techiaith/cofnodycynulliad_en-cy huggingface dataset:
English: Diolch, Llywydd. The Wales and borders rail franchise has proven a unique exercise in many ways - unique in the form of the bidding process, but also, sadly, in that 50 per cent of the bidders have now had to pull out. It's also unique for any major rail procurement exercise in the UK in that the invitation to tender has not been made public. This continues to be the case despite the fact that the final tenders were submitted on 21 December 2017. They cannot now be altered, which is one of the reasons for Abellio's forced withdrawal from the process. This lack of transparency has prevented stakeholders from making meaningful comments on the aspirations of the Welsh Government for the future shape of the Welsh rail network. So, perhaps the Cabinet Secretary can shed some light on this for us today. Can he confirm that electrification of the Ebbw Vale to Cardiff rail line has been effectively ruled out for phase 2 of the south Wales metro, and that there is no commitment now either to electrify the Bridgend to Maesteg line?
Welsh: Diolch, Lywydd. Mae masnachfraint rheilffyrdd Cymru a'r Gororau wedi bod yn ymarfer unigryw mewn sawl ffordd - unigryw o ran y broses ymgeisio, ond hefyd, yn anffodus, gan fod 50 y cant o'r cynigwyr wedi gorfod tynnu allan bellach. Mae hefyd yn unigryw ymhlith unrhyw ymarferion caffael rheilffyrdd mawr yn y DU gan na wnaed y gwahoddiad i dendro yn gyhoeddus. Mae hyn yn parhau i fod yn wir er gwaethaf y ffaith bod y tendrau terfynol wedi'u cyflwyno ar 21 Rhagfyr 2017. Ni ellir eu newid bellach, a dyna un o'r rhesymau pam y bu'n rhaid i Abellio dynnu'n ôl o'r broses. Mae'r diffyg tryloywder hwn wedi atal rhanddeiliaid rhag gwneud sylwadau ystyrlon ar ddyheadau Llywodraeth Cymru ar gyfer dyfodol rhwydwaith rheilffyrdd Cymru. Felly, efallai y gall Ysgrifennydd y Cabinet daflu rhywfaint o oleuni ar hyn i ni heddiw. A all gadarnhau bod y broses o drydaneiddio rheilffordd Glynebwy i Gaerdydd wedi ei diystyru, i bob pwrpas, ar gyfer cam 2 metro de Cymru, ac nad oes unrhyw ymrwymiad bellach chwaith i drydaneiddio'r rheilffordd rhwng Pen-y-bont ar Ogwr a Maesteg?
English: Well, first of all we're awaiting, or I'm awaiting, full evaluation of the two bids for the franchise and the metro development. It would be premature for me to identify which projects are going to be taken forward and in what form within the next Wales and borders franchise and the development of the metro until the award has been made. But I would say, with regard to the tender process, yes, this is a unique process, one that has not been conducted anywhere else in the UK, but I think as Sion Barry in the Western Mail identified just a few weeks ago, we made the right call in making sure that four bidders remained in the race. There were calls for us to whittle the number of bidders down to two. I think it would have been somewhat embarrassing if that had taken place and then for Arriva and Abellio to have been those final two, and then for Arriva to withdraw and Abellio to have pulled out. But the fact remains that we have two world-class bids that are being evaluated at the moment. They've been strenuously tested, and we are on course to award the next franchise by May of this year.
