Oral Answers to Questions

Debate between David Mowat and Philip Hollobone

Tuesday 21st March 2017 Commons Chamber

[David Mowat]

The hon. Lady is right. There have been issues with the Capita contract, and we have been let down by Capita. We are working hard to get that sorted, and my colleague the Under-Secretary of State for Health, my hon. Friend the Member for Oxford West and Abingdon (Nicola Blackwood), meets Capita weekly to get this fixed. We are making progress, and we believe that the issues that the hon. Lady refers to will be fixed in the foreseeable future.

[Mr Philip Hollobone (Kettering) (Con)]

There is a shortage of GPs across Northamptonshire, especially in Kettering, and the age profile of local GPs means that a very large number are about to reach retirement, which will make the problem worse. What can be done to encourage experienced GPs to stay on longer and to encourage those who have retired to come back?

[David Mowat]

My hon. Friend is absolutely right that one of the things we need to achieve is either to encourage older GPs to work part time or to make it easier for them to step down into more of a mentoring role. With the Royal College of General Practitioners, we have brought forward a scheme called GP Career Plus, which enables GPs in 10 pilot areas—the pilots are being rolled out now—to work as mentors across practice areas, and not to feel as though they have to retire, as GPs too frequently do at the moment.

Social Care (Liverpool)

Debate between David Mowat and Philip Hollobone

Tuesday 7th March 2017 Westminster Hall

[Barbara Keeley]

I do not know whether the Minister watched last week’s Channel 4 “Dispatches”, “Under Lock and Key”, which showed some serious cases of young people who were not better off in their institution, a private hospital. It seemed very difficult to get them moved out into the community. I know that it was a different part of the country, but there were young people in that institution from across the country. It is great to have a plan, but we see programmes week in and week out showing failures, as I have highlighted.

[Mr Philip Hollobone (in the Chair)]

In responding to the intervention, the Minister needs to make his last point.

[David Mowat]

Mr Hollobone, are we finishing at 6.18?

[Mr Philip Hollobone (in the Chair)]

You have until 6.15.

[David Mowat]

I beg your pardon. I will finish at 6.15.

I saw the programme, and it gave us great food for thought. It is a Government priority to get those people moved. We have done some 1,500, but yes, there are 3,000 left in places like the one in Northampton, and it is not good enough. It is a long process, and it is not something that any of us from either side of the House can do just by clicking our fingers.

I will now sit down. This has been a good debate. I will write to all Members here with the figures that I have given, because the figures are right. It is fair to have this discussion, but it must be had on the basis of correct numbers. Even with those correct numbers, I accept that some of the pressures that we have heard about exist.

Community Pharmacies

Debate between David Mowat and Philip Hollobone

Monday 17th October 2016 Commons Chamber

[David Mowat]

I can only repeat that we value and can see the value in community pharmacies. We do not believe that any reductions will be skewed towards the independent sector; nor do we believe that the sector’s position overrides our duty to look at clustering and to make sure that the money we spend in this sector—£2.8 billion—is spent most effectively and cannot be spent better on other parts of the NHS.

[Mr Philip Hollobone (Kettering) (Con)]

As far as residents in the Kettering constituency are concerned, community pharmacies are a good thing. They relieve the pressure on the overburdened A&E at Kettering general hospital, and they are the only place to go when people cannot get an appointment at their local GP surgery. Can we please make more use of the community pharmacies that we have? If the Minister is right, and he suspects that not many community pharmacies will close, let me tell him in all candour that the process he is going through is completely cack-handed, because it is spreading fear among the community pharmacy community up and down the country?

[David Mowat]

The current process began in December last year, and will be brought to an end shortly. I do not know about the specifies of the pharmacy scene in Kettering, but I repeat that we regard pharmacies as vitally important to the NHS. One of the proposals that we shall announce shortly is a proposal for an integration fund of £300 million, which will be used entirely to provide services and pay for pharmacies to provide them. It will be informed by the review that is being conducted by Richard Murray of the King’s Fund, and Kettering will benefit from those services in just the same way as other parts of the country.

High Speed 2 (Warrington)

Debate between David Mowat and Philip Hollobone

Tuesday 2nd September 2014 Westminster Hall

[Mr Philip Hollobone (in the Chair)]

The Minister has brought the plane into the terminal bang on time. We now switch from planes to trains, because we have an important debate on the effect on Warrington of the proposed route of High Speed 2, in the name of David Mowat. Will all of those who are not staying for this debate please leave the room quickly and quietly so that the train can leave the platform on time?

[David Mowat (Warrington South) (Con)]

It is a pleasure to serve under your chairmanship for this important debate, Mr Hollobone—it is also a relief not to have to follow the French accent of the Under-Secretary of State for Business, Innovation and Skills, my hon. Friend the Member for Mid Norfolk (George Freeman).

I have been a Member of Parliament for four and a half years and, in that time, I have spoken in about five debates on HS2. In each of them I have been consistent in my support for the project. I have said at various times that the project should go ahead not because of what happens in other countries, but because there is a business case: the economic and strategic benefits are there and the cash flow exists. Moreover, we are doing what we can to redress the failure of successive Governments to invest adequately in infrastructure in the north of England, as opposed to the south-east.

While I reiterate my support for the project as a whole, I will talk about one aspect that affects Warrington, colloquially known as the Wigan spur: 40 km of line that, as far as I can understand, has no purpose and no business benefit and represents an opportunity for the HS2 project to save £1 billion without affecting the benefits. I see that my hon. Friend the Member for Altrincham and Sale West (Mr Brady) has joined us on that point.

