English: Thank you. Well, a range of questions there. I'm glad that the Welsh Conservatives welcome the recommendations. Russell George asks about scepticism about the delivery, and, of course, I understand that, because Welsh Governments have been planning to tackle congestion in Newport for some time, and the congestion is still there, so there's certainly room for us to jump into that void and show that action will be taken. Of course, I must point out to Russell George that if we had the funding that Wales deserves for railway infrastructure, then we would be able to take action much quicker, so I think it's only fair that he recognises the shortcomings of the UK Government there, because based on the known commitments for the period of 2019 to 2029, we estimate a shortfall of investment in Wales of up to £5 billion in the next 10 years. That's from published commitments of the UK Government in England over that period, and if we had a pro rata share for Wales. Five billion pounds we're being short-changed, not to mention the failure to deliver on the electrification of the south Wales railway line, so an awful lot of delivery and scepticism could have been overcome if the UK Government was actually delivering on its rhetoric of levelling up. So, I think it's only fair that that is recognised, just as I recognise that the Welsh Government has not been quick enough to do what it said it was going to do on tackling congestion. So, I think there's room for both of us to reflect there, on things that could have been done better. In terms of early priorities, he asks - I think, as I mentioned in the statement, we certainly think in terms of the bus network and the active travel network there are things that we can do within a period of a year or so. We all know that transport changes on the ground take time and have to go through a whole range of processes, but we do think that the changes to the south Wales main line, some infrastructure improvements for Newport bus so that people find bus a realistic alternative to the car - we've got to make buses go quicker, not be snarled up in traffic, and similarly getting people out of cars and using their bike or to travel by foot to do everyday journeys. So, there are some real, practical things that can be done there that will make a difference and be able to show people in Newport that progress is being made on the ground. That certainly is going to be an early priority for the delivery unit, which is the next question Russell George asked me about: who is in charge of delivery? Well, we recognise, as I say, this is a shared responsibility, but we also recognise that Newport council, like all councils, have capacity constraints. So, we are creating a joint delivery unit through Transport for Wales, the Welsh Government and Newport council. That will sit within TfW primarily, but with a memorandum of understanding with Newport council, which we've already signed. The stakeholders - he asked - will be liaised with through a group and we want a dynamic chair of that to be able to push things forward and hold TfW's feet to the fire. In terms of the funding and the remit letter, that'll be covered within TfW's existing arrangements, but, as he said, a commitment has been made by the First Minister that money will be found to implement this. He asked whether or not we thought this was value for money. Well, I will point out this is less than half the cost of the M4, without any of the damaging environmental impacts, which cannot - a price cannot be put on losing the unique Gwent levels, for example, nor, though perhaps it's easier to quantify financially, the economic harm caused by increasing climate change impacts from increasing traffic, which we would have seen through the induced demand released by building a six-mile motorway. There's plenty of evidence to show that is pretty likely. So, I think we can say this represents very good value for money. He also asks about behaviour change, and, of course, our draft Wales transport strategy has modal shift at its heart, and behaviour change is a key component of that, although he sniffs then at the role that behavioural disincentives play in achieving behaviour change, and no doubt he spots a campaigning opportunity to make hay on any particular parking levy. But I would say that all the evidence shows that, if you are going to achieve behaviour change, you need both carrot and stick, and it's my view that we should put the carrot in before we put the stick in, but, as part of a spectrum of interventions, disincentives play their part. And it's all very well for him to welcome the recommendations and want to see the changes, but if he's not prepared to back that then those are rather hollow words. So, I hope that answers the questions that Russell George poses.
