If you get to Shapps quickly, he talked positively about modal change, so I think there has been a bit of change. I think there is an understanding that it is increasingly important for us to move people and things away from more polluting modes, and that was a fairly rapid change. I think there are reasons to be very light, even optimistic, then a high eyebrow with a slight curling of the mouth on the potential that the government slightly shift its position in modal transfer. Indeed, the primary responsibility of the Ministry of Transport should be to delay the modal transfer of roads. And this is a key thing that benefits the concession model – the London overground is a concession. TfL holds the reins, TfL is a very knowledgeable customer, they understand their area or the city, Greater London, they understand very well and they work to advance modal transfer. Through the easing of the DfT and the national control of the railways, we actually have the potential to strengthen regional control, which is a good thing, because we have a much better chance of doing modal transfer at the regional level than at the national level, because there is a regional understanding of where people go, which is also important for people and businesses, of course, for the transport of goods. The DfT has a huge control and very little understanding of the passenger`s needs. When it comes to running a clockface service between here and here, and this requires some level of entry from the DfT, they don`t want to know, they`re not interested. The Department of Transport has not invested adequate money in infrastructure, so franchising has always been doomed to failure because the intransigence of the central government`s investment capacity was intransigent. Trains, railways, and also those, who drive the trains and place personnel on them – these are completely separated with different return periods.
The fact that they all have to work together, but they have completely different individual commercial drivers, has never worked. Network Rail made the capital available for the upgrade and will recover it through a facility tax over the next 30 years, which was initially to be paid by Chiltern until the franchise expires and then by the next franchisee.