HS2: Revised Timetable and Budget

Yasmin Qureshi Excerpts

Tuesday 14th March 2023 Commons Chamber

[Huw Merriman]

I engaged with my hon. Friend yesterday on that point, and I salute him for the manner in which he represents his constituents’ interests. I recognise that this as a concern. As far as we are concerned, those parts of the HS2 network where construction is going on will be completed, and we will do that to the timescale I have talked about. I need to give my hon. Friend a little more clarity about what that will mean in terms of scaling, but as far as I am concerned, phase 1 will be completed and ready for us to deliver trains by 2033. I will talk to him further about this, and write to him as well.

[Yasmin Qureshi (Bolton South East) (Lab)]

For well over a year from 2014 to 2015, I sat on the High Speed Rail (London – West Midlands) Bill Select Committee, which usually had seven sittings a week. As a northern MP, I was gutted when we were told that the extension to the north was being delayed—another betrayal of the north. I thought that at least businesses such as Booth Industries in Bolton South East, which builds train doors and is ready to be part of the supply, could benefit. When will the Government start taking action, invest in our economy and support our jobs, or will it be the same continuous mismanagement of the past 13 years of broken promises?

[Huw Merriman]

That does not stack up at all. Almost 30,000 people are employed by HS2—I met the 1,000th apprentice a few weeks ago, who was playing her part. Some 2,500 companies registered in the UK are delivering on HS2, and 60% of those are small or medium-sized enterprises. We are talking about a rephasing by two years of a stretch of the line to Crewe. There is currently no construction on that part of the line, and land possessions and dealing with business matters will continue. I ask the hon. Lady to put the investment into context.

Future of Rail

Yasmin Qureshi Excerpts

Tuesday 26th April 2022 Westminster Hall

[Yasmin Qureshi (Bolton South East) (Lab)]

It is a pleasure to appear before you, Sir Charles. I thank my hon. Friend the Member for York Central (Rachael Maskell) for introducing this debate on the future of rail. I say, “What future?”

Many of the problems with rail can be traced back to 1993, when British Rail was privatised into more than 100 separate companies under the Conservative Government. It was supposed to bring greater efficiency and innovation. Instead, it brought fragmentation, confusion and extortionate fare increases.

In 2018, the Government finally admitted that privatisation was not working when the east coast franchise collapsed and was taken into public ownership. It is now making profit. Instead of doing the right thing, putting passengers before profit, and bringing our rail franchises back into full public ownership, the Government are now proposing a joint system under which taxpayers will continue to pay hundreds of millions of pounds in profit to rail companies to run the network. It is unacceptable.

For years I have had constituents write to me about the impact of daily overcrowded trains and infrequent, unreliable train services. They have lost jobs, missed lectures and medical appointments, and in some cases have been sanctioned by the Department for Work and Pensions for arriving late to their appointment. The cost to commuters has grown by 50% in the past 12 years of Tory government, and Transport for London is now facing a 40% loss of its core funding.

In January, a report was published on behalf of the Minister’s Department that said that only major Government funding would solve the accessibility problems at stations across the country. One of the rail operators interviewed said that 60% of stations lacked step-free access from street level to the platforms. Just last month, elderly constituents from Farnworth in my constituency were returning from a holiday and took a train from Manchester airport to Bolton with heavy luggage. When they got to Bolton, the station lift was not working. What were they supposed to do? Another woman behind them was carrying a pram.

We know from reports that ticket offices are set to close across the country. That will impact those who need face-to-face services, such as the elderly, the disabled, pregnant women and other people. What will happen to them, especially if trains are not running at night?