For clarity, Mr Hollobone, this debate was called for jointly by the hon. Member for Warrington North (Helen Jones) and me. Therefore, with your indulgence, I will speak for 10 minutes, she will speak for 10 minutes —the Minister, generously, has agreed that that works for him.

The benefit-cost ratio of HS2 is something like 2.3:1, which is driven by capacity constraints. Indeed, my view—the Minister might be pleased to hear this—is that that is a conservative estimate, because that is based on demand growth increases of 2.2% between now and 2036 and then no increase after that. If we make any kind of assumptions about growth requirements after 2036, the BCR will be massively greater—I think it would be £4 of return for every £1 spent.

As we turn to the impact on Warrington, I have no quarrel with the fact that Warrington Bank Quay is not a primary station on the line. Not every station can be primary and Warrington is situated pretty close to Manchester airport as well as to Manchester. When talking about this project Lord Adonis has said that

“while everyone wants the stations, no-one wants the line.”—[Official Report, House of Lords, 19 November 2013; Vol. 749, c. 909.]

and that is true. I am not here as a nimby and nor is the hon. Member for Warrington North. If there was a purpose in the line scything through our constituencies—her constituency in particular—we could have a more balanced discussion. However, try as I might, I cannot find the benefit of that spur to Warrington or anywhere else in the country.

Warrington Bank Quay is an important station. In terms of the north-west, Warrington is not Leeds, Manchester, Liverpool or Sheffield, but we are a sizeable town and we punch above our weight in economic clout. The Centre for Cities report placed Warrington in the top four in the UK on a range of metrics and economic impacts. We were third for employment and fifth for the ratio of private sector to public sector jobs—we have a very small public sector. There are pockets of deprivation but, by and large, Warrington is a prosperous place. It is important that that prosperity continues and that HS2 contributes to that. I believe that it will.

The 50,000 extra jobs predicted to be created in the north-west will have an impact on Warrington. I have read the regional business analysis that estimates some £100 million of benefits a year for the town. My issue is that none of that comes from the line being built north of Manchester.

The line will be about 40 km long and a massive engineering endeavour at a cost of about £1 billion. It will cross the M62; the Manchester ship canal, with a viaduct about 30 metres high; the M56 twice; the East Lancs road; the Warrington Central line; and the Mersey. A young engineer with an infinite budget and a computer-aided design system must have spent a great deal of time designing it, because the challenges were tremendous. What the line does not appear to have, however, is any business benefit.

In terms of the effect on my constituency, admittedly only 1,000 metres of the line will go through my patch and, in the 200 or 300 metres either side of it, probably only seven or eight buildings will be affected. That is not to say that those affected are not badly affected—Gareth and Steph Buckley, Malcolm and Margot Pritchard, George and Clare Worth and Thomas and Maureen Uttley are all massively blighted by this—but the hon. Member for Warrington North will talk in more detail about the impact on her constituency and constituents, which is more significant.

What is that impact for? I thought that the line must be the first bit of phase 3, to get to Scotland, but then people said, “No, it has not been decided yet whether phase 3 will go north along the west coast or the east coast.” Indeed, it seems that there are arguments for phase 3 going up the east coast, so it is not apparently a precursor for phase 3.

What about the speed advantages? I have been advised in written answers that the speed advantage of this line means that the three trains an hour coming down from Carlisle and Preston—and Glasgow, I guess—will get to their destination 13 minutes faster as a consequence of scything through Warrington. Again, that cannot be rational, because we are now agreed that we have moved away from a business case based on speed to one on capacity, but capacity will not be increased.

What I accept the line does provide is a depot in a place called Golborne in Wigan. For a long time I thought that the people of Wigan were determined to have that depot in Golborne and had lobbied very hard to get this—what appears to me irrational—huge piece of engineering, at a cost of £1 billion. I am informed, though, that the right hon. Member for Leigh (Andy Burnham), is adamant in his opposition to it, as are many of his colleagues in that area, so that cannot be the reason.

I hope that the Minister can shed some light on why this is being done. To reiterate, I have read carefully the economic case and the strategic case that show no benefits pertaining to this line. The benefits all come from productivity and the agglomeration benefits of Leeds, Manchester, Liverpool and Sheffield all being better connected to themselves and Birmingham and the capital. The regional case does not provide anything either.

I accept that we need a depot somewhere, but I cannot conceive that we need to spend £1 billion and put so many people through so much hardship in order to have a depot at this site in Wigan. I cannot conceive that there is not another place to put the depot that would not go through my constituency and those of my hon. Friend the Member for Altrincham and Sale West and the hon. Member for Warrington North in the manner proposed. Unfortunately, when something such as this happens on my patch, it brings into question the value of engineering, design clarity and other parts of the project that I do not know about. It may well be that the line was designed before Crewe station was upgraded and that, therefore, the necessity for it has diminished.

I accept—I should have said this earlier—that the final position on the route is still out for consultation and the debate is timely for that reason. I accept that the Government have not made a final decision on the matter, which is why the hon. Member for Warrington North and I—and other colleagues—are so keen for this to be done.

Perhaps the Minister could respond by just confirming that there is no decision that the line to Scotland will necessarily go north out of Warrington when the time comes for phase 3, which could, in any event, be in 50 or 60 years, and that is not the case that we are having to spend £1 billion to situate a depot. Perhaps he could also quantify the benefits, if he is able to, in terms of revenue and other benefits that were mentioned to me in a written answer, which implied that £1 billion worth of benefits would accrue.

In summary, this is a good news debate, because I believe that I have found a way of saving the Government £1 billion. We will come in with an under-run on HS2 and we will all be heroes, and my colleague and I can go back to Warrington happy.