I am pleased to make a statement today on our position on public transport, meeting my commitment at the Plenary debate in December to report on our progress. The Welsh Assembly Government believes that efficient public transport is an essential part of modern society. Increasing the quality and availability of public transport to improve accessibility and mobility and to help meet our global obligations on reducing emissions is at the heart of our policy as set out in the transport framework.

Good public transport is also a key element of our social inclusion policies. It is worth remembering that around 30 per cent of households in Wales do not possess a car and that that increases to 40 per cent in more deprived communities. People with disabilities or people who live in remote communities face additional burdens. The interim report published by the Cabinet’s social exclusion unit on transport and social exclusion identified ways in which poor transport contributes to social exclusion and isolation. Lack of accessibility restricts access to essential activities including work, learning, healthcare, food shopping and other key activities.

Additionally, better public transport will reduce reliance on the car. The continuing increase in car use is creating congestion in some parts of Wales. It is clear that car ownership will increase, but we need to reduce car dependency. To do this, public transport has to be a high quality and reliable alternative. The Assembly Government is providing considerable extra resources to back its policies. In 1998-99 local authorities received £36 million in transport grants; this year it is £64 million—an 82 per cent increase. This involves funding all types of transport, including the Safe Routes to School programme, which has risen by 237 per cent. That is the scale of increase that we are talking about. Local road safety grants introduced in 2001 now total £5.7 million. Grants for bus services and community transport have increased by 241 per cent over 3 years.

Our most significant initiative is free travel for pensioners and disabled people. It has proved enormously popular and gives public transport a strong focus. Early evidence shows that it has improved the provision of bus services through increased demand in many places.

Turning to public transport organisation, I was asked to report back to Plenary on structural issues, which can bring about a step change in performance. At the all-Wales level, account has to be taken of geographical differences and the varying degrees of opportunity for developing public transport. Different solutions are appropriate in different areas.

I have met with all existing consortia in Wales. The most advanced consortia is the South East Wales Transport Forum. Two public transport consortia—the South Wales Integrated Fast Transit consortium and the Transport Intergration in the Gwent Economic Region consortium of local authorities—will be reporting to a newly created South East Wales Transport Board. This could deliver our policy objectives in an effective way. I strongly welcome this development. The other consortia have also indicated support for a more formal approach.

The case for a public transport authority/public transport executive for the whole of Wales has not been made. The model is normally designed for a large urban area with a comprehensive and self-contained bus and rail network. It would duplicate the Assembly Government’s own role in setting the strategic approach, but would be too remote to deal effectively with local issues. However, I am particularly keen to make best use of the provisions in the Transport Act 2000 to enhance bus services. We have established a group with local authorities, bus operators and users to take forward the quality bus partnerships. I would like to explore with them the opportunities for introducing formal contracts or other measures.

A case could yet be made for establishing a PTA/PTE for the area covered by the ten authorities in south-east Wales from Bridgend eastwards. The greatest problems of traffic congestion are faced in this area and there is a potential for public transport to bring about significant change in travel patterns. These opportunities will be enhanced by the re-opening of the Vale of Glamorgan and Ebbw Vale railway lines to passengers.

The Welsh Assembly Government wants to ensure that public transport in Wales is given a high profile here and beyond our borders. To create this focus, I am announcing two new changes today. First, within the transport directorate of the Assembly, a public transport unit will be established to drive forward the policy and technical work that is needed to implement our commitments.

Secondly, I also propose setting up a national public transport alliance as a non-executive body to keep an overview across public transport activity and to provide expertise to the PTU. This body will include representatives of the key stakeholders who will work in collaboration with the Assembly and experts to get the best from public transport resources in Wales. Bearing in mind that public transport is a commercial operation, albeit with public funding support, I look to an increasingly productive partnership with the private sector.

