Edward Argar
MP for Melton and Syston · Conservative · United Kingdom
“I will not keep the Committee long. I am very pleased to see the hon. and gallant Gentleman, the Minister, still in post, as this is a policy area that he has cared deeply about throughout his life. I share the broad support for the instrument expressed by the shadow Minister, my hon.”
“I appreciate it may be set out in the 2006 or 2025 primary parent legislation to these draft regulations, but if he can, I would be grateful for a little clarification. Finally, paragraph 10.1 of the explanatory memorandum refers to the legislation being continuously monitored.”
“I live in my patch and I know that there will be genuine local fury at the contempt this Government have shown for my constituents in approving a Leicester city land grab, which has cross-party opposition locally.”
“Lady was right to highlight in her remarks the importance of timely discharge from hospital as a key element of whether we can achieve that flow into hospital beds and have hospital bed capacity to allow an A&E department or emergency department to function.”
“That should not be a challenge; I suspect that that data is already extant in some part of the system. She is proposing a very moderate measure, which would pull all that together in one place, and allow it to be focused on and looked at in the round, rather than in disparate little penny packets of data.”
“Gentleman’s point, however, that with many of these things—both clinicians and coroners grapple with this—it is often complex to determine the actual most significant contributory factor. My hon.”
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“But at the moment, with the perfectly reasonable desire to increase the use of railways for freight, we risk that being unbalanced to the detriment of the passenger and their voice not being heard. For that reason, I am supportive of both amendments in seeking to make sure that the passenger remains front and centre of how GBR operates.”
“I have a genuine concern that in what is being done, the power of the passenger—of the paying public or the market—is diluted by virtue of creating what is essentially a state monopoly in GBR. What the amendments proposed by both my hon. Friend the Member for Broadland and Fakenham and the hon. Member for Didcot and Wantage seek to do is to put the passenger back into the mix in some way, and require that their voice has to be heard alongside that desire to drive up usage for freight. If there is a target or an obligation on GBR to drive up passenger numbers, it will have to be responsive to what passengers want, what they see and the experiences they have on the railways, which will drive them to use those railways more often. I take the point made by the hon. Member for Birmingham Northfield, who knows of what he speaks.”
“Yet in the Bill, it is the traveling passengers who will be not only paying for their tickets but essentially, as taxpayers, paying to subsidise or backfill any additional funding needed for the railways as a nationalised industry. Given that, it is vital that the passenger is front and centre of the thinking behind the Bill and how GBR comes into being. My hon. Friend the Member for Broadland and Fakenham rightly highlighted the importance of the culture of the organisation. It may inherit DNA from predecessor organisations, but GBR will be a new organisation, and that gives the Minister and the Secretary of State an opportunity to help shape that culture.”
“I regularly find myself agreeing with the hon. Member for West Dorset—possibly to the detriment of us both—on a whole range of things, and I agree with the Liberal Democrat spokesperson again on this occasion. My hon. Friend the Member for Broadland and Fakenham is right to highlight that amendments 133 and 35 are not dissimilar in their intent and in what they seek to achieve. It is important, notwithstanding what the hon. Member for Birmingham Northfield says, that while we do recognise the desire and the need to drive up an increase in the use of railways for transporting freight, at the moment we risk disproportionately focusing on that to the detriment of traveling passengers. If there was any tension there, I would posit that freight may win out.”
“I have not yet tried my luck with Network Rail—hopefully it is listening and might be receptive—but it can be very difficult to get it to agree to change its assets at the request of the local flood authority or council, for example, and co-operate because it sees that as a significant expense and a potential disruption to the railways. While I hope that I will receive a constructive response in due course, will the Minister address how, if he is not including this in the Bill, he would envisage GBR being obliged to work in a co-operative and constructive fashion with local authorities and other public bodies when their assets are part of the mix of that conversation?”
