Paul Kohler MP: speeches 2025

Speeches

• 28 Apr 2025 · Football Governance Bill [Lords] · Hansard source

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  Unlike many Members of this House, I can remember a time when football was in the shadows. Overwhelmed by hooliganism, it was looked down on, as the hon. Member for Caerphilly (Chris Evans) noted. Like all across the House and the country, I am delighted at how football has changed. As a lifelong Crystal Palace fan, much to my Wimbledon constituents’ shame, I have followed my team across the country—not to mention gloriously up the road at Wembley this weekend, in the company of the Secretary of State for Environment, Food and Rural Affairs, the right hon. Member for Streatham and Croydon North (Steve Reed), another fellow Eagle—and have seen how a spectator sport once renowned for mindless violence and prejudice has transformed into one that champions inclusivity. The game I love is no longer marginalised; it is now celebrated and supported by people from all backgrounds. It holds a central place in our national identity, while the growth and success of the women’s game has been particularly inspiring and is critical to the sport’s overall development. I look forward to Crystal Palace Women regaining their place in the super league next season. As I said in my maiden speech, I welcome the Bill. It is vital to introduce a regulator that can ensure the professional game is sustainable and puts those most important to its success—namely, the fans—at its core, despite the contempt of the hon. Member for Great Yarmouth (Rupert Lowe) and the bizarre volte-face from the official Opposition. As we have heard, the premier league has unrivalled global reach, but in celebrating its international reach and national popularity, we must not forget football’s origins. Football clubs are not assets to be bought and sold like superyachts, but the lifeblood of communities. My Wimbledon constituents understand better than most what happens when clubs are treated as mere assets, with the purchase of what became nothing more than a commercial franchise when the original Wimbledon FC moved to Milton Keynes—adopting the still controversial name of MK Dons—remaining a deeply traumatic event for many of my constituents. Despite opposition from the FA and the Football League, Wimbledon FC was stolen from the fans and ripped from our community. Thankfully, AFC Wimbledon rose from the ashes of the MK Dons debacle and now serves as an inspiration to many. As a majority fan-owned club, they are rightly admired. Their success also demonstrates that clubs can thrive when fans are in control. In Wimbledon, we are fortunate to have two professional clubs that are deeply involved in the community. Fulham FC, whose training ground is in my constituency, undertakes significant community work partnering with local schools, community groups and disability charities, while AFC Wimbledon embodies this community spirit even more fervently. When the covid-19 pandemic began, three AFC Wimbledon fans established the Dons local action group to help to combat the impacts of poverty in our community. Last year, it distributed almost £1 million-worth of food to the poorest in Wimbledon. The sustainability of our football clubs is crucial, but we must be cautious about stifling ambition. A rigid regulatory framework could prevent clubs, especially those from smaller leagues, from making their way up the pyramid as swiftly as we have seen in the past; Fulham FC, for example, experienced a meteoric rise from the fourth tier to the premier league in just six years. Along with other clubs, Fulham have raised concerns that excessive financial constraints could stifle the ambition of smaller clubs that aspire to emulate their success. We must strike the right balance, ensuring that reckless behaviour is curtailed while allowing clubs the freedom to chase success in a responsible, sustainable way. I finish by saying that I support this Bill and that I am so surprised by the Tory volte-face—it makes no sense.

• 28 Apr 2025 · SEND Support · Hansard source

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  11. What steps her Department is taking to improve support for children with SEND.

• 28 Apr 2025 · SEND Support · Hansard source

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  Merton council, in which most of my Wimbledon constituency is situated, tells me that there is a national shortage of SEND specialists— therapists and educational psychologists in particular—which is negatively impacting its and other local authorities’ ability to produce education, health and care plans in a timely fashion. This seems to be a particular problem across London, where in more than a decade there has been almost no growth in the number of local authority-employed educational psychologists, despite a large increase in demand. Will the Minister update the House on plans to address this issue and meet me to discuss the particular challenges in London?

• 22 Apr 2025 · Road Safety and Active Travel to School · Hansard source

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  My hon. Friend is absolutely right that we must be proactive, and not reactive to death. We must anticipate accidents and do something before they happen. The strategy must prioritise children and active travel, and draw lessons from past successes, including the road safety plan of the year 2000, which had a transformative impact and helped halve fatalities in just a decade. The lack of specific active travel infrastructure is linked to that. We must continue to improve the provision of safe cycling and walking routes across our communities. We must improve parents’ and schools’ confidence in children using active travel to get to school. Research from Cycling UK shows that the appetite is there. In rural areas such as Devon, 84% of people support more walking and cycling, but more than 80% feel that their local roads are unsafe. When the Department for Transport asked families what would help children walk to school, the most common answers were safer roads and safe crossing points. Improving the provision of designated routes, safer crossings and better lighting is vital to improving active travel. The Government must also properly invest in cycling and walking infrastructure, and put a new comprehensive active travel strategy in place. Their increase in funding for active travel is welcome, but they must ensure that the money is spent effectively and targeted at where it is needed.

