Olly Glover MP: speeches

Speeches

• 29 Oct 2025 · International Baccalaureate: Funding in State Schools · Hansard source

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  My hon. Friend makes a valuable point and articulately summarises the wide range of choice in schools that there is separately from the IB. He is right to mention the Europa School in Culham in my constituency; I will say more about that school later and explain why it is so important to the Government’s objectives for the Oxford to Cambridge growth corridor. Since 2013, the Government have provided a large programme uplift—another acronym: LPU—in funding to state schools and colleges in England to support high-quality 16-to-19 study programmes exceeding the standard 600 hours of teaching. That helps to fund state schools to deliver the IB diploma programme. On 1 October this year, the Department for Education wrote to affected state schools and colleges to notify them that the Government are axing the LPU funding for the international baccalaureate diploma programme from the 2026-27 academic year. As with so much in life, the “what” is important, but in many ways the “how” is even more so. Many schools and parents are hugely concerned that there was no consultation or impact assessment on the changes and no warning that this was coming. It could hardly have come at a worse time, as schools are having open days, showing families around and letting them know what they offer.

• 29 Oct 2025 · International Baccalaureate: Funding in State Schools · Hansard source

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  My hon. Friend gives a strong example of another school offering that type of qualification. It is also in that Oxford to Cambridge growth corridor, which is so important to the Government. The Government have committed to increasing the number of those pursuing further education, whether academic or technical, and they talk about a “broad and bold curriculum”. Removing funding for the IB in state schools does not seem to align with the Government’s stated aims. State schools losing the funding will make it unviable for some of them to deliver the IB programme, as it takes more teaching hours and highly trained specialists. Some of the state schools offering IB are selective, but many are not, including Europa School in my constituency. Removing the funding ensures that only independent schools can offer the IB, creating a two-tier system so only those who can pay will get it.

• 29 Oct 2025 · International Baccalaureate: Funding in State Schools · Hansard source

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  I very much agree. The risk, the consequence, of this Government decision is that it pushes people towards independent schools. Surely that is not in line with the Government’s strongly stated views on private versus state education. Additionally, those teachers trained to deliver the programme may also opt to move to the private sector, meaning our state schools lose yet more teaching talent—both pupils and teachers could be pushed away. Europa School is a single academy trust based at Culham in my Oxfordshire constituency; I was lucky enough to visit it on 7 March this year. It provides a broad, challenging and internationally minded curriculum with specialisms in modern European languages, in particular French, German and Spanish, and the STEM subjects of science, technology, engineering and maths. The Department for Education provides a grant of £100,000. I am happy to say that Europa School is successful and thriving, with 1,150 pupils, long waiting lists in all cohorts and 106 in the midst of doing their IB diplomas. My constituency is home to myriad public and private sector science and tech research companies, such as the UK Atomic Energy Authority, in Culham just down the road from the school, the Culham Centre for Fusion Energy and, slightly further from the school, those at Harwell campus and Milton Park. Cutting-edge research and commercial innovation take place every day and, as such, the area attracts a world-class scientific community that very much relies on people coming from wherever in the world has the specialist expertise to contribute to world-class scientific efforts. For scientists choosing to relocate to the UK to pursue such cutting-edge research, the option of the Europa School is without doubt a draw, and it enables their families to continue their international education. The origins of the school very much lie there, in that it used to be a European Union-funded institution, affiliated to the JET—Joint European Torus—fusion testing facility that was next door in Culham. Clearly, the school has evolved since our decision to leave the European Union, but it still has that international ethos. There is a real risk that the UK will lose global talent hubs and STEM industries as cutting-edge scientists relocate to other global destinations in the event that the education available to their families loses its relevance. It is hard to see, therefore, how the policy we are debating supports the Government’s stated aim of pursuing cutting-edge scientific research and their goals for the Oxford to Cambridge growth corridor. Only last week, the Government announced funding for the Oxford to Cowley branch line. The funding needed to support Europa School and others is just a drop in the ocean compared with the costs those needed to deliver the Oxford to Cambridge growth corridor. Additionally, the Europa School is unique. It operates a bilingual model, enabling European students to continue some learning in their native tongue and UK students the opportunity to reach an unusual level of proficiency in another language. That would be lost if the school had to resort to GCSEs and A-levels, which other schools in the area offer. Never mind what I think, however. There is a real-world impact on students and their families, and I want to share a little of what students and parents themselves have said. I was told about the Europa headteacher meeting a year 11 student who had applied for a scholarship to a nearby independent school. She would not have considered it but for this announcement. She has her heart set on studying the IB but is now unsettled. Unfortunately, she is not the only one. The existing lower-sixth students have expressed concern about whether the school will be able to continue to offer their choices of subjects without the transitional funding for their final year at Europa. Uma from the lower-sixth said: “As an IB student at Europa School UK, my classmates and I are really concerned about the Government’s decision to reduce support for IB students in state schools. It’s a really challenging curriculum that encourages a strong language base, critical thinking, scientific depth and research, with extra requirements to broaden our skills. We are all so passionate about the program and the school, and the opportunity to complete this additional challenge, which now is at risk for us and younger children. If the Government want to invest in the future and believe in equality in education, they should reverse their decision.” The school has reassured the lower-sixth but cannot offer those reassurances to year 11 students. Amalia in year 11 said: “Due to the unnecessary uncertainty surrounding this proposal, a significant number of my friends, who I have known for almost my entire life, have started to look into different IB schools. I know I will stay in Europa to pursue subjects such as physics, maths and German, as I want to be an engineer, and the IB is helping me develop all the skills I will need, along with giving me a wider outlook on culture and teaching me problem-solving skills and improving my creative and conceptual understanding. However, my learning of these skills is being put at risk, as some of the classes I hope to take, such as art and philosophy, may not be able to be taught next school year, which would cause such a loss in my and others’ academic development. I also hope to continue with my languages next year, as Europa has provided me with such an enriching and cultural curriculum that has inspired me to continue learning languages, so that I can use them in my later life.” I would add to those comments that surely, in our globalised world and talk of global Britain, it is more important than ever to improve our language proficiency. We could aspire to be like the Netherlands, where everyone—even in the middle of nowhere, cycling along by the North sea—speaks fluent English. I am not suggesting that Dutch should be the language of choice for us, lovely though it is; I will stop digging at this point. About 70 parents wrote to me as constituents and have signed a Change.org petition. They told me: “Many of our families are attracted to work in cutting-edge technology and innovation here, precisely because there is a credible education option for their children who will leave with an internationally recognised qualification. The Government’s stated reason for the change is evidently to encourage schools to focus on the study of STEM subjects. This suggests to us that someone in the Education Department does not understand anything about the IB. The IB ensures that all students must to continue to study mathematics and all the sciences up to the age of 18. For a bilingual school like Europa, the IB offers the only suitable framework that allows our students’ language proficiency to be properly assessed and challenged. If we are forced to revert to GCSEs and A-levels, we will lose the ability to provide the depth of language education that Europa was designed to deliver.” I hope the Minister can provide clarity on a point that is not clear to me or Europa School. At present, schools get core funding per student for 16 to 19 and then the large programme uplift that I mentioned. The LPU for IB schools was 20% of core funding. Will the increase to core funding of £800 million cover the proposed cut to the LPU? I understand that that £800 million will cover only rising school costs and the increased teacher pay awards. I also understand that there is a parachute payment for the academic year 2026-27 that will be approximately 40% of the previous LPU payment. That might go some way to supporting the current year 12 students to complete their IBs, but still represents a significant shortfall. In conclusion, it is clear that the education pathway of the IB offers a choice for students and parents that is of high quality and appealing to many. By removing funding for it, the Government are reinforcing a two-tier system, where only those children whose parents can afford independent schools will be able to take the international baccalaureate. That goes against the Government’s stated policies on state versus private education. The curriculum review should be viewed as an opportunity to learn from the success of the IB diploma, so that more students can benefit from a rigorous programme that balances breadth and depth without narrowing options too early. I ask the Minister to reinstate the funding, at a cost of just £2.5 million a year. When researching for this debate, I was astonished to discover that the Department for Education’s budget is more than £100 billion annually. Assuming that my maths is up to scratch—alas, I did not go to Europa School—that represents 0.0025% of the Department’s annual budget. I ask the Minister to reinstate that funding so that we do not close the door to a high-quality programme for a generation of state school pupils and their families. I thank everyone for attending the debate and look forward to hearing their comments, in particular the Minister’s.

