English: Diolch, Llywydd. Far from the weighty policy matters here, we've got some technical and merits points to raise in terms of making Welsh law accessible first. The Order is made in exercise of the power in section 81 (2) of the Road Traffic Regulation Act 1984. Article 2 (2) of the Order provides that the reference in section 81 (1) of the Act to '30 miles per hour' is to be interpreted as a reference to '20 miles per hour'. So, as such, when the Order comes into force, it will be necessary for a person to locate both the Act and the Order in order to understand the default speed limit on restricted roads in Wales. This is to do with accessibility of the law. We asked the Welsh Government whether it had considered using the power in section 81 (2) to instead make a textual amendment to the speed limit in section 81 (1), which would assist in making Welsh law in this area as accessible as possible to road users. In its response, the Welsh Government has said it accepts the need to make Welsh law as accessible as possible, however the drafting approach has been driven by vires issues. We were told that the wording of the power in section 81 is not explicit as to whether textual modification of the rate of speed is authorised. Further, there is no express ancillary power to make consequential changes to the section to deal with differentiation in the rate of speed across Wales, Scotland and England. So, the Welsh Government considers that if the UK Parliament had intended for there to be such ancillary powers, it could have included them at any of the times in recent years where amendments have been made to section 81 of the 1984 Act, including via the Wales Act 2017. To make the textual modification approach viable at a practical level, the Welsh Government believes that the Welsh, Scottish and UK Governments would need to agree on the approach and keep each other informed of any changes when they occur, which the Welsh Government considers would be difficult to achieve in practice. Given that the recently agreed new inter-governmental relations structures are intended to provide for better inter-governmental working, we would be grateful for further clarity on this point, as to why this couldn't work. Now, this is particularly important given that in response to our merits point, the second merits point we raised, the Welsh Government confirmed the Department for Transport and the Driver and Vehicle Standards Agency have been fully briefed about the Welsh Government plans, and plans are in place for driving test requirements and the printed highway code to be amended accordingly. Our third merits point notes that no formal justice impact assessment has been undertaken for this Order. The justification for this is set out in the regulatory impact assessment, which concludes that there will only be a slight impact on the criminal justice system. As our report highlights, the assessment states that a number of factors have influenced the Welsh Government's conclusions, and the Welsh Government has confirmed to us that it has taken into account the fact that there are further eligibility requirements for speed awareness courses other than simply recorded speed, and that there are differences between a lowered speed limit put in place in a defined pilot area and a national default speed limit that might have an impact on the number and the type of speeding offences committed. Just swapping hats for a moment, Llywydd, from Chair of the Legislation, Justice and Constitution Committee, and putting on my hat as chair of the CPG on active travel, the cross-party group on active travel, can I just note the overriding support from members of that group, including Living Streets, Sustrans Cymru, 20's Plenty for Us, Ramblers Cymru, Transport Action Network and many, many others who see this as a way, using the exceptions that have been outlined as well, to actually make sure that we have cleaner, less congested, less polluted, more civilised streets?
