Local Government and Social Care Funding
Teresa Pearce Excerpts(5 years, 7 months ago)
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James Brokenshire
The interesting thing about some of our earlier exchanges was the acknowledgement that the last Labour Government, going into the 2010 election, did not guarantee to protect local government. We have had to make difficult choices and confront difficult issues to put the public finances back on an even keel, and that has not been easy. I pay tribute to the innovation that councils have been engaged in up and down the country to help us to put this right. It is telling that there was no acknowledgement of that in the hon. Gentleman’s opening remarks.
Teresa Pearce (Erith and Thamesmead) (Lab)
The Minister is saying that the Tory Government want to spend on things that work. I can tell him that what works is the troubled families programme, which is due to end next year. Will he take this opportunity to commit to the House to doing everything he can to keep that programme running after 2020?
James Brokenshire
I am glad that the hon. Lady has mentioned the troubled families programme, because I will be talking about that in greater detail later in my speech. I have been hugely impressed by the outcomes of the programme, which, as she rightly points out, is making a difference in people’s lives. I strongly believe that the troubled families programme has now shown an evidence base for how it is profoundly doing that. It is doing what has rightly been described across the House as pulling together services to create a person-centric approach, and breaking down some of the silos and barriers. I am a huge champion of the troubled families programme.
Private Rented Sector
Teresa Pearce Excerpts(5 years, 12 months ago)
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Mr Mark Prisk (Hertford and Stortford) (Con)
It is a great pleasure to follow the Chair of our Committee, the hon. Member for Sheffield South East (Mr Betts). When I was a Housing Minister, I looked at the issue of crooks running beds in sheds and, often, human trafficking alongside. I entirely agree: seize the asset, take the money off them and make them pay for what they are doing.
On the broader issue, the hon. Gentleman made a very good set of recommendations about the Committee’s report. Six months on from the report’s publication and the Government’s response, this is a good time to step back and look at where the Government have got to and at the market as a whole. As the Chair of the Committee pointed out, one in five households lives in rented accommodation. There are many reasons for that—some economic, some demographic and some social. Although many people would clearly prefer to own their homes, we should not ignore the fact that, certainly in my experience, an increasing number of young people prefer to rent. Theirs is a generation that expects to have two or three careers, never mind jobs. It is a generation that rents its music rather than buying it as old fogies—I nearly said the wrong word—like me did. Their expectations are different. When we form policy, we need to think about that generation, too.
As the Chair of the Committee said, the vast majority of tenants said during the inquiry that they were satisfied. We should not overlook that. However, the gap between the majority of homes and the very worst has increased, so I have no hesitation in supporting the Homes (Fitness for Human Habitation) Bill, introduced by the hon. Member for Westminster North (Ms Buck). That will help us to root out the worst offenders.
Put simply, reform of the sector is needed, but it should be focused. We should not be tempted into pretending that every landlord is out to exploit their tenants. That helps no one. We need a consumer-led—tenant-led, so to speak—rental market. That means we need clarity about services and charges, fair dispute and redress arrangements for when things go wrong, greater choice and a more modern housing stock. It means we should encourage the building of more homes for rent and the rectification of substandard homes. It also means—this addresses the point made by the right hon. Member for East Ham (Stephen Timms)—that local authority enforcement needs overhauling so it is consistent and effective. I will come to that in a moment.
One of the report’s key themes was the respective rights of landlords and tenants. One of the main benefits of the Tenant Fees Bill is that it will help to clarify the role of landlords and letting agents. Alongside reforms to money laundering, that will help the market and improve the way it works for people. Our report also sought clarification of the law concerning people’s rights and obligations, including those of tenants. I welcome the reference in the Government’s response to publishing easy-to-understand “how to” guides for tenants. That is good, but we may also need consolidation. We need the law itself, not just the words that describe it, to be made simpler.
Equally, we legislators should all recognise that laws and regulations are sometimes limited in what they can achieve. They certainly stop bad practice, but they are not good at changing the culture of a business sector or promoting best practice. For that, we need people in the sector themselves to change—we need the practitioners to raise their game. That means we need qualified letting and managing agents who are committed to high standards.
