Network Rail

Debate between Brian Binley and Anne Main

Thursday 2nd February 2012 Westminster Hall

[Mr Binley]

We are on the other end of your line, mate, and I can tell you that the service is not as good as you argue. Otherwise, all my constituents would not be as up in arms and as dissatisfied as they are. My hon. Friend knows very well that we use quite a bit of the same line, and I do not believe that two towns so close together can have such differing views on the quality of rail transport in their area.

I turn to the problems specific to Northampton. The Government wish Northampton to be a growth area and have said that they want Northampton to build 56,000 extra houses by 2026, which will mean a population increase of 120,000—a 50% growth—yet where those people will work is a major question. Many of them will come from the south-east, especially London, thus alleviating the housing problems of that area. Consequently, commuting will become even more important. My guess is that there will be at least another 12,000 to 14,000 regular commuters on the link from Northampton through Milton Keynes down to Euston.

Commuting is becoming prohibitively expensive for the people of Northampton. As I have said, we will have 120,000 additional residents, at least 12,000 of whom will commute to London for work, yet the cost of an annual season ticket from Northampton to London is now £4,756, and a staggering £5,628 for those who need to go further on the underground. That does not take into account £815 in parking charges. All that is more than a quarter of the disposable income of a person on a £30,000 salary.

Many people will ask whether they can really afford to look to London to continue to provide them with employment. Many of them might even decide that it is not worth being employed at all, given the cost of commuting to a job in London. The major reason why people are moving to Northampton to fill the houses that I have talked about is that they cannot afford houses in London and the south-east. These people are the service workers of our great city. They provide vital services, but they are not highly paid. They do not work in the City, making millions on small money transactions—by small, I do not refer to volume, but to the difference between buying and selling. They are not those sort of people; they work in our restaurants, retail outlets and offices. Although £30,000 is a reasonably good salary in Northampton, if people have to pay a quarter of that to travel to their job, that is a pretty bad deal that needs to be looked at seriously.

Let me turn to the problem of the McNulty review. It seems that the Government for ever think that rail increases are a battle between the taxpayer and the consumer, but there is a third element: the service provider. McNulty was open about his concerns about the cost base of the rail providers and talked about prices being 30% more expensive per passenger kilometre than other rail systems in a comparative group. They ought to be out of business, for God’s sake! No business can operate effectively at a 30% higher cost base and expect its consumers to continue to support it. Usually, they would simply go to another supplier, but therein lies the problem.

[Mrs Main]

Does my hon. Friend agree that that is the real conundrum? How can it be regarded as a private company when no private company could possibly operate in such circumstances?

[Mr Binley]

Of course, that is right, but because Network Rail is a monopoly in some respects, it needs the Government and the regulator to be its friend and ensure that it operates competitively, but we know from McNulty that it does not. McNulty has also said that there is a subsidy of 31p per passenger kilometre at present, so there is 30% more cost and 31% subsidy. What would happen if those costs were reduced? In addition to the taxpayer and the consumer, there is a third factor in cost setting and cost payment—the train operators. Let a message go out loud and clear that they have a duty and a responsibility to care for their customers in a much more efficient way than at present.

I am concerned about Network Rail’s supply chains and the way in which it bids for jobs. When I was a managing director and wanted to get work done for my business, I would talk to a number of suppliers and ask, “What’s the best way of doing this? How do I achieve the most efficient answer for this job at the most efficient cost?” Are Members aware that Network Rail does not do that? It decides internally what it wants done and then goes to people to tender on the basis of its own decisions about how best to undertake the job. We have talked about the quality of middle management in Network Rail. No wonder that costs are so high when middle management is poor and does not even look for ways to be more efficient by talking to suppliers who know what they are doing in relation to a given task.