Rail Investment and Integrated Rail Plan
Rachel Hopkins Excerpts(3 years ago)
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Mr Dhesi
The hon. Member for Redcar (Jacob Young) has made many interventions and has spoken. As directed by you, Mr Deputy Speaker, I am looking to take interventions, within the limited time, from those individuals who have not yet spoken, including my hon. Friend the Member for Luton South (Rachel Hopkins).
Rachel Hopkins
My hon. Friend is talking passionately about our constituents’ enthusiasm for investment in rail. Does he agree that rail investment needs to be integrated through rail and infrastructure, so that stations that are decrepit, such as Luton station, get the investment they need so that they can be rebuilt to be fit for the 21st century?
Mr Dhesi
My hon. Friend makes an excellent point and is a passionate exponent of what is required for her constituency. Indeed, other hon. Members have highlighted the dilapidated state of many stations and other infrastructure.
Given that the Secretary of State is keen on quotes from northern leaders and industry experts, I thought I would share some so that he and the Minister can become familiar with theirs views and are left in no doubt. The National Union of Rail, Maritime and Transport Workers noted that the Government’s decisions are
“driving decline in our railways”.
The Transport Salaried Staffs’ Association and Unite unions were of a similar view, given the huge loss of well-paid, unionised jobs, and the loss of skills and apprenticeships thereafter.
The metro Mayor of Liverpool, Steve Rotheram, whom the Secretary of State quoted, said that the Government are just offering “scraps off the table”. ASLEF aptly described the plans as “levelling down”. Transport for the North called them “woefully inadequate”. The Mayor of Manchester, Andy Burnham, who has been quoted by Government Members on many occasions, observed that instead of NPR, the north just got PR. The Northern Powerhouse Partnership, headed up by the Government’s old friend, the former Chancellor, George Osborne, said that these plans disappointed “virtually everybody”.
When six major newspapers in the north of England all united to run the same powerful front page, calling on the Government simply to deliver what they promised on rail—nothing more, nothing less; just what they promised—it should have been a wake-up call to Ministers that they cannot substitute proper investment with the usual Government spin, so why did the Department so blatantly ignore those who actually live, work and travel in the north and midlands when pulling these proposals together? Were the years spent compiling this and other reports not enough to meet stakeholders and listen to their suggestions, or did Ministers simply ignore them?
The scale of the Government’s under-delivery on promises would be surprising if we had not been paying close attention to their past record. Just last year, the Minister noted:
“The Government recognise the importance of improving rail connectivity to Bradford—for the local community, for passengers and for the regeneration opportunities that it could bring.”—[Official Report, 30 June 2021; Vol. 698, c. 72WH.]
Yet, when it comes to actioning this plan, Bradford has been left high and dry—as has been eloquently highlighted by Members from Bradford and Yorkshire, and indeed by the West Yorkshire Mayor, the wonderful Tracy Brabin —with no new high-speed connection between Bradford and Leeds and no new station, despite it being a city that houses more than half a million people. It has the UK’s worst rail connections for a city of such stature.
And then there is the eastern leg of HS2 to Leeds. I have simply lost count of the number of times the Government have assured the House, myself—for over a year, from that Dispatch Box—and the public that this will go ahead “in full”. I am therefore sure that the people of Chesterfield, Sheffield and Leeds were surprised, to put it mildly, to find out that they would no longer be connected by HS2. Northern Powerhouse Rail may as well have been cancelled under Government plans, with a half-baked version delivering only for a select few going ahead, despite being promised over 60 times by the Government. Why would the British people believe a single word that this Government say?
In February 2020 the Prime Minister told the House, with regard to HS2 and Northern Powerhouse Rail, that
“both are needed and both will be built as quickly and as cost-effectively as possible.”—[Official Report, 11 February 2020; Vol. 671, c. 713.]
So why has he gone back on his word once again? By which date—perhaps the Minister could answer this—had the Government decided to betray the investment promises that they made? Was it before the IRP was published recently, or was it while they were still making commitments to this House that plans would be delivered in full? Did they ever intend to keep their word? We cannot continue to fail rail passengers due to Government incompetence. Under-delivering on our rail network will have consequences for decades to come. Transport has lasting consequences for the way that people live their lives—the types of jobs that they are able to do, the holidays that they take, and the areas that they choose to live in. Breaking promises on such fundamental parts of our society is truly unforgivable.
