techiaith/cofnodycynulliad_en-cy huggingface dataset:
English: Again, I thank the Cabinet Secretary for his answer, and I do acknowledge that there is a problem, which you mentioned, with switching lanes, particularly the late lane changes, that is from the Malpas turnoff lane back onto the main carriageway. They pose a very serious problem. But having experienced the approaches under almost all traffic conditions, from light to excessively heavy, I am of the firm belief that two gantries, one before the High Cross turnoff, and another 500 yd further on, giving very clear instructions to move into the appropriate lane for the use of the tunnels, would obviate the need for speed restrictions and thus allow traffic to flow freely. This observation comes from having seen heavy traffic conditions but still free movement of traffic when there is an absence of speed limits. I would like to draw your attention to the fact that much longer tunnels on the continent, often incorporating curves, have a speed limit of 80 to 100 km per hour. Why do we need a 40 miles per hour speed limit on such a short tunnel as Brynglas? Can I urge the Cabinet Secretary to have a proper evaluation of my proposal, which I believe would greatly alleviate the congestion problems at Newport?
Welsh: Unwaith eto, diolch i Ysgrifennydd y Cabinet am ei ateb, ac rwy'n cydnabod bod yna broblem, fel rydych wedi crybwyll, gyda newid lonydd, yn enwedig y newidiadau lonydd hwyr, hynny yw, o gyffordd Malpas yn ôl ar y brif ffordd. Maent yn peri problemau difrifol iawn. Ond ar ôl profi'r ffyrdd o dan bob math o draffig bron, o draffig ysgafn i draffig trwm iawn, rwy'n credu'n gryf y byddai dwy bont arwyddion, un cyn cyffordd High Cross, ac un arall 500 llath ymhellach ymlaen yn rhoi cyfarwyddiadau clir iawn ar sut i symud i'r lôn briodol ar gyfer defnyddio'r twneli yn dileu'r angen am gyfyngiadau cyflymder ac felly'n caniatáu i draffig lifo'n rhydd. Daw'r sylw hwn ar ôl gweld amodau traffig trwm ond bod traffig yn dal i lifo'n rhydd pan nad oes terfynau cyflymder. Hoffwn dynnu eich sylw at y ffaith bod gan dwneli llawer hwy ar y cyfandir, sy'n aml yn cynnwys troadau, derfyn cyflymder o 80 i 100 km yr awr. Pam fod angen terfyn cyflymder o 40 milltir yr awr ar dwnnel mor fyr â Bryn-glas? A gaf fi annog Ysgrifennydd y Cabinet i gynnal gwerthusiad priodol o fy nghynnig, gan fy mod yn credu y byddai'n gwneud llawer i leddfu problemau tagfeydd yng Nghasnewydd?
English: I should reiterate again that the 40 miles per hour - or 50, when 50 is introduced - is designed to prevent stop-start traffic. The particular proposal that the Member has suggested I think merits further investigation. I'll certainly ask my transport officials to look at that particular proposal. There are a number of solutions that can be deployed on any given road designed to reduce and eliminate congestion and improve safety, and if the Member has any further suggestions, I'd very much welcome them. I think it's important as well to recognise the contribution of what the French call, I believe, 'elephant racers' make to congestion on trunk roads - elephant racers being large vehicles overtaking one another and taking up a huge length of road in order to do so, thereby causing all traffic behind to move far more slowly and, in turn, often causing phantom traffic jams. So, again, we are looking at, on the A55, as part of the resilience study, a move to end that form of driver behaviour and to ensure that traffic is flowing as freely as possible. All of these measures together can make an enormous difference. Sometimes, though, motorists do believe that we are making them for reasons other than improving the movement of traffic. I can guarantee to you that first and foremost on our minds is traffic safety, passenger safety, and free flow of traffic.