Welsh: Diolch. Wel, dyna amrywiaeth o gwestiynau. Rwy'n falch fod y Ceidwadwyr Cymreig yn croesawu'r argymhellion. Mae Russell George yn holi ynglŷn ag amheuon o ran y cyflawni, ac, wrth gwrs, rwy'n deall hynny, oherwydd mae Llywodraethau Cymru wedi bod yn bwriadu mynd i'r afael â thagfeydd yng Nghasnewydd ers cryn amser, ac mae'r tagfeydd yno o hyd, ac felly yn sicr mae angen inni neidio i mewn i'r bwlch hwnnw a dangos y bydd camau'n cael eu cymryd. Wrth gwrs, mae'n rhaid imi dynnu sylw Russell George at y ffaith, pe byddai'r cyllid haeddiannol gan Gymru ar gyfer seilwaith y rheilffyrdd, yna byddem yn gallu gweithredu'n gyflymach o lawer. Felly rwy'n credu y byddai'n ddigon teg iddo yntau gydnabod diffygion Llywodraeth y DU yn hyn o beth, oherwydd yn seiliedig ar yr ymrwymiadau sy'n hysbys ar gyfer y cyfnod rhwng 2019 a 2029, rydym yn amcangyfrif diffyg o ran buddsoddiad yng Nghymru o hyd at £5 biliwn yn y 10 mlynedd nesaf. Mae hynny'n seiliedig ar ymrwymiadau a gyhoeddwyd gan Lywodraeth y DU yn Lloegr dros y cyfnod hwn, a phe byddai gennym ni gyfran pro rata i Gymru. Rydym yn fyr o bum biliwn o bunnoedd, heb sôn am y methiant o ran cwblhau'r broses o drydaneiddio rheilffordd y de. Felly gellid fod wedi goresgyn llawer iawn o ran y ddarpariaeth a'r amheuaeth pe byddai Llywodraeth y DU yn cyflawni ei rhethreg am godi'r lefel. Felly, rwy'n credu ei bod yn ddigon teg bod hynny'n cael ei gydnabod, yn union fel rwyf innau'n cydnabod nad yw Llywodraeth Cymru wedi bod yn ddigon cyflym i wneud yr hyn a addawodd o ran mynd i'r afael â thagfeydd. Felly, rwyf i o'r farn fod gan y ddau ohonom ddigon i fyfyrio yn ei gylch, o ran pethau y gellid fod wedi eu gwneud yn well. O ran blaenoriaethau cynnar, mae e'n holi amdanynt - rwy'n credu, fel y soniais i yn y datganiad, rydym ni'n sicr yn ystyried bod y rhwydwaith bysiau a'r rhwydwaith teithio llesol yn faterion y gallwn ni eu cwblhau o fewn rhyw flwyddyn. Fe ŵyr pawb ohonom fod newidiadau trafnidiaeth ar lawr gwlad yn cymryd amser a bod rhaid iddyn nhw fynd trwy ystod eang o brosesau, ond rydym ni'n gwybod bod angen newidiadau i brif lein y de, rhai gwelliannau i'r seilwaith ar gyfer bws Casnewydd fel y gall pobl weld y bws yn ddewis amgen gwirioneddol i'r car - mae'n rhaid inni alluogi'r bysiau i deithio'n gyflymach, heb gael eu dal mewn traffig, ac felly gael pobl o'u ceir ac ar eu beiciau neu'n cerdded ar gyfer eu teithiau bob dydd. Felly, mae yna rai pethau gwirioneddol ac ymarferol y gellir eu gwneud a fydd yn gwneud gwahaniaeth ac yn dangos i bobl Casnewydd fod gwelliant yn digwydd ar lawr gwlad. Fe fydd honno'n sicr yn flaenoriaeth gynnar i'r uned gyflawni, sef y cwestiwn nesaf a ofynnodd Russell George i mi: pwy sy'n gyfrifol am y cyflawni? Wel, rydym ni'n cydnabod, fel y dywedais i, mai cyfrifoldeb a rennir yw hwn, ond rydym ni'n cydnabod hefyd fod yna gyfyngiadau ar allu Cyngor Casnewydd, fel sydd ar bob cyngor. Felly, rydym yn ffurfio uned gyflawni ar y cyd gyda Thrafnidiaeth Cymru, Llywodraeth Cymru a Chyngor Casnewydd. Fe fydd honno'n gorwedd yn bennaf o fewn Trafnidiaeth Cymru, ond gyda memorandwm cyd-ddealltwriaeth gyda chyngor Casnewydd, sydd eisoes wedi ei lofnodi. Fe fydd y rhanddeiliaid - fe ofynnodd ef am hyn - yn cael eu cysylltu drwy gyfrwng grŵp ac rydym yn awyddus i gadeirydd deinamig y grŵp hwnnw allu gwthio pethau ymlaen a galw Trafnidiaeth Cymru i gyfrif. O ran y cyllid a'r llythyr cylch gwaith, fe fydd y rhain yn cael eu cynnwys yn nhrefniadau cyfredol Trafnidiaeth Cymru, ond, fel y dywedodd, mae'r Prif Weinidog wedi ymrwymo y bydd arian yn cael ei ganfod i weithredu hynny. Fe ofynnodd a oeddem ni'n ystyried hyn yn werth am arian. Wel, rwyf am dynnu sylw at y ffaith y bydd hyn yn costio llai na hanner beth fyddai cost yr M4, a hynny heb unrhyw un o'r effeithiau amgylcheddol niweidiol, na ellir - ni ellir rhoi pris ar golli gwastadeddau unigryw Gwent, er enghraifft, nac ychwaith, er efallai ei bod yn haws ei fesur yn ariannol, y niwed economaidd a achosir gan effeithiau cynyddol newid hinsawdd oherwydd traffig cynyddol, yr hyn a fyddai wedi ei ennyn drwy adeiladu traffordd chwe milltir yn ei ennyn. Mae digon o dystiolaeth i ddangos y byddai hynny'n weddol debygol. Felly, rwy'n credu y gallwn ni ddweud y bydd hyn yn rhoi gwerth da iawn am arian. Mae ef hefyd yn gofyn am newid mewn ymddygiad, ac, wrth gwrs, mae newid moddol wrth wraidd ein strategaeth drafnidiaeth ddrafft ni i Gymru, ac mae newid ymddygiad yn elfen allweddol o honno. Ond yna mae e'n bychanu swyddogaeth anghymhellion ymddygiadol wrth gyflawni newid mewn ymddygiad, ac mae'n siŵr ei fod yn gweld ei gyfle i ymgyrchu yn sgil unrhyw ardoll benodol ar barcio. Ond fe fyddwn i'n dweud bod yr holl dystiolaeth yn dangos, os ydych chi am newid ymddygiadau, fod angen cymell a chosbi arnoch. Fy marn i yw y dylem ni gael y cymhellion yn eu lle cyn dechrau cosbi pobl, ond, fel rhan o ystod o ymyriadau, mae gan anghymhellion eu rhan. Ac mae'n ddigon hawdd iddo ef groesawu'r argymhellion a bod yn eiddgar i weld y newidiadau ond, os nad yw'n barod i gefnogi hynny, geiriau gwag yw'r rhain. Felly, rwy'n gobeithio bod hynny'n ateb y cwestiynau a ofynnodd Russell George.