As the Minister I'm sure will say in her response, not all road construction is being ended. But again, we look at the issue in isolation. A road review needs to be part of a transport review. A bus plan is especially important because a lack of a bus plan and adequate bus services means there is often no alternative to driving except moving from the area in which you currently live. Also bear in mind that buses drive on roads, and outside major urban areas, bus lanes are rare. Buses are also caught up in traffic jams and their timetables affected. I remember when the Labour Party policy was support for an integrated transport strategy. I'm not sure when that ended.

The weather and topography of Wales makes cycling and walking unviable for many journeys. A transport review only makes sense when combined with a local development plan and an economic development strategy. They all fit together. They cannot be treated in isolation. Get transportation wrong, make it difficult to live in an area, then you will suffer demographic depopulation. The elderly and poor left behind, the younger and more affluent leaving—this is a post-war reality for some of our Valleys communities and some of our rural communities. I do not want to make it worse.

Building a road is not a solution. Look at the M25. The M25 was very expensive—a major road encircling most of greater London, 117 miles of motorway. Although the M25 was popular during construction, it quickly became apparent there was insufficient traffic capacity. Because of the public inquiry, several junctions merely served local roads where office and retail developments were built, attracting even more traffic onto the M25 than it was designed for. The congestion has led to traffic management schemes and, since opening, the M25 has been widened progressively, particularly near Heathrow airport. Still, the problem persists. It has been described as Europe’s largest car park. The M25 problem is the M4 in south Wales—too many junctions too close together, local traffic uses it as a local relief road. The danger of building relief road bypasses is that developments cluster around them and junctions, and traffic substantially increases. You end up back where you were.

Of course, for some places, one bypass is not enough. As many Members note, the A40 passes to the north of Llandeilo, passing the north side of the National Trust-owned Dinefwr Park estate before continuing to Carmarthen. This is not just any road, it's the A40, one of the major roads in Wales. But we're going to have a second Llandeilo bypass now, or there are plans for a second Llandeilo bypass. So, Llandeilo gets a southern bypass to go with its northern bypass. Whilst many parts of Wales that need new roads get left behind, Llandeilo gets two. It also has a regular bus service and is on the Heart of Wales line, and it's got access to both Swansea and Glangwili hospital in Carmarthen.

Of course, as Mabon ap Gwynfor just said, there's a village on Meirionnydd's coast called Llanbedr. The Welsh Government has pulled the plug, following advice from a committee it chose of transport and climate experts. Calls for the one-mile Llanbedr access road date back decades. It was hoped that the road would cut traffic through the Snowdonia village by 90 per cent. It has been directly contributing to increased traffic. Llanbedr has a train every four hours; not certainly a Heart of Wales line amount. For Ysbyty Gwynedd, there is no bus route, and that is the local hospital.

I hope—although I don't expect—the Minister can explain why building a road in northern Meirionnydd causes an increase in traffic and pollution, while the second Llandeilo bypass does not.