• 29 Oct 2025 · International Baccalaureate: Funding in State Schools · Hansard source

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  I beg to move, That this House has considered funding for the International Baccalaureate in state schools. It is a pleasure to serve under your chairship, Sir Roger. The international baccalaureate—which I will henceforth refer to as the IB, but I hate acronyms, so I wanted to say it properly to start with—establishes the global standard for education and is recognised by universities, employers and educators worldwide as a symbol of academic excellence. For those who are unaware, the IB diploma is an alternative to A-levels that offers a breadth of subjects across the curriculum: languages, humanities, sciences, maths and arts. Students complete extended projects, theory of knowledge and service in the community, making for a well-rounded education. Studies have shown that IB students in the UK are three times more likely to enrol in a top 20 higher education institution, 40% more likely to achieve a first-class or upper second-class honours degree and 21% more likely to continue to the second year of university. That is why thousands of British families choose to send their children to schools offering the IB diploma.

• 29 Oct 2025 · International Baccalaureate: Funding in State Schools · Hansard source

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  I shall be concise so that we can be away well before 11. I thank everybody for attending the debate. It is welcome to have had contributions from all three main parties. It was predominantly a well-spirited debate, with a lot of agreement. It was good to hear about schools other than Europa that offer the IB: Hockerill Anglo-European college, Torquay boys grammar school, Truro and Penwith college, the Anglo European school in Ingatestone, Dartford grammar school, Dane Court grammar school and Varndean college—and Impington Village college, which my hon. Friend the Member for St Neots and Mid Cambridgeshire (Ian Sollom) mentioned; I must not forget that one. All hon. Members who talked about the schools in or near their constituencies highlighted the huge benefits and value that they bring to parents, local communities and children—and at a relatively small additional cost, as the Minister himself acknowledged. The Minister’s wider comments about what he and the Government are doing to boost education were welcome. I understand what he said about constrained budgets, but too often in politics, and in life in general, we hear false dichotomies—“It is either this or that”, and things are pitted against each other—and many in my constituency will have been disappointed to hear what he had to say. The debate was well-spirited, with the exception of the remarks of the hon. Member for Dulwich and West Norwood (Helen Hayes). Of course, when a Government encounter difficult financial circumstances, they have to make difficult choices, as we did when we were one seventh of a Government. However, I find staggering the hypocrisy of a Government with a gigantic majority who, having lectured everybody else about tuition fees for 15 years, decide to increase them by pegging them to inflation. The key thing I often hear from constituents on the doorstep, whether in relation to this issue or others, is that this Government simply do not listen, and that they have authoritarian, monolithic instincts—expecting everybody to be the same. Although the Minister said a lot of good things that the Government are doing, sadly, from what has been said today, my constituents and Europa School will feel that this Government have the listening skills of a slab of concrete. I hope to be proven wrong; I hope that in time the Minister will listen to the representations here and elsewhere, reflect, and reconsider. Question put and agreed to. Resolved , That this House has considered funding for the International Baccalaureate in state schools.

• 29 Oct 2025 · International Baccalaureate: Funding in State Schools · Hansard source

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  I very much agree. The fact that there is a governor of this school in my hon. Friend’s constituency shows that these schools often have wide catchment areas, because of the fairly unusual and very popular offer that they make, which is attractive to many in the surrounding areas. It is unclear what these schools should be saying to parents as they look to enrol their children for the next calendar year. This will be deeply damaging for those schools.

• 29 Oct 2025 · Engagements · Hansard source

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  Q13. I recently had the privilege of visiting Fitzwaryn school, the only special school in my Oxfordshire constituency, to see the excellent care and education it provides. Given the urgent need for more funding for additional special schools and to enable special schools to spread their expertise to mainstream schools, what does the Prime Minister say to parents and education workers who are desperately worried by his Government’s decision announced last week to delay reforms to the special educational needs and disabilities system?

