HGV Driver Shortages

Mike Amesbury Excerpts

Monday 13th September 2021 Commons Chamber

[Grant Shapps]

My hon. Friend is absolutely right about the need for vocational training and testing in all sectors. One of the good things about these measures is that the expanded number of tests that will be available will be useful for vocational drivers in all sectors, including the coach sector and the much loved Bus Back Better sector as well.

[Mike Amesbury (Weaver Vale) (Lab)]

It has been highly amusing seeing the Secretary of State paint himself somehow as Comrade Shapps, a champion of the workers who is enhancing terms and conditions while at the same time increasing workers’ hours. Actually, this measure has a really detrimental effect on health and safety. I have written to the Secretary of State about a number of constituents who could not get their tests to become HGV drivers. Is it not about time that the Secretary of State sat down with the new general secretary of Unite, if he is so interested in terms and conditions and in improving wages? He should sit down, collectively bargain and enhance terms and conditions for British workers.

[Grant Shapps]

There is a fundamental misunderstanding here, because what we have done does not increase workers’ hours. It provides flexibility without changing the hours. If the hon. Member is accusing me of being in favour of the worker and on the side of people earning more money for a decent day’s work when they deliver the goods to our shops, guilty as charged. I hope he will join me on the frontline.

Oral Answers to Questions

Mike Amesbury Excerpts

Thursday 12th March 2020 Commons Chamber

[Grant Shapps]

My hon. Friend is right: it is really important to make these bus services work in a manner where people can just rely on them and where they do not even have to look at a timetable because the frequency is there. As part of doing that, we will be opening up bus open data powers, which will ensure that that information is transferred and available to people at bus stops and in their apps, enabling a much more frequent service to run.

[Mike Amesbury (Weaver Vale) (Lab)]

2. What steps he is taking to reduce the cost of rail fares.

[Zarah Sultana (Coventry South) (Lab)]

5. What steps he is taking to reduce the cost of rail fares.

--- Later in debate ---

[The Minister of State, Department for Transport (Chris Heaton-Harris)]

Fares are crucial to funding railway operations and our upgrade programme. We have frozen regulated rail fares in line with inflation for the seventh year running.

[Mike Amesbury]

Given that rail fares have gone up by a massive 40% since 2010, we now have the second most expensive railway in Europe. However, I still have a situation where constituents in the Northwich part of my constituency cannot get a reliable train service—in fact, disabled passengers cannot get one on one side at all. What are the Minister and the Government going to do about that?

[Chris Heaton-Harris]

The hon. Gentleman would probably like to know that 98p of every £1 paid in fares goes back into the railways, which allows investment in all the areas where he would like to see it, including accessibility for his constituents.

Thomas Cook

Mike Amesbury Excerpts

Wednesday 25th September 2019 Commons Chamber

[Grant Shapps]

Yes. The problem was that it was never apparent that there was a package to sit behind that that somebody putting money in would support—in other words, that it was not necessarily going to save the company even then.

[Mike Amesbury (Weaver Vale) (Lab)]

Penny Jepson has lost her job after working for Thomas Cook for 16 years—one of 9,000 people. She is concerned about the inept response from the Government. It is costing an absolute fortune to repatriate people. Why not simply invest in this company via a bridging loan?

[Grant Shapps]

I know the hon. Gentleman has heard this answer before, but Governments are not about running travel companies, obviously. If there was any way in which we thought a short-term guarantee or loan would have kept the company going, it would have been a serious prospect, but I am afraid that there was never a serious plan brought to us on that front.

High Speed Rail (West Midlands - Crewe) Bill

Mike Amesbury Excerpts

Report stage & 3rd reading & 3rd reading: House of Commons & Report stage: House of Commons
Monday 15th July 2019 Commons Chamber

[Rachael Maskell]

I wish to make a little more progress, and then I will be happy to take the hon. Gentleman’s intervention.