We were told that there was going to be an integrated plan on infrastructure for the north, which was then scrapped. For a whole year, I sat on the High Speed Rail (London - West Midlands) Bill Committee. We had seven sessions a week. HS2 will run from London to Birmingham, and we were told that there would be a continuation of the line to Manchester and Leeds, but that integrated rail plan has now been scrapped. It is wrong. We need transport infrastructure in the north. We also need proper train services connecting the east and west along the M62 corridor—

Bus Service Improvement Plans: North-west England

Yasmin Qureshi Excerpts

Wednesday 9th March 2022 Westminster Hall

[Charlotte Nichols]

I thank the hon. Gentleman for his intervention and absolutely agree that greening our transport infrastructure is a really important part both of meeting our climate objectives as a country and of ensuring that people have good-quality services they can rely on. I am proud of the fact that in Warrington we have bid to become one of the country’s first all-electric bus towns. Hydrogen for transport also has a really important part to play. With a lot of hydrogen production taking place across the north-west and in the Liverpool city region in particular, it is something that we are very excited about locally. I know that hydrogen trains are being manufactured in the constituency of my hon. Friend the Member for Weaver Vale (Mike Amesbury). We are excited to be leading in the north-west and hope this can be rolled out more widely.

As we await the funding announcement in full, it looks as though Warrington will be one of the lucky places to receive this investment from the Government. Across the length and breadth of the country, particularly in the north-west, many are counting the cost of broken promises, because for all the rhetoric about levelling up, the small print reveals that “Bus Back Better” is in tatters. A letter sent to local transport authority directors by the Department for Transport on 11 January makes it clear that the budget for the transformation of buses—a pot from which local regions can bid for funds—has shrunk from £3 billion to £1.2 billion for the next three years.

The letter that let the cat out of the bag says:

“Prioritisation is inevitable, given the scale of ambition across the country greatly exceeds the amount.”

We know that bids for almost £8 billion have been submitted by local transport authorities, representing a blueprint for transformation up and down the country, but the levelling-up White Paper confirms that communities will see a fraction of that. Despite that, last month the Secretary of State said it was “absolutely incorrect” to say that funding to transform services has been slashed. One of his most senior colleagues, the Conservative Mayor of the West Midlands, directly contradicted him. In a letter he said:

“Funding specifically pledged for transformation has been substantially reduced.”

He concluded that he is “gravely concerned” that, far from seeing transformation, many areas face losing their services altogether.

I mentioned the 50% loss of passenger numbers in Warrington. With the price of labour and fuel currently extremely high, it will be difficult for operators to hold down fares and for routes to continue, particularly those that serve more deprived areas where the profit margins are smaller.

[Yasmin Qureshi (Bolton South East) (Lab)]

I thank my hon. Friend for giving way and for securing today’s debate. May I give an example of the daily commute of one of my constituents? They get on at Farnworth train station to go to Moses Gate. They get off and take the 521 bus, operated by Vision Bus, for about 20 minutes. They then walk 10 minutes to Ladywood School in Little Lever to drop off their child. To get back into Bolton town centre in time for work, they walk 15 minutes to the bus stop and jump on the 524, operated by Diamond Bus, which takes 25 minutes. Quite often, the buses do not turn up or they are cancelled. People end up being late for work and some have even lost their jobs. Does my hon. Friend recognise that that is a concerning situation for many people in our region?

[Charlotte Nichols]

I thank my hon. Friend for that intervention, and I could not agree more, particularly when we look at the deregulation of bus services, with operators in some regions scrabbling for the same fares and most affordable routes rather than what best serves their community, so we end up with a mismatch of multiple operators running the same route.

The Manchester Oxford Road corridor is the busiest bus corridor in Europe, yet people a mile away are left without bus services to get into Manchester city centre. For towns and cities that have multiple operators, it is an even bigger issue. When I lived in Salford, for example, the franchise changed from First to Stagecoach on part of my route. Overnight, my monthly bus pass trebled in cost, because I could no longer buy a First-only bus pass. Because I had to change from First on to Stagecoach, I had to buy one of the much more expensive multi-operator passes. That is an issue across our region. I am glad that the Labour metro Mayors for the Liverpool city region and for the Greater Manchester region are looking to address that within their combined authorities.

From Greater Manchester to Lancaster, places bypassed by good public transport for far too long have been demanding real change. They put forward an ambitious blueprint to use buses to connect people to jobs, families and opportunities, and tackle the climate crisis in the process. Despite the challenges, they have plans to completely overhaul and reregulate the bus network as part of the bus service improvement plan. It was supposed to be about improved accessibility across the network, including level access from train to platform, and it is part of the work that is beginning on networks of cycling and walking routes across our region.

