English: It's six years since Mark Barry's report, 'A Metro for Wales' Capital City Region', and it's three years since the Cardiff capital region board published 'Powering the Welsh Economy', which argued that an integrated transport system, aligned with land use planning, could be a catalyst for economic change across the region. What we need, it argues, is a modern, high-quality, multimodal, integrated public transport network, and what they were saying was we don't need more roads. One morning last week, I travelled to visit a farm on the Vale of Glamorgan - up, I think it's called, the A4232 - and I was truly astonished at the nose-to-tail queues coming into Cardiff at nine o'clock in the morning. What were they doing? The reason they were all sitting there in their cars is because there isn't an adequate rail service, or a tram service, to enable them to do the right thing for both themselves and their children, which is to commute in by public transport. This has to be the realistic alternative to the King Canute proposals that Mark Reckless and Paul Davies regularly espouse, which is to build more roads, because that simply will generate more cars and more gridlock at peak times. That is not the solution, and we can't afford to do it, because we know that a rail line costs the same as a motorway, yet it carries between eight and 20 times more people. So, clearly, rail wins over roads. But we do need to have some really clear solutions to the commuting problems that exist around Newport, and we also need to connect the Maesteg, Ebbw Vale and Vale of Glamorgan lines with the rest of the Cardiff capital region, because it's not a binary solution. We don't want everybody coming into the city centre; we need people to be able to travel around in a predictable way where they know that they're going to arrive at specific times, and that is where road always loses, and rail and trams are going to be the winners. So, I'd like to probe a little bit further as to what the pace of change that Network Rail is going to be able to deliver is, because I believe that, Ken Skates, you wrote to the route managing director of Network Rail at the end of 2016, because you'd been told it would take 28 years to clear the backlog of work needed to get the Welsh system up to the standard required, because of the really devastatingly poor level of investment we've been getting from the UK Government. I also note that Professor Calvin Jones, a professor of economics at Cardiff Business School, has said publicly it could take decades to get the metro that we need. He says that this is a minimum 15 to 20-year project. I would like to argue that we need a Government in London that understands that the parts of the UK that need investment are places like the north-east of England and Wales, which have been starved of funding, instead of giving it to very, very expensive HS2, which is just rewarding the areas that are already booming. So, I want to probe further a couple of things. One is the case for light rail, because the topography and number of stops on the Valleys lines are never going to achieve the speeds, or indeed the frequency, of the services that we need if we're going to really encourage people to use rail rather than cars, and I just wonder why we are still pursuing the heavy rail rolling stock options, because in order to make rail or tram competitive, say, to Merthyr, you've got to ensure that the journey time is reduced to 40 minutes if you're going to make that case. The light rail network is going to be cheaper to run, potentially saving millions over years, and it will also use less electricity, which means less carbon emissions. And the other thing I'd really be keen to hear from the Minister is the plans for those crucial four lines that run between Cardiff and Newport, because two of them, obviously, need to be dedicated to the main lines between Swansea, Cardiff and London, but those two other lines: why can they not be used for commuter services, both to Newport, to Ebbw Vale, et cetera? It seems to me that these are services we are simply ignoring when they already exist, and this would give us the breathing space to create the tramlines in the areas that we really, really need. Remember that 25 per cent of households do not have a car. So, this idea of creating more roads simply excludes them and makes them even poorer. We have to make the public transport system work for everybody, and therefore we need better rail services, but we also need better tram and bus services.
