English: Thank you. To take those two questions in reverse order - on Transport for Wales, the Member's absolutely right, and, as I said, I met with them yesterday, along with Sustrans, to see if we could encourage them to create a strategic partnership to make sure that we could deliver this in a way that was both integrated in terms of the package of train work that they're doing, and potentially bus work, to make sure active travel is absolutely mainstreamed in terms of the transport system, but also allowing, through working with Sustrans, a degree of challenge and help to local authorities to be able to do that effectively. So, that's very much on my mind and I'll be meeting them again in a month or so to follow that up. On the point of 20 mph zones, I must pay tribute to John Griffiths for the advocacy work he's done in this Assembly, along with other Members, and also the work he did as the Minister who took through the active travel Act. His point on the default of 20 mph is a really important one. Currently, if you're in a local authority, and we've all, through constituency representation, had groups of people who want slower speeds in their area. It's the issue that's raised with me consistently when I have monthly public meetings - they don't like speed bumps, on the whole, they tend to divide opinion, but they do want slower speeds. And I think we need to move from the position where we see 30 as the default with a case to be made for 20, to being 20 as the default with a case to be made for 30. So, shifting that burden of proof, because, at the moment, we have a very complicated and expensive way of having to put through transport orders in order to bring in a 20 mph zone. So, I think we need to end the days of zones and start seeing 20 at the speed limit area-wide, and that then becomes self-reinforcing as speeds slow down. There still is an issue of police enforcement, which, I think, we're going to have to confront, but where it's working well, it is a largely self-reinforcing system. The cost of that - I know there's some concern in local authorities about the practicalities of this, and this is why we're setting up this working group with the WLGA to work through the details. But the mandate we've given them is significant. It's not, 'Would you consider whether we should have more 20 mph zones?' The policy direction is: 'We want 20 mph as default, and we want you to work together to work through the practicalities of that to make it work for you, to make it practical and affordable, and to make sure the design is done so that it's effective.' And I was very pleased that Phil Jones, who led the work on the active travel design guidance, has agreed to chair that panel. I see it very much as an active travel intervention. Rod King, who John Griffiths brought to meet me some months ago, has also agreed to join the group. So, we have some good behaviour-change people around the table, and I also want to make sure we bring local authority leaders with us on this, because the intent is to help them to deliver the public health benefits that they are obliged to deliver and we all want to see. Public Health Wales have done an evidence review on this that shows the public health point of view: this is a no-brainer, but we need to work through the practicalities. The 20's Plenty for Us movement have claimed - and I have no reason to doubt it, but I've not seen the evidence - that a national speed limit will be eight times cheaper than individual authorities making 20 mph zones. So, that's the sort of thing we now need to work through while the group is being set up.
