English: May I thank Joyce Watson for her contribution? I agree entirely with everything that she said. If I could just add to some of the points that she raised. In terms of rail transport, of course, there will be timetabling challenges if there are significant delays at ports and disruption to the movement of goods. We saw only last year what happens when timetabling changes go horribly wrong. So, this is a key consideration as well that needs to be taken forward by DfT. We are liaising very closely with the Department for Transport and, of course, with Transport for Wales. I think it's also important to recognise that, whilst the ports of Fishguard and Pembroke are not considered at this point high risk, due to their relatively low level of throughput compared to Holyhead, we have to liaise very closely with Pembrokeshire local authority and other partners to constantly review the need for precautionary measures, because if there are very significant delays at a later date, then, of course, we will have to initiate mitigating solutions. Now, Pembroke Dock has spare holding space at the moment within its existing footprint to cater for waiting outbound vehicles, but, of course, that spare capacity may well be swallowed up if the wrong deal is negotiated or if we fail to get a deal at all and crash out of Europe. So, again, I'd like to assure the Member that I'll be liaising very closely with the ports and with the local authority to ensure that disruption is minimised. But I think there's also an important point to be made about haulage firms themselves. We know that permits will be limited in number, and we fear that it will be the larger haulage firms that will most likely benefit from the permitting regime. Unfortunately, that means that many smaller haulage firms in Wales may well find themselves unable to get the permits that are required to operate in the EU. This is not a concern that is isolated to Wales, either. I was reading recently that the Northern Ireland freight transport association has raised very similar concerns and has pointed out that only 1,200 annual permits were offered across the UK last year but that 40,000 are needed. And, in the event of a 'no deal' Brexit, of course, haulage firms have already seen the deadline pass for lorry drivers to apply for licences to drive in Europe. This is a major consideration for haulage firms across the length and breadth of the UK, but particularly important for small operators in Wales, who could be disadvantaged under the permitting regime and who may not, I'm afraid, have been so alert to the consequences of a 'no deal' Brexit as some of the larger firms across the UK.
Welsh: A gaf i ddiolch i Joyce Watson am ei chyfraniad? Rwy'n cytuno'n llwyr â phopeth a ddywedodd hi. Hoffwn ychwanegu at rai o'r pwyntiau a godwyd ganddi. O ran trafnidiaeth reilffordd, wrth gwrs, bydd yna heriau gydag amserlennu pe bai oedi sylweddol mewn porthladdoedd a tharfu ar gludiant nwyddau. Dim ond y llynedd gwelsom yr hyn sy'n digwydd pan fydd newidiadau yn yr amserlen yn mynd o chwith. Felly, mae hon yn ystyriaeth allweddol hefyd sydd angen ei dwyn ymlaen gan yr Adran Drafnidiaeth. Rydym yn cysylltu'n agos iawn â'r Adran Drafnidiaeth ac, wrth gwrs, â Thrafnidiaeth Cymru. Rwyf i o'r farn ei bod yn bwysig cydnabod hefyd, er nad ystyrir bod porthladdoedd Abergwaun a Phenfro mewn perygl mawr ar hyn o bryd, oherwydd y trwygyrch cymharol isel o'i gymharu â Chaergybi, ei bod yn rhaid inni gydweithio yn agos iawn ag awdurdod lleol Sir Benfro a phartneriaid eraill i adolygu'n gyson yr angen am fesurau rhagofalus, oherwydd pe bai oedi sylweddol iawn rywbryd eto, yna, wrth gwrs, bydd yn rhaid inni gychwyn datrysiadau i liniaru hynny. Nawr, mae gan Ddoc Penfro ofod ychwanegol ar gyfer parcio, fel y mae ar hyn o bryd, i ddarparu ar gyfer cerbydau sy'n aros ar eu ffordd oddi yno, ond, wrth gwrs, mae'n debyg y byddai'r gofod ychwanegol hwnnw'n cael ei lyncu pe bai'r cytundeb anghywir yn cael ei negodi neu os na lwyddwn i gael cytundeb o gwbl a chwympo'n glatsh o Ewrop. Felly, unwaith eto, hoffwn sicrhau'r Aelod y byddaf yn cysylltu'n agos iawn â'r porthladdoedd ac â'r awdurdod lleol i sicrhau y bydd cyn lleied o darfu â phosibl. Ond credaf hefyd fod yna bwynt pwysig i'w wneud ynghylch y cwmnïau cludo nwyddau eu hunain. Gwyddom y bydd cyfyngu ar nifer y trwyddedau, ac rydym yn ofni mai'r cwmnïau cludo nwyddau mwy o faint fydd yn debygol o elwa ar y gyfundrefn drwyddedu. Yn anffodus, mae hynny'n golygu y gallai llawer o gwmnïau cludo nwyddau llai eu maint yng Nghymru yn methu â chael y trwyddedau sydd eu hangen i weithredu yn yr UE, mae'n debyg. Nid yw hyn yn bryder sy'n unigryw i Gymru, ychwaith. Roeddwn i'n darllen yn ddiweddar bod gan gymdeithas trafnidiaeth cludiant nwyddau Gogledd Iwerddon bryderon tebyg iawn a nodwyd ganddi mai dim ond 1,200 o drwyddedau a gynigwyd mewn blwyddyn ledled y DU y llynedd, a bod angen 40,000. A phe byddai Brexit heb gytundeb, wrth gwrs, mae cwmnïau cludo nwyddau eisoes wedi gweld y dyddiad cau yn mynd heibio i yrwyr lorïau i allu gwneud cais am drwyddedau gyrru yn Ewrop. Mae hon yn ystyriaeth o bwys i gwmnïau cludo nwyddau ledled y DU, ond yn arbennig o bwysig i gwmnïau bach yng Nghymru, a allai fod dan anfantais dan y gyfundrefn drwyddedu ac sydd efallai heb fod mor effro i ganlyniadau Brexit heb gytundeb â rhai o'r cwmnïau mwy o faint ledled y DU.