The Secretary of State was asked—
Workplace Parking Levy (Nottingham)
My right hon. Friend the Secretary of State has had no such discussions. In accordance with the ministerial code of conduct, the decisions on the city council’s workplace parking order and tram extensions will be taken by Ministers on the Secretary of State’s behalf because they might have an impact on his constituency of Ashfield.
Is the Minister aware that Nottingham has one of the most innovative transport policies in the UK? Yesterday, we celebrated the fifth anniversary of the city’s new tram line. If we are to have an additional tram line and many other transport improvements, it is vital that we get the go-ahead for our workplace parking levy. Many businesses have written to me in support of the levy—far more than the tiny number that have not. Will he clear the way so that we can get on and be even more innovative in Nottingham?
I send my congratulations on the fifth anniversary of NET Line One, which has proved extremely successful. I am well aware of the commitment shown by my hon. Friend, and by my hon. Friends the Members for Nottingham, East (Mr. Heppell) and for Nottingham, South (Alan Simpson), in their determination to secure transport improvements for the city.
Under the Transport Act 2000, we introduced a range of options for local authorities to address issues of traffic management. The workplace parking levy was one of those tools, and we are just completing consultation on the offences and enforcement procedure. Until we have done that, we are unable to consider the levy order, but we shall do so as soon as possible.
The British Chambers of Commerce has condemned the workplace parking charge as a stealth tax on hard-pressed businesses. Is this really a sensible time to introduce yet more taxes on businesses struggling for survival? Why are Ministers continuing to use the transport innovation fund to bully local communities into taxing workplace parking or introducing congestion and other charges?
We on this side of the House recognise that we cannot ignore the facts clearly set out in Eddington’s response on congestion. If we do not do something now, the cost to businesses across the length and breadth of this country will be some £22 billion by 2025. We need to be innovative in our approach, and allow local areas to introduce schemes that will maximise their attempts to deal with congestion. Indeed, my right hon. Friend the Secretary of State met representatives of the local chamber of commerce only last night to discuss a number of issues. It is for those reasons that we have taken the opportunity to give local authorities and transport areas a range of tools to deal with the congestion problems that they face, both today and in the future.
Does the Minister agree that, during a period of economic downturn, it is even more important that we reduce the congestion that costs business £160 million a year? We are asking the people of Nottingham and not the Government to make a decision about the workplace parking levy. Ninety four per cent. of people there have said that they have complete satisfaction with the tram system, and 80 per cent. say that they want it to be extended.
Again, I recognise my hon. Friend’s commitment, and I congratulate him on the Adjournment debate on this matter that was held in this Chamber only recently. It was a shame that Opposition Members did not think it important to attend and listen to the issues and arguments. It is important that we take all possible steps to deal with congestion, and we will make a decision about Nottingham as soon as is practicable.
Does the Minister understand that other sections of his Department could look like plonkers if we get the decision wrong? The Department has made workplace parking a necessary part of the funding for the tram extension, which itself is an integral part of the proposals to widen the A453 with a park-and-ride extension. So can we have joined-up government to allow for the joined-up transport planning that Nottingham is trying to put in place?
Again, I recognise my hon. Friend’s commitment; over the past 10 years or so, he has been campaigning for the city of Nottingham. This Government introduced provisions to ensure wider understanding and improved governance on transport issues, allowing us to join those requirements together. However, we are talking about a matter for local authorities, as I indicated. The Transport Act 2000 introduced a number of provisions allowing local authorities to consider traffic management issues within their cities and given areas. It is for individual authorities to decide whether to go down the route of introducing a workplace parking levy—or, come to that, any of the other provisions available under the Transport Act.
Rail Fares
We continue to regulate rail fares to balance the protection for passengers and taxpayers while allowing significant investment in rail. We have made it clear that the average cap—usually the retail prices index plus 1 per cent.—will be applied next year even if RPI is negative, leading to lower regulated fares in January 2010. From January 2010, the cap will also apply generally to individual regulated fares.
The Secretary of State will be aware of the horror expressed by commuters and passengers about the huge hike of more than 6 per cent.—the figure is much higher in some areas—in rail fares this year. I welcome his reaffirmation on behalf of the Government that fares next year will be pegged to the standard formula, but will he also assure us that rail companies will not cut services?
The hon. Lady refers to regulated fares. To deal with her last point first, the services are governed by the franchise agreement entered into by the train operating companies. Of course, we will not allow those agreements to be changed without a clear, good reason.