Welsh: Wel, yn gyntaf oll, rydym yn aros, neu rwyf yn aros, am werthusiad llawn o'r ddau gais am y fasnachfraint a datblygiad y metro. Byddai'n rhy gynnar i mi nodi pa brosiectau fydd yn mynd rhagddynt ac ar ba ffurf o fewn masnachfraint nesaf Cymru a'r Gororau a datblygiad y metro hyd nes y gwneir y dyfarniad. Ond buaswn yn dweud, o ran y broses dendro, ydy, mae hon yn broses unigryw, un nas cynhaliwyd yn unrhyw le arall yn y DU, ond rwy'n credu, fel y nododd Sion Barry yn y Western Mail ychydig wythnosau yn ôl, ein bod wedi gwneud y peth iawn wrth sicrhau bod pedwar ymgeisydd yn aros yn y ras. Cafwyd galwadau arnom i leihau nifer y cynigwyr i ddau. Credaf y byddai wedi bod yn embaras braidd pe bai hynny wedi digwydd, ac mai Arriva ac Abellio fyddai'r ddau ymgeisydd olaf, ac yna byddai Arriva wedi tynnu'n ôl ac Abellio wedi rhoi'r gorau iddi. Ond erys y ffaith bod gennym ddau gais o'r radd flaenaf yn cael eu gwerthuso ar hyn o bryd. Maent wedi eu profi'n drylwyr, ac rydym ar y trywydd iawn i ddyfarnu'r fasnachfraint nesaf erbyn mis Mai eleni.
English: Well, maybe I can help the Cabinet Secretary out a little here, because some of the answers have been provided for us now through the strategic environmental assessment on the south Wales metro that Transport for Wales have had to produce, and publish, under European regulations, albeit slightly under the radar. This document, and the accompanying maps, confirm that the Ebbw Vale electrification project has been - and I'm quoting directly here from the material now published by Transport for Wales - 'discontinued from future consideration'. Similarly ruled out is connecting Trelewis to near Quakers Yard, joining the Merthyr and Rhymney lines to create the so-called circle line of the Valleys, proposed by Mick Antoniw. It rejects an extension from Merthyr to Dowlais Top, but it does confirm a brand new on-street light rail service between Cathays Park and Cardiff Bay, replacing the current bendy bus. Now, Cabinet Secretary, you're getting £125 million to spend on the metro from the UK Government. When you asked for it, your Government promised it would be for the electrification of the entire Valleys lines network. You're now cancelling that, in just the same way as the UK Government did with electrification to Swansea, while continuing to spend on a bullet train for the bay. The Conservative Government were rightly accused of selling out on people who live to the west of Cardiff. Isn't the Labour Government now doing exactly the same to people who live in the Valleys to the north?
Welsh: Wel, efallai y gallaf fod o gymorth i Ysgrifennydd y Cabinet yma, oherwydd mae rhai o'r atebion a ddarparwyd i ni bellach drwy'r asesiad amgylcheddol strategol y bu'n rhaid i Trafnidiaeth Cymru ei gynhyrchu ar fetro de Cymru, a'i gyhoeddi, o dan reoliadau Ewropeaidd, er heb fawr o gyhoeddusrwydd. Mae'r ddogfen hon, a'r mapiau ategol, yn cadarnhau bod prosiect trydaneiddio Glynebwy - a dyfynnaf yn uniongyrchol o'r deunydd a gyhoeddwyd bellach gan Trafnidiaeth Cymru - 'wedi'i hepgor o ystyriaethau yn y dyfodol'. Yn yr un modd, diystyrwyd y gwaith o gysylltu Trelewis â gerllaw Mynwent y Crynwyr, gan gysylltu llinellau Merthyr Tudful a Rhymni i greu rheilffordd cylch y Cymoedd, fel y'i gelwir, argymhelliad a gynigiwyd gan Mick Antoniw. Mae'n gwrthod estyniad o Ferthyr Tudful i Ddowlais Top, ond mae'n cadarnhau gwasanaeth rheilffordd ysgafn newydd sbon ar y stryd rhwng Parc Cathays a Bae Caerdydd, yn lle'r bws plygu presennol. Nawr, Ysgrifennydd y Cabinet, rydych yn cael £125 miliwn gan Lywodraeth y DU i'w wario ar y metro. Pan ofynnoch amdano, addawodd eich Llywodraeth y byddai'n cael ei ddefnyddio i drydaneiddio holl rwydwaith rheilffyrdd y Cymoedd. Rydych bellach yn canslo hynny, yn union fel y gwnaeth Llywodraeth y DU mewn perthynas â thrydaneiddio i Abertawe, gan barhau i wario ar drên bwled ar gyfer y bae. Cyhuddwyd y Llywodraeth Geidwadol, yn hollol iawn, o fradychu'r bobl sy'n byw i'r gorllewin o Gaerdydd. Onid yw'r Llywodraeth Lafur bellach yn gwneud yr un peth yn union i bobl sy'n byw yn y Cymoedd i'r gogledd?