“An idea has been advocated to me by members of that group, and especially by Chris—I will not use his full name—who is a very active member. He suggests, “Couldn’t Network Rail be persuaded to remove the footpath and the bank and instead come up with an engineering solution, a metal bridge or metal footpath, that allows water flow underneath?” That sounds like a sensible and practical idea, and I will of course press it with Network Rail, but I use it as an example of an issue that often occurs when railway assets are, quite rightly, very carefully protected by Network Rail because of the impact on passenger trains and safety aspects. The situation can be incredibly difficult.”
“However, there is a need—if this is not written in the Bill directly, perhaps the Minister can explain how he envisages it working in practice—for broader co-operation by GBR with local authorities. To give an example, in Syston in my constituency, we have the very real challenge of flood risk around the brook that runs through the centre of the town. Lots of work has been done by the local flood group and others to reduce that risk and to get the Environment Agency to take steps to clear the brook, which I have also been very active in, but one of the key issues that remains is a pinch point in the brook under a railway bridge, an asset of Network Rail. The problem is a footpath that is built alongside, under that bridge, that takes up a chunk of what could be waterway with a bank.”
“I will speak relatively briefly about a slightly tangential but linked point about co-operation with local authorities. My hon. Friend the Member for Broadland and Fakenham has already made the point about non-mayoral authorities. Whatever the direction of travel by the Government, there will still be a significant number of areas not covered by a mayoral authority when the Bill—should it pass through Committee and the House—comes into effect. I think that the wording of clause 5 risks excluding, even if only for a time, a number of relevant local authorities. I have broader concerns about the duty to co-operate—the duty to work together. Rightly, it focuses on the operation of the railways, and that link, I suspect in intention if not in drafting, with transport authorities.”
“Some of that work is practical stuff around the interplay between capacity plans on different routes, regions and sections of network, which could be quite big or quite small, and how we wind a freight train through what could be 10 or 20 different infrastructure capacity plans. There is a lot of work to do. There are great people working on this, so let us hope that they get there. In terms of how GBR is held to account, that is a macro question for this Committee across a lot of different aspects. There are lots of powers in the Bill that you will have seen going in both directions between GBR, the Secretary of State, the regulator and so on. Our focus is on that appeals function, which I have already spoken about.”
“How can they be framed to ensure that GBR, which will essentially be a monopoly provider with a weakened regulator, is meaningfully held to account for what it puts in those policies? Maggie Simpson: My members and I are working collaboratively with Network Rail colleagues and DFT colleagues to try to ensure that those policies and plans are going to be written in the right way. It is fair to say there is a lot of work still to be done, particularly on capacity allocation. On track access charges we feel a little more comfortable with the Bill provisions and that we will get there, but on capacity allocation there is a huge amount of work yet to be done.”
“Q A brief question from me: in this morning’s session my colleague Ms Smith highlighted 19—and counting—different documents, plans and strategies that are referred to here. This Committee has not had any sight of drafts of them yet and I am conscious that nor will you, but they will be fundamental to how this works or does not work in practice. Recognising that you have not seen the documents, what assessment would you make of the Bill’s provisions on how, for example, the access and use and the infrastructure capacity policies will be produced? How should they be produced to properly reflect both the needs of an effective railway and the multiple groups with a stake in this?”
“It is based on the current framework of cost directly incurred plus a mark-up; it says—this is a point of detail—that if the operator can bear it, it needs to revert back to whether the market can bear it. On the whole, the provisions are good, but there are different ways of calculating charges even based on those principles. My worry is this: what is the incentive on GBR not to increase charges to price people off the network in order to support its own services? As long as there is good engagement and GBR, in the future, and Network Rail and DFT now, listen to us, that is all we can do at this point in time.”