• 28 Oct 2025 · Connected and Automated Vehicles · Hansard source

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  It is a pleasure to serve under your chairship, Ms Vaz. I thank the hon. Member for West Bromwich (Sarah Coombes) for bringing up this very important topic, which as a species we have been grappling with for a couple of decades, so that we can talk about how to deal with it in the UK. It was interesting to hear of her experience of using Wayve in London and her finding it miraculous. She made an interesting point about the potential for autonomous vehicles to act as a form of demand-responsive transport—a point also made by my hon. Friend the Member for Surrey Heath (Dr Pinkerton). They may be interested in the discussions of demand-responsive transport in the recent Transport Committee inquiry report called “Buses connecting communities”, the response to which we eagerly anticipate from the Government. The hon. Member for Strangford (Jim Shannon) talked of his great enthusiasm for diesel fumes and gear sticks. Hon. Members will be surprised to learn that he has not already encountered the transporter room in “Star Trek”, as it appears to many of us that he has already been subject to an accident using said technology; that would explain his ability to appear in multiple places in Parliament at once. The hon. Member for Doncaster East and the Isle of Axholme (Lee Pitcher) correctly highlighted the need to get regulation and monitoring right—more on that shortly. The hon. Member for Dunstable and Leighton Buzzard (Alex Mayer) once again showed her knowledge and passion for all forms of buses in the widest sense of the term. She highlighted some existing examples of driverless transport, including the docklands light railway, although all DLR trains have a member of staff on board precisely to address the issue that she rightly highlighted: needing to ensure that people still have a strong sense of personal safety and security in such vehicles. The hon. Lady was also quite right to highlight the challenges of vegetation and white lines management. White lines are a major issue for today, let alone for autonomous vehicles—it is a major issue even for those of us who use the very primitive form of transport known as a bicycle. The presence of a white line makes cycling on unlit roads enormously easier compared with roads without white lines—we seem to have a completely arbitrary mix of the two. That has relevance for tomorrow’s debate on headlight dazzle, because drivers can lock their eyes on white lines when they are suffering from that. I make that point only to show that sometimes historical solutions are applicable to new problems. My hon. Friend the Member for Newton Abbot (Martin Wrigley) also talked about the importance of white lines, and quite rightly suggested that the challenges of introducing autonomous and connected vehicles are going to be rather different for rural roads than for urban roads. The hon. Member for Bournemouth East (Tom Hayes) took us through the history of transport and what we consider normal. He rightly made the point that it is important for local authorities and all of us to have knowledge of these things. I am a complete luddite about artificial intelligence, and that is certainly one of the challenge of our jobs: we are expected to know everything about everything, whereas really the key challenge is to know enough about the key topics. The Liberal Democrats were pleased to support the Automated Vehicles Act 2024, which was introduced by the previous Conservative Government. Automated vehicles represent the next step towards safer and more sustainable transport. In my Oxfordshire constituency of Didcot and Wantage, I was pleased to see Milton Park trialling an autonomous bus—not just within the park estate, which is a reasonably contained business-park environment, but covering the couple of miles between Milton Park and Didcot Parkway railway station. The United Kingdom has a strong tech sector and a real opportunity to lead the development of self-driving vehicle technology, which is an opportunity to attract the investment and innovation that we all know our country needs. Autonomous vehicles have the potential to play a major role in improving road safety, given that the majority of traffic accidents are caused by human error. They also have the potential to help move us towards net zero by reducing the need for individual car ownership and promoting the more efficient use of vehicles. However, public confidence is essential for the success of automated transport. As one who worked in rail before coming to this place, it is a mystery to me that there is relatively little driverless and automated technology in the sector, despite it being a self-contained, heavily regulated environment that in theory ought to be the more promising place to try it. It is true that Paris has automated some metro lines, but in a job I did before coming to this place, UK rail experts—believe it or not—were dispatched to Canada to help work on a new automated metro system in Montréal, known as the Réseau express métropolitain, which was entirely driverless. It all seemed to work perfectly in trials, but at peak times, during large-scale operations and at times of major computer failure, the whole system, lacking staff, completely collapsed. We were sent there to suggest how they could come up with ways of managing such major disruption better. That is one of my points of scepticism. I am sure that the hon. Member for West Bromwich is right that Wayve cars operating in London have anticipated all the normal difficulties, such as pedestrians, cyclists, whether or not they go through red lights and so on, but we do not know whether, if every car