I am convinced that it is essential to enhance the statutory functions of the Assembly to get the best from our public transport and obtain the vision set out in our transport framework. I intend to seek powers along the lines of the Greater London Authority Act 1999 whereby the Mayor and Authority can develop and implement policies for the promotion and encouragement of safe, integrated, efficient and economic transport facilities. London boroughs are required to prepare local implementation plans. Provided resources are in place, the boroughs implement the plans once approved and the Mayor has default powers. This power would require close collaboration and enable us to set targets for implementation, without removing transport functions from local authorities.

I will seek to incorporate two further powers: to enable the Assembly to establish a joint authority along the lines of a PTE to allow for the possibility in any part of Wales, and to seek power to direct the Strategic Rail Authority and to appoint a member to the authority. We will be working towards establishing an office of the traffic commissioner in Wales.

In conclusion, the Welsh Assembly Government has made a substantial difference to the profile and operation of public transport in Wales, and it will continue to do so by increasing the level of resources; seeking greater powers to participate in its implementation; creating new government structures which are designed to focus on getting the best results from our resources; and supporting our partners and the local authority consortia in delivering commitments.

First, I thank you for ensuring that I had a written copy of the statement at the beginning of this session; that was helpful.

We agree on many issues, including the need to set up an integrated and efficient public transport system to address global warming, social exclusion and overcrowded roads. Do you acknowledge that we have a mountain to climb given that all car owners—and I include myself in that group—are totally addicted to travelling in their own cars? We have to offer the tempting carrot of integration, efficiency and reasonable comfort for when private car journeys reach the point, not only of no return but of no start either.

Do you agree that this is not easy to address given that responsibility for the railways is fragmented between the network and franchise services, strategy is centralised at the UK level of Government and bus services are deregulated with each company now accustomed to doing its own thing? We must congratulate the consortia that are working in south-east Wales, particularly TIGER and SWIFT, which seem to have got their acts together in terms of co-ordination. The country needs a strategy and the means to put it into practice. As you may recall, in the last Environment, Planning and Transport Committee meeting, I proposed that we consider a model of a passenger transport partnership, which was supported by consumer groups. I suggested that the tier of consortia should work underneath this at a regional level. You now propose to set up the passenger transport unit, which is similar, but not exactly the same; could you expand on whether it will have strategic, problem-solving and monitoring powers? In what way will it work with the regional authorities, by which I mean the current consortia? Will those bodies have a statutory role of co-ordination and integration?

On the powers of the Greater London Authority Act 1999, can you give any indication of the likely timescale of achieving similar powers? On appointing a member to represent Wales on the SRA, I understood that we would get a progress report after six months; that time has now passed. What progress has been made on that? Can you give me any information on delegation of responsibility for the Valleys line, which you did not mention in your statement?

As you say, we have a mountain to climb, but in my view it is climbable. History shows us that people climb even the most difficult mountains. There has been a history of underfunding, which has not helped. The figures show that we have attempted to address that. In perfect circumstances, we would want a different public transport system to the one that we have inherited. The Westminster Government has set a 10-year strategy, and we have a transport framework that shows all the different players in the transport industry—be they public, private or voluntary—where we want to go and how we will get there.

It is not impossible to get people out of their cars. Many people tell me that they do not have a choice; they would like to travel by public transport—certainly by train—if the system was reliable and if there was quality accommodation. We must make the proper provisions, and we are starting to do that. There are much better buses on our roads, and new trains are being delivered. The Virgin trains that are being introduced in north and south Wales offer top of the range accommodation. Many people tell me that congestion is deterring them from travelling by car, and that they want public transport to be an option. The number of people who travel on Valley Lines is increasing. We should not be too despondent about this. It is a challenge, but we can meet it.

I attended a recent meeting with members and officers of TIGER and SWIFT and I was encouraged by how they are moving forward. They are taking an innovative approach which they must all work together to deliver. They have my full support, which will be provided through the new unit that we are establishing.

We discussed your suggestion about passenger transport partnership at the last Committee meeting. My proposal today is different. The national public transport alliance is not an executive body. The responsibility remains with the Assembly. That is important, as it is what the public wants. Having voted for the Assembly, people expect us to take the strategic lead. The public transport unit—part of the transport directorate—will give focus to this issue. Unit staff can work on the ground with consortia to deliver our proposals. The alliance will offer wider support on an all-Wales level. It will monitor, collate examples of good practice and support the consortia in practical ways, such as by supplying information.

