Well, the movement of goods and people and its effect on the economy sounds exactly like the sort of thing that used to get me doodling in the margins when I was doing my A-levels. But it is absolutely fundamental to the prosperity of Wales and the quality consequential of our public services.

I think some of the statistical evidence that we've already heard in this debate is pretty compelling. I just look at my own region and see that Swansea and Bridgend alone are losing £86 million to the local economy through congestion and by the time you add to that those stubbornly low figures on GVA and our low wages in Wales and productivity figures, we're ending up back in that groove where we're highlighting two decades of the Welsh Government's entrenched failures and then the Government is seizing the convenience of having a different coloured Government at the UK level in order to divert attention.

I think it is worth us—. Looking, though, at what the UK Government is doing at the moment on this, it does deserve a shout out on this, because it's been acting in a very focused, thoughtful and adequately financed way on the roads network over which it retains responsibility, not least through the road investment strategy of 2015. And what caught my eye from that particular strategy was the fact that a big chunk of the cash that's underpinning it goes into the local growth fund, which is about local transport projects—local highway maintenance, bottleneck removal and so on. I think this is where this rather daunting and huge subject starts to leap off the page and to resonate with our constituents.

So, getting our road infrastructure to function beneficially is not just about roads. I mean, Adam's mentioned it and you've mentioned it as well, Lee. It is about behaviour change as well, but that is notoriously difficult, however weepy you want to get on that, Lee. We need to help connect our constituents' experiences of those traffic jams—the frustration, the diesel cough, the buses arriving late and the difficulty of letting a fire engine or an ambulance get through—not just with Welsh Government failure across infrastructure planning, which I'd be happier if more of our constituents were prepared to do, but with the decisions we make ourselves about how we travel.

I spent some of the Christmas recess up in mid Wales—lovely. The difference in air quality between there and my home in Swansea is absolutely palpable, and I mean properly palpable. You can see it, you can taste it; you don't just feel it in your lungs. Four days a week, my car crawls through the pollution of Swansea and Port Talbot to Cardiff—also one of the most congested and polluted parts of this country—as do thousands of others, judging by how busy the M4 and the link roads are. It takes me almost twice as long to get to work as it did when I became an AM seven years ago. But I won't take the bus, because it's caught up in exactly that congestion and I won't take the train, because it takes just as long, is more expensive and I've no option to find alternative routes if something goes wrong or if there's a delay or something like that.

Many of those people on the M4 in the morning are in exactly the same position, and even if we accept, which I do, actually, all those arguments about working more from home if you've got the broadband, the active travel measures, the hugely powerful evidence that we have on air pollution, we will still insist on using our cars because the alternatives, at the moment, are no better or not there. I am confident that, over time, more of us will be nudged away from a wholesale reliance on the car, and certainly sooner rather than later on the dirtier cars, but I suspect that the volume of traffic will still grow.

I can understand, perhaps, why we're looking at the more strategic routes in this debate. I can throw the fiasco of the junction 41 experiment into that list of Welsh Government failures on that, but it is our local roads that are the capillaries of this infrastructure. It amazes me how much difference actually just replacing some traffic lights at the end of my road with a roundabout, at the end of St Helen's Road in Swansea where I live—the difference just that has made to congestion. Even though I support the idea of decentralising wealth creation where we can, regional policy is developing around existing larger centres of population, and the local road networks need to be able to handle that without the pinch points, alongside non-road-based public transport, which we've discussed here before.

We're one of a shrinking number of countries that resist road tolling. I think the story of the Severn bridge reminds us that we are still Rebecca rioters at heart, and I don't think that we're likely to be paying for our road improvements that way any time soon. But, I'm curious to know how much thought Welsh Government has given to incentives for local pooling of public sector budgets, or incentives for local business investments in that local road and non-road infrastructure, because I think they go hand in hand.

I'm just hoping that the future generations Act's got enough in it to mean that that place-based infrastructure, the level I'm discussing, is no longer a number just for local authorities with the odd sub from Welsh Government. Health and well-being, regeneration, job growth, poverty and economic development are all affected by connectivity, and I can't see why the cash can't be connected in the same way. Thank you.