English: This is not correct. First and foremost, we have consulted on, and published, on numerous occasions, the high-level objectives for the Wales and borders franchise and the development of the metro. The specific design of the metro, and the build of the metro, will take place once the award has been made. But what counts most is that passengers see a vast improvement in the services that are delivered to them. In terms of electrification, we cannot say, until the award has been made, what the specific solutions are for each and every one of those lines that are contained within the metro area. It's therefore premature to assume that electrification of the entire Valleys lines is not included in any of the bids. I cannot divulge what is in the bids, but it is simply not possible to speculate over what is in there at present.
Welsh: Nid yw hyn yn gywir. Yn bennaf oll, rydym wedi ymgynghori, a chyhoeddi, ar sawl achlysur, yr amcanion lefel uchel ar gyfer masnachfraint Cymru a'r gororau a datblygiad y metro. Bydd cynllun penodol y metro, a'r gwaith o adeiladu'r metro, yn digwydd wedi i'r dyfarniad gael ei wneud. Ond yr hyn sydd bwysicaf yw bod y teithwyr yn gweld gwelliannau mawr yn y gwasanaethau a ddarperir ar eu cyfer. O ran trydaneiddio, ni allwn ddweud, hyd nes y gwneir y dyfarniad, beth yw'r atebion penodol ar gyfer pob un o'r rheilffyrdd yn ardal y metro. Felly, mae'n rhy gynnar i dybio nad yw'r broses o drydaneiddio holl reilffyrdd y Cymoedd wedi'i chynnwys yn unrhyw un o'r ceisiadau. Ni allaf ddatgelu beth sydd yn y ceisiadau, ond ni ellir dyfalu beth sydd ynddynt ar hyn o bryd.
English: Cabinet Secretary, I'm quoting from your own Transport for Wales authority's maps. Under 'red', it says, 'Discontinued from future consideration at present'. I'm just quoting at you your own transport authority's statement on these subjects. It is right, of course, that some of the money that you've had is going to be spent on the Valleys lines. According to the same document, there is a possibility that the existing core Valleys lines will be converted to light rail. But, again, that's a policy that we should be debating, because some will feel that light rail isn't appropriate in all circumstances - over long distances, for example, where trains are meant to travel more than 45 mph. It will disconnect the core Valleys lines from the national heavy rail network, with no freight or excursion, or through trains, for example, to Cardiff Airport possible ever again. Though I should point out that you've also ruled out a rail link to Cardiff Airport in the document, but we weren't told about that either. Why weren't we told about these policy decisions, so that we could debate them, and so that the people, ultimately, whose railway service this is - not the Government's - could have their say on whether this was the vision and these were the priorities they wanted to see?