What needs to happen? First, we should require anyone working in lettings and property management to be qualified. Members of the public might be amazed that that is not the case already. Secondly, the scope of those qualifications should not be imposed by the Government but should be agreed jointly with the industry and consumer representative bodies—I think of the Consumers Association as a good example—and forged with professional bodies such as the Institute of Residential Property Management and the Royal Institution of Chartered Surveyors, of which I am a fellow.
We should also grandfather across existing qualifications and ensure that they are part of the new process. We cannot afford to create a new barrier for people who have already committed to being professional. Indeed, there is a shortage of good, qualified people in residential property management for some of the blocks our constituents live in. We do not want to create a problem there, so grandfathering across existing qualifications would be sensible.
Thirdly, qualifications need to recognise not only different roles and levels but the different demands of the private rented sector and the social housing sector. Essentially, what matters is that people are competent to perform their roles financially, technically and of course legally. I also want a culture of continuous professional development to be adopted in the sector so that people keep up to date. Together, those elements, which build on the report, would help to change not only who works in the sector but the standards they maintain. I would be grateful if the Minister specifically addressed those points.
We heard about the standard of buildings and the housing stock, which is a big challenge. It is right that we rectify and improve the bad buildings we have now, but we need to do more than that—we need to build more modern homes to rent. That is why in 2012-13, when I was Housing Minister, I actively promoted a new model—the build-to-rent market. Having attracted billions from pension funds and long-term institutions, that market has blossomed in the past five years. More than 117,000 homes—modern, purpose-built homes that are available on long-term leases and provide services to tenants—are under construction or available to let. As it matures, that market will offer an even broader range of homes and rents, and provide greater choice for tenants seeking an alternative to the old housing stock. I hope the Minister confirms that the Government are committed to continuing to support the build-to-rent sector.
The Committee’s report also highlighted the need for effective enforcement by local authorities, which was touched on earlier. We received evidence—it was some of the most concerning we received—that there is not only a low level of enforcement but huge variability between councils in similar areas. For example, the Residential Landlords Association told us that in 2016-17, although more than 105,000 complaints were made by tenants, councils prosecuted just 467 people. That is less than one tenth of 1%. I appreciate, as Members said, that prosecution is not the sole enforcement action, but it is a pretty good indicator. At less than one tenth of 1%, something is not working.
Enforcement is hugely variable, too. There are 32 London boroughs. One of them—Newham—is responsible for 60% of prosecutions. The Committee heard that six out of 10 councils did not prosecute a single landlord in 2016. David Cox from ARLA Propertymark told us—this is in the report—that laws are passed but they are just not enforced. Part of the problem is a lack of money. That is why we asked the Government to ensure that councils have the money to enforce both current and future regulations.
However, as the hon. Member for Sheffield South East highlighted, this is not just about money; clearly, it is also about local political priorities and political leadership. That is why I strongly support the Committee’s suggestion that there should be a benchmarking scheme. That should be introduced, funded and run by the Government and managed through the Local Government Association. Councils should publish data about the number of complaints they receive, how they are resolved and prosecutions so all of us—our constituents included—can compare the enforcement levels of councils in similar areas. Will the Minister update us on what progress has been made with the LGA on that issue?
Teresa Pearce (Erith and Thamesmead) (Lab)
My constituency is in two boroughs with very different approaches. In 2016-17, one had to spend £5 million on temporary accommodation. For that borough, trying to end any sort of tenancy—no matter how bad the landlord—is counterintuitive, because it would then have to house the tenants but it does not have any housing stock. This issue is to do with political will and resources, and doing something about the private rented sector, but it is also about finding safe premises for people to live in—it is about supply, too. Does the hon. Gentleman agree that the situation is very complicated?
Mr Prisk
The hon. Lady is absolutely right. I think it is complex, which is why benchmarking solely on prosecutions is too narrow. She is right to say that it is a constant challenge for councils to judge the resources available, but the different levels of enforcement—even between neighbouring councils in similar areas—suggests to me that the system is not working.
My last point is about whether the report and the Government’s response are in danger of being overtaken by technology—something that both the Committee and the Government will want to come back to, I think. For example, online services such as Airbnb are creating completely new ways for people to find somewhere to stay, ostensibly and originally when travelling on holiday. Equally, the web is now enabling the emergence of a grey market in informal serviced lettings.