Let me continue talking through a bit of the history of this project. We know that, by 2011, HS2 was being mapped out at a cost of £37.5 billion. We have seen that cost rise to £55.7 billion today. The narrative around the project has also changed. Frustrations has been expressed by the public, and often echoed in this place, because they want to fully understand the benefits that this project will bring. I trust that the Minister will go back and review the communications on this, because clearly people up and down the country have been hearing about the costs involved but not about the benefits. We need far more clarity, particularly when we know that this will be such a powerful instrument in creating jobs. We also want to give hope and new opportunities to businesses in the supply chain up and down the country, and there is work to do on that.

We need to ensure that those people who are making a sacrifice for this project—whether it is their home or their business that they are having to relocate—get the answers that they need. Labour wants far better governance of the project so that the public get their answers in a timely way from HS2, so that they can make their plans in confidence as they move forward.

[Mike Amesbury (Weaver Vale) (Lab)]

Scepticism is shared by many of my constituents, especially given the track record of non-delivery for the north. If we genuinely want to power up the north, major infrastructure projects are essential, but we need that Crossrail for the north. I am sick and tired of hearing about Crossrail for the south, and it is great to see some of the southern colleagues on the Government Benches now seemingly speaking up for some constituents in the north as well as those in the south—if only they had done that in the past. I want assurances that this will be transparent and that investment will go into the north.

[Rachael Maskell]

My hon. Friend is absolutely right, and of course constituents right across the north really do want to see that investment, which is so long overdue. Therefore, again, the Government need to bring forward greater commitments in statute that they will deliver Crossrail for the north. We on the Opposition Benches are concerned that Crossrail 2, yet another infrastructure project in London, could well take priority and we will not see the full power being put into the electrification of the trans-Pennine route, which was promised, and let us all remember that that was cancelled by the Secretary of State conveniently on the day that Parliament rose. We want to see that investment for the future for our northern towns and cities, and that is certainly what we would see under a Labour Government.

--- Later in debate ---

[Mike Amesbury]

In 2017, Northern rail should have been delivering two trains an hour from Northwich to Manchester on the mid-Cheshire line; it is still not doing that. When we hear of HS2’s costs spiralling from £57 billion up to even £106 billion, people look at the northern powerhouse slogan as a real damp squib.

[Mr Deputy Speaker (Sir Lindsay Hoyle)]

Order. I am just a little worried: we are obviously talking about new clauses to the Bill, and as much as we have all suffered with Northern rail, I want to try to keep the debate where it should be.

Transport: Cheshire

Mike Amesbury Excerpts

Wednesday 5th June 2019 Westminster Hall

[Justin Madders (Ellesmere Port and Neston) (Lab)]

I beg to move,

That this House has considered transport in Cheshire.

It is a pleasure to serve under your chairmanship, Mr Betts. I am glad to see you here, and I thank the other hon. Members present for attending.

The debate is about transport issues in Cheshire, but we could not possibly deal with all the issues in the time available, so I will talk about two issues with a common element that has been causing much anger, frustration and consternation in my constituency and beyond. I refer to the River Mersey and the tolls my constituents face to cross it, be it by the Mersey tunnels or the Mersey Gateway. There is now no way they can cross the river for work, for family reasons or for medical treatment without paying a fee. Of course, there have always been fees for the Mersey tunnels, but not ones that discriminate against people because of where they live.

Let me start with the principle of the tolls. The fact that the Mersey tunnels have always had tolls does not make the tolls’ existence any more defendable. Indeed, it is difficult to understand why they are still in place, given that we have heard repeatedly from Ministers how the removal of tolls can improve an area’s economic performance—an argument that seemingly won in south Wales, where the Severn crossings had their tolls abolished; in Scotland, where the new Forth crossing is not tolled; and in the true blue Tory shires of England, where plans for the A14 upgrade to be tolled around Huntingdon and Cambridge were scrapped.

[Mike Amesbury (Weaver Vale) (Lab)]

Would there not be a considerable outcry if just one of the 36 bridges over the River Thames in London were tolled? Is this unfairness not a case of a real north-south divide?

[Justin Madders]

I agree, and London seems to do better than the rest of the country in terms of per-head transport investment, too.

None of the crossings in Northern Ireland is tolled, none in Scotland is tolled and, as we have heard, London is equally blessed. In fact, more than 90% of tidal crossings in this country are toll free. The argument that tolls harm economic growth seems to be accepted everywhere, except on the River Mersey.