We have an opportunity to do something different in Wales. We must encourage regional groups to provide the necessary support to their communities and set that within the all-Wales framework of expert knowledge, support, monitoring and so on. That is an encouraging way forward.

I do not know the timescale for changes in legislation. I met Don Touhig yesterday and we discussed what might come forward in the next legislative session and where some of these issues could be included. Having a member on the SRA would also require a change in legislation, as I understand it.

I cannot remember your last point, although I know that it was something about delegation.

It was on the Valleys line.

Yes. Sorry, Janet. I do not know the answer to that. It will be part of the franchise. As it can be run as a separate management unit, it could be part of the SWIFT/TIGER consortia framework. However, I am talking hypothetically and I would not want to bind anyone to this. In terms of integration, that type of arrangement could be implemented.

Your statement demonstrates that this Labour-led Government has committed substantial additional resources to public transport. A 240 per cent increase in funding for bus services and community transport is significant by anyone’s standards, as is the significant investment in the popular Safe Routes to School initiative, which you have driven forward. I welcome your acknowledgement that an all-Wales public transport authority is not appropriate to deal with the differing needs of various parts of the country. One size does not fit all. I am pleased that Plaid Cymru has softened its position and moved away from its earlier demand for an all-Wales PTA. North Wales, inevitably, has close social and economic links with the English borders, and, while acknowledging that there are all-Wales considerations, the region can best address its own needs. Will you join me in congratulating the north Wales consortium, TAITH, on its excellent work in recent years, and will you express your confidence in its ability to meet the needs of the people of north Wales?

The Assembly’s commitment to public transport is important, because we believe there is a real role for public transport in Wales. Indeed, it is essential, because, if we are to provide jobs for the many people who need them, they will have to depend on public transport. They will also depend on public transport in terms of accessing health facilities and so on. Community transport is included in this wide definition of public transport because, in many parts of Wales, it is an essential provider. It helps to state that we see public transport as part of an integrated way forward, and that is what the transport framework says. We must then address how it is delivered. As you rightly said, it must be delivered in a way that corresponds to the way people live their lives. In north Wales, people need to travel across the region and the border, as well as travel south. It is no good standing on ceremony and saying, as you said, one size fits all; we must respond to geographical, economic and social circumstances.

I was pleased to see, at my recent meeting with TAITH, that it is confident enough to work across the whole of north Wales. We must put faith and trust in these organisations and support them. The test will be whether the outcome of all this is what the public wants. From my point of view, and as the Committee’s report makes clear, we want to see outcomes in terms of quality. I hope and trust that the way we take this forward will deliver. This will be monitored, and the organisational structures will have to deliver the quality of public transport services that people want. This must be the guiding light.

Does the Minister agree that the fundamental problem in the provision of public transport over the past 40 years was not underinvestment, but rather the increase in the number of cars as a result of rising standards of living? Most people, given the choice, would prefer to use cars rather than buses. Thus we have seen a steady fall in the numbers using public transport. We have become locked in a vicious circle: lower numbers means a reduction in services available, which, in turn, leads to lower numbers. Does the Minister accept that this is the true cause of many of public transport’s problems, and not any perceived lack of investment? Does the Minister also agree that public transport policy should be concerned with offering a cheap and convenient alternative to the motorcar, and not with penalising motorists, as we see happening all too often?

The Minister referred to emissions. Does she accept that, over the last five years, new technology has greatly decreased motorcar emissions? In many cases it could be argued that a large number of people using motorcars cause fewer emissions than a load of empty buses. What discussions has the Minister had with the Welsh Local Government Association regarding the imposition of yet another obligation, namely to prepare a local implementation plan? She has talked about increased funding, but I have not yet been able to get her to tell me—and I understand if you do not have the figures to hand, but I would appreciate a written response—what percentage of the Welsh block grant was spent by her department for the last two financial years, and what will be spent during this financial year.

