First off, I'd like to thank the Chairman, my fellow committee members, as well as all the panelists and staff who supported us in our work on this report. Now, between the pandemic, strike action and the cost-of-living crisis, public transport in Wales and across the UK is facing a wide variety of challenges. This means it's even more important than ever for the Welsh Government to deliver a joined-up sustainable plan for bus and rail companies. It's also important to look ahead to the future. Recommendation 6 of the report states that 

'The Welsh Government should provide an update on the work it is undertaking with other partners to understand future travel patterns...and their impact'.

I know that my colleague Natasha Asghar will have more to say on the scrutiny of Transport for Wales, but as shadow Minister for climate change, I'd like to reiterate how important public transport by rail and bus is to meeting our environmental targets. If the Welsh Government wants to meet Wales's net-zero obligations, people need access to travel that is both reliable and affordable. Only this morning we were talking about the road scheme having been stopped by the Deputy Minister. That's all well and good if you've got the public transport infrastructure in place, and sadly we don't have that in Wales.

Access to public transport, particularly bus travel, is essential to address social deprivation and mobility. University of South Wales research found that the most deprived areas saw the greatest decline in access to services due to the pandemic. Evidence from Transport for Wales shows that 13 per cent of Welsh households don't even have access to a car, and 25 per cent of bus users have a disability or a long-term illness. So, the Welsh Government, Minister and Deputy Minister, need to consider what can be done to help our most vulnerable, often living in quite socially isolated areas. The current cost-of-living crisis cannot result in those who are struggling losing their access to public transport. 

Recommendation 15 states that 

'The Welsh Government should set out what assessment it has made of the impact of energy costs and the cost-of-living crisis on its modal shift targets.'

As we mentioned in the report, the UK Government has already moved to cap bus fares outside of London at £2. Silviya Barrett confirmed that bus services in Wales declined by 45 per cent in the 10 years between 2011-12 and 2020-21, but in that last year, between March 2020 and March 2021, which was the first year of the pandemic, the cuts were 36 per cent. According to Joe Rossiter, the reduction of rail and bus services has had a significant impact on our rural communities and—this is the crux of the issue—not everyone is being affected equally by the reduction in services. People in remote and rural communities will disproportionately feel the impacts of reductions in service. And as we note in the report, there are risks that the proposed franchising system outlined in the bus reform Bill could actually close out smaller operators. These operators, particularly in rural Wales, are well placed to understand the needs of their local communities and respond to changes in demand. Certainly in my constituency, we have Llew Jones, who's a small bus operator, and he really works with the community and the passengers. We've also got now the introduction of the Fflecsi bus service, and that's proving to be a really worthwhile scheme.

We agree with the suggestion that the Bill should include provision to ensure that smaller companies can participate in the franchising process. We're pleased that the White Paper acknowledges this and includes proposals for addressing it. However, we do need to emphasise that the process should be designed in such a way as to minimise the cost of submitting bids for those smaller operators. Whilst I appreciate the financial constraints, there is more that could be done with the organisations that are already in place. In particular, we've seen clear evidence of a lack of co-ordination in delivering transport between different local authorities. Josh Miles believed that ‘Bws Cymru’ has lots of the right areas in it, but his main concern was that some of the underpinning elements of the strategy were simply not being delivered. He said there needs to be a focus on delivery, and that

'Local authorities don't have much by way of staff or resources to be able to put into the process at the moment.... So, there are just a lot of things going on and we haven't quite got the coherence or the investment to deliver things yet'.

Comments made by our witnesses such as these highlight that a lack of joined-up thinking can impact transport policy. It’s something that the report's already identified and we need to seek to address. I appreciate that some of these views have been taken on board. The reputation, consistency and reliability of public transport—