Broadcasting
Debate between Kwasi Kwarteng and Maria Eagle
Maria Eagle
The BBC ought to be held to account for how it spends its money, whether or not it meets its objectives and its requirements under the charter. I think that that is absolutely fair. We should not get into arguments about whether particular programmes are sufficiently distinctive or different. The definition is a lawyer’s dream, and there are concerns about what it will end up meaning in practice.
We have heard tell of the £60 million contestable pot of licence fee payers’ money. The survival of that pot is a retrograde step, no matter what use it is to be put to. I note that there is supposed to be some kind of pilot and that commissioning children’s programmes is to be involved in whatever is done with the money from the underspend. The fact is that the Government are establishing the principle that licence fee payers’ money should be handed over to the BBC’s commercial rivals to make programmes. That is different from the BBC itself deciding that it might want to commission programming from independent producers, which it of course does a lot of as part of the way it does its business. The problem is that if the contestable pot simply takes money away from the BBC and gives it to its rivals to make their own programmes without any of the guarantees that the BBC would have for maintaining ethos and quality, it is no more than a raid on the BBC’s resources. That could be the thin end of what might end up being a very large wedge.
We saw newspaper reports before the White Paper was published about a contestable pot involving a lot more than £60 million. Although the pot is currently small and has been identified as a way of using underspends, the possibility that it will expand over time and that a principle will be established that licence fee payers’ money is not to be used by the BBC to fulfil its mission could be significant. I therefore would like some assurances from the Government that the contestable pot will not be vastly expanded during the period of this charter review. I do not think that it should be proceeded with at all.
I want to say a little about salary transparency. We have heard the argument that publishing the salaries of the so-called talent in the BBC is an issue of transparency. I understand that argument, but I want to put an alternative viewpoint. Far from being about transparency, this is actually a tabloid editor’s dream and a destructive bit of punishment for anybody who wants to work for the BBC rather than a commercial broadcaster. Why is it right to invade the privacy of those who work for the BBC but not those who work for any of its commercial rivals? The Minister in the other place said that this requirement—
Maria Eagle
No—[Laughter.] I was halfway through a sentence. I might give way to the hon. Gentleman when I have finished it.
The Minister in the other place said that this requirement would not be extended to BBC Studios. BBC Studios will still be using public money—licence fee payers’ money—when it is commissioned to make programmes. Why is it right for parts of the BBC that are in the public bit of the BBC to have to meet this requirement when talent in other places commissioned by the BBC, using licence fee payers’ money, does not? Is this really about transparency, or is it about giving a stick to tabloid editors to have a go at the BBC?
Maria Eagle
This could lead to unintended consequences. When I was a trade unionist, the idea of comparability and of trying to get a pay rise because somebody else was doing a similar job was grist to the mill. If the proposal simply leads to costs for the BBC’s front-of-camera talent increasing, that might be an unintended consequence. I do not think this has been thought through.
Kwasi Kwarteng
The hon. Lady must recognise that there is a big distinction between people who are paid from the public purse and people who operate commercially in the private sector. The salaries of all of us in the House are publicly known, and it is entirely legitimate for the public to see where some of their money is going as far as salaries are concerned.
Maria Eagle
I understand the hon. Gentleman’s point, but if the ultimate bill is being paid by licence fee payers, why are they not entitled to transparency in respect of salaries just because an independent producer is involved? That is not consistent, and the proposal could have unintended consequences. This seems to be a populist measure, and it does not necessarily do the BBC any favours when it is trying to make sure it gets the talent that is available. It also gives commercial rivals a lot of inside information—published information —to allow them to see what it would take to poach talent. I do not see how that helps the BBC to fulfil its mission. I do not see the point of pursuing this vindictive little measure but, none the less, the Government have said they will implement it, so we will see how it goes.
It is good that we have got to a better place with the charter review than we might have done. From an early stage of the process, the Government seemed to be contemplating shrinking and diminishing the BBC. They denied that, but it was there in the background, and I think that if they could have got away with it, they would have done. However, a huge up-swell of support from our constituents and in both Houses of Parliament has stopped them. There are still pitfalls and problems that might end up being much bigger issues than they now appear to be, however, so we will keep an eye on how things go, especially leading up to the so-called mid-term review or health check. We will be watching to make sure that the Government do not go back to their original aims in the charter review of trying to do down the BBC. On behalf of our constituents who love and value the BBC as a great UK institution, we all hope that this charter does what the Secretary of State now says she wishes it to do, and we will make sure that it does.
High Speed Rail (Preparation) Bill
Debate between Kwasi Kwarteng and Maria Eagle(11 years, 5 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Maria Eagle
That is an important point. Such action could, indeed, lead to other benefits, if it meant that matters were settled earlier than they would otherwise have been. I believe that some European countries do as my hon. Friend suggests, and end up building their lines rather more quickly than we seem to manage to.