were autonomous, they would be quite so resilient. We can only find out by doing more trials and research, looking at that data and exploring it with great care. Safety for all road users, especially cyclists and pedestrians, must continue to be a top priority. Early international trials, such as those in San Francisco, show encouraging signs of safety improvements, but any single serious incident could damage public trust. As is so often the case with these things, one very bad thing will negate nine very good things. It is the same with customer service in a restaurant or a hotel. Clear communication about the purpose and limits of trials is vital, and the interaction between human control and automation must be carefully managed. Issues seen in overseas trials, such as autonomous vehicles blocking emergency vehicles or stopping in cycle lanes, must be addressed to ensure public confidence in UK deployments. A strong and transparent safety network is needed to govern how automated vehicles are tested and introduced on public roads. Automated vehicles should meet or exceed the safety standards of careful and competent human drivers. The shift provides an opportunity to not just maintain but significantly improve the overall safety and accessibility of road networks. The success of AVs will depend on adequate infrastructure. Poor road conditions, including pot holes, could affect vehicle performance and public safety. Therefore, minimum road-quality standards and sufficient resources for local authorities will be essential to support their introduction. As hon. Members have already said, accessibility must remain at the heart of automation. Older and disabled people often rely on drivers for assistance, including in terms of boarding the vehicle. That is one area where we need to think carefully before designating this as the solution to some of the accessibility challenges. Automated taxis or public transport must continue to provide appropriate support for vulnerable users. Ensuring inclusivity will be key to public acceptance. The real challenge is that, once autonomous vehicles become owned on a large scale in the same way that cars are now, what sounds like a great opportunity will also come with some risks. Presumably, they would not initially be cheap, just as electric vehicles are not cheap now. Something that has the potential to erode public transport ridership could also erode public transport viability, which is likely to still be essential for those who would not necessarily be able to afford to own such a vehicle. The cost aspect needs to be carefully considered. Data protection and privacy are also critical concerns. We need to consider how processing large amounts of data, including potentially sensitive personal information, will be handled, and the strong safeguards needed to prevent the misuse or monetisation of personal data. Insurance arrangements must also be clear and fair, and cyclists and pedestrians involved in incidents must have access to fair and timely compensation, particularly as many of those will not hold personal insurance. In conclusion, although there is a huge opportunity for automated vehicles to make travel safer, more efficient and more accessible, we need to adequately consider the risks. Some of those have been well covered in this debate, but others may not have been—for example, the potential for job losses, the need to manage cyber-security carefully and the potential health impacts. I do not mean health impacts from the vehicles themselves, but we are already struggling to encourage walking and cycling in this country; were these developments to further erode those activities, our current issues with obesity and other health inequalities might worsen. The UK can lead in this field if it embraces innovation responsibly and brings the public with it. I look forward to hearing from the Minister about how we can do just that.

• 27 Oct 2025 · Statutory Maternity and Paternity Pay · Hansard source

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  That is one of many excellent Liberal Democrat measures that we have proposed. My hon. Friend the Member for Richmond Park (Sarah Olney) will tell us more about that, and I do not want to steal too much more of her thunder. Polling for The Dad Shift and Movember has found that the financial pressure is wrecking the health of new parents and their families, with more than half of new dads reporting mental and physical health consequences. Some 61% become less present with their families, and 57% are put off having more children. Although we in the Liberal Democrats may not be able to go quite as far as is asked for in this e-petition, we nevertheless support a number of significant changes. My hon. Friend the Member for Richmond Park will say a lot more.

• 27 Oct 2025 · Statutory Maternity and Paternity Pay · Hansard source

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  It is a pleasure to serve under your chairship, Mrs Hobhouse. I commend the hon. Member for Burton and Uttoxeter (Jacob Collier) for his eloquent and emotionally intelligent speech. Just over a year ago, the campaign group The Dad Shift came the Parliament. I was grilled by teachers and students from Europa School in my Oxfordshire constituency about my support for better paternity leave and pay. They told me that, at two weeks off at less than half the minimum wage, the UK is among the worst in Europe for provision. That is unacceptable, so it is welcome that the Government’s parental leave and pay review’s objectives include ensuring “sufficient resources and time away from work to support new and expectant parents’ wellbeing” and supporting “parents to make balanced childcare choices that work for their family”.