• 22 Apr 2025 · Road Safety and Active Travel to School · Hansard source

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  I will. In conclusion, this is about more than roads; it is about the kind of communities that we want to build. Let us work together to improve active travel for our children and our adults.

• 22 Apr 2025 · Road Safety and Active Travel to School · Hansard source

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  I totally agree: that is exactly the type of thing that we must prioritise. Yes, money is tight, but we must spend it where it will be most effective. We must integrate active travel infrastructure with public transport and key community sites, including schools. As my hon. Friend the Member for Didcot and Wantage and others made clear, it is key that we improve cycle training for everyone, including young people. We must give all children access to cycle training, which will teach them the skills they need to be confident at cycling. That will not only get them into habits that will last a lifetime, but will save lives. As we have heard repeatedly, Bikeability training is shown to lower fatalities and serious injuries on the road. Those improvements must also come from working with communities and parents. Although there are parents who drive their children to school—

• 22 Apr 2025 · Road Safety and Active Travel to School · Hansard source

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  It is a pleasure to serve under your chairship, Mrs Hobhouse. I congratulate my hon. Friend the Member for Didcot and Wantage (Olly Glover) on securing the debate. His opening speech was thoughtful, and the speeches of so many Members from across the House were heartfelt and often heart-rending. As Members from across the House have made clear, children across the country should feel safe when attending school, and parents, teachers and children should feel confident in cycling or walking to school. In many cases, however, that is very difficult. We know that walking and cycling to school brings huge benefits to children’s health—both physical and mental—and to the environment and the wider community, yet fewer children are doing it. As my hon. Friend the Member for Didcot and Wantage made clear, in 1975 around two thirds of children walked or cycled to school, but today that figure is under 50%, with just 3% cycling. The decline is not inevitable. In fact, many studies have shown that schools, parents and children themselves would like the ability to walk or cycle to school, but many barriers remain. Road safety around schools remains a key issue. Last year, 64 children under 16 were killed on our roads and more than 12,000 were injured—34 every single day. It is concerning that the danger is greatest in the places where children should be the safest: near their schools. I have sadly seen the tragic consequences of that in my constituency. In July 2023, there was a tragic road incident at The Study school in Wimbledon, which took the lives of two beautiful young children. The matter is still under investigation by the police, so I will be circumspect in my comments. Suffice it to say that when I met school staff recently, they made it clear that further steps must be taken to improve road safety around the school to prevent such an incident from happening again. Many schools, especially in rural areas, sit on or near roads with 40 mph or even 50 mph speed limits. That is simply unacceptable. We know that children are more at risk between 3 pm and 6 pm, on their way home from school, and yet Government action remains piecemeal, reactive and underfunded. The UK once led the world in cutting road deaths. Bold steps such as drink-driving laws, seatbelt rules, safer infrastructure and education campaigns massively reduced incidents in Great Britain, but we are falling behind. Countries across Europe have made active travel safer and more accessible, while our progress has stalled. The Liberal Democrats are consequently calling on the Government to publish the long-overdue road safety strategy without delay.

• 22 Apr 2025 · Topical Questions · Hansard source

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  The passing of Pope Francis was a profound loss. Throughout his life, he was a passionate advocate for a justice system that put reconciliation at its heart. With the publication of the independent sentencing review expected imminently, will the Government take this opportunity to move our justice system towards one that contains, in the words of Pope Francis, a “horizon of hope” and reintegration, and will they commit to restorative justice being placed at the heart of our justice system?