Welsh: Dylwn ailadrodd unwaith eto mai diben y cyfyngiad cyflymder o 40 milltir yr awr - neu 50, pan fydd 50 yn cael ei gyflwyno - yw atal traffig sy'n cael ei achosi gan bobl yn arafu ac yn cyflymu. Credaf fod y cynnig penodol y mae'r Aelod wedi'i awgrymu yn haeddu ei archwilio ymhellach. Byddaf yn sicr yn gofyn i fy swyddogion trafnidiaeth edrych ar y cynnig hwnnw. Lluniwyd nifer o atebion y gellir eu defnyddio ar unrhyw ffordd benodol i leihau a dileu tagfeydd a gwella diogelwch, ac os oes gan yr Aelod unrhyw awgrymiadau pellach, buaswn yn eu croesawu'n fawr iawn. Yn ogystal, credaf ei bod yn bwysig cydnabod cyfraniad yr hyn y mae'r Ffrancwyr yn eu galw yn 'raswyr eliffant', rwy'n credu, tuag at dagfeydd ar gefnffyrdd - cerbydau mawr yw'r raswyr eliffant sy'n goddiweddyd ei gilydd ac yn mynd â darn enfawr o'r ffordd er mwyn gwneud hynny, gan beri i'r holl draffig y tu ôl iddynt symud yn arafach o lawer, ac o ganlyniad mae hyn yn aml yn achosi tagfeydd traffig rhithiol. Felly, unwaith eto, ar yr A55, fel rhan o'r astudiaeth gydnerthedd, rydym yn edrych ar gamau i roi terfyn ar y math hwnnw o ymddygiad gan yrwyr ac i sicrhau bod traffig yn llifo mor rhwydd â phosibl. Gall yr holl gamau hyn gyda'i gilydd wneud gwahaniaeth enfawr. Weithiau, fodd bynnag, mae modurwyr yn credu ein bod yn eu gwneud am resymau ar wahân i wella llif traffig. Gallaf warantu mai'r peth pwysicaf oll i ni yw diogelwch traffig, diogelwch teithwyr a bod traffig yn llifo'n rhwydd.
English: Thank you, Deputy Presiding Officer. Cabinet Secretary, as you know, the HS2 railway has been designated as a project for England and Wales, even though there isn't a mile of it here in Wales, and even though studies show clearly that it would cost money for the Welsh economy. The designation means that Wales will not have a full Barnett allocation from the original cost of about £55 billion. That would mean Wales would lose about £25 million a year. We're talking now, possibly, about £100 billion for this project - £50 million a year for Wales over a period of about 15 years. That's £750 million. Can you tell us what you and the Welsh Government have been doing to try to get hold of this full Barnett allocation, as Northern Ireland and Scotland are receiving, of course?
Welsh: Diolch, Dirprwy Lywydd. Ysgrifennydd y Cabinet, fel rydych chi'n gwybod, mae rheilffordd HS2 wedi cael ei dynodi'n broject Lloegr a Chymru, er bod yna ddim milltir ohoni yma yng Nghymru, ac er bod astudiaethau yn dangos yn glir y bydd yn costio arian i'r economi Gymreig. Mae'r dynodiad yn golygu na fydd Cymru yn cael dyraniad Barnett llawn ar y costau gwreiddiol o ryw £55 biliwn. Roedd hynny'n golygu Cymru'n colli rhyw £25 miliwn y flwyddyn. Rydym ni'n sôn erbyn hyn o bosib am £100 biliwn ar gyfer y project yma - £50 miliwn y flwyddyn i Gymru dros broject o ryw 15 mlynedd. Mae hynny'n £750 miliwn. A allwch chi ddweud wrthyf i beth ydych chi a Llywodraeth Cymru wedi bod yn ei wneud i drio cael gafael ar y dyraniad Barnett llawn yna, fel mae Gogledd Iwerddon a'r Alban yn ei gael, wrth gwrs?
English: Well, can I first welcome the Member to this new position? It's very good to see a fellow north Walian with an economy brief, and I'm delighted that one of his first actions coming into the role was to welcome the announcement of the preferred route for the third Menai crossing, a particularly important infrastructure programme serving his own constituency. His predecessor in the role was very keen to promote, on many occasions, a certain racing track in south Wales. I'm hopeful that the Member will be keen to promote a certain racing track in his own constituency as well - the excellent Trac Môn. In terms of HS2, I think all of the evidence shows that north-east Wales would be a major beneficiary of that particular investment, provided the right solution is adopted at the Crewe hub. Equally, for many other parts of Wales, and principally south Wales, the impact on the economy could be considerable and could be very negative indeed. That's why we've said to the UK Government that alongside a consequential, we would also wish to see further and greater investment in mitigating the adverse impact on the economy of south Wales, and to ensure that opportunities for the whole of north Wales are maximised, for example, through electrification. Furthermore, we've pressed the case as well for those trains that would be utilised on the high speed 2 rail service to be built here in Wales. If they were to be built here in Wales, that would provide invaluable work for potentially more than 1,000 people.