Welsh: Ysgrifennydd y Cabinet, dyfynnaf o fapiau eich awdurdod, Trafnidiaeth Cymru. O dan 'coch', mae'n dweud, Wedi'i hepgor o ystyriaethau yn y dyfodol ar hyn o bryd. Rwy'n dyfynnu o ddatganiad eich awdurdod trafnidiaeth eich hun ar y pynciau hyn. Mae'n wir, wrth gwrs, y bydd rhywfaint o'r arian rydych wedi'i gael yn cael ei wario ar reilffyrdd y Cymoedd. Yn ôl yr un ddogfen, mae posibilrwydd y bydd rheilffyrdd craidd presennol y Cymoedd yn cael eu troi'n rheilffyrdd ysgafn. Ond unwaith eto, mae hwnnw'n bolisi y dylem ei drafod, oherwydd bydd rhai yn teimlo nad yw rheilffordd ysgafn yn briodol yn yr holl amgylchiadau - dros bellteroedd maith, er enghraifft, lle mae angen i drenau deithio'n gyflymach na 45 mya. Bydd yn datgysylltu rheilffyrdd craidd y Cymoedd oddi wrth y rhwydwaith rheilffyrdd trwm cenedlaethol, ac ni fydd modd cael unrhyw gerbydau nwyddau neu wibdeithiau, neu drenau trwodd, er enghraifft, i faes awyr Caerdydd byth eto. Er, dylwn nodi eich bod hefyd wedi diystyru cyswllt rheilffordd â maes awyr Caerdydd yn y ddogfen, ond ni ddywedwyd wrthym ynglŷn â hynny ychwaith. Pam na ddywedwyd wrthym am y penderfyniadau polisi hyn, fel y gallem eu trafod, ac fel y gall y bobl, gan mai eu gwasanaeth rheilffyrdd hwy yw hwn yn y pen draw - nid y Llywodraeth - ddweud eu barn ynglŷn ag ai dyma'r weledigaeth a'r blaenoriaethau roeddent yn dymuno'u gweld?
English: Let's just be clear that devolution of responsibility for and funding for core Valleys lines is taking place, and we remain absolutely committed to upgrading the core Valleys lines as part of the metro vision, so that people can have more regular journeys. Four journeys an hour, we believe, is appropriate within a metro area, as a minimum. We've been clear in stating that. We've been clear in stating that, right across Wales, there will be improvements in terms of capacity, in terms of journey times and reliability. Outside of the core Valleys lines area, responsibility for infrastructure remains with the UK Government, but we would wish to see that devolved as well, as soon as possible. I think events of the past few weeks, with the damage to flanges on railway wheelsets, demonstrate why we need to make sure that there is a greater degree of investment right across the network in Wales. And, for that reason, we believe it should be devolved - responsibility should be devolved. But in terms of the metro, I can promise Members, I can assure Members, that the bids through from two world-class operators make for compelling arguments that there will be change to the rail services within the metro area, and across the country.
Welsh: Gadewch i ni fod yn glir fod y broses o ddatganoli cyfrifoldeb a chyllid ar gyfer rheilffyrdd craidd y Cymoedd yn mynd rhagddi, ac rydym yn parhau i fod yn gwbl ymrwymedig i'r gwaith o uwchraddio rheilffyrdd craidd y Cymoedd fel rhan o weledigaeth y metro, er mwyn darparu teithiau mwy rheolaidd i bobl. Credwn fod pedair taith yr awr, o leiaf, yn addas o fewn ardal metro. Rydym wedi datgan hynny'n glir. Rydym wedi dweud yn glir y bydd gwelliannau ledled Cymru o ran capasiti, o ran amseroedd teithio a dibynadwyedd. Y tu allan i ardal rheilffyrdd craidd y Cymoedd, Llywodraeth y DU sy'n gyfrifol am y seilwaith o hyd, ond hoffem pe bai hwnnw'n cael ei ddatganoli hefyd, cyn gynted â phosibl. Credaf fod y digwyddiadau dros yr ychydig wythnosau diwethaf, gyda'r difrod i'r fflansys ar echelau olwynion trenau, yn dangos pam fod angen inni sicrhau mwy o fuddsoddiad ar draws y rhwydwaith yng Nghymru. Ac am y rheswm hwnnw, credwn y dylid ei ddatganoli - dylid datganoli'r cyfrifoldeb. Ond o ran y metro, gallaf addo i'r Aelodau, gallaf roi sicrwydd i'r Aelodau, fod ceisiadau'r ddau weithredwr o'r radd flaenaf yn awgrymu'n gryf y bydd newid i wasanaethau rheilffyrdd yn ardal y metro, a ledled y wlad.