To deal with the generality of her observation, support for railways comes from two sources: fare-paying passengers and taxpayers. If we are to maintain the level of investment in our railways that I think we should have, we have a clear choice. We can either allow fares to be increased according to the consistent arrangements that have operated for many years, or we can increase the subsidy from the taxpayer. If she is unhappy about the balance that we have struck, she needs to say so, as does her party. Instead of simply making generalised complaints, I want to hear what specific proposals the Conservative party would make about fares and the level of taxpayers’ subsidy.
Does the Secretary of State share my concern that high fares might price people off the railways, and will he look again at the financing of the railways, so that we can avoid the situation that is planned, whereby in 2013 the fare payer will be paying three times as much as the taxpayer?
I do recognise that concern, and it is right that my hon. Friend should raise it, but I repeat the answer that I gave a moment ago: there are only two sources of finance for our railways. We have to strike a balance between the interests of fare-paying passengers and the interests of taxpayers. I believe that we have the right balance to maintain the necessary level of investment in our rail network.
Over the next five years to 2014, the money raised towards fares by passengers will increase from £23 billion to £39 billion, according to the Transport Committee, while the Government’s contribution will be significantly cut. Given that our rail fares are already the highest in Europe, and given the swingeing increases this year, how can the Secretary of State possibly justify that massive increase in the take from passengers, and why did he not freeze rail fares this year, as the Liberal Democrats advocated? We indicated how we would pay for that, too.
I have been doing a little research into what the Liberal Democrats advocate, and it is interesting that despite the hon. Gentleman’s clear personal commitment to transport, he is unable to persuade any of his colleagues to support him. The Liberal Democrats would cut £1 billion from the transport budget, in the highly unlikely event of their being elected to take responsibility for anything. We need to put anything that the hon. Gentleman says about transport in context: he has not even been able to persuade his own colleagues that transport is a good thing.
One of the things that rail passengers expect for their rail fares is a decent, modernised railway station. Will my right hon. Friend give me some indication of what encouragement he and his Department could give on the rebuilding of Wolverhampton railway station?
I had the considerable privilege of visiting Wolverhampton railway station only last week. [Interruption.] No, I make it clear to the House that not only did I visit it, but I got out at the station, too. Thanks to the assiduous efforts of my hon. Friend, I was able to see for myself the exciting plans for the redevelopment of Wolverhampton station and the nearby bus station, to provide a real transport hub for the people of Wolverhampton. I congratulate him on his efforts to bring real investment to Wolverhampton and to his constituents.
The facts show that the Passenger Focus report published in February this year highlighted value for money as the most serious concern for passengers. The facts also show that the most packed trains are running at more than 170 per cent. capacity and that, since 2003, regulated and unregulated fares have risen by a third. Do not the facts show that after a decade of Labour control, the story is one of overcrowded trains, value for money falling, and the taxpayer having to pick up the tab?
The Passenger Focus report is interesting. I look forward to meeting Passenger Focus and the Association of Train Operating Companies to discuss its contents.
I would not want the Conservative party to feel that I was letting it off the hook after the comments that I made about the Liberal Democrats. If the hon. Gentleman gets his way and eventually ends up on the Government Benches taking the decisions, he will have £840 million less to spend on the railways and on transport in general than has been spent by this Government. He and his party have to explain how they will manage to continue with investment in much-needed projects such as Crossrail at the same time as cutting the railway budget.
Railway Stations
The Department for Transport takes safety and accessibility at stations very seriously. More than 1,100 stations have already been earmarked for access improvements through our £370 million Access for All programme. Meanwhile, crime levels continue to fall while the railways build on their already good safety record.
Swindon station’s disabled access has been improved considerably through the Access for All programme. Does my hon. Friend recognise that First Great Western, which is based in my constituency, has an excellent safety record and has been working innovatively with police community support officers and with train managers, leading to an eight out of 10 customer satisfaction rating? Will he congratulate First Great Western?
The short answer is yes. I am delighted that First Great Western has used the £20,000 from the small schemes funding to provide a safer and more secure station and I congratulate it. The latest national passenger survey indicates that personal security at First Great Western stations has increased over the past year.
But in the south of the county of Wiltshire, South West Trains has been sacking hundreds of its staff, it has closed the travel centre and, at Tisbury, it has virtually unmanned the station. What does that do for accessibility or safety? What will happen when disabled people want to use ramps on to trains and there are no staff at the station?
