Public Sector Pay

Debate between Andrew Jones and Peter Dowd

Monday 4th December 2017 Westminster Hall

[Andrew Jones]

I think that perhaps the hon. Lady is getting a bit carried away. We have no idea what the motives are for people being or not being at this debate. I have certainly been here in debates where there has been no Labour Member of Parliament, but I have not sought to make some kind of cheap political point off the back of it, because that is simply not appropriate and not reasonable.

To recap, the Government are acutely aware of how public sector workers form the backbone of our society and again I join Members in paying tribute to them. We have also had some questions about the reasons for pay policy. It is fair to remind the House that in 2010 we inherited the biggest deficit in our peacetime history. There was an urgent need to get public spending under some control, and that has been a key ingredient in returning our economy to health. The coalition Government implemented a two-year pay freeze, which has been mentioned several times by Members during the debate, but I remind the Labour party gently that it supported that policy at the time. The pay freeze was followed by a series of 1% pay awards for public sector workers. In the autumn Budget the Chancellor—he did mention this, I point out to the hon. Member for Bootle (Peter Dowd)—reconfirmed that under this Conservative Government the policy would end. It was a reconfirmation because that had been previously announced by the Chief Secretary to the Treasury in a statement on 12 September.

What does that mean? That means that for 2018-19 the Secretaries of State will have much greater flexibility in how they consider pay awards for public servants. I will return to the substance of the Chancellor’s announcement in a few moments, but first I will highlight the scale of the challenge. Public sector workers account for roughly £1 in every £4 that the Government spend, so we are dealing with some enormous sums of money here. The public sector pay bill in 2016-17 was £179.41 billion. That was an increase of 3.6% on the previous year, when it was £173.2 billion. There is a ginormous scale to the amount of money that has to be found. That leads me to one of the factors in determining pay policy: getting the right balance between finding the money and rewarding public servants for their vital work, while being fair to all taxpayers and ensuring that we return our public finances to balance.

[Peter Dowd]

In line 11 on page 4 of “Funding Britain’s Future”, Labour shows exactly how it would fund lifting the pay cap. Can the Minister be as explicit and comprehensive as Labour has been on this matter?

Oral Answers to Questions

Debate between Andrew Jones and Peter Dowd

Tuesday 24th October 2017 Commons Chamber

[Andrew Jones]

The hon. Gentleman makes an important point. All our constituencies have some areas that are not yet fully able to access the important benefits of broadband. I will discuss his points with my colleagues in the Department for Communities and Local Government, and report back to him.

[Peter Dowd (Bootle) (Lab)]

I am pleased that the Communities Secretary has been inspired by Labour’s fiscal credibility rule in relation to investment in infrastructure—including digital infrastructure and, recently, house building. But this does beg crucial questions. Does the Minister support his colleague’s bid to “borrow more to invest” or is it more a bid to steal the Chancellor’s job?

[Andrew Jones]

I have already outlined the Government’s progress on broadband. The hon. Gentleman mentions, I think, some kind of speculative comment regarding the forthcoming Budget. The Chancellor has already answered that question.

[Peter Dowd]

The digital infrastructure plans are wholly inadequate, as my hon. Friend the Member for Bishop Auckland (Helen Goodman) indicated. Is the Minister aware that productivity figures are at pre-crisis levels, and is he really aware that regional industries are up to seven times more productive than others? What is the digital investment strategy doing to close that shocking gap?

[Andrew Jones]

The hon. Gentleman seems to have forgotten the announcement of the national productivity investment fund—a £23 billion pot of money for investment in infrastructure, including digital infrastructure, across the country. I have already mentioned the £400 million digital infrastructure investment fund and the £740 million for full-fibre broadband and 5G. We are already approaching the figure of 95% of UK premises having access to superfast broadband by the end of the year, and that puts us in a strong place for the future.

Garden Bridge

Debate between Andrew Jones and Peter Dowd

Wednesday 7th September 2016 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

I congratulate the hon. Member for Vauxhall (Kate Hoey) on securing the debate on this important topic. I am sorry that I am not my noble Friend Lord Ahmad, whose responsibility this is in the Department for Transport, but I understand that a meeting has been arranged and that she will be seeing him shortly.