This Government have become famous for their U-turns, so I ask the Minister: will the Government U-turn one more time to benefit our northern towns and cities? Will he take the opportunity today to reverse his decision to scale back plans for the north and instead keep the commitments that the Government have regularly promised? Labour Members know that breaking promises on such fundamental issues, especially to communities crying out for proper investment, is unforgivable. Will he do the right thing today, because people will not settle for crumbs? They deserve the full deal.
Oral Answers to Questions
Rachel Hopkins Excerpts(3 years, 3 months ago)
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Andrew Stephenson
I have been impressed by the scale of regeneration plans for the proposed station at Toton and the way in which local leaders have come together to maximise the benefits of HS2 for their communities. It is important that we consider regeneration and economic impacts upon local areas, as well as how to create the right kind of transport network—the IRP will seek to balance this. I would be happy to meet my hon. Friend again to discuss this issue.
Rachel Hopkins (Luton South) (Lab)
The Secretary of State for Transport (Grant Shapps)
The Department’s published guidance makes it clear that driver safety and that of other road users must not be compromised, and that the relaxation must only be used where necessary.
Rachel Hopkins
I thank the Secretary of State for that answer, and I refer to my entry in the Register of Members’ Financial Interests. Longer hours behind the wheel is not a solution to the shortage of HGV drivers; it is unsustainable, exploitative and dangerous. So does he agree with Unite the union, which represents many lorry drivers and supply chain workers, that such a crucial piece of our national infrastructure needs its own national council to set decent standards across the industry and, most importantly, to restore collective bargaining to improve and protect pay and conditions?
Grant Shapps
It is worth understanding, as there is often misunderstanding about this, that drivers are still bound by the working time directive and still have to work an average of a 48-hour working week over a 17 to 26-week period, and that the relaxations do not increase the working time; they are in place to allow extra flexibility. However, I do agree with the hon. Lady about the need on drivers’ conditions—they have been poor over the years, which is one reason why 99% of HGV drivers are men. We need to improve those facilities, to bring many more people into the sector, and I am very keen, as I mentioned before, to see better pay and conditions as well.
Britain’s Railways
Rachel Hopkins Excerpts(3 years, 7 months ago)
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Grant Shapps
I do not think we could ever accuse my hon. Friend of not putting on the record his concerns about a new railway line, HS2, being built through his constituency. He has been a clear champion for his constituents in that regard. The other new railway—East West Rail and the Aylesbury spur—is a matter that is under consideration. I note that there is an Adjournment debate on the subject this coming Monday, which one of my hon. Friends will be answering. I know that my hon. Friend the Member for Buckingham (Greg Smith) will get the opportunity to put many a point across as we consider the exact path for East West Rail and its spurs.
Rachel Hopkins (Luton South) (Lab)
Full public ownership of the railways is very popular with the public, so it is disappointing to see the half measures announced today that seem to nationalise risk but privatise profits. Will Ministers allow a publicly owned company to bid for these concessionary contracts?
Grant Shapps
As I have tried many times to stress to Opposition Members, we are not ideological about this; we just want to do what works for passengers, because they are the people who matter in all this. I have pointed out—I hope the House will think that I have been fair—the relative disadvantages of our previous public and private versions of the railways, and I think this will capture the best of both worlds.
To answer the hon. Lady’s question, I want community groups to be able to be involved, as I have mentioned. I said to the hon. Member for Oldham West and Royton (Jim McMahon) that the operator of last resort will still be a factor as well. We will make sure that this is run in the best possible way. I cannot really fathom why anyone would want to carve out the private sector’s incredible contribution to the railway, which has doubled in size over the last 25 years and is growing.
Oral Answers to Questions
Rachel Hopkins Excerpts(4 years, 3 months ago)
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Rachel Hopkins (Luton South) (Lab)
Catherine West (Hornsey and Wood Green) (Lab)
The Minister of State, Department for Transport (Chris Heaton-Harris)
The Government have recently made £350 million available to make accessibility improvements at a further 209 stations through the Access for All programme. We also require the industry to comply with current accessibility standards whenever it installs, replaces or renews station infrastructure.
Rachel Hopkins
Since July, the lifts at Luton Airport Parkway station have been in the process of being fixed, so people in my constituency who are disabled, have mobility issues or have a family with children and a buggies are not able to access the railway. I am pleased that Luton station has been granted Access for All funding. I spoke to the Minister six months ago about the decrepit state of Luton station and the need not just to add shiny lifts to something that is not fit for the 21st century. Will the Minister give me an update on the much-needed renovation of the station, the accessibility needs that have to be addressed and where we are now?
