Regional Inequalities: Child Poverty

Debate between Catherine McKinnell and Liz Twist

Wednesday 2nd March 2022 Westminster Hall

[Liz Twist]

I agree with my hon. Friend, and I will come to the economic aspects of this issue later. We do not yet have child poverty figures for the period during the covid-19 pandemic; I understand that we will not have them until the end of March 2022. However, from some of the available real-time information, it is clear that there has been a significant financial impact on thousands of families in our region. The north-east has experienced the joint steepest increase in the proportion of pupils eligible for free school meals during the pandemic of anywhere in England, having already had the highest proportion pre-covid.

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

My hon. Friend is making a powerful and timely speech. She mentions free school meals; another support that many families in the north-east rely on is Healthy Start vouchers. A report by Northumbria University and Feeding Britain recently highlighted that there are incredible struggles with the move from a paper-based system to a prepaid card system. Families are being rejected at the tills in their hour of greatest need, and cannot get any help through the helpline. Does she agree that the Minister should commit today to urgently resolving the matter, so that families, and particularly children, get the support they need?

[Liz Twist]

I thank my hon. Friend for that valid and pertinent point. That is one detail that must be looked at—it is so important for those families. Turning to in-work poverty, the TUC found that 108,775 children living in poverty in the north-east come from homes with at least one parent or carer in work. That is an increase of 52% since 2010. Children growing up in poverty is not about parents who refuse to work, but rather a lack of good, secure and well-paid jobs in the north-east and across the north.

Bus Services: North-east England

Debate between Catherine McKinnell and Liz Twist

Wednesday 24th November 2021 Westminster Hall

[Liz Twist (Blaydon) (Lab)]

I beg to move,

That this House has considered provision of bus services in the North East.

It is a pleasure to serve under you as Chair in this important debate, Mr Dowd. Bus services keep our local communities moving. They provide connections between our homes and communities and our place of work. They allow us to travel, to do our shopping and to attend health and other appointments, and they form an essential link to mainline train services for onward travel. They allow us to socialise safely. For those without cars, they are essential. For those of us with cars, they offer an opportunity to reduce car journeys and so reduce our carbon emissions.

Some 160 million bus journeys were made across the north-east immediately pre covid, and I would hazard a guess that most Members of Parliament will know the high level of concern from constituents when local bus services are changed. Earlier this year many constituents contacted me and their local councillors about changes to the No. 47 bus services from Chopwell to Consett, telling me how the changes had disrupted their journeys to work and other services. Of course, our bus services have faced a huge impact from driver shortages and, like the rest of us, from staff catching covid or facing isolation, causing short-notice cancellations, which all add to the problems.

Speaking of covid, our bus services, and in much of Tyne and Wear our Metro services, have been dramatically affected by covid-19. Those services continued to run throughout lockdown to keep key workers moving. They continued to run as we opened up, then closed down again, and as restrictions changed, to keep us moving, but at a huge cost and with a huge drop in usage. I am a regular bus user myself, as I travel to and from Westminster, around London and at home, and I have seen the fluctuation in bus usage. I say a huge thank you to all the staff who kept our buses, Metro and trains going for those of us who needed to travel, often exposing themselves to greater risk of infection. Their work is appreciated.

Those services, running economically due to low usage, could keep going only through the financial support from Government. The covid-19 bus service support grant ran to August 2021, and local transport authorities paid additional moneys for concessionary travel payments to bus operators, although concessionary usage had in fact dropped very significantly. On the Metro system, the same effect can be seen, with less usage of the system, meaning less income and increased financial pressure.