We have taken a number of steps in our Access for All programme at 145 stations, and the small scheme programme is helping to make 1,000-odd stations accessible and secure. There is also the assisted passengers reservation system, which is about helping people who have disabilities, and of course we work closely with the disabled persons transport advisory committee.
The Minister will be aware that the previous Mayor of London had an admirable programme for converting many stations to step-free access to improve facilities so that everyone could use the trains. Is the Minister not concerned that the current Mayor seems to be cancelling many of those programmes? At stations such as Finsbury Park that serve both Network Rail and London Underground, he has cancelled the scheme altogether, which is disastrous for those who have difficulties in accessing the station because of the lack of lifts or any other way of getting in. Will my hon. Friend please meet the Mayor of London and tell him that the people of this country want to see real accessibility to our whole transport network?
I am obviously concerned about any proposed cuts that would make accessibility for all difficult. I am delighted that in London, for example, all buses are fully accessible. With reference to London Underground, some 20 per cent. of stations have step-free access, and we are working to ensure that 25 per cent. are step-free by 2010. However, that needs commitment from all concerned—Transport for London and the Mayor of London—as well as our commitment to funding through the streams that I have outlined.
Will the Minister visit Alnmouth station in Northumberland, which has been turned down for the Department’s scheme? It has no disabled access from the northbound platform; disabled people who want to return to the station in the evening are told that they have to ask for a taxi from Newcastle, 30 miles away.
I am happy to look into the circumstances of that station. The requirement is to look at the programme that we are putting in. Many of the stations were built at times when accessibility was not a key factor, although obviously new requirements for stations and rolling stock all demand modern standards of accessibility. However, I am willing to look at the individual case. We are having to plan; in respect of the £370 million Access for All programme, we need to work on the stations used by most people, weighted by the incidence of people with disabilities using them. The small scheme programme, with its £25 million of Government money, has levered in third-party contributions, bringing in about £95 million worth of improvements. However, I will look at the individual case.
Can the Minister tell me whether Silverdale station is on his list of stations for safety and accessibility improvements? If he cannot, will he look at the issue to see what can be done? Schoolchildren use the station in the mornings, and they have to cross the track to reach the relevant platform. That is a safety issue. Furthermore, Silverdale is in an area of outstanding natural beauty. We get a lot of tourists, and it is dangerous for them to cross live rail lines.
It might surprise my hon. Friend to hear that I do not actually have at my fingertips a list with Silverdale on it. However, I am more than happy to look at the request.
High-Speed Rail Services
As I announced to the House on 15 January, a new company, High Speed 2, has been formed to develop the case for high-speed services between London and Scotland. Yesterday, my noble Friend the Minister responsible for rail wrote to Sir David Rowlands at HS2, setting out what the Government expect of the new company. As a first stage, it will report by the end of the year with a proposed route from London to the west midlands, setting out any necessary options, including for stations. It will also consider the potential for new lines to serve the north of England and Scotland.
Does the Secretary of State not agree that
“the time is right now for us to start thinking about high-speed rail as an alternative to air transportation”,
to quote the new US President, Barack Obama?
Not only are we thinking about high-speed rail, but we have put our plans into action. We have formed a new company, whose job is to advise the Government on how—not whether—high-speed rail will be done. I have asked it to produce by the end of the year practical proposals for bringing forward high-speed rail lines in the United Kingdom.
Following the decision on the inter-city high-speed trains, does my right hon. Friend agree that the award of the contract to Hitachi/Agility Trains means that if the manufacture of the trains does not involve many UK parts, there could be a sharp decline among companies in the supply chain for the rail industry in the United Kingdom?
My hon. Friend rightly represents effectively the interests of his constituents. He has put his case firmly to me, both on the Floor of the House and in private conversations, and he has been understandably vigorous in arguing for the people he represents. However, I emphasise to him that, as the House will be aware, decisions of this kind are governed by clear rules. We have followed those rules scrupulously in reaching the decision that I recently announced to the House.
It has taken 11 years for the Government to get to the stage of talking about a high-speed rail link—one that would go all the way up to Birmingham. That is where we are, but will the Secretary of State ensure that the interests of the north-east are considered? Given that the joint economies of Leeds and Sheffield alone, the two drivers of their region, total more than £30 billion—never mind the two city regions—will he ensure that at the next stage, the high-speed plans are brought to Yorkshire, and not only to Manchester? Frankly, we are sick of people seeing Leeds as a suburb of Manchester, as the Conservative party seems to believe it is.