Welsh: Wel, a gaf fi yn gyntaf groesawu'r Aelod i'r rôl newydd hon? Mae'n dda iawn gweld cyd-ogleddwr â briff sy'n ymwneud â'r economi, ac rwy'n falch mai un o'i weithredoedd cyntaf yn y rôl oedd croesawu'r cyhoeddiad am y llwybr a ffafrir ar gyfer y drydedd bont dros y Fenai, rhaglen seilwaith arbennig o bwysig sy'n gwasanaethu ei etholaeth ei hun. Roedd ei ragflaenydd yn y rôl yn awyddus iawn ar sawl achlysur i hyrwyddo trac rasio penodol yn ne Cymru. Rwy'n obeithiol y bydd yr Aelod yn awyddus i hyrwyddo trac rasio penodol yn ei etholaeth ei hun yn ogystal - y Trac Môn rhagorol. O ran HS2, credaf fod yr holl dystiolaeth yn dangos y byddai gogledd-ddwyrain Cymru yn un o brif fuddiolwyr y buddsoddiad penodol hwnnw, cyhyd â bod canolfan Crewe yn mabwysiadu'r ateb cywir. Yn yr un modd, i lawer o rannau eraill o Gymru, a de Cymru yn bennaf, gallai'r effaith ar yr economi fod yn sylweddol ac yn negyddol iawn. Dyna pam ein bod wedi dweud wrth Lywodraeth y DU ein bod yn dymuno gweld, ochr yn ochr â chyllid canlyniadol, mwy a mwy o fuddsoddi yn y gwaith o liniaru'r effaith andwyol ar economi de Cymru, ac i sicrhau ein bod yn manteisio i'r eithaf ar gyfleoedd ar gyfer gogledd Cymru gyfan, er enghraifft, drwy drydaneiddio. At hynny, rydym hefyd wedi dadlau y dylai'r trenau a fyddai'n cael eu defnyddio ar y gwasanaeth rheilffordd HS2 gael eu hadeiladu yma yng Nghymru. Pe baent yn cael eu hadeiladu yma yng Nghymru, byddai hynny'n darparu gwaith amhrisiadwy i fwy na 1,000 o bobl, o bosibl.
English: Thank you for the kind words, and in reference to north Wales and what's in it for north Wales from HS2, you say it's provided the right connections are made at Crewe. We haven't got the assurances that we need on the connections at Crewe. To give some perspective about the costs we're talking about here, the first 6.6 miles north out of London is projected to cost £8.25 billion. That's £1.25 billion per mile. You could fully fund the reopening of Carmarthen to Aberystwyth railway line, electrify Cardiff to Swansea, reopen the Gaerwen to Amlwch rail line in my constituency for the cost of a single mile there of HS2, and still have enough change left for a lifetime of sandwiches, no doubt, on a new Transport for Wales buffet trolley. Now, the Welsh Government has supported the project in the past, despite you yourself quoting the UK Government study that shows a loss of economic activity, in the south, in particular, but that's for the whole of Wales, remember. Can you name another Government that would willingly support a project, knowing that it's costing its own economy and that it'll damage that economy for the long term?
Welsh: Diolch am y geiriau caredig, ac wrth gyfeirio at ogledd Cymru a manteision yn sgil HS2 i ogledd Cymru, rydych yn dweud bod hynny'n ddibynnol ar fod y cysylltiadau cywir yn cael eu gwneud yn Crewe. Nid ydym wedi cael y sicrwydd rydym ei angen ynglŷn â'r cysylltiadau yn Crewe. Er mwyn rhoi rhywfaint o bersbectif am y costau rydym yn sôn amdanynt yma, rhagwelir y bydd y 6.6 milltir cyntaf i'r gogledd allan o Lundain yn costio £8.25 biliwn. Dyna £1.25 biliwn y filltir. Gallech ariannu'r gwaith o ailagor rheilffordd Caerfyrddin i Aberystwyth, trydaneiddio rheilffordd Caerdydd i Abertawe, ailagor rheilffordd Gaerwen i Amlwch yn fy etholaeth am gost un filltir o HS2 yno, a dal i fod â digon o newid i brynu digon o frechdanau i bara oes, heb amheuaeth, ar droli bwffe newydd Trafnidiaeth Cymru. Nawr, mae Llywodraeth Cymru wedi cefnogi'r prosiect yn y gorffennol, er i chi ddyfynnu astudiaeth Llywodraeth y DU sy'n dangos colli gweithgarwch economaidd, yn y de yn arbennig, ond mae hynny'n wir ar gyfer Cymru gyfan, cofiwch. A allwch enwi Llywodraeth arall a fyddai'n barod i gefnogi prosiect, gan wybod y bydd yn costio i'w heconomi ei hun ac y bydd yn niweidio'r economi honno'n hirdymor?