Labour leaders in power in towns and cities nationwide have real ambition to reverse the decline that we have seen under the Tories. We want a London-style system and to make buses quicker, cheaper, greener and more reliable, but we need a Government whose ambition matches our own. It is now becoming clear that, far from matching the ambition of our communities, Ministers have pulled the rug out from underneath them. Will the Minister now own up and admit what the Transport Secretary will not: that many areas will now not see a single penny of the transformation funding? Will she today detail exactly how much local transport authorities are set to see in transformation funding, and come clean that there will be areas in the north-west that will miss out altogether?

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

It is a pleasure to see you in the Chair this morning, Ms Nokes. I congratulate my hon. Friend the Member for Warrington North (Charlotte Nichols) on securing this important debate on funding—or the lack thereof, as we have heard—and on her excellent introduction. As on many other subjects, she is an excellent advocate for her constituents.

I have spoken before about how the proportion of people in Ellesmere Port and Neston who use private motor transport to get to work is much higher than the national average. Perhaps we should not be surprised about that—we build cars in the constituency, and have done for many years—but I believe it is more a reflection of the poor public transport links that we have in the constituency. The threat to bus services and changes to bus routes are common issues that have come up on many occasions since I was elected. The subject is raised regularly with me by constituents, particularly elderly constituents who rely on public transport to get around, and of course those who travel by bus for work or for education.

The situation is a challenge across the whole constituency, but particularly in the Parkgate and Neston areas. On top of existing services being inadequate to meet my constituents’ needs, it is fair to say that over at least the last decade, there has been a battle to save a service probably once every couple of months. We have not even begun to think about what will happen because of the increase in fuel costs over the last few months—indeed, they spiked over the weekend as well.

Sometimes when facing such threats, we have managed to persuade the bus company to keep the route open. Sometimes the service is retained but rerouted, usually to maximise profit rather than convenience for customers, and sometimes we lose the route altogether. When that happens, it has a huge impact on the people who rely on the services to get to school, get to work, and access medical appointments or other public services.

A current example is the proposal by the Cheshire police and crime commissioner to close Ellesmere Port police station to the public. He proposes that those who need to speak to an officer in person will be able to go to Blacon in Chester. When I asked him how those who do not have a car will be able to get there, answer came there none. There is no direct bus route to Blacon from Ellesmere Port—again showing the lack of strategy and of thinking through the consequences of decisions of that nature.

I shall outline a few examples of how my constituents have been affected over the years by changes to bus services to highlight the really inadequate state of affairs at the moment. About four or five years ago, the No. 7 bus service, which catered for a number of retirement bungalows and people with no other option than to get a bus, was rerouted due to parking issues and the Saturday service was removed altogether. The council intervened but could only negotiate an arrangement to keep the Saturday service for 10 months. Unfortunately, the impact of losing a rural bus grant unfortunately was that we the service was not retained thereafter.

In 2019, Stagecoach, one of the main operators in my area, carried out a consultation regarding changes that it was proposing to services, which it sold as meaning better co-ordination and frequency of buses travelling through the constituency between Chester and Liverpool, as well as a Sunday service via Overpool, and more buses for the Hope Farm estate. What resulted, however, was that the 22 bus service, which was a vital route for my constituents in Neston and Parkgate to attend Arrowe Park Hospital in the constituency of my hon. Friend the Member for Wirral West (Margaret Greenwood), was removed altogether due to low passenger numbers. Stagecoach proposed that customers use a different bus service, but the reality of that, one constituent told me, was having to catch three buses, taking more than an hour, just to attend a hospital appointment. That is not the better co-ordination of bus services that was being sold at the start of the consultation.

The proposed changes also left the Groves estate without any bus service at all along Chester Road between the Strawberry Roundabout and the Whitby High School, leaving a number of elderly constituents who use the bus service to get to the town centre and Ellesmere Port Hospital with a lengthy walk just to get to the nearest bus stop. One constituent told me:

“I will be 88 next month and like my friends and neighbours want to remain independent in my own home, but this lack of public transport is not helping”.