English: Diolch, Llywydd. Cabinet Secretary, despite being set up in 2013 to deliver greater value for the Welsh taxpayer, the Wales Audit Office has been critical of the National Procurement Service. Now, by anyone's estimation, it has comprehensively failed to deliver the intended savings in public spending. In 2016-17, it only generated about 60 per cent of the savings expected and, worse still, it made a loss of around £2 million, in both 2015-16 and 2016-17. So, can I ask why the Welsh Government's flagship policy for improving public procurement in Wales has failed so badly?
Welsh: Diolch, Lywydd. Ysgrifennydd y Cabinet, er iddo gael ei sefydlu yn 2013 i ddarparu mwy o werth i drethdalwyr Cymru, mae Swyddfa Archwilio Cymru wedi beirniadu'r Gwasanaeth Caffael Cenedlaethol. Nawr, ni all unrhyw un ddadlau nad yw wedi methu'n llwyr â darparu'r arbedion arfaethedig mewn gwariant cyhoeddus. Yn 2016-17, oddeutu 60 y cant yn unig o'r arbedion a ddisgwyliwyd a greodd, ac yn waeth byth, gwnaeth golled o oddeutu £2 miliwn yn 2015-16, ac yn 2016-17. Felly, a gaf fi ofyn pam fod polisi blaenllaw Llywodraeth Cymru ar gyfer gwella caffael cyhoeddus yng Nghymru wedi methu'n llwyr?
English: It's not actually the responsibility of my department. It's the responsibility of the Cabinet Secretary for Finance. FootnoteLink However, in terms of the economic action plan, we've made clear that with the economic contract, we could open up opportunities to extend the economic contract - the £6 billion of procurement opportunities within the Welsh public purse. We stated that we wish to disaggregate major procurement opportunities and contracts so that more small and medium-sized enterprises in Wales can capture valuable infrastructure projects across the country.
Welsh: Nid cyfrifoldeb fy adran i yw hyn mewn gwirionedd. Cyfrifoldeb Ysgrifennydd y Cabinet dros Gyllid ydyw. FootnoteLink Fodd bynnag, o ran y cynllun gweithredu economaidd, rydym wedi dweud yn glir, gyda'r contract economaidd, y gallem sicrhau cyfleoedd i ymestyn y contract economaidd - y £6 biliwn o gyfleoedd caffael ym mhwrs y wlad yng Nghymru. Dywedasom ein bod yn dymuno dadgyfuno cyfleoedd caffael a chontractau mawr fel y gall rhagor o fentrau bach a chanolig eu maint yng Nghymru gael rhan mewn prosiectau seilwaith gwerthfawr ledled y wlad.
English: I appreciate what you've said, and, of course, you are responsible for the economic action plan, SMEs and supply chains that benefit as well. The Welsh Goverment formed the NPS in 2013. When it did that, it was given a £5.9 million loan, and, five years later, the NPS has failed to pay that loan back. So, I would ask, Cabinet Secretary, when can the Welsh taxpayer expect that money to be paid back? And, further still, the NPS is now not covering its own running costs, despite the then Cabinet Secretary Jane Hutt stating that the NPS would be self-financing by 2016. So, why is the Welsh Government currently using taxpayers' money to prop up the NPS and cover its running costs each year, despite the original policy being for the NPS to be self-funding by 2016?