“It will be able to advise the Secretary of State, who can then decide whether to take enforcement action or whatever action she deems necessary. That is a far cry from the current licence, which is a much stronger Network Rail network licence. We have not seen it yet, so we cannot really comment, but all the indications are that it would be a much weaker licence for GBR than under Network Rail. As Maggie said, there has been good communication with DFT and Network Rail on the access and use policy, for example, but what are the checks and balances on GBR to create something that is fair and non-discriminatory? As one example, the charging framework is really good.”
“Q Gentlemen, do you have anything to add? Steve Montgomery: I do not think we have much more to add, other than that, given the way the Bill is written at the moment, how can you be comfortable with what is in the Bill when you cannot see what is in the licence conditions that are going to be set out? As it stands, clause 63 at the moment can override everything. We would need to see how, when you word the Bill in a certain way, and then the licence, we can get more comfortable with it when they write it up in the access conditions. John Thomas: The licence is a bit of a worry for me, because of all the indications, as we have been discussing, of ORR’s weakened powers. For example, it will not be able to enforce business performance in future.”
“Q One of these questions will hopefully allow for a yes-or-no answer; the other might be just a date. First, we have heard a lot from witnesses about how much is in the Bill, but also how much is not, and how it is reliant on the building blocks. Will the Minister commit to publish a draft of the licence before the Bill leaves the Commons so that it can be considered by MPs? Keir Mather: Yes.”
“Q Thank you. Secondly, one of the most important things for passengers is the cost of rail travel, so when will passengers under this Bill and this plan see fares not just frozen but reduced? Keir Mather: We think there are benefits from consolidation in terms of building a more efficient railway, which we are confident will be able to build a more efficient system for passengers. We hope that that will reduce costs. The Secretary of State also has power through the Bill to set guardrails on fares, which are a really important part of the system. Unfortunately, I have not brought my crystal ball with me today on the exact time when fares may increase or decrease.”
“Q Finally, it has been indicated that GBR’s ticket functions, website and app will be subject to the code of practice, and in theory enforced by the ORR, backing this up. Ben Plowden highlighted that in his evidence, and others mentioned it. Is it the case that GBR’s ticket functions will be subject to the code of practice in full? Keir Mather: It is my understanding that GBR’s functions and operational work when it comes to ticketing will be subject to the code of practice, yes.”
“If you are running a business, you might have a 10, 15, 20 or even 30-year strategy, and you will need to change and adapt that according to circumstances at the time. What I think is very important—Mr Williams has highlighted it—is that the railway assets are long-life. The trains have 30, 35 or 40-year lives, and the signalling and track last even longer. If you do not have that long-term strategy for investment and the sorts of things that you are planning to buy, taking account of new technologies, you are condemned to short-term decision making, which, to an unfortunate extent, is too often where we have been.”
“Q I have a couple of quick questions, following on from some of the comments that you have just made. Do you think that a 30-year strategy, or whatever, is a realistic proposition, given that the Government can change every five years—it may be more than that, but there is the potential for that—and a new Secretary of State may want to draft their own strategy, which may be completely different from the previous Government’s? That is a factor of politics. By adopting the approach taken here, do you think we bring that political risk even more starkly into this space than it is currently? Richard Brown: Unless you have a long-term strategy, you will always be condemned to short-term decision making.”
“If you are running a regional or local railway, such as Southeastern trains in Kent, particularly given GBR’s responsibility to consult with and take account of local transport plans, you cannot avoid developing a relationship with the towns, communities and mayoral authorities on your route, as well as the passenger groups. If you do not, GBR will move you on to another job, or even get rid of you. I have run business units like that within British Rail and in privatisation, and I think the local focus is a really important feature. That is why I am really encouraged by what is happening: as each franchise comes to its end, where it can be merged with the local route management of Network Rail, it is being done very quickly. That can happen across the piece when GBR is fully up and running.”