That brings home to me just how vital a proper co-ordinated bus service is.

[Yasmin Qureshi]

On funding, in Bolton we need £30 million, otherwise one third of all buses will be cut. That will impact my constituency massively. Proper funding is so important. Does my hon. Friend agree?

[Justin Madders]

Yes, I agree. At the heart of this, clearly, is a bus service that has been under-resourced for many years. There are two problems: lack of support for operators and lack of strategy, so we keep facing chopping and changing decisions based on commercial considerations that do not necessarily serve the communities. The example of the bus service I have just mentioned means that someone who wants to get to the hospital, even though if it is only a mile from their home, must now take two buses. It is too far for them to walk.

What was also clear from the process was that the consultations were not adequate. Numerous comments were lodged by constituents, but they seemed to make no difference to the results. As I set out, the 22 bus service was not even mentioned as under threat during the consultation. It is hard for people to argue to retain a service when they are not aware that it is threatened. Greater transparency is needed from service providers when they enter such consultations.

The last local change to mention was that, last year, the route of the No. 5, which is an hourly service between Mold and Ellesmere Port calling at Cheshire Oaks—a major employer in the area—was altered, leaving the Stanney Grange estate with reduced access. One constituent who contacted me was distressed about the impact that that would have on her learning-disabled son, who relied on the bus service to get out and about. When we made inquiries, we were advised that Stagecoach had served notice and it intended to reprocure the route and consider costs. Arriva received the contract on a temporary basis and, when there was a further reprocurement, it got an alternative timetable as part of the bid. Some of the routes were retained, but many roads previously served no longer are. Unfortunately, again, constituents lose out.

Those are examples of not only a lack of resources, but a lack of joined-up thinking and strategy on what bus services are for. They are for serving our communities and, clearly, this constant chopping and changing, reducing routes and leaving areas out altogether does not benefit our constituents at all. As my hon. Friend the Member for Warrington North said, 10 years of cuts have left bus coverage at its lowest level in decades. Since 2010, more than 3,000 bus routes and more than 350,000 passenger journeys have been lost, leaving people cut off from friends, family, work and education opportunities, and other public services.

It seems to me that the Prime Minister has no intention of keeping his promise of

“great bus services to everyone, everywhere”,

because, as my hon. Friend said, hidden away in the levelling-up plan is a massive cut to bus funding of £1.8 billion. Figures show that the cost of funding bids submitted by 53 out of 79 local authorities totals more than £7 billion, so it is clear that many areas will miss out. With this Government’s record of picking and choosing winners and losers, I have little confidence that my constituency will benefit from that funding at all.

I am sick of my area missing out on funding for improvements to the community, bus services and other local infrastructure. If we have ambition for the country, it should be for the whole country. We need real ambition; we do not need any more empty promises. We want a real say in the way services are run. We do not want to keep putting in bids for pots of money and then being left at the whim of commercial operators. We want control of our bus services and we want resources to be able to deliver them properly for the benefit of our communities.

Labour leaders in power in cities and towns across the country have the ambition to reverse the decline we have seen over the last decade. We want a London-style system that is run in the public interest, to make buses quicker, cheaper and more reliable for our communities. When I was first elected to this place, I was amazed that I could stand at my local bus stop and wait only a matter of minutes for a bus to turn up, and that I was paying £1.60. I could not get anywhere on a bus in Ellesmere Port for £1.60, never mind across half the city, which is what we can do here in London. It is chalk and cheese. The whole country should have that level of service. It is an ambition that is right for our country, and it is what I want for my community. It is what we deserve, because bus services are a vital part of our community.

How can we level up if we cannot get anywhere on a bus after 6 o’clock at night? How can we level up if bus services are removed at a moment’s notice by operators, without any regard to the effect that will have on the communities they are supposed to serve? How can we level up if we have no power or resources to direct where and when buses go? Let us get on with some delivery. Let us take back control of our buses and serve our communities the way that we want them to be served.