Why have this debate about buses in the north-east now? Bus services across my constituency face a very real threat. Still suffering from a reduced number of passengers, suffering again from driver shortages and now experiencing increased congestion on our roads, as many of us, even previous bus users, use our cars to avoid the risk of catching covid—

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

I did not mean to cut my hon. Friend off mid-sentence, because she is making a powerful and timely speech, but she brought to my mind the fact that my constituents in the outer west of Newcastle already have quite poor public transport links. They do not have access to the Metro, and a bus from Throckley, for example, can take an hour to get into the centre of Newcastle, whereas it takes 15 minutes to drive. Does my hon. Friend agree that if the Government are telling people to get back into the office, increasing the traffic on our roads even further, they should at the very least make sure that we have the funding in our region to support good public transport for all?

[Liz Twist]

I thank my hon. Friend for that intervention, and I certainly agree. Her constituency mirrors mine on the other side of the Tyne and we face many of the same problems.

As I was saying, we are still suffering from driver shortages, and we are experiencing increased congestion on our roads as many people, even previous bus users, use their cars to avoid the risk of catching covid. Congestion—even pre covid, and now—affects our buses and can reduce their reliability, which is so important to increasing bus usage, and also has an effect on our environment and air quality.

Earlier this year, the Government produced their national bus strategy for England, “Bus Back Better”. I will not comment on the title, but the strategy recognised that the deregulated bus industry, in which commercial operators were free to provide services that ran at a profit, and local transport authorities were left to subsidise routes that they believed were essential, has not served us well. Chapter 1 starts by saying:

“Buses are the easiest, cheapest and quickest way to improve transport. Building a new railway or road takes years, if not decades. Better bus services can be delivered in months. Experience shows that relatively small sums of money, by the standards of transport spending, can deliver significant benefits.”

We therefore need to look after and improve our buses, as important links between communities and towns and the train system.

The strategy required local transport authorities to submit bus service improvement plans by the end of October this year showing how they would achieve enhanced partnerships with bus operators to bring about better and more popular services. In the north-east, Transport North East, which brings together Northumberland County Council, Durham County Council, North Tyneside, Newcastle, Gateshead, Sunderland and South Tyneside, worked with the bus operators to submit its bus service improvement plan and set out a major programme of investment worth £804 million to tackle infrastructure and improve services, aiming to recover the ground lost during the pandemic and then to increase passenger numbers.

However, since the Government published the strategy and commissioned £3 billion to fund the bus improvement plans, the amount available has been cut to £1.2 billion—clearly a huge difference in funding, which calls into question the detailed plans submitted by Transport North East and other local transport authorities. As yet there has been no confirmation of how much funding will be allocated to Transport North East for the implementation of the enhanced partnership and the bus improvement plan. I hope the Minister will be able to update us on the timescale for allocating funding and on the criteria to be used, given that the funding available has been significantly reduced after bids had been developed and that plans were due to be implemented from April 2022—just four months away.

In the north-east there is a pressing financial issue threatening our bus services, which could see cuts to the local bus network of up to 20% of mileage from next April. Costs are increasing, for example, for fuel, labour and maintenance, particularly in the context of the shortage of drivers and the intense competition for them. Fare income is still down, due to reduced passenger numbers, which are estimated still to be at 75% of pre-covid numbers. Government funding to support the bus network in the light of that reduced fare income is due to end in March 2022.

Some bus operators are reporting that Government funding to support the bus network for the remainder of the financial year is inadequate and does not in any case cover the cost of their operations. Concessionary travel reimbursements have been paid by local government at pre-pandemic levels throughout the pandemic at the request of the Government. That will end in March 2022, and reimbursement will reduce towards actual levels of ridership, which is currently around 60% of normal rates, as this group of passengers remains uncertain about using bus services.

Nexus’s financial challenges arising from the Government’s decision not to extend covid-19 support for the Metro mean that its current forecast is to reduce expenditure on buses via the concessionary travel reimbursement by £7.5 million in the next financial year, which will inevitably mean a reduction in bus services, contrary to those positive plans developed for the Transport North East bus service improvement plan.

