Stafford Hospital

Debate between Andrew Bridgen and Jeremy Lefroy

Thursday 4th July 2013 Commons Chamber

[Jeremy Lefroy]

I entirely agree with my hon. Friend, and I congratulate him on the huge amount of work that he has put into ensuring that Cannock Chase hospital can be better utilised.

The second part of co-operation involves community services. Instead of seeing acute hospitals as buildings into which people disappear and then re-emerge at some point, let us make them a full partner in community services. In fact, they should be a hub for those services. Stafford, Stoke and Cannock can be groundbreakers in this, and set an example to the rest of the country. In Stafford, we long for the chance to show the country that we provide the highest standards of care, and that we will never again let patients be treated in the shocking way that many experienced in the past.

[Andrew Bridgen (North West Leicestershire) (Con)]

I thank my hon. Friend for giving way, and I commend him for bringing this issue to the Floor of the House. Does he agree that we have a national health service, and that any loss of services at Stafford could send out ripples that would affect services at Burton-on-Trent—also in Staffordshire, and also a hospital under some financial pressure that services a large proportion of the medical needs of my constituents in North West Leicestershire?

[Jeremy Lefroy]

As usual, my hon. Friend makes a powerful point—that this debate is not just about a relatively small district general hospital, because it will have ripple effects. We have a pretty efficient national health service, but it does run on tight margins, so that if we take one acute hospital out, it could have effects right across the whole region. Local clinical commissioning groups have a vital part to play, and I want to pay tribute to the good work they are doing in developing community services in Stafford.

The third element of co-operation comes from Monitor itself. Under the Health and Social Care Act 2012, Monitor now has responsibility for setting tariffs, including those for emergency and acute services. It would be rather strange if Monitor were to continue the programme introduced in 2009 of constant 4% year-on-year real cuts in tariffs, and then be forced to pick up the pieces of acute foundation trusts around the country that fall into deficit as a result of the tariff cuts it has made. Monitor has the chance to challenge the assumption that acute services can continue to squeeze out annual efficiencies—in some cases, and not just in Stafford—of up to 7% a year, while elective services enjoy a relative feast.

Monitor has the opportunity to ensure that the necessary changes to the provision of acute services are done in such a way that will allow acute services to continue to be provided locally. Monitor itself could become an excellent example of joined-up government, and in doing so carry out its legal requirement under section 62 of the Health and Social Care Act 2012 to promote the

“provision of health care services which…is economic, efficient and effective, and…maintains or improves the quality of the services.”

Finally, the national Government have a vital role to play in co-operation.

High Speed Rail (Preparation) Bill

Debate between Andrew Bridgen and Jeremy Lefroy

Wednesday 26th June 2013 Commons Chamber

[Jeremy Lefroy]

I do. The first-class coaches are almost never full. Indeed, I have often seen one person per first-class carriage. It needs to make at least two of them standard class.

I had also imagined that HS2 would be largely used by business travellers, so I was surprised to have the reply from HS2 stating that 70% of journeys on HS2 were expected to be for leisure purposes. I fully recognise the value of leisure travel to the economy, but where is the justification for an ultra-high-speed line, such as that which HS2 seems so determined to build, if 70% of those using it are doing so for leisure?

[Andrew Bridgen]

Does my hon. Friend recall that the initial estimates of capacity usage for HS1 were overestimated by 30%?

[Jeremy Lefroy]

Yes, and I fully understand the problems mentioned by some of my hon. Friends. We need to do something about that, but an ultra-high-speed line is not the answer.

I come now to the business case for HS2. There has been a lot of argument about whether it is valid. I am not an expert in these matters, but there are several things that make me sceptical. The first is the apparent lack of knowledge at HS2 about current demand. The second is the surprising fact that HS2 is to be largely a leisure railway rather than a business railway. Since leisure passengers are much more sensitive to price than business passengers, especially premium business, I wonder whether this price sensitivity has been fully incorporated in the business case. The third reason is the large question mark over whether this is the right way to help the midlands and the north to develop. Just this week, plans were unveiled for a vast new commercial development at Old Oak common in London at the proposed junction of Cross Rail and HS2. I welcome that, but it underlines the concerns of those who worry that HS2 will simply bring more development into London, possibly at the expense of the midlands, the north and Scotland.

Then there is the business case for the west coast main line after HS2 comes into service. The line will remain an essential part of our national transport infrastructure, so it is essential that its post-2035 business case be at least as strong as that for HS2, but I have not had that case from HS2, despite my asking for it. Given that HS2 is so dependent on leisure traffic, I am concerned about what will be left for the west coast main line. Clearly, there will be an increase in freight and some leisure, commuter and regional services, but will it be sufficient to maintain the line without very substantial subsidy? And if a subsidy will indeed be required, has that been factored into the business case for HS2?

I fully support the comments made by north Staffordshire MPs about the real concern over the connectivity of Stoke-on-Trent, which is one of the top 10 conurbations in the country. I ask the Secretary of State to take that matter very seriously. On compensation, I entirely agree with those who support the idea of a property bond. That must be done. In France, people receive well over the market rate for their property, and everything goes through much faster. Let us be generous, as many Members have suggested.

I have no pleasure in opposing the proposals before us. If this were a Bill to provide for additional capacity in the network by using existing corridors at a sustainable cost and without a fixation on ultra-high-speed trains, I would support it wholeheartedly, but I am afraid that it will achieve none of those things.