--- Later in debate ---

[Sam Tarry]

I absolutely agree. A proper, fully funded, affordable and accessible bus network that can get people to college, university and jobs is a vital part of rebuilding our economy and of any serious levelling-up agenda for any part of the country. The cost of having an electric vehicle and of fuel—I paid £1.81 for a litre of petrol last week, which was pretty eye-watering—means that many ordinary people will have to rely more on public transport than they do at the moment. My hon. Friend is absolutely right.

[Yasmin Qureshi]

On the issue of affordability, I know this does not happen in London, but in my constituency there may be two sets of bus providers on the same route, with one charging a much higher fare than the other. Constituents ask me why they are paying one set of fares in the morning and a different one in the evening.

[Sam Tarry]

I thank my hon. Friend for making that really good point. I have travelled to parts of the country, including Bolton, and have seen the disparity in fares at different times of the day, having been told to pay £6.50 for a single bus fare. It is no wonder that people are thinking, “I might as well take an Uber rather than get on public transport.”

An issue we have in this country, clearly pointed out in the UN special rapporteur’s report, is that deregulation has led to disastrous disparity in the type of service provided and network across the country. That is why I am hoping for positive news today. Andy Burnham, the Mayor of Greater Manchester, who has been battling for the right to franchise buses in Greater Manchester, is taking the right approach. Although there are some benefits to enhanced partnerships, the reality is that with more direct public control, services can be directed not at the behest of what is commercially viable but at what is economically viable for constituents to get to jobs and colleges. That is something that we all have to reflect hard on as we move forward with the Government’s programme. I hope that Andy Burnham gets a successful result.

Philip Alston’s report also suggested that the UK has failed its human rights obligations by allowing this essential service to deteriorate. The right to physical accessibility, which is the bedrock of many economic, social, civil and political rights is, for many, contingent on access to reliable and affordable public transport. Let us be clear: the deterioration of essential bus networks is not just a transport issue—it is a human rights issue, be it for older citizens, pensioners or people with disabilities unable to use other types of public transport. Buses can be made accessible. It is shameful that we have been singled out globally for such a terrible state of affairs when it comes to our bus network.

Research by the Common Wealth think-tank found that since bus services were deregulated, the real cost of bus and coach fares has risen by 102%. That speaks to the point a number of Members made, and is just unbelievable. Our service standards have dropped off a cliff, which coincides with a dramatic reduction in Government spending on local transport, which has fallen by more than £900 million since 2010. That is nearly £1 billion since 2010. That has clearly been exacerbated by the pandemic—industry revenue has fallen by £250 million, as people stayed at home and did not use public transport.

Now more than ever, bus services need to be bolstered in areas such as the north-west of England. The national bus strategy was an opportune moment for this Government to right the many wrongs since Thatcher privatised the network in the first place. Sadly, the Prime Minister promised just £3 billion of spending to level up buses across England towards London standards. I repeat the point made by my hon. Friend the Member for Ellesmere Port and Neston: as a London MP paying £1.50 fares, I find it astonishing when I go to other parts of the country and see people pay as much as an hour’s wage for an average worker to have one or two bus tickets. It seems unbelievable that people in many parts of the country have to spend their first hour’s wages just to get to work.

Unfortunately, the Prime Minister’s strategy offered nothing to those who were looking for the bold vision that had been promised to reverse the millions of miles of lost bus routes across the country. It was a huge missed opportunity to revolutionise the bus industry and ensure that funds were properly directed to deliver the transition to electric and low emission vehicles that had been promised. We are still waiting for the vast majority of the 4,000 EV, hydrogen and other low and zero emission buses that have been promised. I have spoken to bus manufacturers, and those buses are still not on order.

Another frustration is the fact that the Government are already backtracking on their meagre promises. Leaked documents recently made clear that the budget for the transformation of buses—a pot from which local regions can bid for funds—has now shrunk to just £1.4 billion for the next three years. Sadly, that means cuts are inevitable, with the Department for Transport stating that

“the scale of ambition across the country greatly exceeds the amount”.