English: Forgive me for getting up too early; I thought you were never going to stop. You - [ Interruption.]
Welsh: Maddeuwch i mi am godi ar fy nhraed yn rhy gynnar; roeddwn yn meddwl na fyddech chi byth yn gorffen. Rydych - [ Torri ar draws.]
English: No, I make the decisions on when people stop, and you're in danger.
Welsh: Na, fi sy'n penderfynu pryd y bydd pobl yn gorffen, ac rydych chi mewn perygl.
English: [ Inaudible.] - I quoted a number of projects that were all in the Plaid Cymru constituencies, I said that it could pay for the Cardiff to Swansea electrification. Now, yes, they will be in Plaid Cymru constituencies one day, but we're not quite there yet. To deal with your deflections, you make my point for me - you make my point for me by saying that Crewe and getting that connection there is important. The whole point is that that connection hasn't been assured yet, so that's another failing in terms of what there is in HS2 for Wales. On Barnett consequentials, I must say, to get the understanding right, Scotland has a comparability factor of 100 per cent, which means in simple terms that it is considered that it's not a project for Scotland, therefore it gets an additional consequential. Wales has a comparability factor of 0 per cent and that is why Wales is losing out to the tune of probably up to £50 million per year. Now, considering that it's clear Wales will not receive a full consequential, that Welsh companies have lost out in the procurement process - whatever your hopes for building trains in the future, we haven't got that assured - the potential cost to the Welsh economy, that there's no news on electrification in the north or in the south, given that you failed to win that full consequential, isn't it time that the Labour Government in Wales changed its mind and argued against HS2, because it is against Wales's interests?
Welsh: [ Anghlywadwy.] - er i mi nodi nifer o brosiectau a oedd i gyd mewn etholaethau Plaid Cymru, dywedais y gallai dalu am drydaneiddio o Gaerdydd i Abertawe. Nawr, byddant yn etholaethau Plaid Cymru un diwrnod, ond nid yw hynny'n wir eto. O ran eich gwyriadau, rydych yn gwneud fy mhwynt ar fy rhan - rydych yn gwneud fy mhwynt ar fy rhan drwy ddweud bod Crewe a chael y cysylltiad hwnnw'n bwysig. Yr holl bwynt yw nad yw'r cysylltiad hwnnw wedi'i sicrhau eto, felly dyna fethiant arall o safbwynt yr hyn sydd yn HS2 i Gymru. Ar gyllid canlyniadol Barnett, mae'n rhaid i mi ddweud, er mwyn deall hyn yn iawn, mae gan yr Alban ffactor cymharedd o 100 y cant, sy'n golygu, yn syml, nad yw'n cael ei ystyried fel prosiect ar gyfer yr Alban, felly mae'n cael cyllid canlyniadol ychwanegol. Mae gan Gymru ffactor cymharedd o 0 y cant, a dyna pam fod Cymru hyd at £50 miliwn y flwyddyn, mwy na thebyg, ar ei cholled. Nawr, o ystyried ei bod yn amlwg na fydd Cymru'n derbyn cyllid canlyniadol llawn, fod cwmnïau o Gymru wedi bod ar eu colled yn y broses gaffael - beth bynnag yw eich gobeithion ar gyfer adeiladu trenau yn y dyfodol, nid oes gennym y sicrwydd hwnnw - y gost bosibl i economi Cymru, nad oes unrhyw newyddion ynglŷn â thrydaneiddio yn y gogledd na'r de, o ystyried eich bod wedi methu ennill y cyllid canlyniadol hwnnw yn llawn, onid yw'n bryd i Lywodraeth Lafur Cymru newid ei meddwl a dadlau yn erbyn HS2, gan ei fod yn erbyn buddiannau Cymru?
English: I was sorry to hear the Member respond in such an agitated and uncomradely way. I think it's important to recognise that on many issues - [ Interruption.] On many issues, I think we would agree. And, on the particular issue of rail investment, there is no difference, I'm sure, across the Chamber, in our views that more resource should be spent in Wales. But the Member has already highlighted that he would wish to take on responsibility for spending Welsh taxpayers' money on projects that the UK Government should be investing in, such as the electrification of Cardiff to Swansea. That is a UK Government responsibility - that is not a Welsh Government responsibility - and the money should come from the UK Government. Why do you not challenge the UK Government over this issue and say, instead, that you would wish to take on that spending? It's absurd. It's absurd. I know that we're in the period of Halloween, with scary stories and practical jokes, but your idea of spending Welsh taxpayers' money on services and infrastructure that should be paid for by the UK Government is nothing short of a joke.
