English: Can I thank Mick Antoniw for various questions and the fact that he's welcomed the siting of the headquarters of Transport for Wales in Pontypridd? The Member is absolutely right that there is huge potential for the headquarters of Transport for Wales to act as a catalyst for regeneration in Pontypridd. Just as interventions did in Merthyr, I see the basing of Transport for Wales in Pontypridd as something of a magnet for other businesses and other investments to be drawn into the community. I'm pleased that we're making very good progress with the local authority, who I must congratulate for their proactive way of working with Welsh Government and with other stakeholders in the development of this particular site. There's no doubt that, in order to develop an economy, you have to have the right infrastructure in place. You also need the right availability of skills and also the right form of support on a regional basis for economic development. Through the economic action plan, through the creation of Transport for Wales, through an unprecedented investment in transport and through an employability plan being delivered by colleagues in Government, I'm sure and confident that we are addressing those key three needs of the economy. In terms of the five-year budget, I'm more than happy to share with Members the independent report that was commissioned by the UK Government in 2011, which looked into this. It concluded that creating certainty of funding over a period of five years and developing long-term plans for roads through a five-year budget commitment, savings of 15 to 20 per cent could be achieved. So, moving to a five-year budget makes sense, but it is also a significant step. It won't happen overnight, and we need to be clear that savings will only be deliverable on new and not already-contracted schemes. Now, in terms of the actual quantum that could be saved, taking the 2018-19 draft published budget figures for transport capital over the next three years as an average annual spend, over a 10-year period that could amount to something in the region of £630 million - a huge saving that can then lead to greater investment in the improvement of our transport infrastructure and service delivery. But, as I say, I'm more than happy to be able to provide that report to Members so that they can scrutinise exactly how such significant savings can be achieved. In terms of electrification, well, the case for electrification to Swansea was made in combination with the case for electrifying the Valleys lines. It happened back when David Cameron was Prime Minister in 2014, and the terms of this agreement included the UK Government funding the full cost of electrification through to Swansea, providing £125 million for the Valleys lines electrification and modernisation scheme and, in return, the Welsh Government took responsibility for the Valleys lines schemes. Now, the agreement gave the Welsh Government the ability to optimise the Valleys lines modernisation scheme in line with the Treasury Green Book. At the time, the mainline electrification investment using a wholly electric train fleet was assessed to be a more cost-effective option than procuring a mixed fleet of electric and bi-mode trains. The wholly electric fleet also, of course, provided some significant environmental benefits. My concern with the abandoning of electrification of the mainline project through to Swansea is not just that it will leave passengers potentially worse off than could've been expected with electrification, it also presents a reputational risk for Swansea itself. Many of the world's most advanced economies take for granted the electrification of their rail services, and, yet, this is something that will be denied along south Wales. We are now focused, as a Government, on ensuring that the schemes outlined by the Secretary of State, and to which he is committed, are developed in the wake of the cancellation of electrification, and that they are developed in a timely fashion. They include, of course, improving journey times between Cardiff and Swansea, and also between south Wales, Bristol and London. It includes commitments that are being given to the Swansea area in terms of rail and station improvements, and also improving journey times and connections right across north Wales. We expect UK Government, having abandoned electrification of the south Wales main line, not to abandon any of the commitments that the Government has since signed up to.