This was an opportunity to transform our bus networks for what is not a huge of sum of money, compared with the amount that would be needed for rail projects or aviation. It is scandalous that this money has not been made available and that that promise is now not going to be met.

Figures compiled by colleagues in the shadow Transport team revealed that the total amount in the funding bids made to the extra funding pot by 53 out of 79 local transport authorities—approximately 80% of all bids—adds up to almost £7.5 billion, so they are going to have to fight for the scraps of the £1.4 billion in that funding pot. This indicates that the total amount in the submissions is almost certainly in excess of £9 billion and that the Government are putting forward far too little funding. It is really only a sticking plaster or it could perhaps fund a more transformative programme in one or two parts of the country, while the rest have to stagger on with some of the awful services described by my colleagues today.

As I have said before in this House, the reality is that the Tories promised transformational investment in bus services but in fact millions of passengers have instead seen managed decline. They have dramatically downgraded the ambitions of many local communities, with bus services being slashed nationwide. This is proof that the Government simply will not and cannot deliver for the people who need it most.

As many of my hon. Friends have alluded to, Labour would be far more ambitious in the scale of its plans for buses and many of our metro Mayors are leading the way in doing that. They have empowered and delivered for people right across the country, including in Greater Manchester where Andy Burnham has seized the powers afforded to him in the Bus Services Act 2017 to ensure that a municipal service, or the best that he can achieve under franchising processes, will be in place by 2024.

Labour-run Nottingham City Council has shown what can be done if the right approach is adopted. Indeed, in Nottingham the city’s bus company, founded as a completely council-owned company in 1986, has won UK bus operator of the year five times and has remarkable satisfaction ratings. Last year, Nottingham City Transport won an environmental improvement award for reducing the emissions from its fleet of buses by 90% after a £42 million investment in low emission vehicles.

There are more plans in the combined authorities in the west midlands, the west of England, South Yorkshire, West Yorkshire, Liverpool and the North of Tyne, to name just a few Labour administrations that have ambitious plans to revolutionise bus services. The same is the case in the north-west, and that ambition could be backed by the Government if they chose to do so.

As many colleagues have pointed out, Labour have leaders in power in towns and cities nationwide who have real ambition to reverse the decline. With more than 3,000 services slashed, fares rocketing and passenger numbers down, action needs to be taken and Labour leaders are beginning to take that action where the Government are lacking.

We need a bus service fit for the climate crisis that creates good-quality, reliable jobs across communities that are victims of rural poverty. This is exactly the radical offer on buses that towns and cities across the country so desperately need as we attempt to grow our way out of an economic crisis.

The research that I mentioned before revealed that the true figure for what is required by local authorities to enable them to deliver their bus transformation plans is around £9 billion, six times what is currently on offer by the Government. The Greater Manchester Combined Authority has submitted a bid for £630 million to help improve services across the region and to enable it to deliver its bus service improvement plan up to 2025, including its drive to create the Bee Network, which is an integrated London-style transport system that would join together buses, trams, cycling, walking and other shared-mobility services, making public transport more efficient and, hopefully, much cheaper.

Andy Burnham has led the way on that bus transformation in recent years as the first metro Mayor to use those powers set out in the Bus Services Act 2017. That ambition risks being undermined because of the lack of Government investment. Greater Manchester’s own request for £630 million of bus service improvement plan funding would be almost half of the Government’s allocation for the whole country. It demonstrates how inadequate the current amount is and how empty the “Bus Back Better” slogan is. That is why Andy, alongside seven other metro Mayors, including the Conservative Mayor of the West Midlands, wrote to the Transport Secretary and the Chancellor last month to jointly express their grave concerns about the downgrading to just £1.4 billion of what was originally earmarked for transforming bus services. Quite clearly, the new figure means many areas will now receive no funding at all and almost every region will fail to receive exactly what they have requested.

I finish by urging the Minister to provide assurances to all present that the ambitions of local authorities across the country, including the north-west, to improve bus services will be met by this Government. At present, there are very real fears based on the meagre £1.4 billion that is being proposed that this will be a missed opportunity to level up services once and for all and give our bus services the transformation they need to take us forward over the next 100 years.