I have seen examples of both in my constituency. No one is quite clear about how to define such activity, let alone whether it can be regulated. At what point does an Airbnb letting, which was initially for one week but then becomes two weeks or four weeks, become something more formal? Should those platforms, which enable the transaction, be defined as letting agencies in law?
Some would reasonably say, “Do not interfere, do not meddle”—it would be my natural instinct to say that—but as we tighten up the regulation of the private rented sector, the danger is that the crooks will shift into these emerging markets, creating the potential for the next property scandal. All of us in this place, but the Minister in particular, will need to decide how to ensure that any changes we make are future-proofed.
Does the technological nature of the transaction matter or do we just focus on making sure that we have modern, up-to-date consumer rights? How do we shape the regulations so we do not stifle genuine enterprise? Can the Minister tell us what the Government are doing to think about that? She is always looking at the picture in the round, as any good Minister does, but can she tell us whether the Government would be prepared to look at the issue and whether we as a Committee should consider it in the future?
There are a number of crucial areas where the reform of the sector could make a positive difference not only for tenants, but for landlords. The report sets out a clear way forward, and I look forward to the Minister’s response.
Govia Thameslink Franchise
Teresa Pearce Excerpts(6 years, 4 months ago)
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Joseph Johnson
GTR will be proactively contacting my right hon. Friend’s constituents when they are in the group of severely affected passengers who hold season tickets. GTR will actively get in touch with them to ensure that they get the compensation to which they are entitled. GTR has been making significant progress with driver training, which is part of the underlying problems with the disruption, and we are pleased with that progress. That plays a part in ensuring that services are getting back to where they need to be.
Teresa Pearce (Erith and Thamesmead) (Lab)
I listened to what the Minister said about reviewing the contract to see whether the terms had been adhered to; surely the contract is to run a rail service and surely GTR has not done that. What other business would possibly stay in business if it had to compensate its customers on a daily basis? What will it take for this contract to be withdrawn?
Joseph Johnson
The important questions that the hon. Lady raises will be answered by the Glaister review and the departmental hard review. We need to establish what responsibility GTR had for the disruption that passengers have experienced, while recognising that other actors are involved that also have a share in what has happened, including Network Rail.
Crossrail Extension to Ebbsfleet
Teresa Pearce Excerpts(6 years, 6 months ago)
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Gareth Johnson (Dartford) (Con)
I am pleased to have secured this debate and to have the opportunity to argue that the Government should prioritise the extension of the Crossrail line—now known as the Elizabeth line out of respect to Her Majesty—to Ebbsfleet in my constituency. That route was the original plan for Crossrail, so in effect I am asking for the job to be finished and for the line to be completed in accordance with that original plan.
Crossrail is a marvellous piece of engineering that stretches from Heathrow to Abbey Wood and connects London from west to east and vice versa. Ebbsfleet plays host to another wonderful technological achievement in High Speed 1, which connects London to Paris, Brussels and Amsterdam in a short period. It is the fastest rail service in the UK, and it is key to us pursuing the Government’s aim of a deep and special relationship with the European Union after Brexit. It is therefore absurd that those two great engineering achievements are separated by 10 miles—a gap that could be closed if we were to connect the two lines as previously envisaged. The two lines nearly merge further down the line at Stratford, but to travel on Crossrail and connect to High Speed 1, a passenger has to get off one train and walk a fair distance through a shopping centre to catch the second train. We all believe in connectivity in our transport network, but that example highlights the complete opposite.
High Speed 1 at Ebbsfleet, where the new garden city is being built, is currently denied a direct connection with Crossrail. That needs to change not just for the benefit of future generations, but for reasons of basic common sense. After Crossrail is completed, every county surrounding the capital will directly benefit from that project, with one exception—Kent. Despite not having any underground stations, we were chosen to be the county to miss out, and that simply cannot be right.
There is huge potential for economic growth east of London and for brownfield sites to be utilised, but the lack of connectivity holds back existing opportunities. There is also a clear demand for more capacity on rail services in north Kent. The number of people using Dartford station has risen by a third in the last 10 years, and the numbers using Ebbsfleet have more than doubled in the time that High Speed 1 has been operational.