“Q Thank you. Mr Brown, I think it was you who mentioned the integrated business units and accountability, and you also mentioned communities and passengers. How will the Bill provide direct accountability to individual communities? How will it ensure that those integrated business units are directly and meaningfully accountable to individual passengers or an area, and that the director or MD of a particular integrated business unit is directly accountable to them rather than upwards to the chief executive of GBR? Richard Brown: In terms of governance, they have to be accountable to the chief executive of GBR, who has to be accountable to the Secretary of State. You could say that one of the complexities of the Bill is that there are a number of accountabilities.”
“I am not sure that legislation is going to fix that—that is as much about the quality of decision making within the industry—but thinking about what good looks like and then working back and thinking, “Right. What are the ways in which we can best promote that?” seems like a good way of trying to think around the problem.”
“At the risk of motherhood and apple pie, I think co-creation with the disabled community is extremely important in trying to find a way of managing these different priorities that carries the confidence that that is being done with the full consideration of the needs of the disabled travelling public. I also think legislators ought to think, “What are the mistakes that we want to try to avoid next time around?” and then think about what levers can address those mistakes. It is extraordinary that the industry is spending over £1.5 billion building a new station at Old Oak Common, and there is no level boarding for the Elizabeth line, which is the busiest railway in the UK.”
“To Alex’s point, that could be done in a number of different ways, such as through service provision, infrastructure investment and so on, that would then be set out in the subordinate documents such as guidance, the licence and the business plan. The intent in the Bill would clearly be that, over time—in a way and at a rate to be determined by those other processes—accessibility would increase, not just be taken into consideration, Michael Roberts: You have exposed exactly the difficulties in trying to navigate through all these challenges and priorities.”
“That was very much an economic argument about staff not being confined to the ticket office, but in practice, for disabled people that meant that the network would become increasingly unusable and a completely unviable mode of transport for some. I agree with what was said about needing a balance between ambition and the reality of how far those ambitions can go, but we need to be ambitious. We need to make sure that we are not accepting a slower rate of change because it is more economically secure. Ben Plowden: Going back to a point I made before, I think the Bill should set the strategic intent that accessibility should increase over time, not just that it should be taken into consideration by GBR and the Secretary of State. The Bill should also set out how that increase is delivered.”
“You have to do that and, as I have said before, do it in a way that involves disabled passengers in the decision making. Whatever the scale of the ambition, it is perfectly possible to spend good public money inefficiently and ineffectively, and not on doing what is in the best interests of disabled passengers. It is about doing it right, as well as the amount you do. Emma Vogelmann: From Transport for All’s perspective, as has been picked up by many others, unless accessibility is enforceable, it is treated as an optional and a nice to have: “We will get to it when we get to it, or when there is a surplus of money,” which of course there rarely is. We have seen initiatives to make changes in the name of affordability; I am thinking particularly about the proposals to close ticket offices at stations in England a couple of years ago.”
“Where do you think the specific obligations on accessibility would best sit in that hierarchy, from primary legislation in the Bill, which is right up at the top and cast in stone, to a business plan, which is much less enforceable, vaguer and can be changed? Alex Robertson: That is a good question. You have set out the challenge and the dilemma that is true for this aspect of public services, as it is for many others. I will try to answer it in this way: wherever you put it, it must allow for the consideration of the ambition to significantly—it must be significantly—improve the service that disabled passengers receive, with decisions about funding. If you separate those two, you will get into a position where you have set a target, but it is not realistic and has no plan behind it.”
“Building on what you have already said, how can those tensions be resolved to meet the duties envisaged in the Bill and the aspirations that all parties in this place have for improved accessibility, while recognising that there will always be a funding tension in anything the Government do? I was a Health Minister and wrestled with such issues when deciding what to put in primary legislation, in secondary legislation and in statutory guidance. I would argue they have greater weight than, for example, a business plan, which is vaguer, less enforceable and less tangible than each of those other layers. You have to strike a balance of proportionality.”
