English: Well, just on that last point, we are developing sophisticated forecasting and scenario-testing modelling to allow data-based judgments to be made about where to put investments and where there are gaps in provision. That is something Transport for Wales has been working on, and this is why we want to move on to a regional footing for the delivery of these services, because that gives us the greatest opportunity to have a joined-up approach and to make the most of the limited resource that we have. And involving communities in that, clearly, is important and Transport for Wales do have a cadre of community outreach professionals whose job it is to make those connections. And that's certainly something we've been hearing, through the Valleys taskforce - the need for people to feel that the system works for them. And, in too many cases, it doesn't. I think there is - . There's a question for all Members here, because I think all of us want more - more of everything - and the public finance situation we face is grave and it's not likely to improve any time soon. We're working on a Wales transport strategy, which we're hoping to publish within the next six months, and that needs to deliver on the decarbonisation agenda that we've set out. But it also is a question for us all about where we put the resources we have between road, rail, bus and active travel. Where is the right split of spend, based on the mode that we have? Now, at the moment, the amount we spend on bus is smaller than the modal share. That is to say, if you were to divide the pie into slices of how many passengers use particular bits, and then what percentage of that pie is put to each mode, then bus is currently underserved, but rail is dramatically overserved. You know, rail is something - we all have an enthusiasm for having a modern railway system. Rail is very, very expensive and carries relatively few passengers, compared to the amount of money we put into it. Similarly, we've been spending generously on roads for many years, which has denuded other forms of transport of the investment they need to give a realistic alternative to it. So, I think all of us, as we come to developing that transport strategy and then making budget decisions based on it, need to confront the fact that, if we want the sort of public transport system Mick Antoniw talks about, then we need to prepare to make the choices of where the resources go.
Welsh: Wel, o ran y pwynt olaf hwnnw, rydym yn datblygu modelu soffistigedig o'r rhagolygon ac ar gyfer profi senarios i ganiatáu i ddyfarniadau sy'n seiliedig ar ddata gael eu rhoi o ran lle i gyfeirio buddsoddiadau a lle mae bylchau yn y ddarpariaeth. Mae hwnnw'n rhywbeth y mae Trafnidiaeth Cymru wedi bod yn gweithio arno, a dyna pam rydym yn awyddus i symud ymlaen at ddarparu'r gwasanaethau hyn ar sylfaen ranbarthol, oherwydd mae hynny'n rhoi'r cyfle gorau am ddull gweithredu cydgysylltiedig ac i fanteisio i'r eithaf ar yr adnoddau cyfyngedig sydd ar gael. Yn amlwg, mae cynnwys cymunedau yn hynny yn bwysig ac mae gan Trafnidiaeth Cymru gnewyllyn o weithwyr allgymorth cymunedol proffesiynol sy'n gyfrifol am wneud y cysylltiadau hynny. Ac mae hwnnw'n sicr yn rhywbeth yr ydym ni wedi bod yn ei glywed, drwy dasglu'r Cymoedd - yr angen i bobl deimlo bod y system yn gweithio er eu mwyn nhw. Ac, mewn llawer gormod o achosion, nid yw'n gwneud hynny. Rwy'n credu fod yna - . Mae yna gwestiwn i bob Aelod yma, oherwydd rwy'n credu bod pob un ohonom yn dymuno cael mwy - mwy o bopeth - ac mae'r sefyllfa a wynebwn o ran cyllid cyhoeddus yn un ddifrifol ac nid yw'n debygol o wella'n fuan iawn. Rydym yn gweithio ar strategaeth drafnidiaeth i Gymru, rydym yn gobeithio ei chyhoeddi o fewn y chwe mis nesaf, ac mae angen i honno gyflawni'r agenda datgarboneiddio a nodwyd gennym. Ond mae hwn hefyd yn gwestiwn i bob un ohonom ni o ran ble rydym ni am rannu'r adnoddau sydd gennym rhwng y ffyrdd, y rheilffyrdd, bysiau a theithio llesol. Beth yw rhaniad priodol y gwariant, ar sail y modd sydd gennym ni? Nawr, ar hyn o bryd, mae'r swm yr ydym ni'n ei wario ar fysiau yn llai na'r gyfran foddol. Hynny yw, pe byddech chi'n rhannu'r deisen yn dameidiau yn ôl niferoedd y teithwyr sy'n defnyddio darnau arbennig, ac yna pa ganran o'r deisen honno a roddir i bob dull, mae'r bysiau yn cael eu tanwasanaethu ar hyn o bryd ond mae'r rheilffyrdd yn cael eu gorwasanaethu, a hynny'n ddramatig. Wyddoch chi, mae'r rheilffyrdd yn rhywbeth - rydym ni i gyd yn frwd am gael system reilffyrdd sy'n fodern. Mae'r rheilffyrdd yn ddrud iawn ac yn cario nifer gymharol fechan o deithwyr, o'i gymharu â'r swm o arian a roddwn iddo. Yn yr un modd, rydym wedi bod yn gwario'n helaeth ar y ffyrdd ers blynyddoedd lawer, sydd wedi amddifadu mathau eraill o drafnidiaeth o'r buddsoddiad sydd ei angen arnynt ar gyfer rhoi dewis amgen i hynny sy'n realistig. Felly, rwy'n credu bod angen i bob un ohonom, wrth inni wynebu datblygu'r strategaeth drafnidiaeth honno a gwneud penderfyniadau cyllidebol yn seiliedig arni wedyn, wynebu'r ffaith, os ydym ni'n dymuno gweld y math o system drafnidiaeth gyhoeddus y mae Mick Antoniw yn sôn amdani, yna mae angen inni baratoi i wneud y dewisiadau ynghylch ble y dylai'r adnoddau fynd.