English: Well, thank you for that series of well-targeted questions. So, as I say, we need to make bus use normal again. It used to be normal. It's stopped becoming normal. Over half of people never use a bus. It is by definition something that lots of people have no experience of, and that is critical to change if we want to meet our climate change targets, because, without tackling transport, which is some 17 per cent of our emissions, we're not going to be able to reach net zero. So, how do we get people back? We need a turn-up-and-go system. We need to make them affordable and attractive. We need to make them feel safe. And we need to connect up to places where people want to go. This is all doable. In fact, it is perfectly normal in many European countries. It's just become abnormal here, because we've let the privatised system put the interests of the commercial operator first. That is no criticism of them; that's how the system was set up. They're working within the system. But when you ask about not being interconnected and not linking up to key services, well, the system is not designed to do that. In fact, there's a disincentive to do that, because many bus operators will say that they don't want to link up to the nearest train station, because that then creates competition to the bus route from the train and they would lose customers. So, they sometimes will avoid a bus stop near a train station, because that is against their commercial interest. Now, that is clearly not what we want to see. So, having a strategic system that is linked up is a key part of the appeal of the franchising model, and essential for achieving our vision for buses. And your point on transport poverty was very well made. Buses are an essential lifeline. TfW surveys suggest that some 80 per cent of bus passengers don't have an alternative to the car, so we need to see this not just as a climate investment but as a social justice investment, and it's particularly acute for those on lower incomes who rely on buses for essential journeys to work and so on. And the issue of fares you raise is critical to that. We have an ambition to lower fares, and we've been doing a lot of work behind the scenes over the last year to look at modelling of different price points and what modal shift that would bring. It's a great frustration to us that the financial settlement we've got makes it very difficult to advance that agenda in the short term, but I'm clear that we do need to do that if we're going to achieve our modal shift targets and if we're going to make the potential of this legislation. The legislation is ultimately just a framework. It's an essential framework, but it is not sufficient; it is simply necessary. And we do have to, all of us, collectively address - [ Inaudible.]
Welsh: Wel, diolch am y gyfres yna o gwestiynau a oedd wedi'u targedu'n dda. Felly, fel rwy'n dweud, mae angen i ni wneud defnyddio bysiau yn beth normal eto. Roedd yn arfer bod yn normal. Mae wedi stopio bod yn normal. Nid yw dros hanner y bobl byth yn defnyddio bws. Trwy ddiffiniad mae'n rhywbeth nad oes gan lawer o bobl unrhyw brofiad ohono, ac mae hynny'n beth hanfodol ar gyfer newid os ydym ni eisiau cyrraedd ein targedau newid hinsawdd, oherwydd, heb fynd i'r afael â thrafnidiaeth, sef rhyw 17 y cant o'n hallyriadau, nid ydym yn mynd i allu cyrraedd sero net. Felly, sut mae cael pobl yn ôl? Mae angen system cyrraedd a mynd arnom ni. Mae angen i ni eu gwneud yn fforddiadwy ac yn ddeniadol. Mae angen i ni wneud iddyn nhw deimlo'n ddiogel. Ac mae angen i ni gysylltu â llefydd lle mae pobl eisiau mynd iddyn nhw. Mae hyn i gyd yn bosibl. Yn wir, mae'n hollol normal mewn llawer o wledydd Ewropeaidd. Mae wedi dod yn abnormal yma, oherwydd rydym ni wedi gadael i'r system sydd wedi'i phreifateiddio roi buddiannau'r gweithredwr masnachol yn gyntaf. Nid yw hynny'n feirniadaeth arnyn nhw; dyna sut gafodd y system ei sefydlu. Maen nhw'n gweithio o fewn y system. Ond pan fyddwch chi'n gofyn am beidio â bod yn gysylltiedig a pheidio â chysylltu â gwasanaethau allweddol, wel, nid yw'r system wedi'i chynllunio i wneud hynny. Mewn gwirionedd, mae yna gymhelliad i beidio â gwneud hynny, oherwydd bydd llawer o weithredwyr bysiau yn dweud nad ydyn nhw eisiau cysylltu â'r orsaf drenau agosaf, oherwydd mae hynny wedyn yn creu cystadleuaeth i'r llwybr bws gan y trên a bydden nhw'n colli cwsmeriaid. Felly, weithiau byddan nhw'n osgoi safle bws ger gorsaf drenau, oherwydd bod hynny yn erbyn eu buddiant masnachol. Nawr, mae'n amlwg nad dyna beth rydym ni eisiau ei weld. Felly, mae bod â system strategol sydd wedi'i chysylltu yn rhan allweddol o apêl y model masnachfreinio, ac mae'n hanfodol ar gyfer cyflawni ein gweledigaeth ar gyfer bysiau. Ac roedd eich pwynt ar dlodi trafnidiaeth wedi'i wneud yn dda iawn. Mae bysiau'n achubiaeth hanfodol. Mae arolygon Trafnidiaeth Cymru yn awgrymu nad oes gan tua 80 y cant o deithwyr bysiau ddewis arall i'r car, felly mae angen i ni weld hyn nid yn unig fel buddsoddiad hinsawdd ond fel buddsoddiad mewn cyfiawnder cymdeithasol, ac mae'n arbennig o acíwt i'r rhai ar incwm is sy'n dibynnu ar fysiau ar gyfer teithiau hanfodol i weithio ac ati. Ac mae'r mater y prisiau rydych chi'n eu codi yn hollbwysig i hynny. Mae gennym uchelgais i ostwng prisiau tocynnau, ac rydym wedi bod yn gwneud llawer o waith y tu ôl i'r llenni dros y flwyddyn ddiwethaf i edrych ar fodelu gwahanol bwyntiau prisiau a pha newid dull teithio a ddaw yn ei sgil. Mae'n rhwystredigaeth fawr i ni fod y setliad ariannol sydd gennym yn ei gwneud hi'n anodd iawn datblygu'r agenda honno yn y tymor byr, ond rwy'n glir bod angen i ni wneud hynny os ydym ni'n mynd i gyflawni ein targedau newid dull teithio ac os ydym ni'n mynd i gyflawni potensial y ddeddfwriaeth hon. Fframwaith yn unig yw'r ddeddfwriaeth yn y pen draw. Mae'n fframwaith hanfodol, ond nid yw'n ddigonol; mae'n gwbl angenrheidiol. Ac mae'n rhaid i ni, bob un ohonom ni, ar y cyd, fynd i'r afael - [ Anghlywadwy.]