• 7 Apr 2025 · Road Maintenance · Hansard source

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  I thank the Government for holding this debate, and I assure the shadow Minister, the hon. Member for Broadland and Fakenham (Jerome Mayhew), that us Lib Dems are wonderfully bilingual and can travel in both kilometres and miles. As a Liberal Democrat, this issue is of course close to my heart. Pothole photos are a staple of Lib Dem literature across the country. Although other parties may dismiss our focus on pothole politics, we understand that for millions, the state of our roads is no laughing matter. So I welcome this debate; it is vital that we bring renewed focus to an issue that was desperately neglected by the Conservatives for years. This is not just a matter for drivers. Whether someone commutes by car, relies on public transport or cycles, their journey begins on local roads. The condition of those roads directly impacts the daily lives of countless individuals, and the truth is that we are facing a crisis. Despite the previous Government’s rhetoric about standing up for motorists, their actions fell woefully short. The road condition index reveals that almost 25,000 miles—one in 10 miles of the road network in England and Wales—require urgent maintenance within the next year, while less than half our roads are reported to be in good structural condition. These are not abstract figures; they represent tangible burdens on everyday lives. Data from the RAC shows that for anything more than a tyre puncture, drivers can expect to pay almost £500 for a pothole-related car repair. The number of pothole-related breakdowns attended by RAC patrols rose by nearly a fifth in the last three months of 2024, compared with the previous quarter. While the debate about roads often centres on potholes, as the most visible symptom of neglect, the real issue is the underlying condition of our road network. Instead of talking about fixing potholes here and there, we must shift our focus to prevention, and not merely focus on reactive repairs. Although the Government’s recent injection of funds is a welcome acknowledgment of the problem, it fails to address the fact that our current road maintenance funding mechanism is simply not fit for purpose, and the backlog of repairs is simply too long to be fixed by short-term injections of cash. If the Government are serious about tackling this crisis, they must urgently reform the system and give councils the support they need to get on top of the crisis. Local councils are responsible for managing 98% of our national road network and bear the brunt of the challenge. However, they are underfunded and face huge financial pressures. Analysis from the Local Government Association has confirmed that due to continuing inflation and wage pressures, English councils face a £6.2 billion shortfall in funding across the next two years. Given the challenges that councils face, from ballooning social care costs to the special educational needs and disabilities crisis, highway maintenance is often seen as something that can be postponed until finances improve, as we heard from the hon. Member for Burnley (Oliver Ryan). Roads require resurfacing roughly every 15 years. However, years of chronic underfunding have forced councils to defer that crucial maintenance, leading to the current pothole plague. That has led to a situation where the average frequency of resurfacing for all classes of road is now an appalling 93 years. When I recently spoke to a council’s highway lead, he put it aptly: “Roads are like trousers. You can fix a hole here and there with a patch, but it reaches a point where this just simply won’t work. Roads in this country are at such a point where we don’t just need new trousers—we need a whole new wardrobe.” Although local councils are responsible for most of their roads, much of the funding for road maintenance comes from central Government. However, the Department for Transport has acknowledged that the current funding model is inefficient and does not deliver good value for money. The annual funding cycle forces councils into reactive, short-term fixes, hindering long-term planning. A longer-term funding settlement would allow councils to plan ahead and move away from that reactive model. Furthermore, the current funding formula, based solely on each local authority’s total road mileage, is woefully inadequate. It fails to account for the diverse needs and road usage in different regions, which demands a more nuanced approach. For example, Department for Transport data indicates that Merton, in which most of my constituency lies, has the second worst uncategorised and B and C roads in the country. Merton, however, received less funding than other areas with more, but better roads. In a recent meeting with the Secretary of State, it was suggested by officials that Merton’s poor standing may be due to a data error in the figures submitted by the council. Regardless of the cause, that paints a troubling picture. Either Merton is failing to maintain our roads, or it is failing to accurately report their condition, neither of which is acceptable. Will the Minister write to me to clarify the situation? The current formula also neglects active travel infrastructure. Although the Government have increased active travel funding, there is no provision for the maintenance of new cycle lanes. Similarly, on the doorstep in Wimbledon, I regularly hear complaints about the quality of pavements, which particularly affects those with mobility issues. If we are serious about promoting cycling and walking, we must ensure that cycle paths and pavements are properly maintained. Without dedicated funding, however, they will deteriorate, discouraging their use and the willingness of councils to provide more such infrastructure.