• 27 Oct 2025 · Statutory Maternity and Paternity Pay · Hansard source

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  My hon. Friend makes the very liberal point that we should always remember that everyone’s individual and family circumstances are different; it is important that the British state recognises that individuality, rather than expecting everyone to fit on a convenient spreadsheet. To make some of the needed improvements, both the rate at which paternity pay is paid and the length of leave must be addressed. Currently, fathers and non-birthing parents are not supported to take time off from work because they cannot afford to do so. A large number of constituents have written to me on this topic. I am sure that many more, who have not had the time to consider writing to me, are also deeply affected by this, as shown by the large number of signatories to the petition that has triggered this debate. Let me repeat some of the points made to me by my constituents. The low rate of statutory pay for both parents has huge financial implications for new parents, especially those in single-income households. Living on so little during one of the most vulnerable periods of their lives is a significant issue.

• 22 Oct 2025 · Heathrow: National Airports Review · Hansard source

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  I thank the Secretary of State for her statement, which made the Government’s intent of supporting the proposed third runway at Heathrow very clear. It was good to hear her recognise the complexity of all that will be needed to deliver it, including major diversionary works on two of the country’s busiest motorways. We Liberal Democrats continue to support the right infrastructure in the right place, which is why we have always supported schemes such as East West Rail and Northern Powerhouse Rail. However, we need the right infrastructure to tackle the right problems, and there are many unanswered questions about the Heathrow third runway. The New Economics Foundation has been very clear in its analysis that the environmental impact of airport expansion will erode a lot of our carbon emission reduction plans, and many studies have questioned the economic case for Heathrow expansion. I would be interested to hear from the Secretary of State about the dangers of relying solely on the private sector to fund large schemes, as happened in the case of the channel tunnel, which remains an enormously underused asset, partly because of the costs that resulted from the decision to fund it only through the private sector. It is welcome that the Secretary of State has made her support for Heathrow expansion subject to four tests, but I detect perhaps a slight hint of cognitive dissonance, and a contradiction in the Government setting out timelines for delivering something that they say is subject to four tests. The Secretary of State said that she would hear the independent advice of the Climate Change Committee. If the CCC decides that the preferred option for the Heathrow third runway is incompatible with our carbon emissions and our net zero targets, will she drop her support for the third runway?

• 21 Oct 2025 · Patient Access to GPs · Hansard source

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  Great Western Park has added 3,000 homes to Didcot, in my Oxfordshire constituency, and Valley Park, which is under construction, will add 4,000 more. However, the new GP surgery promised in 2008 remains a barren patch of land and existing facilities cannot cope. The integrated care board is supportive, but progress has stalled due to NHS England’s involvement. Does the Secretary of State agree with me that integrated care boards should have the authority to direct primary care funding, and will he meet me to help to unblock the new GP surgery my constituents desperately need?

• 21 Oct 2025 · Patient Access to GPs · Hansard source

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  11. What recent steps he has taken to increase access to GP appointments.

• 21 Oct 2025 · Draft Protection of Freedoms Act 2012 (Definition of Relevant Land) (Amendment) Order 2025 · Hansard source

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  It is a pleasure to serve under your chairship, Sir Jeremy. In principle, we in the Liberal Democrats welcome this change, which from a technical perspective is logical and makes sense. It is also welcome that the Government chose to undertake a consultation even though they were not compelled to do so. That is always welcome, as long as the consultation is timely and does not drag on for years, which in this case, happily, it has not. I do, however, very much agree with the remarks made by the hon. Member for Mid Buckinghamshire. Our support needs to be caveated with the fact that all Members will have had a great deal of casework from constituents, driven insane at times by car parking operators and providers that lack transparency, are unaccountable, and can sometimes be unreasonable. The focus in this delegated legislation on making sure that signage is fit for purpose is welcome, but I would also welcome some remarks from the Minister on what else the Government are doing to make sure that the regulatory framework is such that private car parking providers are fit for purpose, are accountable, and provide a forum for appeal where they have got things wrong.

• 15 Oct 2025 · Sustainable Aviation Fuel Bill · Hansard source

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  I beg to ask leave to withdraw the clause. Clause, by leave, withdrawn. New Clause 5 Air travel providers’ use of sustainable aviation fuel: reporting requirements (1) Within six months of the passing of this Act, the Secretary of State must, by regulations, establish a requirement for air travel providers to report annually on their use of sustainable aviation fuel. (2) Regulations made under subsection (1) must specify— (a) that the annual reports include figures for sustainable aviation fuel usage which can be easily understood, including expressed as— (i) an absolute volume, and (ii) proportion of all aviation fuel used; and (b) that the annual reports are accessible to members of the public including by being made available on their websites. (3) Any regulations made under subsection (1) must be made under the negative procedure.”— (Olly Glover.) Brought up, and read the First time. Question put, That the clause be read a Second time.

• 15 Oct 2025 · Sustainable Aviation Fuel Bill · Hansard source

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  I beg to move, That the clause be read a Second time.