The public will always support best practice initiatives such as free bus passes or greater use of information technology. However, does the Minister agree that confidence in her department is undermined by a multimillion-pound monorail system in Cardiff bay and excessive bus lanes? People have been climbing mountains for years, and they have also been falling off them.

Not me, David, because I do not climb them. If you want an analysis of the problem, car availability and increased affluence has played a part, as has dispersal of population. There has been a move away from the tight urban areas—compared with 40 or 50 years ago—into counter-urbanisation and the rural hinterland. Many people have become dependent on cars. Services have decentralised and there are now out of town shopping centres. All these factors have played their part in changing the nature of transport patterns. However, I do not agree that investment has been adequate. There has been underinvestment for a long time. If you compare the situation with many of our continental colleagues, they invest a huge amount of money in public transport because they see it as an essential service. That is the difference. We must say that public transport is an essential service. It is there to complement our other policies. It is the blood of life: if transport is available, people can do the things that they wish to do in modern society. It is not just about changes in affluence. In surveys, people say that they want public transport opportunities because it gives them the chance to move away from dependency on cars. It gives a whole section of society, such as young people, older people and people who cannot drive, the opportunity to get out and about. As such, it is part of our commitment to equal opportunities.

You mentioned penalising motorists. I am not sure what you are talking about. We do not have congestion charging in Wales at present. We have major investment in trunk roads and in local roads. I recently announced extra money for road surfacing and maintenance. I do not understand what you are talking about, and nothing that you produce shows that we are penalising motorists.

New technology is improving emissions and making a difference. However, we know that transport is responsible for 30 per cent of our total emissions. In areas such as Neath Port Talbot, emissions play a strong part in the poor air quality. It is right that we try to cut down those emissions and it is right that we try to reduce congestion, where that is possible, and offer people an alternative.

The WLGA has completed its regional bus strategies, so that question is irrelevant. On the percentage of the block grant, I thought that I had given you a written answer on that subject: your researcher or private office may have it. If not, please come back to me. Your last point was about supporting innovation on public transport, making it environmentally friendly and accessible. As a Government, we are prepared to support measures that show some innovation. If you are in Government, you cannot take the soft option all the time. You cannot sit and wait for other people to deliver. We have a practical example of how we can innovate in public transport. Some people would say that they do not want that and others would say, ‘good on you, you are trying something different’. That is your answer. However, it is not an excuse for what we are doing elsewhere. I have talked about how all the money is invested. This is mainstreaming a commitment to public community transport across Wales. We are receiving positive reports, particularly from rural areas, about how this is happening. However, as Janet said, it will be a long slog. This is an oil tanker that we will not turn around overnight, but the difference between this Government and past Governments, including yours, is that we are committed to public transport, and we will carry that commitment through.

The Welsh Liberal Democrats welcome this statement, the extra resources, the delivery of our partnership agreement regarding SRA direction and representation, and the move towards a more integrated public transport system. However, with the demise of Railtrack, it is essential that Wales is represented on any successor body. Will you inform the Chamber of any discussions regarding this important issue? The policy review makes clear that the National Assembly must secure significant investment from its own resources or from the Westminster Government, together with investment from the private sector, or the vision for integrated, accessible and affordable public transport in Wales will not be realised. Has increased investment been secured and is there any likelihood of additional funding for transport in Wales in the upcoming comprehensive spending review? I commend TAITH, particularly in my own region in north Wales, for its effective work and leadership. I am also concerned about the north-south link. I recently had a heated discussion with the managing director of Wales and Borders Trains about the problems that exist when alighting the train at Shrewsbury and boarding at Wrexham, which is like going back to the nineteenth century. Having travelled on this train for many months, I have noticed that one seat is perpetually out of order—it is on the floor. We must get to grips with these kinds of issues.

As a result of your frequent meetings with the managing director of Wales and Borders Trains, he may be considering tagging you so that he knows which train you are on. It would be foolish for the Assembly Government to discuss faulty seats. As I have said, most public transport in Wales is delivered through the commercial and private sector, and we can only seek to influence and set standards. We are seeking better standards, and that will be included in the franchise; however, there is a long way to go.