“Q I want to pick a little further at the accessibility point, particularly on step-free access. By way of example, last week I got a letter from the Minister—neither of the two excellent Ministers in the Committee—saying that Sileby station in my constituency, which can be reached only by very steep steps, along with 40% of other stations in the current programme, was being cut from works to improve accessibility on the grounds of funding pressures. The reality is that there will always be tensions between what is desired and what is affordable—that is in the nature of government.”
“It is right that we recognise, despite the ups and downs in the relationship between our two countries, that the interaction of their histories and cultures has made them what they are today. However, relationships take work, so will the hon. Gentleman—I do not think he will have to declare an interest as a former distinguished diplomat in Paris—join me in paying tribute, as I hope the Minister will, to the fantastic diplomatic team that we have in our Paris embassy, and that the French Government have in their embassy here in London, both of which build and strengthen the relationship between our two countries, often behind the scenes?”
“What consideration are the Government giving to clarifying highway code rule 215 on treating horse and rider as a single unit, rather than as a person and property? What more can be done to improve communications and awareness? I suspect that many incidents arise from ignorance, not intent. Will she take the opportunity offered by the road safety strategy to improve safety for riders and horses, and indeed improve access to safe routes?”
“That is possibly because it is a very rural constituency, and many drivers are horse-aware and seek to pass sensibly—slowly and at the appropriate distance. I am grateful to the hon. Member for Newbury for rightly highlighting the work of Leicestershire police and Leicestershire fire and rescue service, but of course every incident is one too many, and we do not know how many incidents go unreported. There is a strong bond with horses in rural communities, as there is a strong bond between horse and rider. I have been in the Minister’s place, on the receiving end of campaigns by campaign groups, and I have to say that some are challenging to agree to, but the BHS is very measured and pragmatic.”
“I congratulate both the hon. Member for Newbury (Mr Dillon) and the British Horse Society for their work on this hugely important issue. The demand to speak in the debate shows the importance of this issue to so many hon. Members and communities. It is especially important in rural constituencies such as mine, which has a very large number of riders and horses, and is home to the Defence Animal Training Regiment at Asfordby. It is rare to be out and about in the constituency and not see people out riding in the Vale of Belvoir or other places; it is an activity that appeals to people of all ages and backgrounds. BHS stats suggest that there were only 21 incidents in the Melton area out of 234 in Leicestershire between March 2021 and the end of 2024.”
“Member for Oxford West and Abingdon (Layla Moran), who was a forceful advocate—although always polite and friendly—in banging on my door and seeking to nudge me a little further. I will not comment on the amendments before the House more broadly in the Victims and Courts Bill. All I will say is that I welcome the pragmatic and sensible tidying-up in this instrument, which is a bridging measure, but also a means to fill in a few gaps that were, I suspect, missed by both sides of the House in their desire to get the 2024 Act through before the election. I therefore welcome the instrument the Minister has brought before us today.”
“That set the tone for how we worked together, and she became a friend, so I will miss her hugely. I know the same will be true of victims up and down the country, because whatever her friendship she was always fearless and forthright in speaking up for the rights of victims and in making sure their voices were heard loud and clear. Today, this country—but especially the victims community—has lost a very powerful champion. I am grateful to the shadow Minister, my hon. Friend the Member for Bexhill and Battle, for his comments: I did take the legislation on which this statutory instrument is based through in the wash-up period just before the last general election. I also pay tribute to Dame Maria Miller, who campaigned very hard on this issue, and to the hon.”
“It is always a pleasure to serve under your chairmanship, Mr Dowd. I am slowly beginning to get used to life on the Back Benches and to sitting on neither the Government Front Bench nor the Opposition Front Bench in Delegated Legislation Committees. Following the Minister’s announcement earlier, I want to take the opportunity to pay tribute to Helen Newlove. I had the privilege of working with her in both her first and second terms as Victims’ Commissioner, both times while I was serving as the Victims Minister—the role the Minister now occupies. Helen brought to her role integrity, decency, kindness and fun; indeed, when I first met her, she had been on “Desert Island Discs” and we ended up singing one of her choices, “Bring Me Sunshine”, before our first ministerial meeting.”