Ministers must now engage in a debate about the eventual cost of using the new north-south line, because that goes to the heart of the question of what kind of railway we believe in. There have been fears about the issue ever since the former Transport Secretary, the right hon. Member for Runnymede and Weybridge (Mr Hammond), started talking about rich men’s toys.
Kwasi Kwarteng (Spelthorne) (Con)
I think it important to put on record the fact that the phrase “a rich man’s toy” was presented to my right hon. Friend the Member for Runnymede and Weybridge (Mr Hammond), who is now Secretary of State for Defence. He did not demur, but it is not a phrase that he generated. I happen to have been a member of the Transport Committee at the time. I think it important for us to clear this matter up before the hon. Lady starts accusing my right hon. Friend of making that comment.
Maria Eagle
I think every Member of Parliament realises, given the present state of journalism in this country, that if a phrase is presented to one and one does not demur, it is quite legitimate to say that that is what one agrees with. I understand the hon. Gentleman’s point.
I hope that Ministers will agree with Labour’s vision of a new railway line that is fully integrated with the existing network, and whose fares are fully regulated. That is the line for which we will all be paying, and its use must therefore be affordable for many people, not just for a few at the richer end of society.
It is disappointing that Ministers have so far shown little interest in ensuring that this significant investment delivers real opportunities, especially for our young people. Labour has made it clear that every £1 billion of investment in the scheme should deliver 1,000 apprenticeships, and I hope that the Government will make the same commitment to apprenticeships and to our young people. Ministers must learn the lessons of the Thameslink procurement. Those trains are now to be built in Germany. It is perfectly possible, within EU rules, to ensure that public investment delivers jobs and apprenticeships where they are desperately needed, here in Britain. Every other EU country manages to do the equivalent through its own train procurement. The new line must deliver British jobs and growth, not only after its completion but during its construction, and that must include the manufacturing of the trains.
It was a Labour Government who first set out the ambition for a new high-speed north-south railway line to address the capacity issue on our rail network while also cutting journey times between our towns and cities, and the case for making this scheme a reality remains strong. Indeed, it is all the more necessary at a time when the Government’s economic failure has meant a failure to deliver the growth that the country so desperately needs. The progress made over the last three years, since Ministers inherited the project, has been disappointing, but it retains cross-party support. We will support the Bill today, but we urge the Government to get on with the hybrid Bill as soon as possible. We want to see the enthusiasm and commitment from Ministers that are necessary to make a major project on this scale become a reality.
Rising Cost of Transport
Debate between Kwasi Kwarteng and Maria Eagle(11 years, 10 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Maria Eagle
The hon. Gentleman has missed out the profits of rail and bus companies. Perhaps those ought to be looked at as well. As he knows, all Governments have to strike a balance. This Government have to do so, as did the previous one, and that will no doubt be the case for the next one too.
Because bus services outside London were deregulated, local authorities have for far too long been unable to limit fare rises or properly plan the network of local bus services in the interests of passengers and economic growth in their area. That is why the last Labour Government changed the law to enable transport authorities to use quality contracts to move to a tendered model for bus services, thereby bringing accountability over fares.
Maria Eagle
No.
That model means that decisions on fare rises are made by politicians, just as we have always accepted should happen for rail fares and as has happened for bus services in London. However, the integrated transport authorities that are rightly going down that route are finding that they are up against the vested interests in the private bus companies. Stagecoach is the worst culprit and has threatened to close depots, sack drivers and take buses off the road overnight. Sir Brian Souter claimed that he would rather “take poison” than enter a quality contract. His managing director accused the elected accountable transport authority of
“operating in the same camp as Marx, Lenin and Trotsky.”
Have the Government stood by transport authorities that are trying to secure a better deal in the use of taxpayers’ money? No. On the contrary, the Government are using their reform of bus funding to stack the odds even further against transport authorities. They are caving in to pressure from the bus companies and proposing to exclude from better bus area funding authorities that seek greater control over fares through quality contracts. Yet again, the Government are on the side of the wrong people and are putting the interests of the bus companies before bus passengers. The Government should think again and work with councils, not against them. Ministers should say to the bus companies, “You operate successfully in a regulated system right across Europe and you can do so here.” Instead, Ministers are cutting funding, oblivious to the impact on rising fares and reduced services, and standing in the way of local authorities that are seeking reform to deliver more for less and keep down fares.
On rail and bus services, the cost of transport is rising by well above the rate of inflation. The Government should listen to passengers, and the House should support the motion. Let this be the last year when the train companies are allowed to turn the so-called cap on fare rises into an average. The Government should restore the strict cap on fares that was introduced by Labour and that they scrapped. They should also listen to passengers about ticket offices and look at the ideas that we have set out to make fares and ticketing fairer and simpler. The Government have so far shown themselves to be completely out of touch on the rising cost of transport and the pressure that it is causing for families who are already feeling the squeeze on household budgets. Today is an opportunity for Ministers to start listening, recognise the consequences of the misguided decisions that their predecessors have taken over the past two years on rail and bus services, and act. I invite the Secretary of State for Transport to do so.