The Thames Estuary 2050 Growth Commission is due to provide the Government with its recommendations for growth in the area—I believe that will take place at the end of this month—and I hope that, even at this late stage, it will include the points raised in this debate in its submissions. I pay tribute to the work the commission is undertaking to assist in this area. I also pay tribute to the tireless work of Dartford Borough Council, Bexley Borough Council and Kent County Council. Hon. Members across the House have worked with those authorities, in a cross-party way, to try to ensure that we get Crossrail extended out to Ebbsfleet.
Teresa Pearce (Erith and Thamesmead) (Lab)
I thank the hon. Gentleman, my constituency neighbour, for giving way. Bexley Borough Council, which he knows very well, has a growth strategy for the north of the borough, where the Crossrail extension would come through. The extension is absolutely integral to the pace and change of the growth strategy and to ensure we have housing for Londoners to deal with the overspill coming out from the middle of the city.
Gareth Johnson
It was an honour to serve for years with the hon. Lady on Bexley Borough Council. She is absolutely right. The Government try to identify locations where we can develop on brownfield sites and they are in abundance in this area. The same happened when the Labour party was in government. The infrastructure needs to be in place and a crucial part of that is Crossrail itself. If Crossrail extends to Ebbsfleet, providing the transport link that is currently missing, golden opportunities in north Bexley, Dartford and Gravesham could come to fruition.
David Evennett (Bexleyheath and Crayford) (Con)
I congratulate my hon. Friend the Member for Dartford (Gareth Johnson)—my constituency neighbour—on securing this important debate. It is a pleasure to join him in helping to highlight the potential benefits of extending Crossrail to Ebbsfleet.
For years, the borough of Bexley has suffered from a terrible rail service. Delays, cancellations and poor excuses have become the norm. The situation is made worse because Bexley is one of the only London boroughs that does not have an underground service. We are at a great disadvantage, because we have only the one service, Southeastern, that goes through the borough. When there are problems with Southeastern, which as the Minister knows occur far too often, there is no viable alternative to travel to central London other than taking a bus to a neighbouring borough to catch the tube or the docklands light railway.
Today, we are specifically discussing the potential extension of Crossrail to Ebbsfleet, which is a campaign I strongly support. Locally in my borough and my constituency, there is huge support for a project that finishes the job. People want better rail availability and choice.
Extending Crossrail to Ebbsfleet not only improves the opportunities for commuters to get into London, but provides a great opportunity to improve the whole area in so many different ways. My hon. Friend the Member for Dartford has highlighted the extension into Essex and the extension into west London. The only part of London that does not benefit from either of the two huge railway infrastructure projects that he highlighted is, of course, our area of south-east London and north-west Kent.
I say to the Minister that it is great news that Crossrail is coming to Abbey Wood in the London borough of Greenwich, but that does not provide a viable alternative for Bexley residents, nor—it is very important for him to take note of this—does it provide the opportunity for development in Bexley, as well as in north-west Kent.
Teresa Pearce
Does the right hon. Gentleman agree that this is about not just housing development, but business development? In Abbey Wood, which is in the middle of my constituency, a major new supermarket has opened ahead of the opening of Crossrail. That has happened completely because of the Crossrail effect.
David Evennett
Indeed. I am delighted to see the hon. Lady here, showing that we have cross-party support for what we are discussing—and she is absolutely right. I was going to come on to that, but she is ahead of me. This is not just about new homes; it is also about businesses and jobs, which are vital for our local economy.
Estimates from the C2E—the Crossrail to Ebbsfleet—campaign suggest that extending Crossrail to Ebbsfleet, as was initially intended, would create an additional 17,500 jobs in Bexley alone, as my hon. Friend the Member for Dartford said. The C2E campaign also suggests that along the whole route, the extension would bring forward a possible 55,000 new homes. In Bexley alone, it is estimated that this would accelerate the provision of 30,000 new homes across our borough, directly unlocking 16,000 of these. This is not just a railway, but a regeneration and an opportunity to develop—to get jobs, homes and businesses.