Without that long-term investment, there is a real risk that communities will face the prospect of losing their bus services, which would have a detrimental impact on economic prosperity as we attempt to grow our way out of the pandemic. Until the Government match the ambition of local transport authorities, their levelling-up agenda will unfortunately be like the buses we too often have in these places: we wait for them to come, but they do not arrive.

International Travel

Yasmin Qureshi Excerpts

Tuesday 29th June 2021 Commons Chamber

[Grant Shapps]

My hon. Friend is absolutely right and I want the issues that he raised to be resolved as soon as possible. Perhaps I should mention that through the G7 and the OECD, we are working to create internationally recognised systems. At the moment, every country is going off in its own direction, even among the EU 27, where there is no agreement on the basic standards for people moving around the world. He is right and I will be happy to return here to provide that further clarity.

[Yasmin Qureshi (Bolton South East) (Lab) [V]]

May I refer the House to my interest as chair of the all-party parliamentary group on Pakistan? Along with Bangladesh, Pakistan was placed on the red list at the start of April despite a clear disparity in cases with other nations on the green list that had high infection rates and variants of concern. I and other APPG colleagues have requested disclosure of the figures behind that decision, which we have still not received. The coronavirus positivity rate in Pakistan has now dropped to 1.78% and there are no reports of a variant of concern from the nation. Pakistan has also recently developed the PakVac, which will help in the fight. First, will the Secretary of State give me a full answer on why Pakistan was placed on the red list in the first place? Secondly, when will Pakistan be taken off the red list and placed on the amber or—ideally—green list?

[Grant Shapps]

The point that the hon. Lady and the whole House will wish to recognise is that last year we were able only to look at the level of infection, which she rightly mentioned, as the indication of a country’s position in what is now the traffic light system. However, as she will see when she looks at the JBC methodology, it is now far more complex. Many more factors are taken into account, including in particular the extent to which a country freely uploads its data to GISAID, the extent to which sequencing is carried out and the extent to which a country has vaccinated its domestic population as well as much else besides. All of that is available on the JBC website. I am happy on her behalf—I make this offer across the House—to put the authorities in Pakistan in touch with our scientists in order to better understand what a country might need to do to find itself back on the amber or, indeed, green list.

Income tax (charge)

Yasmin Qureshi Excerpts

Tuesday 17th March 2020 Commons Chamber

[Yasmin Qureshi (Bolton South East) (Lab)]

While I welcome the Government’s delayed decision finally to ramp up some measures yesterday, I am not alone in feeling that far too many major questions have been left unanswered and that not enough is being done. Today’s Financial Times reported that our mortality rate tracker shows that we have more deaths at this stage of the break- out than anywhere except Spain.

A number of questions need to be addressed. Parents with serious health conditions have not been told whether they should send their children to school or keep them at home. What plans do the Government have in place to deal with those families and what is the timeline? If they are supposed to self-isolate with their children, what steps should schools take to ensure that those children are not held back at school? What about cases where a school closes and parents cannot work? How will they get paid?

I want to ask the Government to consider seriously the question of closing schools. I have just received an email from a constituent who says that her son, who is at Salford University, has been sent home for five weeks, but her other son, who is disabled, is still having to attend his primary school. Such inconsistencies need to be addressed.

We are also told that frontline staff are not being tested for coronavirus. Can the Minister confirm whether that is true? If so, what is the Government’s reasoning behind it? We need to know more about NHS capacity. What steps are being taken to move beds from the private sector, and what is the timeline? Will the Government consider following Spain’s example by nationalising all private hospitals?

What about ventilators? To date, 69 people have died, and everyone knows that those who fall seriously ill as a result of coronavirus will need ventilators—they will be our saving grace, and the one thing that will help prevent deaths. However, it seems that we might not have enough ventilators. Germany and Italy are ramping up production of medical ventilators, which cost about $17,000 each. In Italy the army is now involved in the production lines. Can the Minister confirm whether the reports are true that the UK has one small manufacturer of ventilators that has a 40% market share? Will the Government consider giving Ministers specific responsibility for ensuring that UK production is increased urgently by following what Italy has done?

