Helen Hayes MP: speeches

Speeches

• 16 Jun 2026 · Thames Water · Hansard source

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  My constituents have been catastrophically failed by Thames Water over many years by major floods that have closed local businesses, constant leaks and bursts, traffic disruption, loss of supply and terrible support for vulnerable customers. This is the consequence of shocking negligence by asset-stripping investors, and there is no evidence that Thames Water can recover itself or that it will ever have a credible plan to deliver. I welcome the Secretary of State’s statement and ask her for further detail on the timescale for resolving the situation. When does she expect Ofwat to reach a decision on the offer from investors? How will she ensure that, following such a decision, action is taken swiftly to bring this scandal to an end and to bring Thames Water back into special administration, so that it can be run for the public good and for the good of the environment?

• 13 Apr 2026 · SEND Provision and Reform · Hansard source

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  I am afraid I will not because of the lack of time. Parents and carers of children with SEND have often been let down so much and by so many different parts of the system that they simply do not trust that anything will work as it should. Their children have rights on paper that are often not upheld in practice. In such a context, accountability matters. Rebuilding the broken trust and confidence of parents and carers in the SEND system will be critical to the success of the Government’s reforms. It is why my Committee recommended no changes to current rights and entitlements, so that a new system can be built while parents still have the same access to redress to fall back on. I hope that the Minister will speak to the ways in which her reforms are designed to ensure that trust and confidence are rebuilt, and especially that parents and carers know exactly what will happen if things go wrong. There are also concerns about the proposed reassessment of EHCPs in year 6. The transition from primary to secondary is one of the most high-risk times in a child’s education. We hear time and again from parents who say that starting at secondary school was when their child’s education started to unravel, or that if only they had been able to transport what they had in primary school into secondary school, things might have gone better. I am grateful to the Minister for the considered and thoughtful approach that she has taken to SEND reform, and for the extensive listening she has undertaken with parents, carers and professionals. The current consultation on draft proposals is an important part of the process and I hope that if it is necessary to make adjustments to the proposals in the light of feedback from the consultation, the Government will be willing to do so. It is so important that these reforms are absolutely right.

• 26 Mar 2026 · Road Safety · Hansard source

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  The Tulse Hill gyratory in my constituency is very dangerous. We see frequent accidents, near misses and, tragically, lives lost. We urgently need to see the transformation of the gyratory to make it safe for all road users, yet we are struggling because the availability of Transport for London funding for major junction improvements depends on there being substantial new development in the vicinity of the junction, which is not the case at Tulse Hill. Will the Minister meet me to discuss how the Government, Transport for London, Lambeth council and the local campaign group “Transform Tulse Hill” can achieve our important goal of making the Tulse Hill gyratory safe for all?

• 26 Mar 2026 · Road Safety · Hansard source

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  6. What steps she is taking to improve road safety.