The Government’s confirmation that emergency covid-19 payments for the Tyne and Wear Metro, paid through the pandemic, will cease at the end of March 2022 has created a real problem. As a result, a major shortfall of £20.8 million is forecast in Nexus’s finances for the financial year 2022-23, largely caused by the impact of covid-19 on the passenger numbers of the Tyne and Wear Metro. That financial gap will need to be closed. Short-term savings from cutting Metro services would lead to the loss of yet more passengers, leading to an even bigger deficit and even more problems in maintaining bus services. Clearly, Nexus is looking at other measures, including cost savings, an increased levy on local councils in Tyne and Wear and the use of reserves, but the proposed reduction of £7.5 million in concessionary fare payments as part of the package will hit bus services really hard.

For bus operators, too, there are still real challenges. The bus recovery grant is set to end in March 2022, and bus usage has not yet recovered to pre-pandemic levels due to reluctance from some former passengers to get back on the bus. As I have said, increased car usage creates congestion, and driver shortages lead to bus cancellations, all creating a challenging situation even before the loss of that £7.5 million. The end of that funding has been described as a cliff edge for our bus services, so I ask the Government to look again before the budget for the next financial year is set in January and to continue to fund emergency payments to Tyne and Wear Metro because of the direct impact on bus services in my constituency and elsewhere in the north-east.

I understand that Nexus, the joint transport committee and the chair of the Tyne and Wear sub-committee have written to the Minister, Baroness Vere, but what is needed urgently is a discussion about the situation to find a way forward that avoids the 20% reduction in bus mileage. That request has the support of businesses in the north-east and the leaders of our health, tourism and education sectors, who want to build a better and greener local economy for the future and have written in support of that proposal.

I ask the Minister whether she, on behalf of Baroness Vere, will commit to meeting Nexus, the other parties involved and me to explore a way forward. This is all very dry and technical stuff, but what it means is important for my constituents and people across the north-east. The bus service improvement plan submitted by Transport North East offers a real chance of improvement for the future of the bus services that we rely on. To repeat the quote from the national bus strategy,

“Buses are the easiest, cheapest and quickest way to improve transport.”

My constituents need improvements to make sure that our buses offer a reliable, accessible and more environmentally friendly option for their travel needs. It makes a huge difference to their lives, so I ask the Minister again whether she can update us on the timetable for allocating funding for the bus service improvement plans, and how the funds will be allocated given the reduction that I have spoken about. Most urgently, my constituents cannot afford their bus services to be reduced by 20% or even more. The villages, small towns and communities across the Blaydon constituency, such as Chopwell and Kibblesworth and all the places in between, need to retain their vital links to our towns, our health services and our other essential services.

Any reduction in buses will make already difficult journeys impossible. We need additional funding to make sure that they continue to run and can improve. Without that funding, Transport North East’s positive plans for improvements will be undermined from the start. Again, I ask the Minister to agree to set up a meeting with Baroness Vere, Nexus, Transport North East and me to find a way of continuing the covid-19 support to Nexus. We need action from the Government to prevent this bus funding crisis from hitting our communities. We really cannot afford to miss the bus. Action is needed now.

School Funding

Debate between Catherine McKinnell and Liz Twist

Monday 4th March 2019 Westminster Hall

[Liz Twist (Blaydon) (Lab)]

I beg to move,

That this House has considered e-petition 232220 relating to school funding.

It is an honour to serve under your chairmanship, Sir David. I present the petition on behalf of Mr Andrew Ramanandi, the headteacher of St Joseph’s Catholic Primary School, Blaydon, and more than 104,000 teachers, support staff, heads, parents and governors around the country who have signed it. I acknowledge the fair funding for schools campaign, which was started by Mr Ramanandi and joined by all headteachers across the borough of Gateshead. Their imaginative campaign has captured the attention of the public and many politicians, and they will be listening closely to the debate. Mr Ramanandi is in the Gallery.