Chris Heaton-Harris
I know, from when I met the hon. Lady virtually during lockdown, how she aspires to a wider redevelopment of Luton station. At that meeting, I promised to get Network Rail to continue its work with Luton Borough Council to finalise a solution to deliver an accessible step-free route at the station by 2024. Since then, Network Rail has presented a number of options to the council which are currently being considered.
Aviation Sector
Rachel Hopkins Excerpts(4 years, 3 months ago)
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Abena Oppong-Asare
My hon. Friend makes a good point, which I completely support, and I am going to cover that much further in my speech. He mentions British Airways, which has announced that it wants to cut 12,000 jobs. Some 6,000 of its overall workforce have already taken voluntary redundancy, with many claiming that they have been pressured by scare tactics such as a fire and rehire policy. Those redundancies were announced five months ago, in April, yet the Government have still failed to protect its workers. Since the announcement, many more have followed: easyJet is planning to cut 4,500 staff; Jet2 has made more than 100 pilots redundant; Virgin Atlantic has made more than 3,000 staff redundant, including 47% of its pilots; and Flybe, the largest operator in the UK of domestic flights, has gone into administration, leaving 2,000 people without jobs. I could continue, but I am sure that the Government are well aware that an estimated 110,000 airport or airport-related jobs are at risk. I have been contacted by operators in the aviation sector who have warned me that the sector can no longer weather the impacts of further inaction.
Rachel Hopkins (Luton South) (Lab)
I thank my hon. Friend for giving way on that point about airport operators. In my patch, I have been in regular contact with the operator of Luton airport, which is responsible directly and indirectly for 11,000 jobs in Luton that are potentially at risk. But this is not only about jobs. It is also about the important revenue streams that come from the airport into Luton Council and wider voluntary and charitable organisations. Do you agree that part of this debate is about those vital revenue streams, as well as jobs?
Madam Deputy Speaker (Dame Eleanor Laing)
Order. It is an intervention, not a speech, and Members must refer to one another as “the hon. Member”, not “you”.
Manchester Airport and the Local Economy
Rachel Hopkins Excerpts(4 years, 5 months ago)
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Navendu Mishra (Stockport) (Lab)
I refer hon. Members to my entry in the Register of Members’ Financial Interests in relation to Unite the union, of which I am a member. Unite represents thousands of workers in the aviation industry and has been campaigning for Government support for the sector throughout the covid-19 pandemic. I also pay tribute to my hon. Friend the Member for Wythenshawe and Sale East (Mike Kane), who has been a tireless campaigner for workers at Manchester airport.
Manchester airport is a core part of Greater Manchester’s economy. It employs 25,000 people directly on site and 76,000 indirectly, generating £4.5 billion for the local economy. It has links to 210 destinations—more than any other UK airport—and is an international gateway for trade and travel, acting as a major draw for investment and development in Greater Manchester, giving our region a huge competitive advantage. For example, in the past two years its direct route to China has helped to grow export values in the north by 41%, bringing with it £250 million to the visitor economy.
The whole supply chain relies on a successful Manchester airport. Catering companies such as Newrest and hotel chains such as Hilton have been affected by the lack of footfall during lockdown and have been forced to make cuts. Furthermore, an Independent Transport Commission report revealed that 55% of the workforce in the area surrounding Manchester airport are employed by aviation businesses. As a result, Manchester airport is central to everything we do in the north-west and will be a major catalyst for kick-starting the regional economy as we emerge from the first phase of the coronavirus crisis.
The fallout from covid-19 has been catastrophic, with passenger levels and revenue dropping to historic lows of between 1% and 4% of those seen in the same period last year. Thousands of workers face redundancy if the Government do not intervene to save the airport, its airlines and the businesses that rely on it as a key hub. More than 1,500 redundancies have been proposed to date, with well over half of them at Swissport. Widespread losses have already been reported for airlines including Virgin, Ryanair, Jet2, TUI and—just this week—easyJet, with more to follow in the coming weeks.
Manchester Airports group, which also operates London Stansted and East Midlands airports, faces a difficult restructuring programme with 25% of its leadership and management positions being cut and the remaining 75% subject to restructuring. All of that will take place before the end of the furlough scheme, when further redundancies are almost certain to follow. While the furlough scheme has been of some help, the money is little more than a drop in the ocean, accounting for just 5% of the airport’s fixed costs.