On membership of the Strategic Rail Authority, I recently gave evidence to the Welsh Affairs Select Committee in London, and as discussed in the Committee report, I made it clear that we had a right to appoint to the SRA, and that we wanted to do so. I will continue to say that while I hold this post, and perhaps we will succeed.

On increased funding, Richard Bowker of the SRA has made a commitment to reconsider the authority’s strategic plan. We do not know whether that will give us more money—I hope that it will not give us less—but Rhodri Morgan and I have made representations on the situation in Wales. The rail partnership fund is effective in delivering additional money into Wales. It has received a bid for the Ebbw Vale railway line, which we hope will be successful, and a large bid from SWIFT. Therefore, local authorities are gearing themselves up via the consortia to access this money. The recent opening of Haverfordwest station was a result of a rail partnership bid, as was the extra train, and so on, on the Valleys line.

We must be alert to all funding opportunities. In addition to investing our money, we must tell private operators to invest, as it is about private investment as well as public investment. In terms of money from central Government, we must continue to bang the drum. The comprehensive spending review will be decided upon in due course.

Do you agree that one of the important consequences of free transport for the elderly—I have particularly noticed this in my area—is increased viability for transport companies? Therefore, the policy’s ramifications extend beyond the advantages enjoyed by the elderly.

As I said in my statement, it gives a real focus and commitment to public transport. The feedback we have had, particularly from rural areas, is that it is helping to sustain routes that may have been marginal.

I note from your statement that you want to increase your powers by establishing a public transport unit, a national public transport alliance and by extending your powers to match those of the Greater London Assembly with regard to public transport. If you obtain these powers, will you be able to influence local authorities to set up a public transport initiative, which could be of strategic importance to areas such as Cardiff bay, where there is a significant lack of public transport at present, but which is of strategic investment importance?

The public transport unit and the national public transport alliance will not require additional powers, and we will set them up. However, establishing a passenger transport authority will require primary legislation.

It is important to see Cardiff bay as part of the strategic, integrated network. Part of the problem relates to the former Cardiff Bay Development Corporation. I hope that by combining the SWIFT and TIGER consortia, if it happens, we will see that kind of integration on the ground. We will be looking to back that up through transport grants and so on.

I agree that good public transport is key in addressing social inclusion. I know from my constituents that improvements to their local bus services are needed and are much valued when they happen. Could you confirm your commitment to ensuring that bus services are enhanced and improved throughout Wales, and that within the quality bus partnerships, quality contracts will also be highlighted?

We have a working group on the development of quality partnerships. The Committee report mentions the quality kitemark, which emphasises that routes are not just services, but that the quality of provision is important, particularly regarding disabled access. We hope to move on to quality contracts. If my memory serves me right, some authorities will introduce pilot work on this, which we will support.

Could you give me an update on a couple of schemes? On the Vale of Glamorgan passenger rail service, are you still wedded to a scheme that will drop passengers away from Cardiff international airport and then shuttle them in? You mentioned the Ebbw Vale via Islwyn to Newport and Cardiff link. Will you reassure us that that is a top priority, because I have heard rumours of a slippage in dates—such as 2009—due to problems with the scheme? The people of Ebbw Vale and all the way down to Newport look forward to that service. Will you also support an integrated system that will support Coleg Gwent, Crosskeys to achieve funding for rail engineering courses in my constituency?

On the Vale of Glamorgan passenger rail service, the intention is to look for a shuttle connection from Rhoose station to the airport, which will provide the necessary integration. On the Ebbw Vale rail link, I do not know of a slippage. To the best of my knowledge there is no major problem, but I will let you know if I am wrong. Discussions have been concentrating on whether it will be a single or double track. It looks as if the operation of freight will continue, so we are contemplating a double track. That will increase the price but will probably give a more sustainable service. I would not be too pessimistic about that. Everyone is still committed to this. The integrated system is necessary if we are to allow people to access training and jobs—particularly in Valleys communities—bearing in mind that people must often make three journeys or more before reaching their destination. That is the nature of transport movements at the top end of the Valleys in particular. Connections and integration are necessary. Combining the SWIFT and TIGER consortia can allow for such links across the Islwyn-Caerphilly border, if you like, in a way that has not perhaps been happening to date.