I recognise, as do the Secretary of State and all my ministerial colleagues in the Department, that the garden bridge is a subject that divides public opinion—it is dividing opinion tonight on Benches just a few feet away from each other. Its supporters argue passionately that it will be an iconic and beautiful addition to the London cityscape, while its opponents argue that it is an unnecessary eyesore and that no public money should ever have been put into it.

Let me start by explaining why the Government decided to support this iconic and novel project in the first place. The previous Mayor of London was approached some years ago with an idea for a completely new type of bridge: a footbridge that was also a park, and a place where people could cross the river as part of their journey or stop and enjoy the surroundings and wonderful views of London and the river. The Mayor and Ministers at the time considered that this could be an innovative and iconic project for our city, but they did not—they still do not—consider that the project should be wholly funded by the taxpayer. However, they agreed to help with some funding to kick-start the project and stimulate private sector funding. The then Chancellor of the Exchequer therefore announced in the 2013 autumn statement that the Government would provide £30 million towards the project as long as the Mayor contributed a similar amount, and as long as there was a satisfactory business case to show that the project would deliver value for money for the taxpayer.

The Garden Bridge Trust and Transport for London produced a business case in early 2014, which the Department for Transport analysed carefully in exactly the same way as it does for any transport project. The analysis showed that while it was a highly unusual project and one with a wide range of possible benefit-cost ratios, there was a reasonable chance that it would offer value for money for the taxpayer. We therefore agreed to release the £30 million of funding that had been pledged by the Chancellor, but importantly we attached several conditions to our funding, including a cap of around £8 million on the amount of Government money that could be spent on pre-construction activities, which was designed to limit taxpayer exposure in the event that the project did not proceed. A requirement was also included for TfL to draw up a detailed funding agreement with the trust governing how the money would be used.

Over time and in response to requests from the trust, the cap on the Government’s exposure was increased in stages to £13.5 million as circumstances changed and as it became clear that more money was needed to get the project to the point at which construction could start. The trust then asked the Government earlier this year to underwrite the project’s potential cancellation costs. Let me be clear that that was not a request for additional funding; instead, it was a request to be able to use some of the £30 million that we had already committed to pay the project’s cancellation costs should that be necessary. Without such an underwriting guarantee, the trust said that the project could not continue. After careful consideration, the Department agreed in late May to provide a time-limited underwriting guarantee but, again, with various conditions attached, including a requirement for the trust to provide more regular reports to the Department on the status of the project and the steps that it was taking to address the risks.

Over the summer of this year, as a result of further delays to the construction timetable, the trust asked whether the underwriting guarantee could be extended beyond the September deadline. The Department agreed last month that it could, but in such a way that the risks are more fairly shared between the Government and the bridge’s private sector backers. To be precise, the Government will now underwrite £9 million of the cancellation costs, should they arise, with the private sector required to underwrite any such costs above that level. The Government therefore continue to support the project and wish it well, but we have made it clear to the trust that not only public money should be at risk should the project fail.

The challenge now for the trust is to focus its efforts on getting private sector backers to take on some of the risk. We have also reiterated that the Government have no intention of putting more than the £30 million originally pledged into the project—that is a cap.

[Peter Dowd]

Will the Minister tell us whether the first tranche of the cancellation costs will be picked up by the taxpayer or by the private sector?

[Andrew Jones]

My understanding is that it would be a joint undertaking, but I will check the detail of any financial arrangements and report back to the hon. Gentleman.

As I was saying, the bridge must be predominantly funded by the private sector. As things stand, at least two thirds of the funding will come from private donations.

I understand that there are many concerns about the project, some of which I will talk about. The hon. Member for Vauxhall has already articulated a number clearly and in detail. The Garden Bridge Trust was set up in 2014 to manage the construction of the bridge. This experienced group of trustees has complete control over development and fund raising. The Department for Transport and TfL speak to the trust regularly to discuss progress and concerns. A significant amount of work has already been achieved on this complex project, which involves many different interested parties, and a huge amount of progress has been made. The land must be secured, permission to use the river obtained, and all necessary land planning conditions secured. A large ship, HQS Wellington, will also need to be moved. Those are all complex tasks that will take some time to achieve. There is still much work to be done before construction can start, but most issues are expected to be resolved soon.