• 7 Apr 2025 · Road Maintenance · Hansard source

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  How could I disagree with the Eastbourne seniors forum? Indeed, Eastbourne, Wimbledon and many other constituencies have the same problem with pavements; they are in a shocking condition. Despite lofty talk about fixing the issues, the Government have cut the highways maintenance budget by 5% for the forthcoming year. The Government claim that that is a temporary measure, as it is a one-year funding settlement to cover National Highways until its next five-year funding period commences in 2026. Can the Minister please confirm today that the Government will make up for the shortfall in the funding settlement next year? Our motorways are key to keeping our country and economy moving. We cannot afford to cut costs on such a critical aspect of our infrastructure. The Conservatives have led us down the fast lane to decay. There is no doubt that our roads are crumbling, and motorists, cyclists and bus passengers are paying the price. It is now up to the new Government to face up to the challenge. With more short-term injections of cash and a cut to the National Highways budget, their current approach is akin to pulling into a service station for a brief respite. It may delay the journey for a bit, but we remain en route to continuing deterioration. If Labour are serious about fixing our roads, they must sort out the backlog in work that is needed to allow them to be proactively, not just reactively, managed. That requires the Government to relieve the pressure on local councils by sorting out social care and the SEND crisis, as well as implementing a long-term, needs-based funding model for road maintenance. Without meaningful action to support local councils properly, we will continue on our journey of managed decline.

• 7 Apr 2025 · Zero Emission Vehicle Mandate · Hansard source

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  I thank the Secretary of State for her statement, and for advance sight of it. Let me also congratulate the shadow Secretary of State on his birthday, and note that he is much younger than the Liberal Democrat spokesperson. It is clear that the Government must take urgent steps to help the car industry make the switch to electric vehicles. Although increasing flexibility in the mandate is welcome, voices across the industry have made it clear that we also need to bolster demand by lowering the barriers for individuals and businesses to purchase electric vehicles. As the Secretary of State knows, the recent surge in demand to which she referred was a result of significant discounting to promote sales. It is crucial that, as well as improving the charging network, we end the inequality between public and private charging by bringing the VAT rate for public charging into line with that for home charging, at 5% rather than 20%. Not only is the present system damaging demand, but it is wrong to penalise those who have no access to private charging. Ministers should also postpone the increase in vehicle tax on electric cars, and explore the possibility of reintroducing the plug-in car grant. As the Secretary of State made clear on the media round this morning, the spectre of Trump’s tariffs also looms large over the industry. If the Government are serious about protecting car manufacturing in the UK, the Prime Minister must continue to work with our allies in Europe and around the world on a co-ordinated response. The only way to tackle Trump is to negotiate from a position of strength, and to show that the UK is not alone and will not be bullied. May I ask the Secretary of State three questions? First, what conversations has she had with the Chancellor about lowering the public charging rate to 5%, and what other measures are the Government considering to strengthen EV demand? Secondly, can she confirm that the measures announced today are a response to the ZEV consultation that ended in February, and tell us what, if any, additional measures are being considered in respect of the tariffs that have since been announced? Thirdly, will the Government start negotiations with the EU about the formation of a UK-EU custom union, to cut red tape not only for vehicle manufacturers but for all UK industries?

• 2 Apr 2025 · School-based Nursery Capital Grants · Hansard source

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  I welcome the announcement and, in particular, the increased funding, but the Government also need to address the problems of funding nursery provision in the private sector. The Castle Kindergarten in my constituency has written to me saying that new restrictions on what nurseries can charge parents to bridge the gap between Government funding and the actual costs of childcare services are putting most private providers in a precarious position. According to a recent article in The Times , nearly 60% of childcare providers plan to limit the number of Government-funded places owing to those restrictions. Will the Secretary of State meet me, along with my constituents, to discuss this issue?

• 2 Apr 2025 · Driving Licences: Zero Emission Vehicles · Hansard source

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  We are pleased that the provision maintains the ability of those with category B driving licences to drive zero emission vehicles up to certain weight thresholds. As has been noted, the SI also reduces the scope of eligible vehicles, from alternatively fuelled to zero emission. Alternatively fuelled vehicles produce less carbon dioxide than petrol and diesel vehicles, but they still produce CO 2 . As the vehicles do not, therefore, meet the cross-party consensus that all new cars and vans should be zero emission by 2035, we support the restriction to zero emission vehicles. However, we again remind the Government that more needs to be done to ensure that EV charging infrastructure is in place. It is no good for people to be able to drive electric vehicles if they are unable to charge them. In addition to improving our EV charging infrastructure, we support other incentives such as restoring the plug-in grant. However, at this point we need convincing—not that we might not be convinced—that removing the five-hour training requirement, which is also contained within the SI, is a good idea. Incentives should not come at the cost of reduced safety and if a five-hour training requirement was thought necessary in 1999, I would like the Minister to explain why it is no longer required.