• 10 Feb 2026 · Inner-London Local Authorities: Funding · Hansard source

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  I beg to move, That this House has considered funding for local authorities in inner London. It is a pleasure to serve under your chairmanship today, Dr Murrison. My constituency includes part of the London borough of Lambeth and part of the London borough of Southwark. Before I was elected to this House, I spent five years as a local ward councillor in Southwark. I just managed not to overlap with the Minister, who was also a councillor on Southwark council and stepped down in 2010 as I was being elected. Being a councillor is deeply rewarding, with a responsibility for delivering services in a way that makes a direct difference to people’s daily lives. From recycling to street cleaning, adult services, children’s social care, roads, parks, playgrounds and council housing, our councils are responsible for important aspects of the fabric of everyday life. They affect people’s quality of life and, in doing so, play a vital role in building trust and confidence in politics, the Government and public services. I am proud that, as a councillor, I helped turn around a local primary school in a deprived area of my ward from being one of the worst in the borough to one of the best. I am proud that we delivered road safety improvements at a number of dangerous junctions in the ward. I am proud of the work that we did through tenants and residents associations and local community organisations to bring people together and build community. I am also proud that, despite more than a decade of Conservative and Lib Dem austerity, Southwark continued to keep the borough clean and open new libraries. It was one of the first councils to fund universal free school meals for primary-age children and it is a borough of sanctuary that supports the refugees and asylum seekers who are part of our diverse community. I remember very clearly the Labour group meeting in 2010 in which we were briefed on the coalition Government’s local government funding settlement for Southwark. There was a stony silence in the room as the newly elected cabinet member for finance told us how big the cuts were and the services and investment that the council would no longer be able to deliver as a result. We had no idea how much worse the cuts would get over the coming years such that, a decade on from the 2010 election, our councils were receiving 60% less in grant funding from central Government, and the capital grant for new council homes had been decimated. That marked a huge shift in local authority funding away from the certainty of grant funding and towards retained business rates, the new homes bonus and endless small, short-term pots of funding, often requiring resourcing for a bidding process. At the same time, our councils saw rising need. Our ageing population has meant an increasing need for adult social care, and the erosion of support for families has resulted in more children being taken into care and the cost of expensive placements increasing. The rising numbers of children with special educational needs and disabilities has increased the costs of school placements and home-to-school transport. That is all before we get to housing. Inner-London boroughs are at the epicentre of our national housing crisis. Spiralling rents and a lack of security in the private rented sector mean that more and more families have turned to their council for support with housing, while the lack of investment in new social housing and the loss of council homes under the right to buy has meant that they have had to be housed in temporary accommodation, which is very expensive and often the worst-quality accommodation. London councils are currently spending £5 million a day on temporary accommodation—that is £5 million a day into the pockets of some of the worst landlords, and at times paying for damp, mouldy, overcrowded homes, often far from a family’s home, neighbourhood, community and their children’s school.

• 24 Nov 2025 · Gaza: Humanitarian Obligations · Hansard source

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  As I said, I agree that aid should be allowed into Gaza unfettered. That should be administered by the UN and by aid agencies that are well able to determine with Palestinians what supplies are needed. Does the Minister agree that it is unacceptable to deny the children of Gaza their right to education, and that it is vital that a way forward is found for education materials to be allowed into Gaza, along with supplies for psychosocial kits, so that children can begin the long process of recovery? Over the last two years, we have witnessed the destruction of the entire education system in Gaza—97% of all schools have sustained some level of damage. That is happening not only in Gaza, but in the west bank. I have stood in the ruins of two schools destroyed by violent settlers in the west bank. Those attacks have been perpetrated by a UN member state that has not yet signed the safe schools declaration, which has been signed by both the UK and the Palestinian Authority. On the eve of the fifth international conference on the safe schools declaration, which takes place in Nairobi tomorrow and marks 10 years since the declaration’s inception, I call on the Minister to exert pressure on the Israeli Government to join the declaration and commit to refrain from causing further damage to education facilities in Gaza and the west bank. Recovery is a long road, and the ceasefire is fragile. The process must start with the different parties coming together to protect education, to respect the rights of children and to ensure that there is unfettered access for all the supplies needed to sustain that recovery.

• 27 Oct 2025 · Post-16 Education: Skills Needed in the Economy · Hansard source

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  My Committee’s recent report on further education and skills highlights the poor amount of information on vocational and technical training opportunities, including apprenticeships, available to young people while they are in school. We recommend that UCAS be expanded to provide a single portal for information on academic, vocational and technical opportunities, so that every young person is aware of how they can train in the skills that they need to access a good job. Will the Secretary of State consider this recommendation, and work with the Department for Education to deliver it?