We also have to deal with older people who are vulnerable in our communities. Many of my constituents are coming together to help out, and it is great to see that community spirit, but there are people who are homeless and food banks are reporting shortages. What provision is being given to help local authorities and voluntary bodies meet the needs of vulnerable groups? Again, we need to know what will be given and what the timeline is.

Insecure workers and those on low pay must be protected and supported through this crisis. Many people in Bolton are self-employed or on zero-hours contracts. Now that whole households are being advised to quarantine together, many families will lose all their income unless the Government step in. We will all be in danger if those with symptoms feel unable to stay at home. If they are not going to have any money, they might take the risk of going to work even though they should be self-isolating. That is why full sick pay is needed to cover the entire period for which someone is in self-isolation, and of course if they are then diagnosed with the virus. That has been done successfully elsewhere in Europe. It is a responsibility that we cannot avoid.

Furthermore, some people will be unable to pay their bills, so what is the Government’s plan in relation to mortgage payments, rent, council tax, utility bills, VAT and business rates? Are they thinking of cancelling the debt, or saying that people can defer payment? Rent and mortgage payment deferment options should be made available so that landlords cannot evict tenants and mortgage companies cannot take action against people in these circumstances. The Government need to work with the banks and mortgage lenders to offer mortgage payments.

The same questions about paying staff and bills will apply to businesses that have seen demand plummet, and some are facing bankruptcy. How do the Government propose to help them? How will their policies help those who run out of cash, which is a particular problem for small companies? Of course, other businesses will also be affected.

At the moment, I am not entirely confident that the Government will move quickly to give workers the support that they will need in the coming months. So far, many of their announcements have not been full enough and have not dealt with all those different issues.

Another industry that will be hit is, of course, the hospitality industry. A banqueting suite in my constituency is already preparing for cancellations. It will probably go out of business. Pubs, cafés and other such places will be closing down. They may well go out of business, and all their staff will be laid off. Because the Government have not introduced a compulsory lockdown, those businesses cannot even claim insurance. I know that this question has already been asked, but I do want to know what the answer is. If it is to stop insurance companies having to make a big payment, then the Government can reach an agreement with them. They can subrogate their losses for what they pay out, which is a traditional way of dealing with some of these matters.

Full sick pay and lost earning protection are needed from day one for all our workers, including insecure workers, low-paid workers, and the self-employed who are self-isolating. The Government must give quick consideration to the issue of compensation, and to how much it should be. There will be a great many job losses. That is why there should be urgent action and a rethink on universal credit, which started some time ago. The five-week waiting time should be cut immediately, and the process of making a claim should be simplified. Will Ministers reconsider the requirement to be present for universal credit interviews, immediately suspend sanctions and claimant agreements, and reduce the waiting time for the first payment? What about all the people who have to go to jobcentres to sign on regularly? Have the jobcentres been told to say that those people do not have to go out for the next few months? That would obviously reduce the number of contacts.

I understand that the Government say that their strategy is being led by scientific advisers when it comes to closures of schools or other places, but over the weekend 200 scientists wrote that that was not a good enough policy, and that the Government should be considering closures to ensure that there were the fewest possible contacts in the UK.

That is linked with the question of airports. What are we doing about them? It has already been said that some airlines will be cancelling flights. Of course there are British citizens who are abroad, and who need to come back. What will be done about them? I know that this was raised during Foreign Office questions earlier today, but I think that the Government need to come up with a proper plan for all those people, some of whom live here and work here, and some of whom are not British nationals but work here.

As a famous political scientist once said, the first responsibility of the state is the protection of its citizens, and at this time the citizens of the United Kingdom need their health, and their economic health, to be looked after. In 2008, the Labour Government invested a substantial amount to bail us out of the economic disasters. I know that people have made this a party political issue, but virtually all economists, all world banks and central banks agreed that Labour’s 2008 bail-out package saved our economy. We need that level of intervention now to save our economy. We need to ensure that our people who might be losing their jobs do not lose them, and that companies will be kept afloat. We require the Government to intervene—not in a few weeks’ time, but today.