Welsh: Rwy'n derbyn yr hyn rydych wedi'i ddweud, ac wrth gwrs, rydych yn gyfrifol am y cynllun gweithredu economaidd, busnesau bach a chanolig a'r cadwyni cyflenwi sy'n elwa hefyd. Ffurfiwyd y Gwasanaeth Caffael Cenedlaethol gan Lywodraeth Cymru yn 2013. Pan wnaeth hynny, rhoddwyd benthyciad o £5.9 miliwn iddo, a phum mlynedd yn ddiweddarach, nid yw'r Gwasanaeth Caffael Cenedlaethol wedi ad-dalu'r benthyciad hwnnw. Felly, hoffwn ofyn, Ysgrifennydd y Cabinet, pryd y gall y trethdalwr yng Nghymru ddisgwyl i'r arian hwnnw gael ei ad-dalu? Ac ymhellach, nid yw'r Gwasanaeth Caffael Cenedlaethol bellach yn talu ei gostau rhedeg ei hun, er gwaethaf y ffaith bod Ysgrifennydd y Cabinet ar y pryd, Jane Hutt, wedi dweud y byddai'r Gwasanaeth Caffael Cenedlaethol yn hunangyllidol erbyn 2016. Felly, pam fod Llywodraeth Cymru yn defnyddio arian y trethdalwyr ar hyn o bryd i gynnal y Gwasanaeth Caffael Cenedlaethol ac i dalu ei gostau rhedeg bob blwyddyn, er gwaethaf y ffaith mai'r polisi gwreiddiol oedd y byddai'r Gwasanaeth Caffael Cenedlaethol yn hunangyllidol erbyn 2016?
English: Again, I'd refer this issue to my Cabinet colleague, who retains responsibility for it. I'm sure that my Cabinet colleague Mark Drakeford would be able to offer detailed answers to the questions that the Member has raised.
Welsh: Unwaith eto, hoffwn gyfeirio'r mater hwn at sylw fy nghyd-Aelod Cabinet sydd â chyfrifoldeb amdano. Rwy'n siŵr y gallai fy nghyd-Aelod Cabinet, Mark Drakeford, ddarparu atebion manwl i'r cwestiynau a ofynnodd yr Aelod.
English: The National Procurement Service, I would suggest, is a failed policy. It's certainly an ongoing drain on the public purse. I am going to come to some areas that are certainly in your portfolio. Welsh SMEs and Welsh supply chains are not benefiting from the Welsh Government's procurement spending. In 2015-16, only 52 per cent of Welsh Government spending on goods and services went to Wales-based firms, and your Government's new economic action plan, which, of course, is in your responsibility, also fails to provide any detailed and meaningful road map for improving public procurement in Wales. So, can I ask a question that is absolutely in your portfolio? Why has the Welsh Government failed to address the issue of improving public procurement in the latest economic plan?
Welsh: Buaswn yn awgrymu bod y Gwasanaeth Caffael Cenedlaethol yn bolisi sydd wedi methu. Yn sicr, mae'n dreth barhaus ar bwrs y wlad. Byddaf yn dod at rai meysydd sy'n sicr yn rhan o'ch portffolio. Nid yw busnesau bach a chanolig Cymru a chadwyni cyflenwi Cymru yn elwa ar wariant caffael Llywodraeth Cymru. Yn 2015-16, 52 y cant yn unig o wariant Llywodraeth Cymru ar nwyddau a gwasanaethau a aeth i gwmnïau yng Nghymru, ac mae cynllun gweithredu economaidd newydd eich Llywodraeth, sy'n rhan o'ch cyfrifoldeb chi, wrth gwrs, hefyd wedi methu darparu unrhyw fap manwl ac ystyrlon ar gyfer gwella caffael cyhoeddus yng Nghymru. Felly, a gaf fi ofyn cwestiwn sy'n sicr yn rhan o'ch portffolio? Pam nad yw Llywodraeth Cymru wedi rhoi sylw i'r gwaith o wella caffael cyhoeddus yn y cynllun economaidd diweddaraf?
English: Well, it is addressed in the plan, as I say, through the disaggregation of major contracts. That will prove to be hugely beneficial, given the size of infrastructure projects - road in particular. And we're also working with not just industry bodies, but also with the sector teams within Government, to identify ways that businesses are able to work together and learn from one another in how to capture a greater share of the Welsh procurement spend. The Member is right that currently it's about 52 per cent - the proportion of contracts that are won by Welsh businesses - but that figure is increasing year on year, and I expect, through those measures identified in the economic action plan, and with additional measures that I've outlined through our engagement directly with business and business organisations, we'll see an increase further in the years to come.