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  I thank my hon. Friend for his intervention, and I will come on to some of the points about the better co-ordination needed to solve some of these problems. We need an approach that enables us to join things up to understand which of our stations are most likely to secure funding because of their footfall, because they link up with particular bus routes or because they are relatively lower cost and therefore easier to deliver. The process, as it stands, is not transparent, and there is no support available for communities to prepare for it. As an example, I have been approached by residents in Dulwich in recent weeks who would like my support in moving forward a proposal for step-free access at North Dulwich station. A feasibility study would be helpful so we can all understand where lifts could be installed and the broad costs of doing so. But Southwark council has no land interest in North Dulwich station, and there are no major development sites in the local area. At a time when local authority funding is constrained, it would be helpful to have the Minister’s advice on how to move such a proposal forward. Another example of the urgent need for more joined-up preparatory support is Loughborough Junction station, currently being supported by a local community campaign called “Lift Up Loughborough Junction”. A tiny station occupying just half a railway arch, Loughborough Junction has a particularly long, steep flight of stairs up to its two platforms. It has seen an increase in passenger use compared with pre-covid levels, likely as a consequence of new nearby housing development. Through that development, some funding has been allocated towards improvements at the station, but there is at present no mechanism to decide how that is to be spent or to deliver the improvements. Delivering step-free access at Loughborough Junction station is complicated. It cannot be done within the current station’s curtilage due to insufficient space, so the station would need to expand either into adjacent arches or on to a site to the rear of the current station. The ownership of those sites is complex, with the Arch Company responsible for neighbouring arches, Network Rail responsible for the structural integrity of the arches, the train operating company Southern responsible for the station, and private land ownership to the rear. If we are to solve the problem of accessibility at the station, there must be a way of joining up those interests, undertaking feasibility work, creating partnerships that can bid for funding together and moving the project forward. As residential development in the area continues to expand, a station that already feels unsafe at peak times due to the large number of passengers will become more and more dangerously overcrowded, and disabled residents, families with young children, and frail and elderly people will continue to be locked out of rail travel. In 2018, the then Government’s inclusive transport strategy set out the aim of achieving equal access to the rail network by 2030. That is just a few years away, and we are very far away from realising that goal. In the meantime, Government policy has continued, quite rightly, to seek to deliver continued modal shift from private cars to public transport where possible, but modal shift does not happen by encouragement alone. It requires meaningful levels of Government investment to make public transport an accessible, convenient and attractive option, and accessibility is the basic minimum requirement. The Government can encourage people all they like, but if they are literally locked out of using public transport, it will not make a difference for residents with disabilities, parents who need to travel with young children, the less mobile and the elderly. I secured this debate to seek help from my hon. Friend the Minister. Is he considering the criteria for future rounds of Access for All funding so that areas such as mine, with many inaccessible stations, will not continue to be overlooked by that funding stream because we do not have the highest levels of footfall, major transport interchanges or nearby development sites. What representations is he making to the Chancellor in relation to the Budget about the overall quantum of Access for All funding, so that future rounds of the scheme can start to deliver the step change in railway station accessibility that is needed across the whole country? Is he underlining to the Chancellor that Access for All funding should be part of the strategy to support disabled people who want to work to get to work? Will the Minister consider a better approach to pre-bidding support for Access for All, on a locality basis, to help local communities and councils to understand how best to prioritise their stations for Access for All bids, and to create strong local partnerships in which multiple agencies need to be involved? May I ask for his support in relation specifically to the complex situation at Loughborough Junction station, and to the need for a feasibility study for North Dulwich station and feasibility work at Gipsy Hill station, which requires accessibility works to one platform only? Finally, can he tell disabled people in Dulwich and West Norwood, and across the country, when they can expect the equal access to the rail network that is their right?

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  My hon. Friend is absolutely right to say that the figures cannot account for passengers who cannot access a station, and I welcome her campaign for the station in her constituency. This is a national issue. The high number of stations in Dulwich and West Norwood makes it an acute issue in my constituency, but this is a problem everywhere. When I have inquired about how best to make the case for stations in my constituency, I am told to make representations to the Government and through the Access for All process. I have done so, but there is no process outside of public pressure and political lobbying prior to Access for All applications being submitted to support local communities with a more strategic approach. We need an approach that enables us to join up community views and aspirations with transport feasibility work to understand how to prioritise in a realistic way which of our stations are most likely to secure funding because of their footfall.