As both my hon. Friend and the Minister will be aware, Crossrail was originally intended to be extended through Bexley and out into Kent. Disappointingly, that was not taken up, but now is the opportunity to do that and make something really worthwhile. The arguments that my hon. Friend has presented today, assisted by interventions from my right hon. Friend the Member for Sevenoaks (Sir Michael Fallon) and the hon. Member for Erith and Thamesmead (Teresa Pearce), highlight the compelling reasons to do just that. By completing the original plans, there is a unique opportunity to secure major new housing and growth between Abbey Wood and Ebbsfleet. We should jump at this opportunity, because I believe that without action, poor transport will continue to hold back our area in development, regeneration and improvement. We cannot accept that and I hope that the Minister takes that on board. It is so important to south-east London—as a Member in Bromley, he knows exactly the situation.
We are going to be in post-Brexit Britain. We need to be proactive and never more than on vital infrastructure projects, which will give us the cutting edge in our area to develop, go forward and achieve for our constituents and our country.
Teresa Pearce
I have listened carefully to the Minister. Would he not accept that south-east London is massively underserved by transport compared with the rest of London and that stopping at Abbey Wood does not help Bexley at all?
Joseph Johnson
I agree that south-east London is dependent on the Southeastern franchise and that particular train operator. It is unique in not having competition. I would not wholly agree, however, with the hon. Lady’s point about Abbey Wood or with the early point that Kent will not benefit at all from Crossrail. As my right hon. Friend the Member for Sevenoaks (Sir Michael Fallon) said, it will benefit, to the extent that it will have increased connectivity at Abbey Wood, with options to connect Southeastern services directly to the Elizabeth line.
South-eastern Rail Franchise
Teresa Pearce Excerpts(6 years, 10 months ago)
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Matthew Pennycook
My hon. Friend is absolutely right. Far too much is made of the problems that undoubtedly exist at the throat point at Lewisham. Those problems do not ground the proposed service revisions under the franchise specification.
Teresa Pearce (Erith and Thamesmead) (Lab)
I thank my hon. Friend for securing this important debate. What he says about Belvedere and Erith stations in my constituency is true: services to Charing Cross will be stopped and the Thameslink will not stop there. There are substantial new housing developments, and the people who move in will stand on the platforms at Belvedere and Erith and watch trains whizz past them, with no way for them to get to work.
Matthew Pennycook
My hon. Friend is a mind reader, because she anticipates my next point.
Viewed in the context of the Department’s serious and significant underestimation throughout this process of the scale of development and projected population growth in the area—my hon. Friend raised the point at the time of the consultation—the service revisions are of real concern and I ask the Minister to revisit them, but they are not my only concern.
It is difficult to understand why the ITT includes nothing that will encourage bidders to offer enhanced services. Indeed, it includes stringent conditions that militate against any attempt to do so. If a bidder determines to propose an enhanced service and the DFT judges that the conditions are not met, the bidder risks being penalised by having its score reduced. Surely, if one of the three bidders believes it could maintain services from, say, Woolwich and Charlton to Charing Cross to meet passenger demand, why should it not be able at least to explore the option?
Perhaps the most disappointing aspect of the new franchise specification is that none of the commendable aspirations set out in the joint plan published by the Department and Transport for London in January 2016 has been included. Will the Minister tell the House why options such as greater integration of fares and the staffing of stations from the first train to the last were ruled out? Given the tangible benefits those options would bring, will he reconsider including them?
Lastly, although in the circumstances in which we now find ourselves I certainly welcome the introduction of a new “one team” model of franchising that will bring the future operator and Network Rail together under a single director responsible for both infrastructure and operations, whether it will work is another matter entirely. The Minister may recall that a previous attempt to foster closer working between South West Trains and Network Rail fell apart. How confident is he that this latest attempt will succeed where that one failed?
To conclude, it is beyond doubt that passengers using the south-eastern rail network have suffered from substandard services for far too long. All of us would agree, I hope, that they deserve better from the next franchise, but I have real concerns—concerns shared by passengers and the rail user groups in my constituency—that the way the Government have approached the franchise that is to be let later this year will not deliver the level of service that passengers expect and deserve. We will all have to live for the best part of a decade, and perhaps even longer, with the franchise and the operator who secures the award later this year. It is crucial that we get it right.
