A just transition for transport

Public transport investment is the key to securing wider support for net zero policies from workers The environment is a worker issue in so many ways, from air quality to the future of industries. Through their unions, workers unite behind a common purpose and give their union a mandate to campaign and negotiate on their behalf to improve their circumstances – which is why unions have been at the forefront of the campaign for a just transition to net zero. And transport really is a case of overlapping workers’ interests. Workers are commuters, they staff transport infrastructure, they plan transport systems and manufacture vehicles. Workers want to have options when it comes to safe transport; they need transport to be affordable and work for their schedules, and many workers rely on transport to do their jobs – not just to get to and from work. “The plans, policy and messaging trying to bring about modal shift is failing to resonate with workers in sufficient numbers” The Welsh government's transport policy, set out in Llwybr Newydd,1 is a vision for sustainable, inclusive, and low-carbon transport for all parts of Wales. The policy declared a move away from road expansion (which was a marked change from the previous handwringing about what to do about motorway expansion) to a focus on active travel, public transport improvements, and the role that transport plays in Wales's environment. Llwybr Newydd is explicitly aligned with broader Welsh climate goals and addressing rural, semi-urban and urban mobility challenges. And while some of this has been softened through various ministerial changes, the overall vision remains clear – Welsh government is committed to a sustainable transport hierarchy that prioritises walking and cycling, and has private (non-ultra-low emissions) vehicles at the bottom.3 There is no inherent union opposition to this – we consistently call for greater investment in public transport, for example. But we have not seen the buy-in from workers that this policy needs to be successful. At TUC Cymru Congress in May 2024, affiliated unions recognised rail as a sustainable form of travel, but agreed that this must be “properly staffed…with a well maintained and high-quality infrastructure” – both essential for making the railway safe, secure and accessible. “The unspoken reality of outsourcing is that savings are typically made on workers’ terms and conditions” Unions have warmly welcomed Welsh government's decision to nationalise Transport for Wales rail services, and view this as key to a sustainable rail service that offers fair work and high-quality public transport. But unions are also calling for greater investment and expansion of capacity, to make the switch from private cars to rail much more viable. Investment in rail in Wales is a source of great frustration. Numerous sources of evidence to the Welsh Affairs Committee 2021 inquiry into rail investment in Wales agreed that investment had been low over a long period, whether that was determined by population share, track length or a proportion of the UK budget.4 The fact that HS2 is classified as an England and Wales project, and therefore Welsh government gets no consequential funding, is an ongoing source of anger. And while Transport for Wales recently celebrated a 27 per cent year-on-year increase in passenger numbers (reflecting an proportionate increase in trains planned, according to the Office of Rail and Road5), this sort of trajectory can only be sustained if the historic trend in investment is reversed. “A transformational shift to a franchising model has long been promised” Part of the reason for such a critical resolution is the time it has taken for bus legislation to be laid in the Senedd. A transformational shift to a franchising model has long been promised, but the bill has yet to be laid. Workers want well-resourced, publicly-owned bus services and for the system to be designed in such a way that it protects the jobs and conditions of all bus workers. Pay disparities between drivers in neighbouring counties has resulted in industrial action in recent years, and unions want this addressed through franchising – operators should not be able to skim off profits at the expense of workers. And, as with rail, funding to expand services is also critical if bus services are to be part of that modal shift. IT'S CARROTS, BUT WHAT ABOUT STICKS? Inadequate investment means that many people are effectively excluded from public transport, leaving them reliant on cars. Commissioned by TUC Cymru, research conducted by Centre for Cities on Wales's urban areas reveals that public transport access in Cardiff is significantly lower than in cities like Nantes, where 72 per cent of residents can reach the city centre by public transport during peak hours, compared to only 50.4 per cent in Cardiff.6 This lack of reliable public transport options contributes to car dependency—a particular issue for the 20 per cent of households without a vehicle, of course, and a major threat to the ambitions for Wales to be net zero by 2050. Centre for Cities recommends prioritising urban planning that integrates housing with public transport hubs, as a way to not just improve supply but usability too. For cities like Swansea, Newport, and Wrexham, they suggest expanding high-precision, low-frequency services that match work patterns in industrial estates and business parks, similar to successful models in Sunderland and Bristol. They also advised that bus franchising is part of the solution, and that exempting buses from the new 20mph speed limits could improve efficiency (which has been adopted in the latest guidance on the 20mph limit7). While these measures offer significant potential, they must be carefully implemented to avoid burdening workers who rely on cars. Trade unions have previously pushed back on similar proposals in Leicester, arguing that a workplace parking levy would likely result in costs being passed on to workers. Congestion charging would also have to consider those who rely on their car to do their job, such as care workers, with unions likely to demand some exemptions. However, equitable revenue-raising is possible. For instance, levies can be designed to target private car park owners rather than workers directly, and policy design should always include input from workers. “Government is responsible for delivery, and must consider this is about delivery of the outcome – not simply the policy messaging” Workers’ interests are not only relevant to ensure that outcomes are fair, but these policies will only work if workers are actually able to make the modal shift. Government is responsible for delivery, and must consider this is about delivery of the outcome – not simply the policy messaging. We will continue to advocate for investment that aligns to the scale of change that's necessary, and hope that that a key success of the net zero goal is a transport system that meets the needs of the workforce. Shavanah Taj is the general secretary of the Wales Trades Union Congress (TUC Cymru), a role she has held since February 2020. She is the first person of colour and the second woman to hold this position. With a background rooted in trade unionism and activism, Shavanah has a deep commitment to social justice, workers' rights, and equality. Nisreen Mansour is a policy officer at TUC Cymru, leading the organisation's policy work on the economy and social partnership, which was recently put on a statutory footing via the Social Partnership and Public Procurement (Wales) Act. Her work has focussed on establishing and amplifying worker voice in policy development, with an emphasis on workers who are at greater risk of exploitation and unfair practices.