As I said, the tolls on the Mersey tunnels have always been with us. They are not popular, but they have always been part of life. However, an unconscionable decision earlier this year by the Liverpool city region metro Mayor has made them far less acceptable. Regular tunnel users can apply for a fast tag, which gives a discount on the normal fees. From 1 April this year, the fee for those who live in the Merseyside area was reduced from £1.20 to £1, but the fee for those outside the Merseyside area was increased by a whopping 50%, from £1.20 to £1.80. That decision was made with little notice, no consultation and complete disregard for the economic impact on those living outside Merseyside.

Although my constituency is in Cheshire, we are very much in the hinterland of Merseyside—the number of Liverpool shirts I saw over the weekend is testament to that. We are less than 10 miles from Liverpool city centre, and our economic, cultural and family connections mean that people travel there daily. When my constituents ask me whether it is right that they have to pay nearly twice as much as someone who lives just down the road from them to go to work or visit their elderly mother, I tell them, “No, it isn’t.” It is discrimination by postcode, and it is not something I believe anyone who wants fairness in this country can support.

To be fair to the metro Mayor, he would like to be able to get rid of tolls altogether. I am happy to work with him and anyone else who wants to join me on that campaign, but that is a longer-term aim. In the short term, he has defended his decision robustly. He rightly points out that the Liverpool city region has experienced the largest Government funding cuts anywhere in the country, and that the people he represents cannot be expected to shoulder the burden of austerity. His conclusion is that he cannot have non-city region residents’ travel being subsidised. I understand what he says, but he is simply wrong about subsidy.

The Mersey tunnels, for which I understand the tolls are the third highest of their type in the whole country, are operated under the Mersey Tunnels Act 2004, which permits any operating surplus to be used by the transport authority to achieve public transport policies in its local transport plan. In 2017-18, the surplus from operating the tunnels was £16.7 million, so my constituents, far from asking for a subsidy, clearly subsidise the rest of the Merseytravel operation—indeed, all tunnel users do. Given that level of surplus, the decision to increase the costs for my constituents by 50% cannot be said to be critical to Merseytravel’s operations. There is no room for doubt about that. It feels much more like racketeering.

One might argue that the surplus is used to provide good public transport services across Merseyside and beyond, which of course benefits my constituents, albeit to a lesser degree than Merseyside residents. However, a closer look at rail fares suggests that when my constituents use cross-border Merseyrail services, they are again subject to indefensible price differences. For example, a day return from Eastham Rake on the Merseyrail line—the first stop in Merseyside when travelling from Cheshire—to Liverpool is £1.50 cheaper than a day return from Little Sutton. That is 25% extra for just two stops down the line. Although Capenhurst station is not in my constituency, it is used by many of my constituents and it is also just two stops down from Eastham Rake, but a day return to Liverpool from Capenhurst costs more than £3 extra.

It feels like the residents of Cheshire are seen as a soft touch—a cash cow. Sadly, I feel there is a bit of reverse snobbery here, the implication being that people who live in Cheshire are a bit better off, so they can afford to pay more. That just is not the case for the majority of people. My constituency has some pockets of wealth, but it also has some of the most deprived wards in the country. Some of the examples constituents have given me of the hardship they have suffered demonstrate that they are not people with loads of spare cash floating about, waiting to be squeezed until the pips squeak.

--- Later in debate ---

[Michael Ellis]

As the hon. Lady knows, we are investing significantly in rail. The reinstatement and reintroduction of services on the Halton curve means that from last month, after a gap of more than 40 years, a direct rail link between the west of Cheshire, north Wales and Liverpool Lime Street now connects those important areas together, unlocking business and opportunities, and providing improved access to the airport. HS2 is, of course, very important, as is the construction of a new station at Warrington West to serve new housing growth. The Northern franchise will lead to the removal of pacers, and brand-new trains will operate on the new Northern Connect service between Liverpool, Warrington Central, Manchester Piccadilly and Manchester airport, as well as a new direct service between Leeds and Chester via Warrington Bank Quay.