Welsh: Wel, mae hynny'n cael sylw yn y cynllun, fel y dywedaf, drwy'r broses o ddadgyfuno contractau mawr. Bydd hynny'n fuddiol iawn, o ystyried maint prosiectau seilwaith - yn enwedig ffyrdd. Ac rydym hefyd yn gweithio nid yn unig gyda chyrff diwydiant, ond hefyd gyda thimau sector o fewn y Llywodraeth, i nodi ffyrdd y gall busnesau weithio gyda'i gilydd a dysgu oddi wrth ei gilydd sut i gael gafael ar gyfran fwy o wariant caffael yng Nghymru. Mae'r Aelod yn llygad ei le ei fod oddeutu 52 y cant ar hyn o bryd - cyfran y contractau a enillir gan fusnesau Cymreig - ond mae'r ffigur hwnnw'n cynyddu flwyddyn ar ôl blwyddyn, ac rwy'n disgwyl, drwy'r mesurau a nodwyd yn y cynllun gweithredu economaidd, a chyda'r mesurau ychwanegol a amlinellwyd gennyf drwy ein cyswllt uniongyrchol â busnesau a sefydliadau busnes, y byddwn yn gweld rhagor o gynnydd dros y blynyddoedd i ddod.
English: Diolch, Llywydd. Cabinet Secretary, with the UK being listed by the Forbes as being the best place in the world to do business, where does Wales stand in comparison?
Welsh: Diolch, Lywydd. Ysgrifennydd y Cabinet, o gofio bod y DU ar frig rhestr Forbes o'r lleoedd gorau yn y byd i wneud busnes, beth yw sefyllfa Cymru o gymharu â hynny?
English: Well, given the alarms that have been raised recently by Airbus, by Ford and by many other companies, I would imagine that as we leave the EU, if we don't get the best possible deal, Wales, along with the UK as a whole, will be left further behind.
Welsh: Wel, o ystyried y pryderon a fynegwyd yn ddiweddar gan Airbus, gan Ford a chan lawer o gwmnïau eraill, buaswn yn dychmygu, wrth inni adael yr UE, os nad ydym yn sicrhau'r fargen orau sy'n bosibl, bydd Cymru, ynghyd â'r DU gyfan, yn cael ei gadael ymhellach ar ôl.
English: I thank the Cabinet Secretary for that answer. I think all of us in this Chamber would recognise the fact that we need to considerably improve our act if we are to develop our business and commercial base in Wales, and, as discussed in the latest questions session, one of the key enablers to improvement is education. Nothing will do more to stimulate growth indigenously and also for inward investment than increasing our skills base, both vocationally and academically. Does it therefore concern the Cabinet Secretary that Cardiff University - the best performing in Wales - is ranked thirty-fifth out of 129 in the UK and that we have three others in the bottom 10?
Welsh: Diolch i Ysgrifennydd y Cabinet am ei ateb. Credaf y byddai pob un ohonom yn y Siambr hon yn cydnabod y ffaith bod angen inni wella ein hymdrechion yn sylweddol os ydym am ddatblygu ein sylfaen fusnes a'n sylfaen fasnachol yng Nghymru, ac fel y trafodwyd yn y sesiwn gwestiynau ddiweddaraf, un o'r ffactorau allweddol i alluogi gwelliant yw addysg. Ni fydd dim yn gwneud mwy i ysgogi twf yn gynhenid ac ar gyfer mewnfuddsoddi na chynyddu ein sylfaen sgiliau, yn alwedigaethol ac yn academaidd. A yw'n peri pryder, felly, i Ysgrifennydd y Cabinet fod Prifysgol Caerdydd - y brifysgol sy'n perfformio orau yng Nghymru - yn safle 35 o 129 yn y DU, a bod gennym dair arall yn y 10 isaf?