I encourage the hon. Gentleman to go along to St. Pancras station and see the existing high-speed line that provides services to the channel tunnel and that will very soon provide high-speed services to the commuters of Kent and the south coast. We have built a high-speed link on time and on budget. He is right that it is important that the benefits of that link should be extended across the country; that is precisely why we set up High Speed 2 as the company to advise us on the practical steps that we need to take next in order to deliver that.
Will my right hon. Friend address the possibility of the electrification of the midland main line? As he will know from his experience of commuting to London, we are somewhat the poor relation. We were pleased to see that identified as a possibility in recent Government soundings. Can he give us more information on when we might know more about the timetable for that?
I share my hon. Friend’s view. It is important, as I set out on 15 January, that we look at capacity questions on our network, including a consideration of electrifying the Great Western main line as well as the midland main line, which serves his constituency. I anticipate that I will receive further reports about that later this year and will make an appropriate statement to the House.
We have heard the Secretary of State confirm this afternoon that the Government will make an announcement on a high-speed rail proposal next year. Will he pledge to the House that that proposal will match the Conservative commitment to building a high-speed rail line connecting London, Manchester and Leeds?
I made it clear that that announcement would happen this year. The difference between the two proposals is that ours will be a thought-through, well-considered, carefully costed proposal by experts in the railways, in contrast to the large envelope on which the hon. Lady scribbled a few lines to produce the Conservative plans. I challenge her on this; she can write to me or put out a press release. The shadow Chancellor has indicated that his priorities for spending for a potential Conservative Government include handing out large amounts of money in the form of reduced inheritance tax to a handful of multi-millionaires ahead of any efforts that she has been able to make to encourage a Conservative Government to spend money on transport.
I think we can take it that the answer is no. The Minister of State yesterday and the Secretary of State today confirmed that, even if the Government decide to go ahead, the only routes that they are asking HS2 to consider for the proposal that it is publishing, whether this year or next year, are between London and the west midlands. In February, the Secretary of State told the Lancashire Evening Post that the proposal that is being put together is for a line that gets only as far as Rugby—a mere 80 miles from London. Why does not he just admit that Labour is struggling to catch up with the agenda that the Conservatives have set on high-speed rail and that it is manifestly failing to match our vision and commitment to a high-speed rail future for the north of England?
I am sorry, but nothing that the hon. Lady says about transport can be taken seriously when she proposes to cut £840 million from the transport budget. If she cannot persuade her own shadow Cabinet colleagues of the importance of transport, how does she expect to persuade the House or the country of anything that she says on the subject of transport?
Trains (Catering Services)
The Secretary of State for Transport has no plans to meet representatives of train operating companies to discuss catering on trains.
That is a pity. Does the Minister share my anger and dismay that at a time when train operators on the continent are extending and expanding catering services, companies here are doing quite the reverse? Is he aware that First Capital Connect has cut the trolley service on the King’s Lynn line and that the Norwich line is about to lose its restaurant car? Is not that very short-sighted at a time when train companies should be trying to attract new customers?
I hope that all train operators will bear in mind the travelling experience in the round for all passengers, particularly on long-distance journeys, through the provisions that they make for the travelling public. The main concerns for us and the travelling public will be punctuality, reliability overcrowding and affordable fares. That is where we have concentrated our efforts as a Government, and we have ensured that we deliver in that way.
When the Minister next speaks to London Midland about catering, could he also talk to it about the lack of punctuality, the appalling performance and the dreadful conditions on Milton Keynes Central station since it has closed the travel centre and not sufficiently staffed—
Order. That is a far cry from catering.
Speaking from the nationalist Bench, East Anglia branch, could I ask the Minister to look at the franchise of National Express East Anglia, not only relative to its catering obligations, which are clearly laid down in the franchise, but also to the fact that it is sacking 300 workers in total?
In the franchise provision for National Express East Anglia, there is a requirement for a catering facility based on a trolley service, and I understand that National Express is providing over and above that requirement through an at-seat service for first-class passengers. I take on board and note the hon. Gentleman’s comments, but National Express East Anglia is meeting the requirements of the franchise agreement and going above them.
Integrated Ticketing
As I am sure my hon. Friend is aware, work is already under way on an integrated ticketing strategy for England. The intention is to publish a consultation paper on this subject later in the year. Officials are meeting key stakeholders to make progress on the consultation paper.
Is the Minister aware of the advanced plans from transport stakeholders in the north-east for a regional smartcard travel scheme across all modes of transport? Is he willing to discuss with the regional development agency, One NorthEast, the £5 million shortfall that is now the only obstacle to an early introduction of smartcard travel across the region, with all the benefits that that would bring?