• 27 Mar 2025 · Modern Slavery Act 2015: 10th Anniversary · Hansard source

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  I thank the right hon. Member for Staffordshire Moorlands (Dame Karen Bradley) for securing this important debate. As Members, we are all united by our desire to do as much as we can to tackle the scourge of modern slavery. My constituency is known for many things, but perhaps less well known for its connection to one of the greatest battles for human dignity: the abolition of slavery. More than 200 years ago, William Wilberforce, a champion for the abolition of the transatlantic slave trade, lived in Wimbledon. Just as Wilberforce rejected inhumanity in his time, we must renew our commitment to eradicating that injustice in ours, and though his efforts were huge, we stand here on the 10th anniversary of the Modern Slavery Act, aware that the fight is far from over. Whether in the form of human trafficking, domestic servitude, or criminal, forced or sexual labour, modern slavery pervades our society, treating people as commodities for criminal gain. The introduction of the Modern Slavery Act in 2015 was a watershed moment, hailed as innovative and world-leading, echoing the UK’s leadership in abolishing the transatlantic slave trade in the 19th century. The Act was designed to protect victims, prosecute offenders and prevent exploitation at its roots. Of the nearly 50 million people around the world estimated to be trapped in modern slavery, some 120,000 of them are thought to be resident in the UK. In 2024, over 19,000 potential victims of modern slavery were referred to the Home Office through the national referral mechanism—a 30% increase on the previous year. Horrifyingly, 31% of all referrals last year were children. The Act introduced several key measures, including section 42 to establish the role of the Independent Anti-Slavery Commissioner to encourage best practice in the prevention, detection, investigation and prosecution of modern slavery and to support victims. However, for a staggering 18 months through 2022 and 2023, while we had three Conservative Prime Ministers, we had no Anti-Slavery Commissioner. During that time, engagement between the modern slavery unit and key non-governmental organisations declined. The Government’s ministerial strategy groups—once critical to tackling modern slavery—were disbanded. It is for that reason that the Lib Dems advocate for Parliament to have a power to appoint an Independent Anti-Slavery Commissioner should the post remain unfilled for three months. We need to do more than simply ensure that the commissioner role is not left vacant. Challenges persist in the effectiveness of the commissioner due to inadequate resources and limited capacity. Despite the current commissioner’s efforts since inheriting a “dormant office”, the Department remains underfunded and under- resourced. Without appropriate funding and resources, the commissioner’s ability to fulfil their legal obligations is clearly compromised. The Modern Slavery Act was praised for introducing provisions aimed at greater transparency in supply chains, with the goal of protecting workers and compelling large commercial organisations to eliminate modern slavery from their operations. Section 54 requires companies supplying goods or services and operating in the UK with a turnover of £36 million or more to produce an annual slavery and human trafficking statement. Though welcome, section 54 only mandates businesses to report on their efforts to address forced labour in supply chains; it does not require them to act. In fact, simply reporting no action seems to be all they need to do to comply with the Act. Despite the Secretary of State’s authority to seek injunctions on non-compliant organisations, none have been issued. In 2022, 29% of eligible organisations failed to submit a modern slavery statement. Additionally, the number of statements recorded the following year dropped by almost 50%, indicating that businesses are deprioritising compliance. While previous Governments have expressed their intentions to strengthen section 54 by introducing mandatory reporting requirements and specific penalties for non-compliance, no changes have been implemented to date. Too often, victims are hidden in plain sight. It is sobering to think that many of us may have encountered them without even realising. Recently, for example, the care sector has become a focal point for modern slavery. The inclusion of care workers and home carers on the shortage occupation list made them eligible for the health and care visa. From 2022 to 2023, the number of health and care visas granted skyrocketed, reflecting the sector’s increased reliance on foreign workers. But alongside that growth came a disturbing increase in exploitation, with over 600% more care sector modern slavery cases reported. Evidence given to the Modern Slavery Act Committee last year reported that by the end of 2023, an alarming 21% of the 1,300 NHS suppliers were identified as being at “high risk” of modern slavery. The types of exploitation vary, but one common theme is the charging of illegal recruitment fees. Victims are often forced to pay as much as £30,000 for visa applications and supposed training courses—amounts so large that workers often have no choice but to stay trapped in abusive conditions. The care sector continues to grapple with systemic issues, including low pay and poor working conditions, which are exacerbated by fragmented regulatory oversight spread across agencies such as the Care Quality Commission and the Employment Agency Standards Inspectorate. That lack of co-ordination hampers effective enforcement. The Gangmasters and Labour Abuse Authority holds modern slavery investigation powers in England and Wales, and receives referrals from the CQC, but its remit does not specifically cover the care sector. Despite prioritising the sector, the Gangmasters and Labour Abuse Authority struggles with insufficient funding and a low inspector-to-worker ratio, and falls below international standards. As a result, proactive inspections are rare, while many workers fear potential reprisals from reporting exploitation. The 2022 report of the former special representative of the Organisation for Security and Co-operation in Europe highlighted the Gangmasters and Labour Abuse Authority’s effectiveness in preventing and investigating labour exploitation and protecting vulnerable workers, but stressed its need for greater financial support to fully realise its capacity. The Liberal Democrats have consistently called for a powerful new worker protection enforcement authority to safeguard those in precarious work through intelligence-led enforcement and a firewall that separates labour standards enforcement from border control. The UK’s current immigration system exacerbates the vulnerabilities of migrant workers. The previous Home Affairs Select Committee described a “de-prioritisation of human trafficking in favour of attention on irregular migration” under the policies of the previous Conservative Government. I warmly acknowledge the fact that the Border Security, Asylum, and Immigration Bill seeks to repeal many of the modern slavery provisions of the Illegal Migration Act 2023. I will conclude where I began. Today, we inherit not only Wilberforce’s legacy but his responsibility. Modern slavery may adopt new forms, but its cruelty remains the same. It thrives in the shadows of all our communities, in the exploitation of the vulnerable and in the complacency of indifference. Let us pledge not only to celebrate how far we have come, but to redouble our efforts, as there is still far to go. For in remembering Wilberforce’s endeavours, we must find the courage to shape a future in which his campaign to entirely abolish slavery finally achieves its aim.