[Mike Amesbury]

rose—

[Michael Ellis]

I am conscious of the time as I want to address the issue of tolls, but I will give way to the hon. Gentleman.

[Mike Amesbury]

For every £4 of investment put into London and the south-east, the north gets £1—those are the Government’s own figures. The Northwich area in my constituency was promised two trains an hour to Manchester, but that has not been delivered by the failing Northern franchise. On tolls, there was a clear promise, as outlined by my hon. Friend the Member for Ellesmere Port and Neston (Justin Madders), that a local discount scheme would be extended to Cheshire West, Chester and Warrington, but that promise has not been delivered. Will the Minister answer that point?

[Michael Ellis]

I will come to that in a moment, as I want to talk a little more about HS2. Despite speculation and claims that we should scrap HS2, our commitment to the full HS2 network remains. From 2027, high-speed trains will begin serving Cheshire at Crewe, and the legislative process is under way to extend HS2 to Crewe by 2027—six years earlier than originally planned. For Cheshire, Crewe offers a significant opportunity. We are working actively with local partners to maximise the potential of an HS2 hub at Crewe, both for the wider connectivity to HS2 that that will offer, and for its potential as an agent of change and a significant driver for regeneration and development in and around Crewe, Cheshire and the wider region, including Stoke and Staffordshire.

With Transport for the North we are developing a business case for northern powerhouse rail, and exploring the best options to ensure that the huge economic potential of Warrington and the north Cheshire science corridor is served. Through a £200 million-plus growth deal, we are supporting a significant number of local transport improvements that are vital for people going about their daily business. Those include a new bus station in Chester, bypasses for Congleton, Middlewich and Poynton, and a new highway infrastructure in Crewe, Warrington and Birchwood to alleviate congestion. There is a huge amount of investment. We are also supporting the construction of the new Mersey Gateway crossing, which is the largest local transport scheme in the country and benefits residents of Cheshire, Liverpool city region, and beyond.

Regional Transport Infrastructure

Mike Amesbury Excerpts

Tuesday 5th March 2019 Westminster Hall

[Chris Green (Bolton West) (Con)]

I appreciate the opportunity to contribute to this important debate, won by the hon. Member for Barnsley Central (Dan Jarvis), on investment in regional transport infrastructure. I believe that there is a powerful good news story on this. It is not unalloyed, not perfect, not quite as good as we would like it to be, but it is still very positive overall. When I was growing up in Liverpool, we used to be able to look over at Runcorn bridge. Runcorn bridge had not been upgraded—it had been over capacity for decades. That was the result of under-investment by Governments of both colours. It was fantastic to see the Mersey Gateway being delivered, a £1.2 billion investment—

[Mike Amesbury (Weaver Vale) (Lab)]

Will the hon. Gentleman give way?

[Chris Green]

I will not take an intervention because of the time constraints, but I share the hon. Gentleman’s concern about the tolls that have been put on the bridge. I would rather that had not been done, because it is a major local concern. However, that upgrade should have been delivered decades ago.

We also have Liverpool2—a £400 million investment in the docks. That is an immense commitment from a private company, but there is an understanding that, economically, the country is going in the right direction. A company has to have confidence in the future of the country, the economic prosperity of the country and the manufacturing in the country in order to invest £400 million in a new docks system, and I understand that it wants to upgrade that further.

It is very positive that electrification has gone ahead between Liverpool and Manchester. The project is ongoing between Manchester and Preston. It has suffered too many delays, which are very disappointing for my commuters. However, the hon. Member for Barnsley Central was right to highlight that this is not just about connecting cities; it is about connecting communities, such as Blackrod, Horwich and Lostock in my constituency. The electrification project will join them together or provide an enhanced service once it is completed.

People are looking into extending the tram-train system out to Hag Fold, Atherton and Daisy Hill, which would be a further advantage for my constituents, making them better connected and making work more accessible. I hope that my hon. Friend the Minister will maintain his focus on—and ensure that the Government’s focus is on—the central importance of the northern powerhouse. Fundamentally, it is about connectivity. It is about having that wealth of talent in the north-west, and indeed across the north of England, and ensuring that those in that pool of talent can work together, so that we can attract the best businesses and give our young people the best opportunities.

