English: Can I thank Jack Sargeant for his question and just add to the points that I was making in regard to Mandy Jones's question that the primary concern at the moment regarding the environmental impact concerns the impact that it could have on Leadbrook wood? Now, it would amount to less than 5 per cent of spatial impact, but, of course, we're working with stakeholder groups. As much as we can we're trying to engage with them to look at ways of further mitigating against the impact and, indeed, going beyond that and compensating with an increase in the amount of forest that exists in that particular area of Wales. And with regard to the economy, I'm sure Jack Sargeant will be aware of the strong support for the scheme from the Deeside business professionals and from the north Wales business council and the North Wales Economic Ambition Board. The benefit-cost ratio of this is, I believe, in excess of two, which would make it be considered a high-value investment. But, of course, this is not just about ensuring that we have a more resilient pathway into north Wales - this is, primarily, about delivering a metro for north-east Wales, and, in order to do so, we need to reduce the number of traffic on the existing corridor, the A55/A494. It's projected that this scheme will reduce traffic on that particular corridor by between 25 per cent and 35 per cent, enabling us to operate dedicated bus corridors, bus routes, bus rapid transport. It would also enable us to end the rat run, which I'm sure Jack Sargeant is very well aware of, in the Deeside area, and it would enable us to use the space that could be acquired to implement more active travel routes.
Welsh: A gaf fi ddiolch i Jack Sargeant am ei gwestiwn a dim ond ychwanegu at y pwyntiau roeddwn yn eu gwneud yn sgil cwestiwn Mandy Jones fod y prif bryder ar hyn o bryd ynglŷn â'r effaith amgylcheddol yn ymwneud â'r effaith y gallai ei chael ar goed Leadbrook? Nawr, byddai'n llai na 5 y cant o effaith ofodol, ond wrth gwrs, rydym yn gweithio gyda grwpiau rhanddeiliaid. Rydym yn ceisio ymgysylltu gymaint ag y gallwn â hwy i edrych ar ffyrdd o liniaru ymhellach yn erbyn yr effaith ac yn wir, yn mynd y tu hwnt i hynny a gwneud iawn drwy gynyddu faint o goedwig sy'n bodoli yn yr ardal benodol honno o Gymru. Ac o ran yr economi, rwy'n siŵr y bydd Jack Sargeant yn ymwybodol o'r gefnogaeth gref i'r cynllun gan weithwyr busnes proffesiynol Glannau Dyfrdwy a chyngor busnes gogledd Cymru a Bwrdd Uchelgais Economaidd Gogledd Cymru. Credaf fod cymhareb cost a budd hyn yn fwy na dau, a fyddai'n golygu y câi ei ystyried yn fuddsoddiad gwerth uchel. Ond wrth gwrs, mae hyn yn ymwneud â mwy na sicrhau bod gennym lwybr mwy gwydn i mewn i ogledd Cymru - yn bennaf, mae'n ymwneud â darparu metro ar gyfer gogledd-ddwyrain Cymru, ac er mwyn gwneud hynny, mae angen inni leihau'r traffig ar y coridor presennol, yr A55/A494. Rhagwelir y bydd y cynllun hwn yn lleihau traffig ar y coridor penodol hwnnw rhwng 25 y cant a 35 y cant, gan ein galluogi i weithredu coridorau bysiau pwrpasol, llwybrau bysiau, cludiant cyflym ar fysiau. Byddai hefyd yn ein galluogi i gael gwared ar y llwybr tarw yn ardal Glannau Dyfrdwy, ac rwy'n siŵr fod Jack Sargeant yn ymwybodol iawn o hwnnw, a byddai'n ein galluogi i ddefnyddio'r gofod y gellid ei gaffael i weithredu mwy o lwybrau teithio llesol.