Welsh: Roedd yn ddrwg gennyf glywed yr Aelod yn ymateb mewn ffordd mor gynhyrfus ac anghyfeillgar. Credaf ei bod yn bwysig cydnabod, ar lawer o faterion - [ Torri ar draws.] Ar lawer o faterion, credaf y byddem yn cytuno. Ac ar fater penodol buddsoddi yn y rheilffyrdd, nid oes unrhyw wahaniaeth, rwy'n siŵr, ar draws y Siambr, o ran ein barn y dylid gwario mwy yng Nghymru. Ond mae'r Aelod eisoes wedi amlygu ei fod yn awyddus i ysgwyddo'r cyfrifoldeb am wario arian trethdalwyr Cymru ar brosiectau y dylai Llywodraeth y DU fod yn buddsoddi ynddynt, megis trydaneiddio o Gaerdydd i Abertawe. Cyfrifoldeb Llywodraeth y DU yw hwnnw - nid cyfrifoldeb Llywodraeth Cymru - a dylai'r arian ddod o Lywodraeth y DU. Pam nad ydych yn herio Llywodraeth y DU ynglŷn â'r mater a dweud eich bod chi am wneud y gwariant hwnnw? Mae'n hurt. Mae'n hurt. Gwn fod Calan Gaeaf ar y gorwel, gyda jôcs a straeon brawychus, ond nid yw eich syniad o wario arian trethdalwyr Cymru ar wasanaethau a seilwaith y dylai Llywodraeth y DU fod yn talu amdanynt yn ddim llai na jôc.
English: We now return to questions on the order paper and question 3 - Michelle Brown.
Welsh: Symudwn yn awr at y cwestiynau ar y papur trefn a chwestiwn 3 - Michelle Brown.
English: Well, my aim is for the Wales and borders rail service to be the best passenger rail service in the UK within the next 15 years. The new agreement will measure success by collating data on passenger numbers, feedback from passenger surveys, along with measuring passenger time lost from disruption.
Welsh: Wel, fy nod yw sicrhau mai gwasanaeth rheilffordd Cymru a'r gororau fydd y gwasanaeth rheilffordd gorau yn y DU i deithwyr o fewn y 15 mlynedd nesaf. Bydd y cytundeb newydd yn mesur llwyddiant drwy gasglu data ar niferoedd teithwyr, adborth o arolygon teithwyr, ynghyd â mesur yr amser y mae teithwyr yn ei golli o ganlyniad i amhariadau.
English: Okay. Thank you for that answer, Cabinet Secretary. I'm really, really interested to know what sort of service level agreement you've got set up with the new franchise holder, particularly around the targets and performance indicators that are laid down in that SLA. How strict on enforcing those performance indicators in SLAs - ? What remedies do you have in the SLA and the franchise agreement to actually enforce the SLA?
Welsh: Iawn. Diolch i chi am yr ateb hwnnw, Ysgrifennydd y Cabinet. Byddai'n dda iawn gennyf wybod pa fath o gytundeb lefel gwasanaeth rydych wedi'i sefydlu gyda deiliad y fasnachfraint newydd, yn enwedig mewn perthynas â'r targedau a'r dangosyddion perfformiad a nodwyd yn y cytundeb lefel gwasanaeth hwnnw. Pa mor llym rydych yn gorfodi'r dangosyddion perfformiad hynny yn y cytundebau lefel gwasanaeth - ? Pa atebion sydd gennych yn y cytundeb lefel gwasanaeth a chytundeb y fasnachfraint i orfodi'r cytundeb lefel gwasanaeth mewn gwirionedd?
English: I think the Member raises a very important point, and it's important because, in the recent franchise arrangements, there were very few metrics by which we were able to test the performance of the operator. In this franchise agreement, a key measure will of course be whether or not passenger numbers are increasing, but we'll also be looking at operational performance, which includes more passenger-focused measures of passenger time lost. It's going to take into consideration the punctuality of services throughout the journey, rather than just at the final destination, as was the case with the previous contract. We'll also be looking at the percentage of stops missed. That will be constantly monitored. We're also going to be looking at short formations. There are more stringent measures for trains being shorter compared with their usual formation and for the number of skipped stations. It's also worth my pointing out that a service quality regime is being implemented that requires both trains and stations to meet a variety of passenger-based standards at regular inspections. And, of course, we will also be utilising the national rail passenger survey as well as regular customer satisfaction surveys, and mystery shopping surveys will also be undertaken. The monitoring of the performance of the ODP will take place on a constant basis. If the performance falls short of the levels expected and agreed to, we will enter into a remedy situation. That remedy situation could see the payment of subsidy to the operator and development partner reduced or stopped.