• 27 Mar 2025 · Railway Capacity · Hansard source

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  In 2017, South Western Railway ordered 90 new Arterio trains to increase capacity on its rail network. They were meant to enter service in 2019. However, six years later, only five are in service—presumably not counting the empty one that sailed by a teeming and seething platform at Wimbledon this morning. With SWR set to be in Government hands in two months, what steps will be taken to ensure that those trains are finally brought into service?

• 27 Mar 2025 · Topical Questions · Hansard source

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  Yesterday, the Chancellor spoke about the importance of getting individuals back to work in order to grow our economy, but the uneven coverage, unreliability and inaccessibility of our transport network are key barriers that prevent many from doing so. Furthermore, the Chancellor maintained the decision she took in October to cut the Department for Transport’s budget. Does the Secretary of State believe that cutting the transport budget is a good way of increasing economic growth?

• 25 Mar 2025 · Asylum Hotels and Illegal Channel Crossings · Hansard source

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  I recently wrote to the Minister to request the estimated savings the Government expect from the closure of 10 asylum seeker hotels. In response, I was informed that while the Home Office publishes data on the number of people housed in hotels, it does not report on the number of rooms occupied. A hotel accommodating people in shared rooms incurs significantly different costs from one where individuals occupy separate rooms, yet that critical distinction is overlooked. Given that effective policy decisions must be based on clear evidence, will the Minister commit to publishing room occupancy data to ensure accountability and informed decision making?