Oral Answers to Questions

Mike Amesbury Excerpts

Thursday 10th January 2019 Commons Chamber

[Ms Ghani]

My right hon. Friend knows that we have spoken about Beeston on a number of occasions, and I apologise for having failed to visit the station already. I will do my very best to accompany her to Beeston station in the near future.

[Mike Amesbury (Weaver Vale) (Lab)]

Will the Minister ensure that the Access for All project is delivered in Northwich station in my constituency, to allow people with mobility problems and disabilities to use it?

[Ms Ghani]

I cannot provide that assurance right here and now. We had 300 nominations and the decisions will be made in April. If the station was nominated—I do not have the list in front of me—I will ensure that it is considered as efficiently as possible.

National Policy Statement: Airports

Mike Amesbury Excerpts

Monday 25th June 2018 Commons Chamber

[Mike Kane (Wythenshawe and Sale East) (Lab)]

It was the Mancunian entrepreneur and industrialist Daniel Adamson who coined the phrase “northern powerhouse” in 1882, when he wanted to create a single economic region stretching from the Mersey estuary to the Humber estuary. The process of building the Manchester ship canal took up three years of parliamentary time.

The Department for Transport has done an astonishing piece of work: from two Prime Ministers ruling it out, as my right hon. Friend the Member for Hayes and Harlington (John McDonnell) said, within three years it has gone from consultation to a national policy statement to this motion. One can only hope that the Government will have the same laser-like focus and energy when they talk about the regional aviation strategy, northern powerhouse rail and HS2. In his letter to Manchester MPs, all that the Secretary of State said was that he hopes that regional airports fulfil their potential. There was no promise of Government support for them.

Let me state my position. All the major trade unions have come out in favour of the expansion of Heathrow, and the north-west CBI has said that the proposal will create 15,000 jobs in the north-west of England and add around £16 billion-worth of growth to our economy. That is why I will vote for the motion tonight.

Today, first thing in the morning, I had the great honour of celebrating Manchester airport’s 80th birthday in my own constituency. Some 28 million passengers went through Manchester airport last year, making my constituency one of the most visited in northern England. It is the only airport outside the south-east with two runways and has a rail station that serves 5 million passengers a year. Those runways have the potential to bring 55 million people into that northern hub and, as the Secretary of State knows, the airport is investing £1 billion in a transformation programme. Only 1.6% of passengers who use Manchester airport use Heathrow.

We have been let down by the “northern fail”. Public transport penetration and journey times are key to Manchester airport’s growth, but the journey to Leeds takes 16 minutes longer on the new timetable. We have no agreement about how the HS2 station is going to be paid for, about the east-west alignment at Piccadilly station or about the extension of the Metrolink to the terminal 2 building. We are still awaiting a lot of promises.

[Mike Amesbury (Weaver Vale) (Lab)]

That is exactly why this northern MP, who was born in Manchester and worked at Manchester airport, will be standing up for the north and voting against the motion.

[Mike Kane]

I respect my hon. Friend’s position. It is horrible when City and United fans fall out, but when people born in Wythenshawe fall out, the gods weep.

Heathrow and Gatwick have benefited from huge subsidies, including £15 billion for Crossrail and £500 million of public funds for western rail access. Manchester airport could meet 75% of long-haul needs for the whole country. I was astonished to hear SNP Members, who would not let me intervene, talk about Heathrow being vital to Scotland when they want independence. If they wanted vitality for Scottish airports, they would use their power over airport passenger duty, which would lead to an increase in passengers in Scotland, but they again bottled implementing that devolved power just earlier this month.

I agree with the right hon. Member for Putney (Justine Greening) that point-to-point is the model for the future in London. At the moment, we have a cartel situation. People from Manchester airport fly across the world and when they land they see BA aeroplanes, but we cannot get those same BA aircraft from Manchester to anywhere else in the world. BA should be done under the Trades Description Act; it should be renamed “Heathrow Airways”, and it should be done pretty quickly. The Secretary of State has given northern stakeholders few assurances that there is an integrated plan for the north of England. I will be supporting the motion this evening, but we will be holding the Government’s feet to the fire about a bespoke plan for the northern economy.

