I think there's plenty to like in this strategy, but what's particularly attractive is how immediately relevant it is to my own, primarily urban, region of South Wales West, and so I'm going to start, rather bravely, I think, with one proposal that I think could be improved upon, if I don't incur the wrath of David here.

One point three billion pounds is lined up for the Swansea bay city deal, and that's all about economic growth, learning and economic activity, as it says in the motion. That includes investment, specifically, in an internet-themed test bed to support innovation with 5G mobile connectivity. So, I'd like to suggest that the wider metropolitan Swansea area, rather than Cardiff, should be one of the first places in the UK to roll out 5G, because the plans have already started to be developed. The money is there, and of course it reaches beyond the city itself. We are talking about urban, and urban is not the same as civic, which is a point that others have made today.

Part of the thinking behind a digital city region was a reduction in traditional transport needs, and that will be true to some degree, but people will still want to connect with their wider physical environment, I think, which is becoming a less pleasing experience in Port Talbot and Swansea—part of my region—not least due to that industrial pollution combined with nitrogen dioxide from traffic that, as we've heard, has reached illegal and, of course, pretty damaging levels. I know we've discussed it before with the environment Minister.

This isn't just a problem for the very heart of the city. I think it's going to be interesting to see whether the Hafod bypass, for example, reduces the impact on Pentrehafod School, or whether the fact that the trains are left idling for 10 hours or more at Landore wipes out the effect of that piece of urban planning. So, I'm pleased to see the Plaid amendment as well regarding a clean air Act, but I think we could actually get cracking on clean air zones now, as suggested by the strategy.

Connecting with the wider environment means our walking environment too, and the plastics ban, of course, is a very valuable approach to the problem of littered streets, but I was particularly taken by Cardiff's plans for targeted cleaning of frontages and doorways, and gull-proof bags. I'm pretty confident that Swansea's herring gulls have absolutely no idea what a herring looks like. They can get into Styrofoam burger cartons faster than an under-10s football team and most of them seem bigger and far more insolent than the average 10-year-old as well. That's an issue in itself, because we know about rats and rubbish, but when it's nesting time or when it's time for the chicken-nugget-fed chicks to learn to fly, adult seagulls just become dambusters, and they become very dangerous as well. The only positive side to this is that they particularly like cyclists on pavements, but that makes two of us.

Now, before people lose their rag on that, why do some people cycle on pavements? Sometimes it's genuine ignorance and sometimes it's just pigheadedness, but very often it's because of the road surface being too dangerous, as well as the traffic, which we all know about, and, very often, because retrofitted cycle lanes are in the wrong place or because the local authority thinks it's more important to have a bed of New Zealand flaxes in the middle of the road, rather than using that space creatively to create a safe cycling area.

This is why I'm drawn to the community cycle fund—Oscar mentioned it earlier—because it's a fine example of co-production in the first place, because it means that it's local communities who design their own cycling networks and infrastructure like secure bike parks. It also gives cyclists the chance to make a claim for use of some—but not all—existing pavements and pedestrianised areas, because some can be used safely for bikes and pedestrians if the use of that available space is well designed, although I recognise Gareth's point that shared space isn't always great. It's much better if they're designed separately in the first place.

On the point of pedestrianisation, I think we do have some lessons to learn from the past. We have got some great examples in Cardiff, complete with convenient quality parking where it invites shoppers and other visitors to stay for a long period of time and walk—and sometimes cycle—in the area, but there are terrible examples as well, like Bridgend. As well as the impact of the internet and retail parks, the high street there is slowly closing down because of overpedestrianisation. It's become beloved of chuggers. These previously very busy streets are cut off from their clientele, if you like—the top-up shoppers, people going for haircuts, quick coffees. The car parks aren't very central and the busy through-roads cut off residents who might be tempted to actually walk into the town centre, which brings me, then, to the residential space. I don't have time to give this the attention is deserves: intergenerational living, the location and so on. I'll leave that for another day.

I just wanted to mention the green spaces. The well-being effects of those are so well documented, and it's one of the reasons why I find it so difficult to understand Swansea council's determination to build a school on Parc y Werin—the one such town centre green space in Gorseinion—when there is more than one alternative site for that school. 

Most importantly and finally, we must plan with vision not panic. Building nothing for years and then pushing out these huge estates miles away from the urban facilities that Oscar mentioned distorts communities and leads to life in a car, not cycling and walking, when we could be actually living in liveable cities. Thank you.