A number of points there. In terms of connecting villages, I absolutely agree, and as I mentioned to Alun Davies, the flexi system of demand-responsive transport, which is also being piloted in Pembrokeshire in a rural setting at the moment, I think, does offer us a way of being able to supplement the scheduled bus service with a more malleable form of public transport that is able to respond, based, of course, on the Bwcabus service that's been piloted in north Carmarthenshire and Ceredigion for some time. It's that model in a more up-to-date form. So, I think, that, from a public transport point of view, is one of the easiest ways we can achieve those objectives.

Adam Price mentions the Towy valley path in his constituency, which I'm very familiar with. As I've discussed with him previously, one of the challenges we have around active travel is where we focus our investment. Now, active travel is for purposeful, everyday journeys. It's not cycling as a leisure activity, it's cycling to get people from A to B so we achieve modal shift, and I think there is a strong argument for saying we should focus our efforts where we're going to get the maximum impact, especially in the early stages, to show people this is an agenda that can deliver modal shift. So, routes like the Towy Valley one, which have primarily been leisure routes and tourist routes, have great value, especially for getting people to return to cycling as a family activity, but, as a day-to-day activity, tend not to score the highest in terms of return on investment. So, there's a challenge for us, and this is a challenge that I've posed to Dafydd Trystan, who I've established as our independent active travel commissioner, to think where the balance lies between investment for leisure cycling and investment for daily, purposeful cycling, Because I think it is a tricky one, where we put scarce resource to have the greatest climate impact. But I can absolutely recognise the value of the scheme. I've just not been—. I think there are more valuable schemes in his constituency for achieving the objectives of this transport strategy. I'd much rather see urban networks in Ammanford and in Carmarthen and in other villages and towns, rather than primarily leisure routes. But that is a debate I think that we need to keep having, because it's not a straightforward one.

The Swansea bay metro—he is absolutely right; I fully support that. We had left that to the local councils to take the lead on it in the area. We've now brought that into Transport for Wales to take the lead to try and up the pace. It is probably the least developed of the regional metros that we have, and I hope that is something that we can accelerate. The initial scoping has been done and it is part of Transport for Wales's mission to build that metro up in the next period.

And in terms of the Llandeilo bypass, as I mentioned in the statement, today is not about individual schemes; it's about direction of travel. The commitment to the Llandeilo bypass remains as was set out in the summer. We have had disruptions to lots of capital schemes because of COVID, which have delayed things, and there is a WelTAG process that is being gone through, but there is nothing today that suggests any of the schemes we're committed to will be other than we've announced. I think the question will then come for the next Government in the delivery plan as to how the principles that have been set out in this plan, if they're accepted, apply at a scheme level.