We must now consider targeting particular carbon intensive goods and power supplies which are imported and carry a large transport and transmission footprint.
The tactic is the product of a generation of failed energy policies. But imported supply is set to become more expensive, not less.
Renationalisation would cost a fortune, fail to address over-crowding, and leave passengers even more vulnerable to cynical strike action.
Privatisation has delivered popular, competitive, open access services which deliver very competitive fares – but restricted to one main line. Why?
We now have a tried and tested case study to prove that competition in rail delivers better services, better value and higher satisfaction.
The rest of the network can learn lessons from the open access experience of the East Coast Main Line.
Years of drift and bad policy have left the UK with a tattered energy policy.
The days of the ‘railopoly’ should be over: we need a rail network in which no train company can hike fares without fear of passengers being able to vote with their feet.
The Competition and Markets Authority is set to intervene – which is cause for hope.
The decision by the Office for Rail Regulation to refuse new competitive services on Britain’s biggest rail network defies the Government’s approach and philosophy.
Open access services have delivered lower fares, more routes, happier passengers, better trains and pose no threat to the viability of the railway.
The consequences of the Carbon Price Floor could soon be wholesale UK electricity prices almost double those in Germany or Italy.
In Wakefield, represented by the party’s Transport front bench spokesman, the revival of Kirkgate is bringing benefits to Westgate – and passengers.
Our competitors look at the UK with a combination of bemusement and confusion, as they examine which industries they can lure to their shores.