• 24 Mar 2025 · European Union: UK Membership · Hansard source

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  It is a pleasure to serve under your chairship, Sir John. This issue is close to the hearts of many of my constituents in Wimbledon and a key reason why I have the honour and privilege of representing them in Parliament today. We all know—well, almost all of us know—that the Tories’ botched Brexit deal has been a disaster for our country. They should hang their heads in shame, as should the previous leader of the Labour party, the right hon. Member for Islington North (Jeremy Corbyn), who, among various failings, whipped his party to vote in favour of triggering article 50, firing the starting pistol on our leaving the EU, without any thought as to what form that exit might take. Nor should we forget the role of the hon. Member for Clacton (Nigel Farage) and his band of bickering Reform buddies, who, along with Trump and Putin, long advocated this hugely damaging, deeply unpatriotic act of self-harm. They tore up Churchill’s roadmap that sought to place the UK at the heart of Europe, at the behest of their idols in the Kremlin and now the White House. The signatories of the petition are right to point out that Brexit has failed to deliver any tangible benefits. All it has done is burden businesses with red tape, restrict opportunities for young people and weaken our economy. This debate, however, should not be about the past; it should be about the future. How do we now get out of the mess caused by the mendacity of Reform, the opportunism of the Conservative party, the dogma of the Northern Ireland Unionists, and the weakness of the previous Labour leadership? If the Government are serious about growing the economy and Britain regaining its global economic, cultural and political prominence, they must begin by meaningfully re-engaging with Europe. The EU is still our closest trading partner, accounting for 42% of our exports in 2023, yet the Conservative Brexit deal erected unnecessary trade barriers, creating expensive red tape that is holding back British firms, especially small businesses, costing our economy millions in lost exports. Although the current Government talk big on growth, they are failing to deliver. As I said in the Chamber last November, the Chancellor’s so-called Budget for growth did not do what it said on the tin, but kicked that very can down the road—perhaps, I should have said into the gutter. Closer ties with the EU is the fastest way to kickstart growth. While the Government continue to tie themselves up with various red lines, they leave themselves with precious little room to negotiate. A youth mobility scheme with the EU would be a crucial first step forward. It is ludicrous that the Government refuse to consider it. The current arrangement is not only harming our economy, but denying our young people life-enhancing experiences. Furthermore, we need to join the Erasmus scheme. The UK’s exit from the programme has deprived students of valuable opportunities to study, learn and live in Europe, preventing young people from experiencing the cultural and professional benefits of living and working not just in EU states, but the many non-EU countries in the scheme. We need to start talking to the EU about joining the PEM and then the customs union, as that would cut much of the red tape currently hampering our exporters. Doing so would remove unnecessary barriers, boost exports and lower the cost of imports, providing much-needed relief to businesses and consumers alike. Admittedly, joining the customs union would preclude us signing trade deals of our own, but given the experience thus far—the disadvantageous one struck with Australia and New Zealand—that would be no bad thing, especially with Trump now raising the prospect of us agreeing one with the US, which on all the evidence thus far, would doubtless benefit him far more than us. The cultural impact of Brexit has been equally damaging to the UK. Britain is a global cultural leader, and our actors, artists and musicians are renowned worldwide, but Brexit has made it significantly harder for them to tour Europe due to expensive visas and excessive paperwork. The Lib Dems would push for cost-free, paper-free, short-term travel for UK artists and their support staff. We must also rejoin the EU’s Creative Europe programme to ensure that British culture continues to thrive on the international stage. As I have outlined, if we want to restore Britain’s place in the world, we must meaningfully re-engage with Europe. I do not, however, advocate rejoining the EU overnight. The damage caused by Brexit is not only economic but social. We all remember the friction it caused within families and communities, and between the regions and countries of the UK. We must eventually rejoin the EU, but we can only do so by bringing the country—not just a wafer-thin majority—with us. Any party that won an election on a mandate to rejoin the EU would walk into the subsequent negotiations naked, with no means of avoiding a hard deal. Admittedly, it is highly unlikely that we will ever be able to rejoin on the favourable terms we once had and have now forsaken, but it is critical that we negotiate from a position of strength, as Tony Blair has advocated, and do not go into any talks with a begging bowl merely asking to rejoin. That is why the Lib Dems have set out a clear, pragmatic roadmap to rebuilding our ties with the EU: first, by rejoining European agencies and programmes, then by negotiating a customs union, and then by joining the single market. Those steps will help to restore Britain’s prosperity, repair the damage caused by Brexit and bring back some of the opportunities we have lost. The message from the petition is clear: the British people want a better future. They see the failure of Brexit and understand that our country’s prosperity, security and influence depended on closer ties with Europe. The Conservative Government wrecked our relationship with the EU and the new Labour Government refuse to take the necessary steps to repair it. The Government must do what is right for the British public and not just run scared of the hon. Member for Clacton and the rest of his quarrelsome rag-bag of little Englanders and cheerleaders for Trump and Putin. We are part of Europe, and I have no doubt that one day we will rejoin the EU and regain our position at its heart, just as Winston Churchill advocated. Until that day, we must work tirelessly towards fostering ever closer co-operation by breaking free of the red lines in which this Government have bound themselves so unnecessarily.

• 24 Mar 2025 · Disruption at Heathrow · Hansard source

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  I thank the Secretary of State for advance sight of her statement. I echo her words and those of others in expressing my gratitude to the firefighters and other emergency workers who fought the fire and to the airport, airline and other staff for all their hard work in the face of this catastrophic systems failure. What has happened is clearly a rare occurrence, but it raises a number of significant questions about the security and management of our critical national infrastructure. While I am pleased to hear that no foul play is currently suspected, the event has revealed vulnerabilities in our national security that may be exploited in future by terrorists and hostile state actors. It is consequently vital that lessons are learned to ensure that an incident like this does not happen again, and I welcome the announcement of a full investigation. It is deeply concerning that the failure of a single piece of infrastructure has taken down the entire airport. Heathrow is connected to three substations, and while two were impacted, the third was running and had enough capacity—thought to be around 72 MW—to power the whole of Heathrow, which requires a little more than 40 MW. It is evident that Heathrow’s power set-up could not be swiftly reconfigured to allow the third substation to be used. We need to understand why that was, and whether it could be remedied in future. While Heathrow claims that it is normal for airports not to have sufficient back-up capacity to power all of their needs, other industries that require even more power than Heathrow—such as data centres—take more robust steps to ensure they have sufficient back-up systems to counter such failures. Should our key international transport hub not have the same safeguards? We must also not forget those whose journeys were disrupted. It is estimated that over 200,000 passengers have been impacted by the event. However, under current regulations, most of those passengers will not be eligible for compensation. As such, I have three questions for the Secretary of State. First, what impact, if any, will this incident have on the Government’s plans for expansion at Heathrow? Can the national grid infrastructure cope with a third runway, or will the airport become more prone to failure? Secondly, does the Secretary of State believe that UK airports should be taking steps to increase their back-up capacity, in order to ensure that an incident like this does not happen again? Thirdly, does she believe that the current regulations around passenger compensation are sufficient?

