Clause 2 - Wales Transport Strategy
Transport (Wales) Bill
11:15 am
Bill Wiggin ((Also Shadow Secretary of State for Wales), Environment, Food & Rural Affairs; Leominster, Conservative)
In tabling amendment No. 2 we aimed to ensure that the Welsh business community would be sufficiently considered in the development of the Wales transport strategy. Business productivity can be considerably enhanced by improving transport links. We all know the struggle that Wales faces in increasing its economic activity levels and encouraging new businesses to start up. Wales has the lowest gross value added of all the UK regions, a quarter of its work force is economically inactive, VAT deregistrations of business outweigh registrations, and record numbers of people declare themselves bankrupt. Every possible chance must therefore be taken to encourage economic development in Wales. The transport strategy is no exception, and must be developed with regard to the needs of business in Wales.
The clause as it stands is too vague. Providing for the Assembly to consult with
“any other persons it considers appropriate”
is not prescriptive enough. The Bill should include provision for consultation with anyone who wishes to be heard, whether from the public, from professional bodies, or from those of the utmost importance to the economic and social development of Wales, such as the aforementioned business community.
In tabling amendment No. 17, we seek to ensure, as advised by Network Rail, that particular bodies for technical expertise in the transport sector cannot be ignored by the Assembly during consultation on the Wales transport strategy. At present, the Bill leaves absolute discretion to the Assembly as to whom, other than the local authorities, it should consult when making the strategy. That seems to leave open the possibility for no other consultation, despite the fact that companies likely to be affected by the policy should be consulted. There is room for improvement in the clause, at least by including a list of possible bodies for consultation. Transport companies, businesses on which the transport strategy will have an impact, and professional and community bodies likely to be affected should all be consulted, and a duty should be placed on the Assembly to do so.
In moving amendment No. 22, we seek assurances that there will be sufficient provision for resolving difficulties if English authorities and the Welsh Assembly do not agree over their transport plan. In transferring powers to the Assembly from Westminster, we must be sure that the procedure for consultations with both English and Welsh local authorities is sufficient and accountable. It may be sensible to devolve certain powers to the Assembly, but not to transfer all powers on everything, including those aspects involving English local authorities.
It would be inappropriate for the refusal of approval of a plan concerning English authorities to be decided purely on an Assembly vote. In the case of such an impasse, there must be an option for arbitration, and the arbiter ought to be the Secretary of State. Although I am comfortable with the Secretary of State for Wales acting as arbiter, another Secretary of State, such as the Secretary of State for Constitutional Affairs, might be more appropriate. The amendment is therefore deliberately vague, so that the Government can amend it as necessary. However, the principle remains hugely important—it is necessary for there to be an overarching authority, responsible to the Government, to act as a judge in the case of an objection from an English authority that cannot be represented in the Assembly.
Amendment No. 3 follows a request from Network Rail that we must be sure that schemes featured in the Welsh transport strategy are developed with the certainty of sufficient resources. Such an amendment would ensure that the Assembly and local authorities are obliged to cost plans properly rather than developing them with other objectives primarily in mind. As the Assembly cannot levy its own taxes, we must be certain that the Wales transport strategy is developed with regard to the budget available. There must be provision for pre-planning of expenditure if we are to be reassured that the developments of the plan will be carried out efficiently and economically.
Amendments Nos. 19, 20 and 21 are designed to change the nature of the Bill. They are technical amendments and are consequential on amendment No. 17, which seeks to ensure that the number of bodies prescribed by regulations must be consulted in the development of the Wales transport strategy. As the Bill contains provisions to make orders but not regulations, these amendments are necessary in order to make amendment No. 17 clearer.