I would like to ask the Minister not only to address in his reply to the debate some of the specific concerns that I have raised, but to go away and think again about some of the limitations of the franchise specification published by his Department last year and what might be done, even at this late stage, to address them. I fear that if he does not, we will all be back here next year, and potentially for many years after that, repeating concerns about services on the network on behalf of those we represent.
The Minister of State, Department for Transport (Joseph Johnson)
It is good to be here with you today, Mr Deputy Speaker.
I congratulate the hon. Member for Greenwich and Woolwich (Matthew Pennycook) on securing the debate and giving colleagues from across the south-east region an opportunity to make the very powerful representations that they have made this evening on behalf of their constituents. On my side of the House, strong points have been made by my neighbour and dear friend, my hon. Friend the Member for Bromley and Chislehurst (Robert Neill), and my hon. Friend the Member for Faversham and Mid Kent (Helen Whately), and from the Opposition Benches powerful points have been made by the hon. Members for Eltham (Clive Efford), for Erith and Thamesmead (Teresa Pearce) and for Lewisham East (Heidi Alexander). I sympathise with many of the points they have made and understand very much where they are coming from.
This intense and sincere engagement by Members is of a piece with the deep engagement that stakeholders have shown to the entire process of formalising the terms of the next operator for the new franchise. In addition to debates, questions and meetings, the public consultation about the new franchise, which ran from 14 March to 30 June 2017, generated over 10,000 responses. These included detailed representations from key stakeholders such as Kent and East Sussex County Councils, Transport for London, Transport Focus, London TravelWatch and, of course, hon. Members. As a result, we have designed a specification for the new franchise that serves the priorities as set by passengers, businesses and local communities from London to the coast. Turning around performance, passenger satisfaction and creating value for money are the key priorities, and I am delighted that much of this is already happening.
I would like to say a word about the planned changes to London terminal services and the benefits that those should bring for suburban routes. Our plans for services to London terminals reflect exactly our commitment to putting the passenger at the heart of decision making. Many south-eastern stations serve more than one London terminal, causing operational complexity and sub-optimal timetables for passengers on some parts of the network. In our consultation about the new south-eastern franchise, we proposed initially a redesign of the timetable that would reduce the number of London terminals served by these stations. Such a move would have allowed a more even spacing of trains and improved operational performance. However, the proposals were rejected by a majority of respondents in the consultation, many of whom valued the flexibility and variety of London terminals served by Southeastern and many of whom had made decisions to move to certain areas because of this broad range of travel options. We listened; we evaluated; and in the end we decided not to move to implement the single terminus solution.
It is still necessary, however, to make some minor timetable changes to deliver the broader benefits that we were seeking to achieve for passengers and to improve value for money. The most important changes—some of which have been mentioned—will be as follows. For the Bexleyheath line, services will in future run to London Bridge, Charing Cross and Cannon Street, with longer 10 to 12-car trains, which will be too long for a number of stations on the route into Victoria.
Teresa Pearce
Is the Minister aware that the line from Bexleyheath to Victoria has a stop at a major hospital, and many people on that line work there or have to attend as patients? Will there not be a huge effect on that line?
Joseph Johnson
I am aware of the importance of services that go to Denmark Hill, serving King’s Hospital and the Maudsley. In developing the plans for the new franchise, the Department was acutely aware of the importance of accessing those facilities. To address that, as the hon. Lady may know, we are doubling the frequency of train services along the line from Lewisham to Victoria from two to four trains per hour all day.
We have asked bidders to operate those trains at 15-minute intervals, so that passengers will benefit from a genuine turn-up-and-go service for the first time on this route. Direct services to Denmark Hill will run on the Hayes and Sidcup lines, and passengers travelling from elsewhere will use Lewisham station as an interchange, benefiting from the new turn-up-and-go service frequency.
For those with accessibility needs, Lewisham is already a fully accessible station. However, to make the connection even easier at that station, we are asking bidders to adopt a single platform for Denmark Hill services, so that passengers will always know where to find their onward train. I hope that assures the hon. Lady of our understanding of the importance of the medical facilities at Denmark Hill.