Welsh: Mae yna chwe blynedd ers adroddiad Mark Barry, 'Metro ar gyfer Prifddinas-Ranbarth Cymru', ac mae yna dair blynedd ers i fwrdd Prifddinas-Ranbarth Caerdydd gyhoeddi, 'Sbarduno Economi Cymru', a oedd yn dadlau y gallai system drafnidiaeth integredig, fyddai'n cyd-fynd â chynllunio'r defnydd o dir, fod yn gatalydd ar gyfer newid economaidd ar draws y rhanbarth. Mae'n dadlau mai'r hyn sydd ei angen arnom ni yw rhwydwaith drafnidiaeth gyhoeddus fodern, o ansawdd uchel, amlfodd ac integredig, a'r hyn yr oedden nhw'n ei ddweud oedd nad oedd angen rhagor o ffyrdd arnom ni. Un bore'r wythnos diwethaf, teithiais i ymweld â fferm ym Mro Morgannwg - ar hyd yr A4232, rwy'n credu mai dyna enw'r ffordd - ac roeddwn i'n rhyfeddu o ddifrif o weld y tagfeydd diddiwedd oedd yn dod i mewn i Gaerdydd am naw o'r gloch y bore. Beth oedden nhw'n ei wneud? Y rheswm eu bod nhw'n eistedd yno'n eu ceir yw am nad oes yna wasanaeth rheilffordd digonol, na gwasanaeth tram, i'w galluogi i wneud y peth iawn iddyn nhw eu hunain ac i'w plant, sef cymudo ar drafnidiaeth gyhoeddus. Mae'n rhaid mai hyn yw'r dewis amgen realistig i'r cynigion Brenin Caniwt a glywir dro ar ôl tro gan Paul Davies a Mark Reckless, sef adeiladu mwy o ffyrdd, gan y bydd hynny'n arwain at fwy o geir a mwy o dagfeydd yn ystod oriau brig. Nid dyna'r ateb, ac ni allwn ni fforddio gwneud hynny, gan ein bod yn gwybod fod llinell reilffordd yn costio'r un faint â thraffordd, ond mae'n cludo rhwng wyth ac 20 gwaith yn fwy o bobl. Felly, yn amlwg, mae rheilffordd yn well ateb na ffyrdd. Ond mae angen i ni gael atebion gwirioneddol glir i'r problemau cymudo sy'n bodoli o amgylch Casnewydd, ac mae angen i ni hefyd gysylltu Maesteg, Glynebwy a llinellau Bro Morgannwg gyda gweddill Prifddinas-ranbarth Caerdydd, gan nad yr ateb yw dewis rhwng un peth a'r llall. Nid ydym ni eisiau gweld pawb yn dod i ganol y ddinas; rydym ni angen i bobl allu teithio mewn modd rhagweladwy lle maen nhw'n gwybod eu bod nhw'n mynd i gyrraedd ar adegau penodol, a dyna lle mae'r ffyrdd bob amser yn methu, a ble bydd rheilffyrdd a thramiau yn ennill. Felly, fe hoffwn i holi ychydig mwy ynghylch cyflymder y newid y mae Network Rail yn mynd i allu ei ddarparu, oherwydd rwy'n credu, Ken Skates, eich bod wedi ysgrifennu at reolwr gyfarwyddwr llinellau Network Rail ddiwedd 2016, oherwydd fe ddywedwyd wrthych chi y byddai'n cymryd 28 mlynedd i glirio'r ôl-groniad o waith sydd ei angen i gael system Cymru at y safon ofynnol, o ganlyniad i'r lefel buddsoddiad gwirioneddol echrydus o wael y buom ni'n ei gael gan Lywodraeth y DU. Nodaf hefyd bod yr Athro Calvin Jones, athro economeg yn Ysgol Fusnes Caerdydd, wedi dweud yn gyhoeddus y gallai gymryd degawdau i gael y metro sydd ei angen arnom ni. Mae'n dweud bod hwn yn brosiect fydd yn cymryd o leiaf 15 i 20 mlynedd. Hoffwn ddadlau fod angen inni gael Llywodraeth yn Llundain sy'n deall mai'r rhannau o'r DU sydd angen buddsoddi ynddyn nhw yw lleoedd fel Gogledd-ddwyrain Lloegr a Chymru, sydd wedi eu hamddifadu o arian, yn hytrach na rhoi'r arian i HS2 sy'n ddrud iawn, iawn ac sydd ond yn gwobrwyo'r ardaloedd sydd eisoes yn ffynnu. Felly, rwyf eisiau holi ymhellach am un neu ddau o bethau. Un ohonyn nhw yw'r ddadl dros reilffyrdd ysgafn, gan nad yw topograffi a'r nifer o arosfannau sydd ar reilffyrdd y Cymoedd byth yn mynd i allu sicrhau'r cyflymder, na'r amlder, y mae arnom ni eu hangen yn y gwasanaethau os ydym ni eisiau annog pobl i ddefnyddio'r rheilffyrdd yn hytrach na'u ceir mewn gwirionedd, ac rwy'n synnu ein bod yn parhau i drafod y dewis o gerbydau rheilffordd trwm, oherwydd er mwyn gwneud y rheilffyrdd neu'r tram yn gystadleuol, dyweder, i Ferthyr, mae'n rhaid i chi sicrhau bod amser y daith yn cael ei gostwng i 40 munud os ydych chi'n mynd i ddadlau'r achos hwnnw. Bydd rhwydwaith reilffyrdd ysgafn yn rhatach i'w redeg, gan arbed miliynau dros y blynyddoedd o bosib, a bydd hefyd yn defnyddio llai o drydan, sy'n golygu llai o allyriadau carbon. A'r peth arall y byddwn yn falch o'i glywed gan y Gweinidog yw ynghylch y cynlluniau ar gyfer y pedair llinell hollbwysig hynny sy'n rhedeg rhwng Caerdydd a Chasnewydd, gan fod dwy ohonyn nhw, yn amlwg, angen eu cysylltu â'r brif reilffordd rhwng Abertawe, Caerdydd a Llundain, ond am y ddwy linell arall: pam na fellir eu defnyddio ar gyfer gwasanaethau cymudo, i Gasnewydd i Lynebwy, ac ati? Mae'n ymddangos i mi fod yna wasanaethau yr ydym ni mewn gwirionedd yn eu hanwybyddu pan fôn nhw eisoes yn bodoli, a byddai hyn yn rhoi amser i ni greu'r tramleiniau yn yr ardaloedd hynny lle mae gwir angen amdanyn nhw. Cofiwch nad oes car gan 25 y cant o gartrefi. Felly, mae'r syniad hwn o greu rhagor o ffyrdd yn eu heithrio nhw ac yn eu gwneud yn dlotach fyth. Mae'n rhaid i ni wneud i'r system drafnidiaeth gyhoeddus weithio i bawb, ac felly mae angen gwasanaethau rheilffyrdd gwell arnom ni, ond mae angen gwell gwasanaethau tramiau a bysiau arnom ni hefyd.