Dedicated staff, who are by far the most important resource in our schools, face an uphill battle due to not only school funding, but curriculum reform, an increasing workload and the growing and often complex needs of many of our children. Time and again, we hear that morale and staff retention are low. Our educators are looking to us as politicians to help them to respond to that challenge.

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

I congratulate my hon. Friend and fellow Petitions Committee member on securing and introducing this important debate. In January, the Minister encouraged MPs to write to their local schools and congratulate them on their improvements in key stage 2. I did just that, but I heard back almost immediately from my local schools, which had improved their results significantly, that they were having to lose the key staff who had helped them to do that. Does she agree that that is completely counterproductive and hugely concerning for the future performance of those schools?

[Liz Twist]

I agree with my hon. Friend that it runs counter to what we might expect to congratulate schools and then find that they have huge financial problems.

Traidcraft and Fair Trade

Debate between Catherine McKinnell and Liz Twist

Tuesday 18th December 2018 Westminster Hall

[Liz Twist]

My hon. Friend is absolutely right that Fairtrade traders, through Traidcraft, have worked to sell goods and, importantly, to raise the social and fair trade issues around those goods.

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

I, too, congratulate my hon. Friend on securing this debate. Last month, I attended an event hosted by Traidcraft in Newcastle entitled, “Who picked my tea?” It is a brilliant campaign that has resulted in Yorkshire Tea, Twinings, Tetley and Clipper all publishing who is picking their tea and their list of suppliers. That should help drive up the standards for those tea plantations in Assam. Does my hon. Friend share my view of the importance of Traidcraft’s work? Will she join me in calling on PG Tips and Typhoo to publish that information as well?

[Liz Twist]

I most certainly do agree with my hon. Friend. Traidcraft and the Fairtrade Foundation have played a huge part in ensuring that producers are accountable and that those principles are applied fairly.

My mother loved to look at the Traidcraft catalogue, find out what was going on from the Traidcraft bulletins and buy products—mostly chocolate, it should be said—from the back of her church. Churches have played a hugely important part in selling Traidcraft goods. She would get me to buy products either from the Traidcraft shop in Team Valley or on the internet.

Apart from my personal reasons for feeling sad at the news of possible closure and the loss of 60 jobs from our local economy in Gateshead, there are much more serious reasons why so many people were sad to hear of Traidcraft’s difficulties. As the company has said, it was

“overwhelmed by the outpouring of public concern and offers of support which demonstrates that the mission of Traidcraft still matters to many, many people”.

That is absolutely right. Next year marks the 40th anniversary of Traidcraft plc. Established as a Fairtrade enterprise, it initially provided a market for handcrafted items from Bangladesh at a time of great political turmoil there. Handicrafts, because they required minimal capital outlay for women in affected communities and could be produced alongside farming activities, provide an additional income source while preserving food security. Those values of supporting women, developing resilience and environmental concern have been recurring themes for Traidcraft over the years.

From its creation in 1979, the company developed into a public limited company with 4,500 individual shareholders and shares traded on the ethical stock exchange. It buys groceries and craft items from more than 70 producer groups in around 30 countries. Goods are sold through community resellers, online and through specialist fair trade shops. Traidcraft has pioneered fair trade products such as wine, charcoal and rubber gloves, alongside more familiar products such as tea, coffee, chocolate and biscuits. It has reached into thousands of homes—including my mum’s—and communities through its community sales force. What is more, it has had a real impact on the lives of countless producers and their families, delivering real social change.

Traidcraft was at the forefront of the Fairtrade movement and was a founder member of the Fairtrade Foundation along with Oxfam, the Catholic Agency for Overseas Development, Christian Aid, the Women’s Institute and the World Development Movement. The Fairtrade movement developed the Fairtrade certification system, which enabled those same fair trade principles to be applied by mainstream businesses. That was a vital tool for those businesses wanting to establish fairer and more just trading relationships and provided an independent guarantee for consumers.