• 20 Mar 2025 · Topical Questions · Hansard source

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  Last month, more than 4,000 litres of diesel spilled into the River Wandle from a Transport for London garage in the Secretary of State’s previous constituency. Will the Secretary of State meet me and my hon. Friend the Member for Carshalton and Wallington (Bobby Dean) to discuss what can be done to restore the wildlife and to ensure that that cannot happen again?

• 20 Mar 2025 · Disabled People’s Access to Transport · Hansard source

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  I thank the Chair of the Transport Committee for the report, which is most welcome. I will read it with interest. She referenced the Access for All programme, which hit the buffers during the previous Parliament with fewer than half the promised projects coming to fruition. She said much about what went wrong. How confident is she that we can avoid such problems happening in future?

• 19 Mar 2025 · Engagements · Hansard source

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  Q2. Many of my constituents have approached me about the inadequate treatment of young people with eating disorders. This year, despite a 30% increase in referrals, the majority of integrated care boards have cut real-terms funding. Currently, as I have seen in my own family and in my weekly surgeries, those who reach out for treatment are told, in effect, “Come back when you are thinner,” increasing both the human and financial cost of treatment. Does the Prime Minister agree that timely interventions are critical, and will he meet me to discuss how we fund them?

• 18 Mar 2025 · Stations: Step-free Access · Hansard source

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  I beg to move, That this House has considered step-free access at stations. It is a pleasure to serve under your chairship, Mr Dowd. We are here today to discuss an issue of great importance to many across the country. No one could accuse this Government of dragging their feet on reform of our public transport system. With the Bus Services (No. 2) Bill en route to the Commons from the Lords, the rail reform consultation and the call for ideas on an integrated transport strategy, big steps are under way. All that activity presents us with a real opportunity to put accessibility at the heart of our public transport system to deliver a network that will serve everyone—but the devil will be in the detail and it is incumbent on the Government to move on from lofty rhetoric to the hard reality of making our transport system accessible. More than 60 million people in the UK have a disability, or around a quarter of the total population. Those living with a disability take 28% fewer journeys than those who do not—a telling indictment of our current provision. There are issues on all forms of public transport, but arguably the greatest obstacles exist in rail services. According to a study by Transport for All, only 30% of disabled respondents said they used trains with confidence, and 10% said they do not use them at all. There are many reasons for this, including overcrowded trains and inadequate toilet provision. However, the biggest issue remains the absence of step-free access. Currently, only about a quarter of train stations are fully step-free from street to platform, making much of the rail network unusable for wheelchair users, and incredibly difficult for those with other mobility issues.

• 18 Mar 2025 · Stations: Step-free Access · Hansard source

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  I entirely agree with my hon. Friend. We absolutely need a commitment from the Government. That is what we are looking for today. Now where was I up to?

• 18 Mar 2025 · Stations: Step-free Access · Hansard source

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  Wimbledon Park tube station in my constituency had the highest number of incidents, with the lifts not working on a shocking 132 occasions. That was not always the case; in 2015 there were only 65 occasions across the whole year. Things deteriorated from that point, and in 2019 the Mayor of London told the London Assembly that he had been “clear with Transport for London…that these instances must be further reduced.” Sadly, that did not happen, and the situation has continued to deteriorate year on year. I appreciate that it is primarily a matter for the Mayor, but will the Government please raise that issue with him? Time is short, so I will finish up, but we must note that lifts are by no means the only issue. Even if individuals can reach the platform, boarding the train is often incredibly difficult, and 67% of station platforms are too narrow for wheelchair users to turn at the base of a ramp. It is estimated that just 2% of stations actually have level boarding between the train and the platform. That is simply not good enough.