Care Bill [Lords]

Debate between Nick de Bois and Bob Stewart

Tuesday 11th March 2014 Commons Chamber

[Nick de Bois]

And the answer is not just with consultations. The issue facing us today, and why I cannot support clause 119, is simply this: the argument on reconfigurations, with the greatest respect to all hon. Members, will not be won by politicians or even by senior managers in the NHS. There has to be a clinically led argument from GPs upwards throughout the acute sector. For many, many years they have not made the case. The process has been littered with broken promises over the years, regardless of the good intentions of politicians. I can do nothing tonight that would suggest a further breach of trust by weakening the power of consultation, even though I accept that consultation has not had its finest hour—or, in my case, its finest 10 years.

I have faith that the voice of the British public, and the intent behind the Health and Social Care Act 2012 in particular, on which I was engaged over many weeks, is to bring clinical decision making to the front line and to empower local people, local authorities and patients further. That has been a great step. The second reason why I find it difficult to run with clause 119, and why I support the amendment tabled by the right hon. Member for Sutton and Cheam (Paul Burstow), is that he recognises the need to extend the consultation to all key stakeholders, not least to those in trusts that could be affected through no fault of their own, to extend their powers as well. That went to the heart of the 2012 Act. Indeed, we are blessed with two former Ministers in the Chamber, with whom I spent many happy hours on those Benches—it was not acrimonious at all. This was a core principle behind what we were trying to do.

Let us deal with the exceptional cases. I accept entirely that there is no master plan to run through configurations on the basis of the proposed changes, but I cannot ignore the fact that the proposed legislation we are being asked to approve allows for changes to be made in circumstances that would leave a democratic deficit and subjugate clinical judgment because of a stressful financial situation.

[Bob Stewart]

Where is the limit? That is what worries me. It is like pouring water on a tile—one cannot stop it. It might go much further than the adjacent trust area; it could go anywhere.

[Nick de Bois]

Yes, indeed. Again, I am trying to be as balanced as I can. I recognise that no single institution can stand in isolation, and I think that that is broadly accepted. However, to make decisions within 40 days on institutions, when we do not know which institutions will be affected or how they will be affected, is demanding too much of a service that is so valued by the public.

Rail Services (Enfield)

Debate between Nick de Bois and Bob Stewart

Wednesday 15th September 2010 Westminster Hall

[Nick de Bois (Enfield North) (Con)]

I was delighted to hear that this is the first time that you have chaired Westminster Hall, Mr Bone. I can confirm that this is my first debate in Westminster Hall. I am sure that you will agree that at our respective ages, it is good to be maidens in anything.

I am grateful to have secured the debate. I requested it because of the significant disquiet about delays and overcrowding from Enfield Town, Turkey Street, Southbury, Enfield Lock and Brimsdown railway stations. Unlike in other parts of north London, there are barely any alternatives to rail for commuters in Enfield. I am grateful to have had my right hon. Friend the Minister’s time on many previous occasions, when she has shown considerable interest in commuter services for my constituents. I also welcome my hon. Friend the Member for Enfield, Southgate (Mr Burrowes), who has worked closely with me on the issues under discussion today.

I am keen to show that the new franchise agreements could be used positively to support wider community objectives as well as to deal with the immediate transport issues, but to understand that opportunity, we need to appreciate the local geography and how the railway is organised. That will enable us to learn from past mistakes and look to the future.

Let me start with the local area. Enfield as a community is already changing. There are, of course, classic suburbs, but it is worth noting that across the wider borough, there are six of the most deprived areas not just in London, but in Europe. However, there are also opportunities, particularly in the Lea valley, where we can succeed in regenerating and place shaping for the future. Such plans exist, but they will depend on the right infrastructure. In theory, the Lea valley and Enfield as a whole are linked by the umbilical cord of the railway system. Clearly, there is commuting straight out of London, through Enfield and up to Cambridge, Stansted and beyond. We can attract, but also need services to attract, inward commuting to help to support regeneration.