Transport Secretary: East Coast Franchise

Mike Amesbury Excerpts

Wednesday 23rd May 2018 Commons Chamber

[Alec Shelbrooke]

Railtrack failed due to the vandalism of John Prescott when he was Transport Secretary. He took advantage of the opportunity when British Rail’s failure to keep its system upgraded and safe culminated just three years into privatisation under Railtrack. The track that broke, which caused Railtrack to fail and to be transformed into Network Rail, did not degrade in the three years of privatisation. It broke as a result of a catalogue of rail mismanagement that led up to that point. It is one of the biggest disgraces—

[Mike Amesbury (Weaver Vale) (Lab)]

rose—

[Alec Shelbrooke]

I am sorry, but I have taken two interventions and I will not have any more.

It was a disgrace to use that failure as an opportunity to act according to political ideology. I am very clear on that point. One of the fundamental problems with the railway is that we have got to a point where we are looking back through rose-tinted glasses. I recommend to everyone—perhaps some people have seen it—a programme on Channel Five at the moment called “InterCity 125: The Train That Saved Britain’s Railway”. It is fantastic. I really enjoyed the first episode. What was the first part of that episode? The state of the railways in this country when they were under British Rail, and the lack of investment by Governments of all colours during that time.

We talk about the east coast main line. We are going back to a period when, given the resources that were available at the time, with the overhead powering, the gantries were as far apart as they could possibly be, so of course high winds displaced the wires. These were all failures of trying to deal with a nationalised company that has to compete for its money with the health service, benefits and pensions, education and all the other things the Government have to spend money on. They were also due to the fact that whatever those failures were, staff would still come to work the next day and get paid, because they did not have the responsibilities that they would have had in the private sector.

I am being very critical of Network Rail, and one reason why is that I have had it up to here—up to the top of my head, for the benefit of Hansard—with Network Rail. For several years, this Government—under the then Chancellor of the Exchequer, George Osborne—delivered a grant to Network Rail to put in place a bridge at Dartford station in my constituency under the Access for All scheme. I have constantly been in meetings about that with Network Rail, and I have heard excuse after excuse for why it is not happening. Fundamentally, whatever the reasons, it is getting to a stage where it could not manage its way out of a paper bag. I have had enough—my constituents have had enough—of Network Rail staff’s failure to take responsibility and attempts to pass the buck. There is only one reason why we have problems with electrification: the poor management and poor running of Network Rail. I have kept quiet about my criticisms of Network Rail to this point, but not today, because another failure has led to the contents of a rail franchise bid not being delivered.

Like many Members, I have used the east coast main line regularly, and none of us can deny that the carriages have been upgraded. They were refurbished. The experience in those carriages is more pleasant than it was in the recent past, and that shows that there has been investment.

Every single time we talk about an upgrade, Network Rail puts it back. Now we are looking at December 2018 before the latest set of figures come through. It beggars belief that when we see the failure of such a major company at the heart of our railways, which is charged with delivering the infrastructure for the rail operating companies to work on, nothing ever happens.

The motion states that the Secretary of State’s pay should be cut. In my view, we might instead start thinking about censuring the people who are putting together project plans but not delivering them.

--- Later in debate ---

[Kwasi Kwarteng]

My hon. Friend makes an excellent point that goes to the slight craziness of a lot of our debate. It is clear to me that the partnership with the private sector has put far more investment—billions and billions of pounds of investment—into the network than would have been the case if it had remained under public ownership. We all know the budgetary pressures. We all know the budgetary situation in 2010, when we had a deficit of £160 billion. It does not take a particularly sophisticated mathematician to work out that, if we had had the rail network in public ownership, as well as public ownership of vast swathes of industry, the budgetary position would have been a lot worse than even in 2010.

[Mike Amesbury]

Surely the way forward in this debate is what works. In the past 14 days alone, Northern Rail has cancelled 1,159 trains—full cancellations. It is complete chaos in my constituency. That demonstrates that the current franchise system is not working. We need public ownership and public control.