[Liz Twist]

The hon. Gentleman makes an excellent point. I sincerely believe that without the input of those organisations and Traidcraft, we would not be in the position where we now take it for granted that we can obtain fairly traded goods in mainstream supermarkets and other shops. I most certainly agree with him on that point.

The Fairtrade Foundation has recognised that Traidcraft plc’s approach has been an inspiration to many and that the approach it pioneered in 1979 is now also being taken forward, as the hon. Gentleman said, by other brands and businesses that choose to trade fairly. Traidcraft also established a separate development charity, Traidcraft Exchange—thankfully, it is not under threat—which is supported by individual donations and institutional donors including the Department for International Development, Comic Relief and the Big Lottery Fund. The charity works with farmers and artisans who are not part of fair trade supply chains and campaigns for justice in international trade.

So, what happened to Traidcraft? Just as for many other UK businesses, life has been difficult. The retail environment has been particularly challenging. The success of fair trade products in mainstream suppliers and their availability in supermarkets is welcome, but that challenges fair trade enterprises such as Traidcraft on price and scale.

Much as we might like to escape the B-word, it is simply not possible. Currency fluctuations immediately after the EU referendum and uncertainty about Brexit continue to affect Traidcraft. Traidcraft estimates that the drop in the value of the pound within a week of the referendum cost the company £350,000. With most of the company’s £2.4 million of purchases from suppliers in developing countries paid in dollars, that early 15% currency drop meant that Traidcraft had less to spend, and holding true to its long-held fair trade principles meant that it could not, as others might, exert downward price pressure on its suppliers.

[Catherine McKinnell]

I share my hon. Friend’s concern about the impact on Traidcraft, and its need to reduce operations, because I, too, am proud of the fact that it has such strong roots in the north-east, in our region. Does she share my concern that the implications are not short term? Does she agree that we need to ensure that not only Traidcraft but all businesses that want to trade ethically can do so, and that that is not affected in any way by our departure from the EU?

[Liz Twist]

I thank my hon. Friend for that intervention. From our experience in the north-east, we know that a great many companies—not just Traidcraft, which we are discussing today—continue to feel the impact of the current uncertainty and fluctuations.

Phenylketonuria: Treatment and Support

Debate between Catherine McKinnell and Liz Twist

Tuesday 26th June 2018 Westminster Hall

[Liz Twist]

I agree. There is incredible strain on parents—and of course on people with the disease, but we must not forget about the parents.

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

I commend both my hon. Friend for securing the debate, and the many parents and families who work to raise the issue. She is right to highlight how challenging the condition can be for children, particularly in adolescence. A constituent told me that her daughter asked whether, for her 18th birthday, she could eat a pizza in a restaurant—seemingly a normal activity for a teenager, but a clear challenge for such children, who want to fit in with their peers.

[Liz Twist]

My hon. Friend is right, and I want to touch on that issue.

As well as having to have bread specially baked with prescribed flour, people with PKU can have no cheese, eggs or dairy products. Even some vegetables, such as cauliflower, are problematic, and so are potatoes, so there can be no chips or crisps. The daily intake of food needs to be monitored constantly. Imagine how that must be for a child at school who just wants to join in with classmates, or for young people who want to go out and socialise with friends—perhaps to go for a pizza, as my hon. Friend mentioned—and get on with their life. Everything must be measured and calculated to make sure that the appropriate level of protein for the child or adult with PKU is not exceeded.

Let us not forget that the condition is lifelong, and adults, too, must restrict their intake of protein. On top of all that I have described, both children and adults must take a protein supplement. I and other MPs have had the chance to try it, courtesy of our friends at the NSPKU, and it is not a pleasant experience. That puts additional pressure on parents, who often struggle to get their children to take the supplements, which they really need, three times a day. Making sure a child has the right diet, including when parents are not around to control it, and trying to make food interesting, often by starting from scratch with basic low-protein foods, is a minefield.