• 15 Oct 2025 · Sustainable Aviation Fuel Bill · Hansard source

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  Global demand for aviation continues to grow; it is projected to be two or three times bigger by 2050. In 2024, there was a record rate of increase in carbon emissions, according to the World Meteorological Organisation, and there was a new daily record for global aviation emissions in July 2025. Nearly half of all the carbon emissions to date from aviation have occurred since 2000. Sustainable aviation fuel has been talked up for years as the solution, yet there has been a poor track record of unambitious targets not being matched by delivery. For example, in 2010, Boeing announced the target that 1% of aviation fuel globally should come from SAF by 2015, and in 2019, the International Air Transport Association set out hopes of reaching 2% by 2025, but today, globally, the figure is just 0.3%. The UK’s published figure this year of 1.29% is better, but it nevertheless shows how far we have to go. The Conservative Government promised back in 2022 to have five commercial UK SAF plants operational by 2025, but there is still only one. It is therefore right of the Government to have introduced legislation to attempt to make sure that the latest set of SAF targets move from fantasy to realistic, credible and deliverable plans, although these will ultimately need to transition us towards the development of truly zero-carbon flight technology. I thank my hon. Friends the Members for Wimbledon (Mr Kohler), and for Sutton and Cheam (Luke Taylor), for their contribution to the Bill Committee, and I hope that Members from across the House will consider the Liberal Democrat amendments. New clauses 1, 2 and 3 all increase the chances of the intention behind the Bill being realised. New clause 1 requires the Secretary of State to assess and report on the potential for disused oil refineries and similar industrial sites to be used for the production of sustainable aviation fuel. New clause 2 requires the Secretary of State to assess the measures being taken to encourage the supply of materials for production of sustainable aviation fuel, and has a focus on bioethanol plants. That is especially important in the context of the expected closure of the Vivergo bioethanol plant near Hull, following the Government’s decision not to provide it with financial support. New clause 3 requires the Secretary of State to report to Parliament on the development of a strategy for analysing and maximising the potential of sustainable aviation fuels to contribute to reductions in greenhouse gas emissions. I also speak in support of two new clauses tabled by my hon. Friend the Member for West Dorset (Edward Morello), both of which would improve the Bill by providing greater rigour and scrutiny of progress towards sustainable aviation fuel targets. New clause 4 would give the Secretary of State the power to increase SAF production obligations where necessary, and to ensure that reports on progress are laid before Parliament and relevant Select Committees. New clause 5 would introduce requirements for air travel providers to report on their use of sustainable aviation fuel, and to provide annual reports to the public via their websites. Collectively, new clauses 1 to 5 would strengthen the Bill and increase its credibility when it comes to SAF production and reporting on progress. The Government’s SAF mandate requires just 22% of aviation fuel to be sustainable by 2040. That compares poorly with the European Union’s target of 32% by 2040. It is hard to square an objective of net zero aviation by 2050 with just 22% of fuel being sustainable a decade earlier, unless we put in place measures alongside SAF to cut emissions and make climate-friendly flight a reality. We urge the Government to clarify their plans for achieving their targets, particularly as hope for SAF progress is being used to state that Heathrow and Gatwick expansion are compatible with our greenhouse gas emissions reduction targets.

• 15 Oct 2025 · Sustainable Aviation Fuel Bill · Hansard source

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  This has been an informative debate on all the new clauses. From a procedural point of view, we are happy not to push new clause 1 to a Division.

• 15 Oct 2025 · Sustainable Aviation Fuel Bill · Hansard source

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  My hon. Friend makes a good point about what the Climate Change Committee has said. That is why I hope the Government will consider these Liberal Democrat amendments, which are intended to strengthen the Bill, so that its provisions become reality this time, and contrast with the many missed targets in the past on sustainable aviation fuel. Making aviation genuinely sustainable will require the Government to go beyond securing investment in SAF, and to ensure that in the longer term, the SAF measures complement, rather than detract from, investment in zero-carbon flight technology. I hope that the House will support our amendments, so that our country makes a bigger and more rapid contribution to decarbonising aviation.