Welsh: Diolch, Llywydd. Yn hytrach na'r materion polisi pwysig yma, mae gennym ni rai pwyntiau technegol a rhinweddau i'w codi o ran gwneud cyfraith Cymru yn hygyrch yn gyntaf. Gwneir y Gorchymyn drwy arfer y pŵer yn adran 81 (2) o Ddeddf Rheoleiddio Traffig Ffyrdd 1984. Mae erthygl 2 (2) o'r Gorchymyn yn darparu bod y cyfeiriad yn adran 81 (1) o'r Ddeddf at '30 milltir yr awr' i'w ddehongli fel cyfeiriad at '20 milltir yr awr'. Felly, pan ddaw'r Gorchymyn i rym, bydd angen i berson leoli'r Ddeddf a'r Gorchymyn er mwyn deall y terfyn cyflymder diofyn ar ffyrdd cyfyngedig yng Nghymru. Mae hyn yn ymwneud â hygyrchedd y gyfraith. Gofynnwyd i Lywodraeth Cymru a oedd wedi ystyried defnyddio'r pŵer yn adran 81 (2) i wneud diwygiad testunol yn lle hynny i'r terfyn cyflymder yn adran 81 (1), a fyddai'n helpu i wneud cyfraith Cymru yn y maes hwn mor hygyrch â phosibl i ddefnyddwyr y ffordd. Yn ei hymateb, mae Llywodraeth Cymru wedi dweud ei bod yn derbyn bod angen gwneud cyfraith Cymru mor hygyrch â phosibl, ond mae'r dull drafftio wedi'i lywio gan faterion yn ymwneud â feirysau. Dywedwyd wrthym nad yw geiriad y pŵer yn adran 81 yn glir o ran addasu'r gyfradd cyflymder yn destunol wedi'i awdurdodi. At hynny, nid oes pŵer atodol penodol i wneud newidiadau canlyniadol i'r adran i ddelio â gwahaniaethu yng nghyfradd y cyflymder ledled Cymru, yr Alban a Lloegr. Felly, mae Llywodraeth Cymru o'r farn pe bai Senedd y DU wedi bwriadu cael pwerau ategol o'r fath, y gallai fod wedi'u cynnwys ar unrhyw un o'r adegau yn ystod y blynyddoedd diwethaf lle mae diwygiadau wedi'u gwneud i adran 81 o Ddeddf 1984, gan gynnwys drwy Ddeddf Cymru 2017. Er mwyn gwneud y dull addasu testunol yn hyfyw ar lefel ymarferol, mae Llywodraeth Cymru o'r farn y byddai angen i Lywodraethau Cymru, yr Alban a'r DU gytuno ar y dull gweithredu a rhoi gwybod i'w gilydd am unrhyw newidiadau pan fyddan nhw'n digwydd, y mae Llywodraeth Cymru o'r farn y byddai'n anodd eu cyflawni'n ymarferol. O ystyried mai bwriad y strwythurau cysylltiadau rhynglywodraethol newydd y cytunwyd arnynt yn ddiweddar yw darparu ar gyfer gwell gwaith rhynglywodraethol, byddem yn ddiolchgar am fwy o eglurder ar y pwynt hwn, o ran pam na allai hyn weithio. Nawr, mae hyn yn arbennig o bwysig o gofio bod Llywodraeth Cymru, mewn ymateb i'n pwynt rhinweddau, wedi cadarnhau bod yr Adran Drafnidiaeth a'r Asiantaeth Safonau Gyrwyr a Cherbydau wedi cael eu briffio'n llawn am gynlluniau Llywodraeth Cymru, a bod cynlluniau ar waith ar gyfer gofynion profion gyrru a'r cod priffyrdd wedi'i argraffu i'w ddiwygio yn unol â hynny. Mae ein trydydd pwynt rhinweddau yn nodi na chynhaliwyd asesiad ffurfiol o'r effaith ar gyfiawnder ar gyfer y Gorchymyn hwn. Mae'r cyfiawnhad dros hyn wedi'i nodi yn yr asesiad effaith rheoleiddiol, sy'n dod i'r casgliad mai dim ond ychydig o effaith a gaiff ar y system cyfiawnder troseddol. Fel y mae ein hadroddiad yn tynnu sylw ato, mae'r asesiad yn nodi bod nifer o ffactorau wedi dylanwadu ar gasgliadau Llywodraeth Cymru, ac mae Llywodraeth Cymru wedi cadarnhau i ni ei bod wedi ystyried y ffaith bod gofynion cymhwysedd pellach ar gyfer cyrsiau ymwybyddiaeth cyflymder heblaw am y cyflymder a gofnodwyd yn unig, a bod gwahaniaethau rhwng terfyn cyflymder is a roddwyd ar waith mewn ardal dreialu ddiffiniedig a therfyn cyflymder diofyn cenedlaethol a allai gael effaith ar y nifer a'r math o droseddau goryrru a gyflawnir. I gyfnewid hetiau am eiliad, Llywydd, o Gadeirydd y Pwyllgor Deddfwriaeth, Cyfiawnder a'r Cyfansoddiad, a gwisgo fy het fel cadeirydd y Grŵp Trawsbleidiol ar deithio llesol, a gaf i nodi'r gefnogaeth bwysicaf gan aelodau'r grŵp hwnnw, gan gynnwys Living Streets, Sustrans Cymru, 20's Plenty for Us, Ramblers Cymru, y Rhwydwaith Gweithredu Trafnidiaeth a llawer o rai eraill sy'n gweld hyn fel ffordd, gan ddefnyddio'r eithriadau sydd wedi'u hamlinellu hefyd, o sicrhau bod gennym ni strydoedd glanach, llai o dagfeydd, llai llygredig, mwy gwareiddiedig?