“If so, where has the procurement process for the aggregator got to? If an aggregator has been appointed, is the Minister able to tell the Committee which company or organisation has received that appointment? Similarly, paragraph 247 of the impact assessment talks about training that will be done in advance of the launch of the scheme. When will that be done and how, given the very tight timescales? Finally, paragraph 248 of the impact assessment talks about enforcement guidance to come. Where has that guidance got to in the process, and when will it be published?”
“First, what was the rationale for using worldwide turnover as the basis for the fines? Has the Minister made any assessment of whether there are—and there may not be—any operators that have huge overseas operations but only a very small footprint in this country? My hon. Friend the shadow Minister talked about the potential impact on small rural operators. Paragraph 7.4 of the explanatory memorandum refers to the potential impact of legacy technology, and to how the reporting mechanism will work. It simply says that the impact will be “mitigated with taking a holistic view…of the scheme.” What does that mean, in practical terms? Paragraph 246 of the impact assessment says that the scheme will be launched at the end of this year, from which we are less than two months away. Is it on target to be launched then?”
“It is a pleasure to serve under your chairmanship, Ms Lewell. As my hon. Friend the Member for Mid Buckinghamshire, the shadow Minister, has set out, we welcome the intent behind the statutory instrument, which has the potential to considerably benefit the consumer. I echo a number of the points made by my hon. Friend. He highlighted the mission creep in what will potentially have to be reported, and a degree of vagueness in the SI and its supporting documents. Paragraph 238 of the impact assessment states that there are 8,329 PFSs, of which 698—just over 8%—are deemed to be those of minor brands. One can surmise that means they are smaller operations and therefore potentially disproportionately impacted by a one-size-fits-all approach. I have about half a dozen factual questions, if I may.”
“I am going to talk primarily today about the particular issues in Melton Mowbray and the surrounding villages, as I have indicated to the Minister, as I am keen that he is able to give a pragmatic and helpful response for my constituents. I will also touch on some broader themes and on the provision of general practice in the village of Sileby in my constituency, which also faces pressure and challenges.”
“There are a number of factors behind that. We should not forget the impact of the pandemic, with the changing patterns of attendance that followed it and the increased demand that came immediately after it. We are also seeing the consequences of an ageing population in our country, with people living longer with more chronic conditions. We also see the increased pressure in many of our communities, irrespective of where they are in the country, that arises from increases in housing development that are not met with increases in the provision of key local infrastructure. This has been especially true in recent years in my constituency, where we have seen huge increased local development without that infrastructure. There is also the prospect of significantly more development.”
“As every Member of this House will recognise, general practice is in many ways the gateway to the NHS for our constituents. It has the potential to do a huge amount more. Sadly, on some occasions the gateway to NHS services for our constituents is simply to go to A&E, rather than seeking to go to their general practitioner, or indeed rather than using—to the extent that it has the potential to be used—pharmacy as a first port of call, as people can see a pharmacist for some advice in the first instance. For the vast majority of people, though, it is the GP practice that is the route into the NHS and where people go when they are concerned about their health. I am sure that all Members of the House would recognise the challenges and pressures faced by general practice irrespective of Government in recent years.”
“Thank you for calling me, Madam Deputy Speaker, and through you I thank Mr Speaker for granting this important Adjournment debate. I congratulate the Under-Secretary of State for Health and Social Care, the hon. Member for Glasgow South West (Dr Ahmed), on his well-deserved promotion to ministerial office—it was in very short order, but it is very well deserved. I thank him for being present to respond to this debate tonight, because he has, as I have just indicated, a rather longer journey home to his constituency than I do back to Leicestershire. At the outset of this debate, I should put on the record that I am, of course, registered as a patient at one of the NHS GP practices in my constituency, which I may refer to in the course of this debate.”