Welsh: Diolch. I gymryd y ddau gwestiwn hynny o chwith - ar Trafnidiaeth Cymru, mae'r Aelod yn hollol gywir, ac, fel y dywedais i, fe wnes i gyfarfod â nhw ddoe, ynghyd â Sustrans, i weld a allem ni eu hannog nhw i greu partneriaeth strategol i wneud yn siŵr y gallem ni gyflawni hyn mewn ffordd a oedd wedi'i hintegreiddio o ran y pecyn o waith trên y maen nhw'n ei wneud, a gwaith bws o bosibl, i sicrhau bod teithio llesol yn cael ei brif-ffrydio'n llwyr o ran y system drafnidiaeth, ond gan ganiatáu hefyd, drwy weithio gyda Sustrans, rhywfaint o herio a helpu awdurdodau lleol er mwyn gallu gwneud hynny'n effeithiol. Felly, mae hynny ar fy meddwl yn fawr iawn a byddaf yn cyfarfod â nhw eto ymhen mis neu ddau i fynd ar drywydd hynny. O ran y pwynt am barthau 20 mya, mae'n rhaid imi dalu teyrnged i John Griffiths am y gwaith eirioli y mae wedi'i wneud yn y Cynulliad hwn, ynghyd ag aelodau eraill, a hefyd am y gwaith a wnaeth fel y Gweinidog a ymgymerodd â'r Ddeddf teithio llesol. Mae ei bwynt ynghylch gwneud 20 mya yn rhagosodedig yn un gwirioneddol bwysig. Ar hyn o bryd, os ydych chi mewn awdurdod lleol, ac rydym ni i gyd, drwy gynrychiolaeth etholaethol, wedi cael grwpiau o bobl sydd eisiau cyflymderau arafach yn eu hardal. Dyma'r mater a godir gyda mi yn gyson pan fydd gennyf gyfarfodydd cyhoeddus misol - nid ydyn nhw'n hoffi ponciau atal cyflymder, ar y cyfan, maen nhw'n tueddu i rannu barn, ond maen nhw eisiau cyflymderau arafach. Ac rwy'n credu bod angen inni symud o'r safbwynt lle'r ydym yn ystyried 30 fel y cyflymder rhagosodedig a bod achos i'w wneud dros 20, sef bod 20 y cyflymder rhagosodedig ac achos i'w wneud dros 30. Felly, symud y baich tystiolaeth hwnnw, oherwydd, ar hyn o bryd, mae gennym ni ffordd gymhleth a chostus iawn o orfod cyflwyno gorchmynion cludiant er mwyn cyflwyno parth 20 mya. Felly, rwy'n credu bod angen i ni roi terfyn ar ddyddiau'r parthau a dechrau ystyried 20 fel y terfyn cyflymder ar draws ardal, a bydd hynny wedyn yn dod yn hunanatgyfnerthol wrth i'r cyflymderau arafu. Mae problem o hyd o ran gorfodi gan yr heddlu, y credaf y bydd yn rhaid inni ei hwynebu, ond lle mae'n gweithio'n dda, mae'n system sy'n atgyfnerthu ei hun i raddau helaeth. Cost hynny - rwy'n gwybod bod rhywfaint o bryder mewn awdurdodau lleol ynghylch ymarferoldeb hyn, a dyna pam yr ydym yn sefydlu'r gweithgor hwn gyda CLlLC i weithio drwy'r manylion. Ond mae'r mandad yr ydym wedi'i roi iddyn nhw yn sylweddol. Nid yw, 'a fyddech chi'n ystyried a ddylem ni gael mwy o barthau 20 mya?' Y cyfeiriad polisi yw: 'Rydym ni eisiau 20 mya fel y dewis rhagosodedig, ac rydym ni eisiau i chi weithio gyda'ch gilydd i weithio drwy'r agweddau ymarferol ar hynny i wneud iddo weithio i chi, i'w wneud yn ymarferol ac yn fforddiadwy, ac i sicrhau bod y dyluniad yn cael ei wneud mewn ffordd sy'n effeithiol.' Ac roeddwn i'n falch iawn bod Phil Jones, a arweiniodd y gwaith ar y canllawiau dylunio teithio llesol, wedi cytuno i gadeirio'r panel hwnnw. Rwyf i'n ei ystyried yn ymyriad teithio llesol i raddau helaeth. Mae Rod King, y daeth John Griffiths ag ef i gwrdd â mi rai misoedd yn ôl, hefyd wedi cytuno i ymuno â'r grŵp. Felly, mae gennym ni rai pobl newid ymddygiad da o amgylch y bwrdd, ac rwyf i hefyd eisiau gwneud yn siŵr ein bod yn dod ag arweinwyr awdurdodau lleol gyda ni ar hyn, oherwydd y bwriad yw eu helpu i sicrhau'r manteision iechyd cyhoeddus y mae'n rhaid iddyn nhw eu cyflawni ac yr ydym ni i gyd yn dymuno eu gweld. Mae Iechyd Cyhoeddus Cymru wedi cynnal adolygiad o'r dystiolaeth ar hyn sy'n dangos safbwynt iechyd y cyhoedd: mae hyn yn gwbl amlwg, ond mae angen inni weithio drwy'r agweddau ymarferol. Mae'r mudiad 20's Plenty for Us wedi honni - ac nid oes gennyf unrhyw reswm i'w amau, ond nid wyf wedi gweld y dystiolaeth - y bydd terfyn cyflymder cenedlaethol wyth gwaith yn rhatach nag awdurdodau unigol yn gwneud parthau 20 mya. Felly, dyna'r math o beth y mae angen inni ei ddatrys yn awr wrth i'r grŵp gael ei sefydlu.