The situation will not simply end with a resumption in air travel. Even with an increased number of air bridges and an end to quarantine, the aviation industry has warned that it may not return to anything like normality until the second half of 2021, and even then the numbers are expected to be at only about 90% of pre-crisis levels. The Government must therefore consider a sectoral support package that ensures the industry has the backing and confidence it needs to recover as quickly as possible, mitigate job losses and protect skilled jobs.
Rachel Hopkins (Luton South) (Lab)
Thank you for giving way in this important debate. Would you agree that while airports in our regions provide many direct jobs, as you outlined, they also have an important role—
Madam Deputy Speaker (Dame Eleanor Laing)
Order. Would the hon. Lady mind saying that again, but, instead of saying “would you agree,” please say “would he agree”?
Madam Deputy Speaker
No, no. Everyone makes a mistake now and then. It is not terrible, but it is time that we managed to grasp this and get it right. I would be grateful if the hon. Lady would set an example, please.
Rachel Hopkins
Thank you, Madam Deputy Speaker. I appreciate that as a newer Member I am practising the ways, and I will get it right. Does my hon. Friend agree that regional airports have an important role to play, not only for all the direct jobs they provide in our areas, but for the wider jobs and services they can support, such as at Luton airport? It is in my constituency and it is the fifth largest airport in the UK. It provides £20 million a year in direct dividend to Luton Borough Council, which provides jobs and services, and £10 million a year direct to the voluntary and community charitable organisations. Does he agree on the importance of that role, too?
Navendu Mishra
Absolutely, I agree. In the past few years, especially in the past decade, councils have faced a lot of cuts as a result of the austerity regime, including my local Stockport Metropolitan Borough Council and the Greater Manchester Combined Authority. They depend on income generated by the airport, and I thank my hon. Friend for raising that issue.
If the Government do not step in, businesses will continue to collapse and tens of thousands of workers will lose their jobs. In the north-west, it is crucial that we do not see a repeat of what happened to Thomas Cook last year, which had a huge impact on the 3,000 employees who lived and worked across Greater Manchester, including those who worked at five branches across the borough of Stockport, including the one at Merseyway, in my constituency, as well as the 900 cabin crew who operated out of the airport.
In his Budget on 17 March, the Chancellor promised a financial support package for the aviation sector. That is almost four months ago, but we are still waiting. It is completely unacceptable, given how precarious the current situation is for the industry, that we are still waiting. The Government urgently need to consider sector-specific furlough support, such as an extension to the coronavirus job retention scheme, which is scheduled to end on 31 October. Such an extension should also come with a warning that no company is allowed to accept public funds from the scheme and use them to cover the cost of making staff redundant. The Government must also consider prioritising loans or taking a stake in companies, and ensure that when that happens businesses that agree to such support should be prohibited from paying dividends, from undertaking share buy-back or from capital contributions, with a cap on executive pay until 12 months after the loan is fully repaid.
Business rates make up a significant proportion of our airport’s fixed costs, at a time when the revenue is close to zero. In recognition of that, business rates relief has already been provided to airports in Scotland and Northern Ireland, and the UK Government should correct that anomaly for airports in England, too. They should also support local authorities so that they do not face further financial strain. Temporary measures should also be considered, such as a reduction in air passenger duty, which makes up a significant proportion of the cost of tickets and limits the profits that airlines can make. In addition, support is needed for the temporary funding of the Civil Aviation Authority.
Many businesses have rightly been praised for the efforts they have made during the crisis to support and retain their workers, utilising Government loans, where needed, to retain staff on full pay or opting to furlough staff rather than lay them off. Those that have gone down the route of Government support have done so in good faith, in the hope that this will be no more than a short-term measure. The flip side is companies that take advantage of the system, using taxpayers’ money to prioritise the protection of shareholder dividends ahead of the protection of their own workers.
One such company is British Airways, whose chief executive, Willie Walsh, was hauled before the Select Committee on Transport in May. It branded Mr Walsh’s company a “national disgrace”. Despite having a parent company, International Airlines Group, with total assets of £10.7 billion and profits last year alone of £2.6 billion, at the very first opportunity Mr Walsh furloughed 22,626 of his employees. In doing so, it was claimed that the measures were
“to protect jobs and ensure that BA comes out the other side of this crisis in the best possible shape”.
