play in this, then the door would certainly be open to participation by them in such a delivery unit to make sure that that investment that is so urgently required in terms of rail infrastructure in south-east Wales is delivered as soon as possible. So, I’d very much welcome their early participation in such a unit, and this is something that I'll be raising again with Ministers later this week.

I'm very grateful to Lord Burns and the commission and to the Minister for his statement this afternoon. The Minister, in answering the questions, has referred to developments on the Ebbw valley line, and particularly new infrastructure in and around Abertillery. I'd be grateful if he could write to me outlining exactly what those investments are and how he sees those developments being pursued over the coming years.

But the point I wanted to make in this contribution this afternoon is the importance of that wider regional approach. The debate around the M4 has been too predicated on a very narrow band across the M4 corridor itself, or the 5 km north of it. What many of us would like to see—and this is one thing that I was very, very pleased to see in the report—is that wider regional approach, so that people who wish to travel into Newport, or through Newport into Cardiff, are able to do so, and to do so with a choice of transport services available to them, so that you do have the railway line providing the link from the Heads of the Valleys into the cities of the south, and also bus services that will serve communities across the south-east of the country.

The final point I would make is this: in designing new services, we need to always keep in mind the purpose of these services. The Ebbw valley line was designed not as a commuter service for the cities and the communities of the M4 corridor, but as an inter-urban service, linking the Heads of the Valleys with the city centre here. And there is always a danger—and I blame nobody for this; we will all campaign for our own constituencies—that as we add more stops in the southern part of that route, we slow the service down and we do not make it a viable service for the people of Blaenau Gwent. So, it is important, in ensuring that we develop and drive forward public transport serving the communities of eastern Cardiff, Newport and the rest, that we don't do that and inadvertently deprive the people of the Heads of the Valleys of the service that was designed in order to link that community with the communities here in Cardiff and Newport.

Can I thank Alun Davies for the points he raises and the questions that he raised? If I may, I'll just recap some of the areas of spend that the Welsh Government has made since 2001 in terms of rail infrastructure. There's the Vale of Glamorgan line reopening, the Ebbw valley line reopening, and new stations under development or being constructed at the moment include Bow Street, Ebbw town and Pye Corner—some have been completed, of course. There are the Merthyr frequency enhancements that we've invested in, and, of course, ongoing investment in the development of improvements between Wrexham and Chester on the line in the north. And, course, we're investing very heavily in the transformation of the core Valleys lines. So, as Alun Davies has outlined, our investment in rail infrastructure cannot be doubted. What we need now is the delivery of the Burns recommendations, and, to achieve that, UK Government investment.

Alun Davies is absolutely right that there must be affordable and attractive alternatives to the use of the private car, and in terms of making alternatives attractive, they have to be regular, they have to be rapid and they have to be reliable. And that's why the four trains per hour on the Ebbw line is such an important aim for the Welsh Government, and why we are so determined to ensure that four trains per hour are provided. I totally accept the point that the number of stops should be minimised in order to ensure that a service is rapid and that people are able to travel from A to B in less time than they would using their own vehicle, but, obviously, there is also the balance that needs to be struck with ensuring that people across an entire region have public transport that is accessible to them, and that we are able to maintain a strong farebox receipt in order to make those services sustainable.

In terms of the Ebbw Vale enhancements that are required, obviously, to deliver four trains per hour, it will require quite considerable investment by Network Rail, but we are working towards ensuring that that can happen. Because people in some of the most disadvantaged and distant communities in Wales, as in the UK as a whole, have been poorly served by rail investment, outside of the south-east of England, for far too long. That needs to be addressed as part of the levelling up agenda across the UK, and particularly within Wales.

I thank the Minister. The next item will be the break. We will take a brief break while change-overs are made in the Siambr. So, we'll return in a few minutes' time.

Plenary was suspended at 15:55.

The Senedd reconvened at 16:03, with the Deputy Presiding Officer (Ann Jones) in the Chair.