• 14 Oct 2025 · International Rail Services: Ashford · Hansard source

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  I thank the hon. Lady for her intervention. That was a time of very straitened Government finances, which is something the current Government, of her own party, also have to grapple with, and make unexpected and regrettable decisions—for example, significant national insurance contribution increases for employers. Both Ebbsfleet International and Ashford International brought benefits to Kent for many years, until 2020. The service was stopped by Eurostar for a range of reasons. Some are to do with Eurostar’s financial difficulties, as has been discussed, but there was also a lack of UK Conservative Government support for Eurostar, which was a choice, as well as Brexit. Both those things were major contributing factors. It is a matter of regret that, five years on, Eurostar still does not serve Kent. This is unhelpful for tourism and cultural links for Kent, and is a waste of the considerable station infrastructure on the London to the channel high-speed line, which was provided for that specific purpose. More than 81,000 people have signed a petition calling for restoration of the Kent station calls, and a report by the Good Growth Foundation, which has been cited by many hon. Members today, estimates that up to £534 million of benefits per year would result from the restoration of those station calls. This issue is not just about Ashford, as we have already discussed today. For the vast majority of people in Kent and indeed in East Sussex, it is easier to travel to Ebbsfleet or Ashford to change trains than it is to trek all the way into London, which often requires paying expensive peak fares, as some Members have already mentioned. Indeed, disquiet about this issue is widespread in the county of Kent. For many decades, we have been familiar with the phenomenon of “Disgusted of Tunbridge Wells”. My friend, who lives in Tunbridge Wells and who pretty much exclusively travels to Europe by train, is very much a modern-day manifestation of that phenomenon, because of this issue. As well as applying further pressure on Eurostar, I hope that the Minister will explore other ideas to realise the potential of the London Saint Pancras high-speed route to boost Kent’s economy. Those ideas could include a regular passenger train service not just to Lille, Brussels or Paris, but serving Calais-Fréthun, which would realise the potential of more closely linking the economies of Kent and northern France. In France, the high-speed line to Paris transformed Lille’s economy. Ashford and Kent are yet to benefit in the same way, not least because of some of the border challenges that exist and Eurostar’s decisions not to stop in Kent. However, this transformation can still happen. The Minister can help to restore an international rail service to Ashford by resolving the conundrum around depot capacity for international operators. Although we expect a ruling from the Office of Rail and Road towards the end of this month about who will be granted access to the Temple Mills depot in Stratford, modest state support or investment in a new and larger rolling stock depot somewhere else along the line, and there are plenty of brownfield sites along the line, would help to facilitate private sector investment and competition to Eurostar, which Eurostar’s decision not to service Ebbsfleet and Ashford shows is needed. I appreciate that the Minister may be somewhat disinclined to listen to me on the case for direct state investment. Perhaps, however, he will listen to the hon. Member for Ashford, which would also reflect the Government’s wider enthusiasm for state ownership of and investment in railways. The issue that we have been debating this morning is part of a wider story of under-utilisation of the channel tunnel and the accompanying high-speed line. The Liberal Democrats believe that more international rail services would have wider benefits, potentially including a reduction in the number of short-haul flights from Heathrow, which might even reduce the need for a third runway at Heathrow. I very much look forward to hearing the Minister’s comments.

• 14 Oct 2025 · International Rail Services: Ashford · Hansard source

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  It is a pleasure to serve under your chairship, Sir Desmond. I commend the hon. Member for Hastings and Rye (Helena Dollimore) for securing this important debate. She, along with nearly everybody in the room, rightly made clear the pride they take in Kent and East Sussex. She rightly highlighted the channel tunnel as an incredible civil engineering achievement—it has been deemed one of the great engineering wonders of the world—and she cited her childhood memories of the formerly direct trains to Disneyland. The hon. Member for Bexhill and Battle (Dr Mullan) provided some useful detail—which, I must admit, I was not aware of—on Eurostar’s debt refinancing and the progress it has made there. That is very important context, and may be a useful argument for questioning some of Eurostar’s current decisions. The hon. Member for Ashford (Sojan Joseph) rightly pointed out that it was previously possible to make day trips to Paris from both Kent and London; it is still possible from London, but from Kent it is much harder. It is interesting to hear that he would support direct Government intervention in international rail, which is something that I hope the Minister will elaborate on further. The hon. Member for East Thanet (Ms Billington) rightly said that Kent is so close and yet so far from continental Europe. She reminded us, helpfully, that while the south east of England is prosperous on average, it has great pockets of deprivation. The hon. Member for York Outer (Mr Charters) made an attempt, perhaps, to rival the hon. Member for Strangford (Jim Shannon) in terms of interpreting the meaning of Kent. More seriously, he was right to point out that there is enormous potential for directly connecting other parts of the United Kingdom to France and beyond. Indeed, there were proposals to do exactly that in the 1990s and regional Eurostar trains were even built. Factors such as the rise of budget airlines and the ongoing challenge of needing to have border infrastructure at every station that such trains call at are some of the reasons why that did not happen. However, the hon. Member is right to say that the idea is still pertinent. Perhaps, had HS2 continued towards the north-west and the north-east, it might have been easier. The hon. Member for Dartford (Jim Dickson) rightly reminded us that Ebbsfleet has also been affected by this, with the lack of service at Ebbsfleet International. He reminded us that one of the ideas behind the channel tunnel rail link, HS1 or, as it is now called, London St Pancras Highspeed—who knows what it will be called next?—was not just to reduce journey times between London and Paris and Brussels and reduce congestion on the existing Kent network, but to provide significant economic benefits to the south-east, which are now compromised by the ongoing failure to call there. The hon. and learned Member for Folkestone and Hythe (Tony Vaughan) was right to highlight the unrealised potential of the channel tunnel and the fact that freight is also being neglected in terms of the original design intentions for the tunnel. The introduction of direct passenger rail services between the UK and France and Belgium, and now the Netherlands too, has brought many benefits. It has made rail dominant in those markets for modal share compared with air, reduced carbon emissions as a result, and brought the three capitals of London, Paris and Brussels closer together. It is a convenient option for many people.

• 14 Oct 2025 · International Rail Services: Ashford · Hansard source

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  Given what the hon. Gentleman says about the decision to sell off the stake in Eurostar, does he feel that his own party—now very much in government—should reverse it and directly invest in international rail services?