What is clear now, just weeks later, is that the protection of jobs was never his priority, beyond those of BA’s top executives.
Despite the fact that IAG was in a position to retain its entire workforce on full pay for more than a year, even without Government support, Mr Walsh announced that all 42,000 of British Airways’ workforce would be made redundant, with 30,000 fired and rehired on inferior contracts, with worse pay, terms and conditions. That means that 12,000 people were made redundant. Furthermore, failure by employees to sign the paperwork that contains a clause allowing the company to temporarily lay off workers will result in instant dismissal.
As part of its plans, British Airways’ contact centre in Didsbury, Manchester, is set to be affected, with 350 workers being faced with redundancies. That is completely unacceptable, and I urge the Minister to look at measures for holding British Airways to account, including reviewing the lucrative slot allocations that it is given as a legacy carrier, which, in the case of London Heathrow, in the constituency of my right hon. Friend the Member for Hayes and Harlington (John McDonnell), amounts to more than 50% of all spaces at the airport. The question must be, if BA is targeting the legacy staff, many of whom have spent decades of loyal service building BA’s brand, why should it be rewarded with legacy slots? It cannot pick and choose which legacies it keeps.
It is also incredibly important that our efforts to tackle climate change are not lost as we revive and rebuild our aviation sector. Indeed, this can and should be an opportunity to explore new technologies further and green the economy with well-paid, unionised jobs. That means inserting clauses into the financial support that the Government provide for businesses to set out a clear programme of transitioning to more efficient and environmentally friendly operations, including cleaner fuel options. There should also be consideration of publicly financing smaller airports and air traffic control as well as specific routes within the UK aviation network to retain much-needed connectivity.
There are many examples around the world of Governments backing the aviation sector. The US, for example, has injected $45 billion into the sector. Another good example, closer to home, is France, where Emmanuel Macron’s Government have unveiled a series of historic rescue packages, including one of almost £7 billion for Air France, which included £4 billion in bank loans guaranteed by the state and £3 billion in loans direct from the Government, all of which has helped to safeguard Air France’s 84,000 employees. As part of the rescue package, France’s Finance Minister was clear that airline bosses needed to bring forward a plan for reducing carbon dioxide emissions and transforming their fleet to be less polluting. Similar steps would be very welcome in Britain.
Ultimately, as lockdown measures are eased, people’s health must remain a priority ahead of profits. That means that companies must be compelled to take all possible steps to ensure that appropriate action is taken, such as providing proper PPE for all staff and enforcing the Government’s social distancing guidelines. That is why, last month, the Mayor of Greater Manchester, Andy Burnham, launched a “Safely Reopening Greater Manchester” campaign, which is an initiative to ensure that the region’s economy can reopen safely from the covid-19 lockdown.
The Greater Manchester Combined Authority, led by Mayor Burnham, is also looking at initiatives such as the regional brokering scheme, to match people at risk of being made redundant when the furlough scheme ends with parts of the economy where there are opportunities, as well as exploring initiatives such as the future jobs fund.
In conclusion, it is time for the Government to act. All 10 local authorities in Greater Manchester have already intervened to support Manchester Airport Group, providing a combined package of more than £250 million to protect long-term investments and safeguard tens of thousands of jobs that rely on the airport as a major engine of the local economy. I urge the Minister to consider all the measures that I have set out in this speech and ensure that our aviation sector can build back better and be the economic catalyst that our country desperately needs if it is to emerge stronger from this crisis.
Income tax (charge)
Rachel Hopkins Excerpts(4 years, 9 months ago)
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Rachel Hopkins (Luton South) (Lab)
This is my first Budget as a Member of Parliament. When I registered to speak in the debate more than a week ago, I chose to speak about the topic of levelling up and getting Britain building, because after 10 years of austerity hitting hard in my constituency, it is about time we saw some investment. Although the coronavirus crisis overshadows everything, I am still here to speak up on behalf of my constituents, who have been affected by a decade of decline. As my hon. Friend the Member for Middlesbrough (Andy McDonald) said from the Front Bench, we will get through this crisis, but it highlights the fragility of many of my constituents’ lived experience.
Terminology such as “levelling up” allows the Government to create a picture of improving living standards and opportunities, but it is a fairy tale. Instead, the Budget focuses on levelling up the market at the expense of the social infrastructure that serves people across the country. As working people continue to struggle to make ends meet in insecure employment, the benefit system continues to punish the most vulnerable in society and public services are squeezed, the Budget ensures that fat cats in the City of London and big business continue to profit.