Welsh: Credaf fod yr Aelod yn codi pwynt pwysig iawn, ac mae'n bwysig oherwydd, yn nhrefniadau'r fasnachfraint yn ddiweddar, ychydig iawn o fetrigau a oedd gennym ar gyfer profi perfformiad y gweithredwr. Yng nghytundeb y fasnachfraint, un mesur allweddol, wrth gwrs, fydd cynnydd neu fel arall yn niferoedd y teithwyr, ond byddwn hefyd yn edrych ar berfformiad gweithredol, sy'n cynnwys dulliau sy'n canolbwyntio mwy ar deithwyr o fesur amser teithwyr a gollir. Bydd yn ystyried prydlondeb gwasanaethau drwy gydol y daith, yn hytrach na'r gyrchfan derfynol yn unig, fel yn achos y cytundeb blaenorol. Byddwn hefyd yn edrych ar y ganran o orsafoedd a gaiff eu hepgor. Bydd hwnnw'n cael ei fonitro'n barhaus. Byddwn hefyd yn edrych ar drenau heb ddigon o gerbydau. Ceir mesurau mwy caeth ar gyfer trenau â llai na'r arfer o gerbydau a nifer y gorsafoedd a gaiff eu hepgor. Mae hefyd yn werth imi nodi bod trefn ansawdd gwasanaeth yn cael ei gweithredu sy'n ei gwneud yn ofynnol i drenau a gorsafoedd fodloni amrywiaeth o safonau'n seiliedig ar deithwyr mewn arolygiadau rheolaidd. Ac wrth gwrs, byddwn hefyd yn defnyddio'r arolwg teithwyr rheilffyrdd cenedlaethol yn ogystal ag arolygon boddhad cwsmeriaid rheolaidd, a bydd arolygon cwsmer cudd yn cael eu cynnal hefyd. Bydd perfformiad y gweithredwr a'r partner datblygu yn cael ei fonitro ar sail barhaus. Os bydd y perfformiad yn disgyn islaw'r lefelau rydym yn eu disgwyl a'r lefelau y cytunwyd arnynt, byddwn yn rhoi sefyllfa unioni ar waith. Gallai'r sefyllfa unioni arwain at ostwng neu atal y taliad cymhorthdal i'r gweithredwr a'r partner datblygu.
English: Cabinet Secretary, part of the new franchise includes a commitment to a half-hourly rail service in the Vale of Glamorgan. I've campaigned for a half-hourly service for many years, believing that the development of an integrated public transport plan is a more sustainable way to achieve connectivity for commuters, Vale residents, visitors to the heritage coast and for Cardiff Airport. Cabinet Secretary, I know you're aware of the significant opposition to Vale proposals for a major new road linking the A48 to the M4. Campaigners are very concerned about pollution and a lack of environmental group representation on the road review group. So, do you agree that my call for a half-hourly service in the Vale should be brought forward? It seems even more urgent.
Welsh: Ysgrifennydd y Cabinet, mae rhan o'r fasnachfraint newydd yn cynnwys ymrwymiad i ddarparu gwasanaeth rheilffordd bob hanner awr ym Mro Morgannwg. Rwyf wedi ymgyrchu am wasanaeth bob hanner awr ers blynyddoedd lawer, gan gredu bod datblygu cynllun trafnidiaeth gyhoeddus integredig yn ffordd fwy cynaliadwy o sicrhau cysylltedd ar gyfer cymudwyr, trigolion y Fro, ymwelwyr â'r arfordir treftadaeth a maes awyr Caerdydd. Ysgrifennydd y Cabinet, gwn eich bod yn ymwybodol o'r gwrthwynebiad sylweddol i gynigion y Fro ar gyfer ffordd fawr newydd i gysylltu'r A48 â'r M4. Mae ymgyrchwyr yn bryderus iawn ynglŷn â llygredd a diffyg cynrychiolaeth i'r grŵp amgylcheddol yn y grŵp adolygu ffyrdd. Felly, a ydych yn cytuno y dylid prysuro fy ngalwad am wasanaeth bob hanner awr yn y Fro? Mae'n ymddangos bod mwy byth o frys amdano.