“I genuinely hope that he shares my view that Melton Mowbray and the nearby villages not only need further enhancement to existing services, which Latham House is trying to put in place, but genuinely need that second GP practice to meet their future needs. I will continue to campaign on behalf of my constituents for that, but I will also, as I hope he has seen in the brief time we have known each other, be willing to work with the NHS and with any political party that helps facilitate that locally and nationally. Finally, will he agree to work with me and my constituents to deliver the improved premises and services needed to meet the current and future primary care needs of my fantastic constituents in Melton Mowbray and the surrounding villages?”
“Will the Minister set out what steps the Government are taking in partnership with ICBs to help address increased need for access to GP appointments, both nationally and locally? Is he willing to take on the challenge of looking at the Carr-Hill formula and how GPs are funded per patient for their activity? Will he reassure ICBs that all restructuring costs, over and above their current budgets, will be centrally funded to avoid them cutting frontline services? Will he work for better links between section 106 moneys and the needs of healthcare provision locally? Will he meet me, ideally in Melton Mowbray—he is very welcome—to discuss what can be done locally to improve GP provision?”
“For example, one of those could be allocated to Melton Mowbray, which already has Melton Mowbray hospital—in my view an underused and therefore perfect site, and the Minister can take that as a potential early bid for such a centre. That may help in the long term, but we still need action now for my constituents to improve access and to build for the long term. I am sure the Minister will know that Melton Mowbray and the surrounding villages and towns are fantastic places with a real sense of community, a proud history, a great present and huge future potential, just like the other parts of my constituency. Melton Mowbray’s residents are good, decent people who need, and frankly deserve, improved access to GP appointments and an increased focus on tackling this for their communities.”
“It is a real challenge faced by GP practices up and down the country as to how they take that step, often having to accept more patients as houses are built. Even when there is a section 106 payment, it is only triggered later in the process once they have already had to absorb an increase in patients. I hope that the Minister might look at that. Although I recognise and welcome Latham House’s actions and hard work and I hope that delivers results, I fear it simply is not enough to tackle the long-term needs. The Secretary of State’s new neighbourhood health centre programme may well help us in the longer term.”
“It is a challenge that Governments of all complexions have faced and I hope that he, if he is willing, will take on the challenge of looking at the Carr-Hill formula. He will have my constructive support in doing so. Latham House practice has cited the challenges in securing and retaining staff so I recognise that, but again, those are challenges for the Government and the ICB to assist and support with and not ones that should be borne, as a consequence, by my constituents. I will briefly mention Sileby, another village in my constituency. It has two good GP practices, but it is a rapidly growing village, and larger premises are needed. Again, the ICB has indicated that it will not have funds to fund or support that and once again, section 106 moneys are likely to be insufficient.”
“It is true to say as well that ICBs face real challenges, including the Government requiring them to force cuts in staff and to restructure, but without seemingly providing them with additional ringfenced funding for the costs of that restructuring, be they redundancies or otherwise. That means that regardless of whether the end is a good one—that is, a leaner ICB—ICBs will potentially have to cut from the frontline in the short to medium term to fund that restructuring. As I have alluded to, there are also the challenges of oncosts and funding GPs to staff a surgery. GPs have a choice as to where they choose to work, and I suspect the old Carr-Hill formula, which the Minister and I have spoken about in the past, does not aid that.”
“Latham House surgery has recently announced that it has taken steps to help to address this in the short term. On 15 October, it announced that it was recruiting an extra five GPs and additional nursing staff, that its Asfordby satellite surgery would be opening full-time in the future, and that it was looking to create new provision in a small premises on Sherrard Street in the town. Those are welcome steps for which I am grateful, and I look forward to hearing more about those proposals from the practice, but they do not alter my view on the long-term needs of Melton Mowbray and the surrounding villages. The ICB needs to act and be supported in doing so by the Department of Health and Social Care.”