To consider whether the Budget can deliver the levelling up it so boldly claims to, we must judge it in the context of a decade of decline and consider whether it will directly improve the lives of our constituents. The political choice of austerity and cuts in public spending over the past 10 years has contributed to a severe housing crisis, and the distinction between the haves and have-nots is stark.
Inequality has rocketed as young people cannot get on the housing ladder, renters are stuck in unfit homes, families in need cannot get a council house, leaseholders are exploited by the system, and homelessness has reached a disgraceful record high. The Conservatives’ reliance on a deregulated free-market ideology has also allowed weak housing standards, as we see from the many poor homes created under permitted development rights, and emboldened commercial property developers. There must be greater investment in good-quality council housing.
According to Shelter, in 2018-19 only 6,287 new council houses were delivered in England, despite 1.15 million households being on housing waiting lists. In the same year, 24,000 social rented homes were lost through sales and demolitions. Since 2010, the number of new Government-funded social homes being built has dropped by 90%. Instead of building council houses or genuinely affordable homes, the Conservative Government have tried to obscure their cuts by labelling more homes “affordable”—even when they are priced for sale at up to £450,000, which would require someone to be lent a mortgage worth nearly 15 times the average UK salary, or to rent at up to 80% of the market rate. Both are completely unaffordable for most families in Luton.
I know the Government will point to the commitment in the Budget to develop brownfield sites and to lower interest rates by 1% when councils borrow for social house building. However, neither commitment will sufficiently address the crisis. Brownfield land, because of quantity, location and remediation costs, will never come close to meeting housing need on its own. The 1% reduction in borrowing costs comes only one year after the Public Works Loan Board increased borrowing rates by 1%. This is smoke and mirrors. To level up and to end the housing crisis, the Government need to be driving a national, publicly funded housebuilding programme alongside councils and housing associations, not simply leaving it to the market.
Similar disappointment is replicated in the Government’s much anticipated and much needed transport infrastructure investment plan. We have a climate emergency and emergencies require urgent action, so public transport must be at the heart of the climate strategy. Instead of investing in a sustainable integrated public transport system, however, the Government announced a £27 billion investment in roadbuilding and a fuel duty freeze. That is more than the investment for all other modes of transport combined. This is ill-thought-through policy- making, when we consider that over 60% of the UK’s rail routes have yet to be electrified and that many train stations, such as Luton station, are in desperate need of remediation.
The underfunding of public transport is not restricted to rail. A decade of austerity has led to buses suffering a real-terms funding cut of £645 million per year, the withdrawal of 3,300 routes, fares soaring at two and a half times the rate of wages, and bus usage in England outside of London falling by 11.9%. Buses are vital to the economic prosperity and social wellbeing of our communities, but the cuts and restrictions imposed on local councils have led to a franchising system which is run to deliver profit to shareholders, not an excellent service for passengers. The creation of an integrated publicly owned transport system would provide a brilliant opportunity to level up our country by addressing regional inequality. Regionally focused investment in transportation is an important part of an effective industrial strategy to boost productivity.
The Budget, however, does nothing to address regional investment inequality and accepts the outdated status quo of London receiving £410 more investment per passenger than the east of England. Rather than using taxpayer’s money to invest in green affordable public transport to promote regional growth, the Government have subsidised failed rail franchises, which, after their collapse or even now in the wake of the crisis, has exposed the limitations of a profit-driven privatised railway and funded the profits of bus operators. Virgin Trains East Coast, Arriva Northern Rail and the loss of bus routes in my constituency demonstrate the failure of a market-driven transport system.
Bringing transport into public ownership is not radical. We have German, Italian and Dutch state-owned companies running our railways and buses, and the profits are used to subsidise European transport. By pursuing a publicly owned, integrated transport system, we could ensure that every penny invested is focused on improving the standard of the service and working to tackle the climate emergency.
This Budget is not about levelling up the country, but a series of policy proposals designed to distract from the damage inflicted over the past 10 years. Our social infrastructure is crumbling. We have a housing crisis. Our transport system is broken. Regional inequality is growing. The Budget is an extension of austerity and a reminder that it is a political choice. It is political opportunism to protect the financial sector and burden our communities with a decade of cuts. It reaffirms what we already knew: the Conservative Government will time and time again choose to put profit over people.