The prioritising of schemes for regional fund allocation funding is a matter for each region. In respect of the Nexus scheme in the north-east, the Department for Transport has approved £12.8 million to replace all ticket machines on the system with modern versions that take notes and cards. That is not smartcard ticketing, but readers can be installed at a later date. I hear what he says about the shortfall and the RDA. I am always happy to look at anything that he asks me to, but obviously I cannot give any commitments on funding.
We also need a national strategy on ticketing that includes airlines. Many of my constituents are suffering from the low-cost practices of companies such as Flybe, which do not give refunds or may demand exorbitant prices and fees for the changing of tickets due to changes made to a journey, even when given plenty of notice. What can the Government do to help travellers who are paying through the nose in these credit-crunch times—or even in difficult family circumstances—and who are having to pay for changes to tickets and travel without the possibility of a refund?
The hon. Gentleman’s constituents are obviously having difficulty in securing refunds. The regulator would be the first place to go to try to get this matter addressed. It is always difficult for constituents when there are cancellations. Criteria are set down on when refunds ought to be paid, depending on the nature of the cancellation of flights. If the hon. Gentleman writes to me, I will be very happy to point him in the right direction.
My hon. Friend will be aware that for a number of years, I have been urging the Department for Transport to work with Southeastern trains to ensure that the Oyster card is compatible with the reader machines on its network. It has promised that it will do that by the end of the year, but can I impress upon him the need to keep a tight rein on Southeastern trains to make sure that that change is implemented for the long-suffering commuters of south-east London?
I can advise my hon. Friend that we are close to reaching a deal with Transport for London and the relevant train operators to introduce Oyster pay-as-you-go on rail services throughout London. As part of the same agreement, ITSO will be accepted in due course on the bus and underground networks in London. We are monitoring that carefully and closely. We know that most commuters are very keen to see it happen, and we will do what we can to ensure that it happens as soon as possible.
Railway Ticket Offices
Officials in the Department for Transport have recently discussed ticket office change proposals made by South West Trains, First Capital Connect, National Express East Anglia and National Express East Coast. Some of those are small changes and some outline proposals.
I thank the Minister for that reply. At many stations operated by South West Trains, staff have been replaced with ticket machines. Those stations are often the smaller ones, and disabled constituents can no longer access a train at the station of their choice. Despite his well-meant access for all programme, is it not the case that access for disabled passengers is being restricted by penny-pinching initiatives by the train operating companies?
The hon. Lady will be well aware that South West Trains made a substantial number of proposals, many of which were in fact rejected by my noble Friend the Minister of State, Lord Adonis. Indeed, many of those proposals were made on the basis that there would not be unfettered continuation of ticket supplies to the travelling public where there was clearly demand for it. Decisions were taken about some ticket offices, but many proposals were rejected. I draw attention to the work that we, and indeed the hon. Lady, have done on access for all, secure stations and the assisted passenger reservation service.
My hon. Friend will be aware that First Capital Connect’s far-reaching proposal to reduce ticket office opening hours affects 28 constituencies and a large number of stations, including Enfield Chase and Gordon Hill in my constituency. It will affect security, and it represents a reduction in customer services and is not good value for money. I hope that the Minister will reject the proposal when he considers it, taking those grounds into account.
I know that my right hon. Friend has campaigned extensively in respect of the stations that fall within her constituency. She will be aware of the benchmarks that my noble Friend Lord Adonis put in place with South West Trains, one of which is that if there is an average sale of 12 tickets per hour in the hours that would be affected, a proposal will be rejected outright. That benchmark has required First Capital Connect to withdraw its proposals for 56 stations. Indeed, we have asked it to revise them again on that basis. I know that my right hon. Friend will be meeting my noble Friend in due course once First Capital Connect has made new proposals.
Topical Questions
Following my statement to the House on 15 January, work is now well under way on developing proposals for a second high-speed rail line in the United Kingdom, as I set out to the House earlier. On 12 February I announced a funding package for London that included an extension of the East London line to Clapham Junction. Transport for London has committed to completing the new line by 2012.
Last week, along with my right hon. Friend the Secretary of State for Energy and Climate Change, I announced that the independent Environment Agency will police the EU emissions trading scheme, which, by capping net carbon dioxide emissions from aviation, will cut carbon emissions substantially right across Europe and provide real incentives for airlines to play their part.
Yesterday, I published a consultation document on proposals to reform the economic regulation of airports. Those proposals are designed to put the interests of passengers at the heart of a new regulatory regime, ensuring that airports make the best use of existing capacity while also having regard for the environmental impact of their operations.