What is the railway offer? In our part of London, we have one main line from Cambridge and Stansted that goes through the eastern corridor of Enfield and the Lea valley to Tottenham Hale and Liverpool Street. It is run by National Express East Anglia. That franchise also runs the suburban line through central Enfield, which serves two end points—Cheshunt and Enfield Town—running through Seven Sisters. There is a second suburban line, run by First Capital Connect into Moorgate via Finsbury Park, which serves western Enfield.

Both suburban lines are overcrowded. There is no question about that, particularly for the underground interchanges, and the train capacities are limited. In particular, from Cheshunt and Enfield Town via Seven Sisters, there are at best six trains an hour, with perhaps six to eight coaches. In the off-peak period, there are at best two services an hour from Enfield Town. Such services can hardly be described as underground or even metro standard. The problems have been compounded by limited investment in recent years. I should add that only five stations across the whole west Anglia network are gated, and revenue is being lost as a result.

As for the main eastern Lea valley line, which goes through Enfield Lock and Brimsdown, we have a mix of limited-stop and local trains, governed by 15-minute scheduled Stansted Expresses. West Anglia is one of the most demanding and pressurised rail corridors in the country. There is no place for a fast train to pass a slower one until Broxbourne, some 17 miles from central London, with the obvious result that the faster trains do not go fast enough and the slower trains are going slower than required and are not able to stop and serve all the stations. That leads to immense frustration for commuters on platforms, who are quite keen to get on those trains. There are no winners at the moment.

The railway area that I am talking about is predicted to grow, in passenger transport terms, by up to 37%. Admittedly, we may see some variation in that, given current economic circumstances, but it is a fast-growth area. It is true that over the whole franchise, there will be up to 120 new carriages in 2011-12, but they will principally be focused on the 12-coach train fast services. The losers will be Enfield suburban services. So it really is a case of when, not if, we can invest in additional track and signalling as well.

I now turn to the wider national picture, examining the linkage between Government rail policies and the franchising process. As we know, National Express operates under a franchise awarded by the Strategic Rail Authority in 2004. The specification focused on improving performance, but it also allowed more Stansted Express trains, which, as I have explained, did not do Enfield services any favours. At best, we were marking time, but services were made worse on the eastern Lea valley line.

With the benefit of hindsight, we can see that the franchise agreement did not deal with the underlying problems, but just worked the existing railway harder. Of course, that has not necessarily been to our advantage. It shows that we have lacked investment and are still waiting for that investment. In that respect, the previous Government cannot avoid the blame, because they had been controlling the SRA since 2005.

Latterly, the Labour Government had three simultaneous desires: to maintain a command-and-control process in relation to the railways, to move the taxpayer to fare-payer ratio from 50:50 to about 30:70, and to try to breathe life into a money-go-round of fares generating profits for investment. That led to the unacceptable highly leveraged bids for a number of franchises. The most notorious was the east coast bid by National Express, which failed commercially in 2009. Sadly, the record shows that that was not the only failure; there was one in 2006 as well. I am no great literary scholar, but as Oscar Wilde might have put it, to lose one operator is a misfortune; to lose two is somewhat careless. Unfortunately, it proves that the franchising money-go-round is not working.

That brings us to the national position on franchising. If the money-go-round is not working, the funding rules must change, but that depends on how franchises are constructed. The basis of franchising has a history of always changing. Objectives have focused on lowest net subsidy, highest premiums or achieving specified service performance and quality for passengers. That meant increasingly that although operators might have been working in the private sector, they had a straitjacket on them that prevented them adding the value that passengers and commuters want.

In parallel, the contractual length of franchises had been adjusted. Sometimes they were on a bespoke basis. A franchise was longer if a railway needed more investment in trains. However, in recent times the norm has been about seven years, sometimes with an extension for good behaviour. Fundamentally, as many of us recognise, that short-termism does not incentivise major investment by the private sector.

Furthermore, the franchising rules did not achieve the right outcomes for National Express East Anglia lines in Enfield. Passengers’ overall satisfaction is measured by the national passenger survey. The operator has consistently performed below the London and south-east sector average and well below the highest franchise in the sector. That is despite punctuality having improved.