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  I am honoured to be intervened on in an Adjournment debate by the hon. Member for Strangford (Jim Shannon), and I thank him for his intervention. He is right that adequate staffing at railway stations is a really important part of making stations accessible. All too often, disabled passengers have to endure unacceptably long waits when there is a failure in communication. The railway operating companies need to continue to improve their service so that not only the stations but rail travel itself is fully accessible and disabled passengers can get the support to which they are entitled. All our stations should be accessible, and it is therefore important that the Government work to increase the funding available and make changes to the criteria for Access for All funding. Currently, the Access for All programme prioritises stations with high levels of footfall and the availability of third-party funding—usually through local development—as well as proximity to a hospital or major interchange and non-specific rail industry priorities. The majority of the 10 stations in my constituency are busy but would not rank among the highest footfall locations in the country. They do not have significant development sites in close proximity or other third-party sources of funding available. They are not next to a hospital and we cannot account for non-specific rail industry priorities.

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  I thank my hon. Friend for his intervention and for all his work on this important set of issues. He is absolutely right to say that full accessibility is about more than simply level access, and also that information about accessibility at different rail stations is vital to whether travellers will be able to travel, particularly if they are visiting somewhere outside their home area. I support his campaign for better information.

• 9 Sept 2025 · Accessibility of Railway Stations: Dulwich and West Norwood · Hansard source

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  I am grateful for the opportunity to bring before the House the significant issues that affect my constituents across Dulwich and West Norwood because of the lack of accessibility at our local railway stations. The Dulwich and West Norwood constituency covers part of Lambeth and part of Southwark. Unlike much of the north of those boroughs, we are poorly served by the London underground network; there is only Brixton tube station, just inside a corner of my constituency. Instead, my constituents rely on rail and buses to get to central and outer London, as well as for more local journeys. We have many stations—10 to be precise, with an 11th just outside the boundary. The stations in my constituency are Brixton, East Dulwich, Gipsy Hill, Herne Hill, Loughborough Junction, North Dulwich, Sydenham Hill, Tulse Hill, West Dulwich and West Norwood. Only three—Herne Hill, East Dulwich and West Norwood—are accessible, and only Herne Hill meets up-to-date standards of accessibility and has lifts to all platforms. The ramps at East Dulwich station are too steep, and West Norwood ticket office is not step-free, although the platforms are accessible from the street. The lack of step-free access at our local railway stations causes major problems for many of my constituents. Wheelchair users are effectively locked out of rail travel entirely at inaccessible stations. Parents and carers for small children may or may not manage to carry or drag their buggy up and down flights of stairs at their station. Even if they can, it is neither safe nor comfortable. Frail and elderly passengers are confronted with impossibly difficult climbs; there are really long flights of stairs at several stations. Loughborough Junction and West Dulwich in particular have long, steep flights of stairs that can be difficult and daunting for many passengers. The lack of accessibility at our local stations is counter to two of the Government’s strategic objectives. Inaccessible stations are a significant barrier to work for many physically disabled people, who cannot easily access employment in the wider London economy because they cannot get to work from Dulwich and West Norwood. Further, many people will not make the modal shift from private cars to public transport, as the Government want them to, while our stations remain inhospitable and inaccessible because the only way to access the platforms is via a steep flight of stairs. During every round of Access for All funding since I was first elected more than a decade ago, I have pressed for stations in my constituency to be granted funding to increase the number of step-free stations, but the previous Government failed to prioritise investment in my constituency. Herne Hill was upgraded with the installation of lifts under the Access for All programme in 2013. That is more than a decade with no further advancement in the accessibility of local rail travel.