Welsh: A gaf i ddiolch i Mick Antoniw am ei gwestiynau amrywiol ac am y ffaith ei fod wedi croesawu lleoli pencadlys Trafnidiaeth Cymru ym Mhontypridd? Mae'r Aelod yn llygad ei le; mae potensial enfawr i bencadlys Trafnidiaeth Cymru weithredu fel catalydd i adfywio Pontypridd. Fel y gwnaeth ymyriadau ym Merthyr, rwy'n gweld lleoli Trafnidiaeth Cymru ym Mhontypridd fel ychydig o fagnet i dynnu busnesau eraill a buddsoddiadau eraill i mewn i'r gymuned. Rwy'n falch ein bod yn gwneud cynnydd da iawn gyda'r awdurdod lleol; rhaid imi eu llongyfarch am eu ffordd ragweithiol o weithio gyda Llywodraeth Cymru a rhanddeiliaid eraill wrth ddatblygu'r safle hwn. Does dim amheuaeth, er mwyn datblygu economi, bod yn rhaid ichi sefydlu'r seilwaith cywir. Hefyd, mae angen i'r sgiliau cywir fod ar gael yn ogystal â'r math cywir o gefnogaeth ranbarthol ar gyfer datblygu economaidd. Drwy'r cynllun gweithredu economaidd, drwy greu Trafnidiaeth Cymru, drwy fuddsoddiad digyffelyb mewn trafnidiaeth a drwy gynllun cyflogadwyedd a gyflawnir gan gyd-Aelodau yn y Llywodraeth, rwy'n siŵr ac rwy'n ffyddiog ein bod yn rhoi sylw i'r tri angen allweddol hynny yn yr economi. O ran y gyllideb bum mlynedd, rwy'n fwy na pharod i rannu ag Aelodau yr adroddiad annibynnol a gomisiynwyd gan Lywodraeth y DU yn 2011, a edrychodd ar hyn. Daeth i'r casgliad bod creu sicrwydd cyllid dros gyfnod o bum mlynedd a datblygu cynlluniau tymor hir ar gyfer ffyrdd drwy ymrwymiad cyllideb pum mlynedd, yn rhywbeth a allai gyflawni arbedion 15 i 20 y cant. Felly, mae troi at gyllideb bum mlynedd yn gwneud synnwyr, ond mae hefyd yn gam mawr. Ni wnaiff ddigwydd dros nos, ac mae angen inni fod yn glir mai dim ond ar gynlluniau newydd y bydd arbedion yn bosibl, ac nid ar rai a gontractiwyd eisoes. Nawr, o ran y swm gwirioneddol y gellid ei arbed, gan gymryd y ffigurau cyllideb drafft a gyhoeddwyd ar gyfer 2018-19 ar gyfer cyfalaf trafnidiaeth dros y tair blynedd nesaf fel cyfartaledd gwariant blynyddol, dros gyfnod o 10 mlynedd gallai hynny fod oddeutu £630 miliwn - arbediad enfawr a all wedyn arwain at fwy o fuddsoddi i wella ein seilwaith trafnidiaeth a darparu gwasanaethau. Ond, fel y dywedaf, rwy'n fwy na pharod i allu darparu'r adroddiad hwnnw i Aelodau fel y gallant graffu ar sut yn union y gellir cyflawni arbedion mor fawr. O ran trydaneiddio, wel, gwnaethpwyd yr achos o blaid trydaneiddio hyd at Abertawe ar y cyd â'r achos o blaid trydaneiddio rheilffyrdd y Cymoedd. Digwyddodd yn ôl pan oedd David Cameron yn Brif Weinidog yn 2014, ac o dan delerau'r cytundeb hwn byddai Llywodraeth y DU yn ariannu cost lawn trydaneiddio'r rheilffordd hyd at Abertawe, yn darparu £125 miliwn ar gyfer cynllun trydaneiddio a moderneiddio rheilffyrdd y Cymoedd ac, yn gyfnewid am hynny, byddai Llywodraeth Cymru yn cymryd cyfrifoldeb am gynlluniau rheilffyrdd y Cymoedd. Nawr, roedd y cytundeb yn rhoi'r gallu i Lywodraeth Cymru i optimeiddio cynllun moderneiddio rheilffyrdd y Cymoedd yn unol â Llyfr Gwyrdd y Trysorlys. Ar y pryd, aseswyd bod y buddsoddiad i drydaneiddio'r brif reilffordd gan ddefnyddio fflyd trenau trydan i gyd yn opsiwn mwy cost-effeithiol na chaffael fflyd gymysg o drenau trydan a deufodd. Roedd y fflyd o drenau trydan i gyd hefyd, wrth gwrs, yn darparu manteision amgylcheddol sylweddol. Nid fy unig bryder ynghylch peidio â thrydaneiddio prosiect y brif reilffordd hyd at Abertawe yw y bydd yn gadael teithwyr o bosibl yn waeth eu byd nag y gellid bod wedi'i ddisgwyl gyda thrydaneiddio; mae hefyd yn peri risg i enw da Abertawe ei hun. Mae llawer o economïau mwyaf blaengar y byd yn cymryd yn ganiataol y bydd eu gwasanaethau rheilffyrdd wedi'u trydaneiddio, ac, eto, mae hyn yn rhywbeth a gaiff ei wrthod ar hyd de Cymru. Rydym nawr yn canolbwyntio, fel Llywodraeth, ar sicrhau bod y cynlluniau a amlinellodd yr Ysgrifennydd Gwladol, ac yr ymrwymodd iddynt, yn cael eu datblygu yn sgil canslo'r trydaneiddio, a'u bod yn cael eu datblygu mewn modd amserol. Maent yn cynnwys, wrth gwrs, gwella amseroedd teithio rhwng Caerdydd ac Abertawe, a hefyd rhwng de Cymru, Bryste a Llundain. Mae'n cynnwys rhoi ymrwymiadau i ardal Abertawe o ran gwella rheilffyrdd a gorsafoedd, yn ogystal â gwella amseroedd teithio a chysylltiadau ar draws gogledd Cymru. Rydym yn disgwyl i Lywodraeth DU, ar ôl canslo trydaneiddio prif reilffordd y de, beidio â chanslo dim ymrwymiadau y mae'r Llywodraeth wedi cytuno â nhw ers hynny.