[Kwasi Kwarteng]

Everyone in this Chamber realises that the franchise system is not perfect, and I freely admit that. However, compared with what was operating before under the nationalised system, we have seen massive improvement in terms of investment and a doubling of passenger journeys since 1995. Under the old system, one of the principal jobs of the Government was, in effect, to manage this huge industry. Half the Secretary of State’s time was spent talking to the unions about the wage bill. There were civil servants running the network who were not rail professionals. The shadow Secretary of State said that we need to get more professionals running the system. His proposed solution to that was to nationalise the entire network. That is essentially giving control to the man or woman in Whitehall, who, despite their qualifications and skills, are simply not rail professionals; everyone can see that. It is extraordinary to say that we need more rail professionals to handle the network and operate the system, and then to say that the Government should nationalise the whole thing. There is an inherent contradiction in that.

When I entered this House, I was very lucky to serve on the Transport Committee for three years. We covered a great deal of ground in that time. We went to the EU—to Brussels—a number of times. It is really disappointing, frankly, to see that the debate has regressed since I served on that Committee, under the chairmanship of the hon. Member for Liverpool, Riverside (Mrs Ellman). All parties in this House were broadly in agreement with the franchise system. The debate was about how we were to manage that system and how the franchises should operate. People have mentioned the Brown recommendations, the majority of which, as I remember, were supported by the Committee. We were moving forward. There was political consensus in this House and across the country.

Now, we are faced with a radical Marxist, or whatever you want to call it, party—[Interruption.] I am sure you would not call it that, Mr Deputy Speaker. We can call it lots of things. We are confronted with a party that is openly suggesting that nationalisation is the answer. [Interruption.] The shadow Secretary of State says, “The public are agreeing with us.” The polls on aviation showed that only 18% of the public believed in privatisation at the time, but we privatised it anyway and it was incredibly effective. The reality of British Rail and a nationalised network is not the fantasy described by Opposition Members.

I want to make some specific remarks about the east coast rail franchise. It is absolutely the case that this has been a very difficult franchise. It has had recurring difficulties in terms of revenue projections, as my hon. Friend the Member for Milton Keynes South (Iain Stewart) said. Those projections would have been difficult under any administrator—any form of ownership. There are serious questions to be asked about the nature of the shareholders’ guarantees and the nature of the public sector liability. However, to suggest that the answer is to nationalise the entire network, which I believe was in Labour’s manifesto, is really, I am afraid, a case of throwing the baby out with the bathwater.

Oral Answers to Questions

Mike Amesbury Excerpts

Thursday 1st March 2018 Commons Chamber

[Ms Ghani]

Indeed, we recognise the need to keep traffic moving on local roads during construction, primarily for the benefit of residents and businesses. Under current plans, junction 15 of the M6 is an important access route for HS2 construction traffic. We recognise that it also provides an important access route to the Stoke-on-Trent area. HS2 Ltd is working closely with Highways England to minimise the impact on the M6 and consider any opportunities for co-ordinated delivery with a smart motorway.

[Mike Amesbury (Weaver Vale) (Lab)]

6. What recent assessment he has made of trends in the number of bus journeys in England.

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

The Bus Services Act 2017 presents local authorities with new powers to bring about change and unlock the potential for the bus service industry to increase passenger numbers. Since 1982, bus usage has fallen, but it is variable across the country. Passenger journeys on local bus services in England have decreased by 4% since 2009-10, to 4.44 billion in 2016-17.

[Mike Amesbury]

Does the Minister believe that there is a link between her Government’s 33% cut to the bus budgets and bus patronage falling to a decade low? What action has the Secretary of State taken over the past 18 months to rectify that?

[Ms Ghani]

Bus patronage is actually increasing for people who go to work—3 million people choose to travel to work on a bus—and 60% of people who use public transport use the bus. Increasing bus patronage is at the forefront of the Government’s bus agenda. It is vital to combating congestion and reducing emissions. Government provide about £1 billion of funding for concessionary travel every year, and around £250 million will be paid this year to support bus services in England via the bus service operators’ grant.