• 15 Sept 2025 · Draft Building Safety Levy (England) Regulations 2025 · Hansard source

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  It is a pleasure to serve under your chairship, Sir Desmond, and I welcome the Minister to her place. The Liberal Democrats do not intend to divide the Committee either. Along with the Opposition spokesperson, we welcome the seriousness with which the Government are taking the matter and their positive steps to deal with the fact that thousands of people in our country still live in buildings with dangerous cladding, getting on for 10 years after the terrible 2017 Grenfell tragedy. We are pleased that the Government have thought hard about exempting certain types of social and affordable housing, as well as hospices and care homes. We therefore support what is being proposed. We have a bit of concern about whether the proposed levy will provide sufficient funding for all the necessary remediation. We would welcome hearing a bit more from the Minister about the financial appraisal of how much money needs to be raised, whether that will be adequate and, if not, what other avenues are being looked at to ensure that we have all the funding we need to deal with these risks for ever more, so that we have no more Grenfells.

• 3 Sept 2025 · Pavement Parking · Hansard source

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  It is a pleasure to serve under your chairship, Mrs Hobhouse. I commend my hon. Friend the Member for Epsom and Ewell (Helen Maguire) for securing this important debate, which builds on some themes that were discussed in a Westminster Hall debate a few months ago on the subject of walking and cycling safely to school. I hope hon. Members will forgive me for not referencing all their contributions, given how many spoke, in the interests of speaking concisely so that we have plenty of time to hear from the Minister. My hon. Friend the Member for Epsom and Ewell was right to highlight the patchwork of inconsistent rules across the country. She and my hon. Friend the Member for Surrey Heath (Dr Pinkerton) recognised that we need some flexibility in places where current street layouts are not compatible with the number and size of cars. If there is to be change, it is right that local authorities play a key role, and there needs to be dialogue to come up with the right solutions for those locations. It was great to hear from the hon. Member for Edinburgh South West (Dr Arthur) about the benefits of the recent Scottish pavement parking ban. Many hon. Members talked of the major impact on people who use mobility aids, who are blocked on the pavement and unable to walk into the road—which is unsafe anyway—because dropped kerbs are blocked by parked cars. The hon. Member for York Central (Rachael Maskell) rightly highlighted that this issue is not just about pavements; it is also about cycle paths. I know that she, like me, is very keen on cycling, and will also have experienced many times the impact of supposed cycle lanes actually being car parking spaces. The hon. Member for Ribble Valley (Maya Ellis) was right to highlight that the solutions to this issue need to take account of the differences in rural areas. We must recognise the different character of places in our country. As hon. Members have said, cars parked on the pavement can stop people from being able to walk or wheel down the street. If we have to enter the road, that is a risk to our safety. Change requires legislation, and the English devolution Bill should be amended to provide powers that enable pavement parking to be tackled. As the hon. Member for Brentford and Isleworth (Ruth Cadbury) referred to, with her frustration very clear, we are now approaching the five-year anniversary of the closure of the Government consultation on pavement parking in England. The Local Government Association has been calling for similar powers to those that exist in London for a long time. Local government should be given those powers, and we should recognise that councils and the people elected to serve on them know their areas best. More than 80% of local authorities have reported that pavement parking is a widespread problem in their area, but it is very important that we do not view this as a pedestrians or cyclists versus cars issue, because even that well-known anti-car organisation, the RAC, found that four in five drivers want the Government to take action. There are, however, differing views on how it should be done, with 42% of motorists supportive of an outright ban and 41% wanting to see councils given powers to ban the practice on specific roads. In my Oxfordshire constituency of Didcot and Wantage, there are many examples of similar challenges. Oxfordshire county council is proposing a school street in the area of south Didcot, in recognition of pavement parking issues in places such as Ridgeway Road, the Croft and Mereland Road. It was good to hear from my hon. Friend the Member for Eastbourne (Josh Babarinde) about the success of the school streets scheme in his constituency. We have Enterprise car and van rental, which, alas, still sometimes uses pavements as a repository for its vehicles between rentals. On Didcot Great Western Park, there are persistent problems with people parking on pavements, despite the prevalence of car parking spaces available. An example of a place where there needs to be nuance and dialogue is Charlton Road in Wantage, where the design of the road is such that pavement parking is customary. It is important to recognise that some places will need it. As many hon. Members have said, tackling it will be very important for encouraging more people to walk and cycle, including to and from school. Liberal Democrats are calling on the Government to make it easier for local authorities to use the traffic regulation order process, and to simplify that process so they can take action more quickly and robustly, and at lower cost. Clearly, more work is needed from the Government on that. It is also incumbent on us to use the roads with consideration for others, so it is regrettable that there is a need for legislation, rather than people just thinking hard about where they park their car. That also applies to people walking who are too busy on their phones and just step into the road and nearly get hit by a cyclist—and of course, there are many examples of cyclists not cycling considerately. We should all think of other people when we are using our roads and our streets, and need for the Government to support that is perhaps just a regrettable output of the fact that we are not doing it ourselves. From what I have heard from the Minister in a number of contexts, I genuinely believe that she would like to make progress on this issue. That is why I hope that she will give us an update today on what meaningful response will be given to the consultation, with specific timescales, so that our local authorities receive much-needed clarity about what is going to happen. We urge the Government to publish that outstanding summary of responses to the consultation, with a clear plan for how we are going to take the issue forward. I will end my remarks there, so that there is plenty of time for the Minister to respond.