Will my right hon. Friend take it from me that the most popular thing that he has done as Secretary of State for Transport is to give the go-ahead to phase 2 of the East London line extension? That will fulfil our manifesto commitment, create a London orbital network and link Clapham Junction to the tube. Can he tell the House when it is expected that work will be completed on that project?
Another station at which I got out was Clapham Junction, where I was delighted to meet my hon. Friend, who has campaigned long and hard for the extension. I pay tribute to his determined efforts, which have now been rewarded. As I said, Transport for London is committed to completing the new line to Clapham by 2012.
We have been in consultation with several London authorities and, indeed, with Kent county council, about proposals for dealing with roadwork schemes. That consultation continues. The schemes have to be robust and meet the requirements, but I recognise motorists’ frustration about the major roadworks to replace some of our major utilities. We are well aware of that, and I am in dialogue with the national joint utilities group to ensure that we make progress.
First, may I pay tribute to my hon. Friend’s determination to maintain the availability of the Woodhead tunnel? She is right to ensure that that facility remains available in the long term, in case decisions are made that require its use. I am aware of the issue that she raises, and I would be delighted to meet her and any delegation that she would like to bring with her to discuss it.
I am aware of the consequential knock-on effects for the hon. Gentleman of the significant improvements on the west coast main line. We will carefully consider addressing those problems.
I am tempted to respond by suggesting that I send a copy of the speech that I gave on that occasion to my hon. Friend, but I anticipate, in the light of his observations, that it might not persuade him. In it, I set out the importance of recognising that his constituents and mine continue to want to fly, and of ensuring that that ambition is matched by a genuine commitment to reducing carbon emissions. The practical measures that I outlined are designed to ensure that not only can people take the opportunity of visiting family and friends and travelling for business, as they increasingly wish to do, but that they are fully conscious of the consequences of their actions for our environment. I will send him a copy of the speech after all.
In earlier answers we indicated that there is a programme to work on our stations to improve accessibility. I understand the frustration that the hon. Gentleman may feel, but that programme costs money. The money must be found and the priorities—ensuring better and more reliable services, ensuring that they arrive on time and ensuring affordable fares—must be set. We continue to roll out the access for all programme, as well as the smaller schemes, to make stations more accessible to all concerned.
We did not quite get to Question 10 on the Order Paper, which was my question about which sections of the M4 and M5 around Bristol it would be possible for people to use the hard shoulder on. Can the Minister tell the House how the proposal squares with the Government’s environmental objectives? Some people would interpret it as encouraging road use, rather than tackling the problems of congestion in the Bristol area.
I can reassure my hon. Friend that the proposal meets the Government’s objectives on climate change and reducing emissions. First, using hard shoulder running will mean fewer emissions than there would be if we had to widen the motorway. Secondly, more consistent travel times will mean fewer emissions from vehicles, because there will be less congestion. More reliable journey times will also mean that vehicles will reach their destinations on time, which means better planning. The proposal will lead to a reduction in emissions, which is fully consistent with the Government’s climate change programme.
No decision has been taken—we will shortly be consulting on the post-2010 road safety strategy—and there will not be a blanket ban either. Currently, local authorities may exercise discretion to reduce or increase the speed at which vehicles can travel on a particular road, depending on the nature of that road. However, 62 per cent. of deaths occur on A roads that carry only 40 per cent. of traffic, so it would be wholly inappropriate for us not to examine whether the opportunity exists to save lives and reduce serious injuries. The information and the data from the Transport Research Laboratory show that if we make the speed adjustment, we can save 250 lives and prevent 1,000 serious injuries. We have to look at the proposal, but we have not made a decision yet, although it may be part of the consultation, which will be out shortly, on formulating our road strategy for 2010 onwards.
With regard to the new high-speed rail network, may I ask my right hon. Friend the Secretary of State to be ambitious? Instead of looking at a single line serving Manchester and Leeds by a rather convoluted route, will he look at an alternative, which is to have two lines—one going to Manchester and the north-west and the other branching off at Rugby, serving Nottingham, Derby, Sheffield and Leeds, which are the major population centres of the east midlands, south Yorkshire and west Yorkshire? That option would have major economic advantages.
As my hon. Friend will be aware, I do not lack ambition in that respect. Personally, I am very attracted to what he has outlined, but it is for High Speed 2 to advise the Government on the practical steps that will be necessary, and we will draw its attention to his observations.