I congratulate you on the steam express of a portfolio that you are running, and on today’s statement. Your comments about the south-east Wales transport board are first class. You recognise the need, which has been a long held aspiration of many of us, for control of the Strategic Rail Authority, for the ability to make an SRA appointment and for power over the passenger transport authority. I compliment you on that. I also thank you for your good work in recognising social exclusion, particularly in places such as Blaenau Gwent, which has the lowest level of car ownership, and where you are replacing the railway from Ebbw Vale to Cardiff. Do you agree that this Labour-led Government, unlike previous Tory Governments, allows you to give more funding to our local authority partners? You are funding them so that we can harness their expertise, their local knowledge and commitment in order to provide a quality public transport service for all the people of Wales.

We are sticking by public transport, and improving it, in order to give people confidence, and to demonstrate that it is not a thing of the past, as some people have said. That is nonsense: it is an essential part of modern society. The transport grant—I know that you are keen on transport grant mechanisms, as I am—has been increased to demonstrate that commitment to local authorities. We will fund local authorities for the kind of policies that we want and that they can deliver. It is important to consider the figures about car ownership—30 per cent of households in Wales do not have a car, increasing to 40 per cent in some areas, including your neck of the woods at the top end of the Valleys. These figures are high. People are utterly dependent on public transport. They do not have quality of life without reliable public transport. We would be abrogating our responsibility, in terms of a consistent approach to supporting those who most need help, if we did not make public transport a top priority.

Thank you, Minister, for your statement and strong personal commitment to public transport. The Environment, Planning and Transport Committee’s report recommended that the consortia be strengthened in the short term, but we felt that statutory pressure may be needed for the system to deliver. How can you ensure that the consortia will deliver the necessary improvements to public transport? Will there be a three-step approach: first, through partnership; secondly by requiring that local transport plans be implemented in line with a national strategy, along the lines of the Greater London Authority Act 1999; and, finally, through threatening to establish a new fit-for-purpose body? Will you give a commitment to using the necessary powers to deliver improvement if the consortia fail to deliver?

The Committee’s report has played an important part and our discussions were a spur to the consortia to consider how they are organised and whether they can make more organised, formal and fit-for-purpose arrangements. It is about supporting partnership, because we believe in that. We must remember that local authorities have highway powers and are local transport operators in their own right. Therefore, working with local government is crucial. We hope that establishing this way forward, providing the resources that we can, and providing a back-up through the national public transport alliance, will be sufficient to encourage the consortia to work. I cannot guarantee delivery and, as I said earlier, the chief test for people on the ground is the outcome. If the outcome is not satisfactory and we have the powers, I am sure that the Welsh Assembly Government will take steps to ensure delivery—if it comes to that. However, it is important to say that, as well as seeking those powers, we will also support the consortia to deliver. We will monitor the situation and work closely with local government, transport operators and others, to ascertain whether we can secure that.

I listened with great care to your statement, Presiding Officer, which builds on your statement last week in response to the First Minister’s letter. I am pleased that a copy of the letter is now available to Members in the Library. It is difficult for Members not only to determine where responsibility and accountability lie in relation to the Deputy First Minister’s portfolio, but also to understand the exact nature of his job as Minister with responsibility for Wales abroad.

I have referred to the documents with which Members were provided to try to ascertain what this Cabinet post means in practice. In the press notice issued by the Cabinet on 17 June, the responsibilities of the Deputy First Minister in relation to Wales abroad are broad-brush. No precise indication was given as to the nature of the job. The only clear statement in that press notice was that the Deputy First Minister would chair the Committee on European and External Affairs. For some reason, the request for the Assembly to elect him as Chair has been withdrawn and no explanation has been given for that. Although, it was clear in the Cabinet statement on 17 June that he was to chair that Committee, for some reason—of which Members have not been informed—a decision was made to withdraw from that position. It is now clear, from all the information that we can gather, that there is no prospect of a vote being held on electing the Deputy First Minister to chair the Committee on European and External Affairs. Therefore, the only definitive statement made by the Cabinet on 17 June is now not the case.