I noticed today—I trust that the Financial Times is correct—that an announcement has been made to grant a temporary extension to the franchise for another seven months. I understand the reasons behind that and accept it fully, but what concerns me is that many passengers might interpret that as an endorsement of what has happened in the past. That clearly is not the case. It is designed ultimately to allow us to have a better system for the future.

The new franchising reform consultation suggests that future franchise bids will be judged on the quality of the overall package of proposals. My constituents will welcome that. Let us look to the future. Public funds are tight. We must look to a new partnership between the Government and the private sector to secure long-term funding by train operators to leverage better services and facilities. That is good news. Enfield is awaiting a new franchise; it will be one of the first. The Government emphasis on outcomes and long-term franchises presents us with short and long-term opportunities.

[Bob Stewart (Beckenham) (Con)]

Does my hon. Friend think that this new franchise might be a model for other franchises, such as in south-east London?

[Nick de Bois]

I am grateful for that intervention. In fact, I will go on to address such issues—particularly local ones in London, which I am sure my hon. Friend faces in his constituency. That is exactly my point: now is the time to be bold and imaginative, notwithstanding the constraints that we are all working within.

I shall turn to the priorities that commuters wish to see. These include refurbishing trains, so that we can get consistent appearance and quality, and improving security by introducing ticket barriers, and perhaps increasing CCTV as well. More stations protected by ticket barriers will lead to better revenue protection. In addition, investing in the key interchanges of Seven Sisters and Tottenham Hale, which service Enfield, will be crucial in making them more accessible. A fundamental priority is train frequency.

I accept that, in the short term, infrastructure will largely be as it is now, which limits what can be achieved. I commend to the Minister an interesting recent report from the London borough of Enfield showing a positive case for a more frequent local train service between Enfield and Liverpool Street in the off-peak. That analysis is based on journey-time savings and does not include the other expected community and economic benefits. I believe the benefit-cost ratio, as the report demonstrates, would be under current rules of 1.46:1. That is before we take into account the greater community and economic benefits. I understand that 1.5 is the guideline for investment. There is a strong case.

As an aside, many stakeholders regret that the current official proposals for four trains per hour to Stratford from the Lea valley line through Enfield will only exist for the 2012 Olympic games. The Enfield report shows how a revision to train-stopping patterns on the Lea valley line could regularly achieve four trains per hour, peak and off-peak, to the busiest stations in the areas requiring regeneration. I am happy to commend the report, on which much work was done, to the Minister.

Other short-term matters must be highlighted, including work to solve passenger crowding at the Victoria line interchanges. I look to action on the local level crossings, which are a source of risk—all too tragically, in Enfield, very recently. I also look to action on performance delay. Improving disability access, particularly at the key interchange routes, is a must.

Further progress on studies about expenditure during the new investment periods is needed. For example, a long-term franchise should be able to address the broader spectrum of opportunities, including the case for partial four-tracking on the Lea valley line, which will improve the service, as I have explained, as previously it was two-track.

To conclude, I fully support the approach taken by my right hon. Friend the Secretary of State when he said that he will involve all elements of the rail industry more fully in the decision-making process. I support the decision, and regard it as vital to accelerate the rail value-for-money review under the leadership of Sir Roy McNulty. It is vital that we look to improve our existing infrastructure even in these hard times and his work should help drive that forward.

For Enfield, it is crucial that franchise agreements set out not just clear performance indicators but levels of investment and service agreements that can be benchmarks, and that they send a clear signal that economically important areas served by railways—such as my constituency and neighbouring areas—are open for business and that we can help rail services to support that and regenerate the area. Our business community and developers will be keenly watching franchise agreements before making investment decisions. West Anglia will, as my hon. Friend the Member for Beckenham (Bob Stewart) pointed out, be a test for the new Government of the new rail management and franchising system. Those routes could be exemplary and even a fast-track trial area for a new approach to delivery. A new franchising policy presents us with such an opportunity, delivering, as it says in the coalition agreement,

“the improvements that passengers want—like better services, better stations, longer trains and better rolling stock”.