If one considers the press notice issued at the time, it is clear that the Deputy First Minister’s responsibilities for Wales abroad fall into three broad areas. First, he will look after the Assembly’s relationship with Europe. Secondly, he will be responsible in some way for the growth of the EU and enlargement, although it is not clear what his responsibility would be in that regard, and thirdly, which is interesting, he will be responsible for the introduction of the euro. I cannot find that any responsibilities for the euro have been devolved to the Assembly. However, the press was told that those would be his responsibilities.

However, Presiding Officer, you have referred to the only document that counts in this regard, namely the paper that has now been produced by WAG—‘Responsibilities of the Assembly Cabinet’. If one considers this document in detail, one can ascertain what the Minister’s responsibilities are in terms of rural development because they are listed in the form of 18 bullet points. We therefore know how to frame our questions to him, when he will appear before this Assembly to be held to account and when he will appear before the Committee to be scrutinised. All those issues are clear.

We then come to the grand title of ‘Wales abroad’ under which he has cross-cutting responsibility for the promotion of Wales abroad. What does that mean? Does it mean that he is now responsible for attracting industry or tourists to Wales? Of course not, because those are the responsibilities of the Minister for Economic Development; that is clear from this document. The Minister for Economic Development is responsible for attracting inward investment to Wales, promoting exports from Wales and tourism in and to Wales, including the promotion of Wales as a tourist destination. Therefore, what does responsibility for the promotion of Wales abroad mean? If it does not include the economy, tourism or culture—and he is not responsible for those—what does it include?

The document also states that he is responsible for relations with the institutions of the European Union, which is interesting in light of the letter that was sent to you, Presiding Officer. He is not responsible for education in relation to the EU because that is the responsibility of Jane Davidson. He is not responsible for economic development in relation to the EU, because that is the responsibility of Andrew Davies. He is not responsible for health in that regard either, because that is the responsibility of Jane Hutt. What is he responsible for? It seems that he can have all the trips at his disposal and not have to answer to anyone—[Interruption.]

The Minister cannot be asked questions on his responsibility for Wales abroad, and he does not appear before a Committee for Wales abroad. He can spend money on behalf of Wales, but he is not answerable for all the money that he spends. It is not good enough for the Assembly to be told by the press, or anyone else, what his responsibilities include when there is no accountability to this Assembly for any of those responsibilities. Is it not now the First Minister’s responsibility to make a full statement to the Assembly on the responsibilities and accountability of the Deputy First Minister so that we know what his new job is?

As you rightly say, Presiding Officer, this is an important issue. It is right that Members should have clear guidance on what questions we can table to which Minister and on which Minister is responsible for which portfolio. What we have here is the usual horlicks that arises when Rhodri and Mike get together to sort out the spoils. We all know what happens. Mike German comes along with his career path on the back of an envelope and Rhodri agrees it. Consequently no-one knows who is responsible for what.

Today, we received a list of the Deputy First Minister’s responsibilities. We are told that he has cross-cutting responsibility—whatever that means—for the promotion of Wales abroad; in other words, in all countries except the United Kingdom. Does that mean—as it should in my opinion—that we can ask him questions on that? Does it mean that he will be shadowed in this responsibility? How can he be responsible for an issue and not accountable for it?

He is also responsible—and again many of us are unhappy about this—for the international image and profile of Wales. Therefore, surely it must follow—and this was previously confirmed by the Minister responsible for Assembly business—that we can ask him questions on his expanded portfolio? We are told that he is also responsible for relations with other national and sub-national Governments generally, and with the institutions of the EU. Therefore, we should be able to ask him questions on that, and the Committee should shadow his responsibilities. If there is any point to the document that was circulated today setting out ministerial portfolios and responsibilities, it must be to give Members an indication of what questions they can ask of which Ministers.

Llywydd, it is not clear to me whether the spectacle of the Deputy First Minister answering questions on his expanded portfolio will take place on 18 July, or whether we are saying that this is a meaningless bauble given to him by the First Minister to keep him on board in this coalition. If that is the case, let the First Minister say so; at least then we know where we stand. The document does not mention his role in terms of the euro and EU enlargement. Has that now been forgotten? Is he no longer responsible for that? Can we have a clear indication from the First Minister what the Deputy First Minister’s responsibilities include, because they are the ones for which he must be answerable to us in writing and orally and which the Committee must be able to shadow?

I am grateful to you, Llywydd, for facilitating this discussion, because you readily agreed to respond to the matters that were raised and you have given them careful consideration. The Government has now circulated this document to Members. I have not yet had the opportunity to scrutinise it, therefore I do not have the advantage that Nick or Ieuan had. I hope that you accept that further written representations may have to be made to you on this matter.

We must consider three essential principles. First, the Deputy First Minister’s additional responsibilities are important. Dare I suggest that he would not have wanted them had they not been important? However, they are related to the image of Wales, the euro and the rest of the world.

Secondly, one of the founding principles of the Assembly was that of accountability. We would not be here unless we wanted accountability. What is the point of having an Assembly if a Minister cannot be held to account? Thirdly, we have a mechanism of questions and a committee structure to ensure that when Ministers are given clearly identified responsibilities, they are held to account. Do you agree, Llywydd, that it would be a complete travesty of our proceedings if a Minister with important functions were excused the inconvenience of being held to account for his decisions? That is at the heart of this issue. We owe a debt to you for your actions on this so far, but I hope that you will acknowledge your responsibility in ensuring that the fundamental principle enshrined in the Act and in Standing Orders is fulfilled, and that the Ministers who discharge functions in this place on behalf of the Government of Wales are held to account.

To summarise, despite the Deputy First Minister’s job title and the fact that he is responsible for certain matters, he is not accountable to the Assembly or to a Committee for the matter of Wales abroad. Therefore, to whom is he accountable? Or is he accountable to no-one, as many of us are beginning to suspect?

I wish to clarify your response. The First Minister stated today that the Deputy First Minister would undertake a visit in the next fortnight on behalf of the Assembly in relation to his responsibility for Wales abroad. The First Minister told us that the Deputy First Minister was representing the Assembly Government. This is a serious issue because if, as a result of your ruling today, that visit is undertaken in relation to his responsibility and not his field of accountability, we will not be allowed to question either him or anyone else about the visit even though he is representing us abroad. That shatters the principle on which the democratic function of the Assembly was founded.

Further to that, I can assist the leader of the opposition. The Deputy First Minister will visit New York at the end of this week. The visit was organised some time ago, and is undertaken in his capacity as Minister for Rural Development. The Welsh Development Agency arranged this visit at the request of those who export food to North America because they wanted a Minister there to support them in their endeavours. I am sure that Members would support that. The Deputy First Minister will therefore be accountable and will report back to the Agriculture and Rural Development Committee. I am happy to clarify the situation for Members’ benefit.

If we are saying that a Minister is allowed to undertake a visits on the Assembly’s behalf when he is responsible, but not accountable, for certain matters, then that undermines the purpose of the Assembly, which was meant to be about transparency. We now have a Minister who is less accountable than John Redwood was in the old days before the Assembly was set up.

I have tried to follow your judgment carefully, Presiding Officer, and until I read it, I fear that I do not have the analytical, philosophical skills to follow it. I am at a loss to understand how Ministers are accountable for anything other than their responsibilities.

I am looking forward to discussing this matter with you this evening, as it poses difficulties for me as Chair of the Committee. Do you not have the authority to ask the First Minister to explain what he thought he was doing when he got us into this shambles in the first place?

This is an important issue because we need to table questions for the Deputy First Minister this Thursday. Are you confirming that we can only table questions to him on rural development and not on the other vital issues that are a part of his portfolio?