Ruth Cadbury MP: speeches

Speeches

• 11 Sept 2026 · Terminally Ill Adults (End of Life) Bill · Hansard source

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  I supported this legislation first in 2015 and will do so again as it goes through its processes. I am truly grateful for all the work that so many hon. Members here and in the other House have done on the detail of the Bill. I am confident that it has been improved significantly and that we have learned from the experiences of jurisdictions across the world, many of which have had assisted dying for many years. Let us remember that in most of those jurisdictions only about a third of people who choose the option of assisted dying actually go ahead and need to use it. My resolve has been strengthened by those I have heard from with direct experience. I will mention just two such experiences, told to me by people I know well. One is a constituent who asked me to support the change in legislation. His brother was diagnosed with cancer, and after an operation that proved unsuccessful, he was admitted to a hospice for end-of-life care. About his brother, he said: “He was very philosophical about what was going to happen. His one request and hope was that his death was not going to be prolonged and painful. He received excellent care from an amazing team at the hospice. Sadly, when the time came, he suffered in a way no human should have to…We don’t allow our pets to suffer the way he did. His acute suffering and pain lasted 4 days. When he was able he pleaded for help for the pain to stop. The hospice did everything possible to help, but there are legal limits to what they can do. If he could only have received a life-ending intervention 5 days before he died, as he wanted, he would not have had to suffer the indignity and agony of a painful and long, drawn-out, horrific death.” The second experience is that described on several occasions in the House by Paul Blomfield, the former MP for Sheffield Central, about his father’s death. Paul continues to be a powerful advocate for the right to choose. His full speeches are preserved in Hansard , so I will quote just a small part about his experience. Paul received a phone call that his father had been found dead in his garage after receiving a terminal diagnosis of inoperable lung cancer. In Paul’s words, “He had had his share of health problems, but he faced them all positively, until a terminal diagnosis of inoperable lung cancer clearly led to his decision to take his life. He could not talk to me or his partner about it, because he would have made us complicit. The current law forced my father into a lonely decision and a lonely death. And he died prematurely, because I am sure that what drove him to end his life at that point was the fear that if he did not act when he was still able to do so, he would lose the opportunity to act at all.” —[ Official Report, 4 July 2022; Vol. 717, c. 231WH.] Those potentially facing unimaginable pain or suffering after their terminal diagnosis, despite the best palliative care, currently have options that are unbearably lonely—like for Paul’s father—or involve an arduous and costly journey by going to Switzerland; or they have no choice, like my constituent’s brother.

• 11 Sept 2026 · Terminally Ill Adults (End of Life) Bill · Hansard source

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  I will not. The many people who have shared their experiences of facing death soon have told us that they want to die on their own terms. We also know, through various credible polls, that the majority of people in this country want that choice for themselves. I do not want to deny them the right to be able to make that choice.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  I would like to say that it is a pleasure to follow the shadow Secretary of State for Transport. I think most people here will want to address yesterday’s incident, its implications for passengers and the aviation sector, and more importantly—the reason we are here—the Bill. Most of my remarks, unlike those of the previous speaker, will focus primarily on that. It is an unfortunate coincidence that this debate on the Civil Aviation (Consumer Protection and Regulatory Reform) Bill takes place the day after hundreds of thousands of passengers travelling to and from the UK had their journeys seriously disrupted by another outage at the National Air Traffic Services. So many passengers will be frustrated and angry about what has happened. Their plans are in tatters. What happened affected not only passengers, but their friends, families and, if they were on work journeys, colleagues and business associates. I must put in a word of praise and thanks to all those working in aviation, who are having to support and advise frustrated passengers and make alternative arrangements for them. Many staff, especially aircrew, could not get home last night. Our thanks and gratitude to them. This is the third major outage of our air traffic control system in the last three years, and there is clearly widespread frustration in the sector with the system’s lack of resilience. The Civil Aviation Authority’s report on the 2023 outage eventually reported the following year. It had 34 recommendations, but as of last year’s interim update by the CAA, only 18 had been completed. I thank the Secretary of State for saying that she will report to the House on this, and will ask NATS to carry out a rapid review of the incident and bring forward preliminary findings by next week. Although NATS says that the two incidents are unrelated, I hope that the Secretary of State updates the House on progress on learning the right lessons from 2023 and the recent outage. We can then start addressing the issues that many Members, as well as the aviation sector, have with the lack of resilience of this key part of our national infrastructure. I hope that the Secretary of State will also come before the Committee in due course. Let me link yesterday’s incident to the Bill. Passengers, freight handlers and airlines have many questions about their rights when flights are delayed or cancelled, whatever the reason. Tens of thousands of people slept on airport floors once again last night, so I ask: are passenger rights fit for purpose, and will the Bill and the regulations that follow look at that—and hopefully address and improve the situation? We know that airlines are responsible for providing refunds or re-routing passengers after cancelled flights, and for providing care and assistance, such as refreshments and hotel accommodation while passengers are waiting for their flight.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  The hon. Member describes a holiday experience that so many of our constituents have had. There are two issues here. The first is getting information and updates regularly. Yesterday, one pilot had the decency to say, “Look, I don’t know what’s happening,” every 20 minutes; at least that gave some assurance to the passengers waiting on that plane. Secondly, whatever the cause of the problem, and whoever ultimately pays the cost of what needs doing, passengers have needs. They need toilets, refreshments, and a bed for the night—or at least somewhere comfortable to sleep. Should airports, for instance, be ready for these incidents, and have supplies of camp beds, emergency drinks, snacks, and baby food, and allocated trained staff who can come in at short notice to support passengers? Our local authorities have contingency plans and stores in case of incidents causing homes to be evacuated, and many of us have had to deal with such experiences. Maybe airports could learn something from our local authorities. Local authorities do not start by asking who will pay, or tell one resident that they are eligible and another that they are not. Instead, there is a set contingency plan. They open up community centres and so on. It is not rocket science. Turning back to the Bill, I will cover first what is in it, and then—in an ideal world—what I would like to see in it. On passenger rights and protections for disabled passengers, I particularly welcome the fact that passengers with wheelchairs and other expensive mobility aids will now benefit from the removal of the limit on compensation. I regret the fact that, at this point, that can apply only to domestic UK flights, but I hope that this is an example of the UK leading the way, and that this basic right can be extended to travellers to and from other countries. Isb particularly want to mention my hon. Friend the Member for Bexleyheath and Crayford (Daniel Francis), the chair of the all-party parliamentary group for wheelchair users, who sadly could not be present this afternoon, and the work that he has been doing, both as the parent of a wheelchair user, and on behalf of all wheelchair users trying to have a normal family holiday while being treated with respect, as we all expect to be when we travel through airports. I would like to say that that is all great, and that the problem is solved, but it is not. Disabled people still face a patchy experience when they travel through our airports. Our report, “Access denied”, published earlier last year, came across a number of issues for disabled passengers at our airports, one of which was the variable quality of contractors at airports. There is a huge gulf between the best and worst experiences that disabled passengers face—there is no single standard. I ask the Government whether some kind of single standard of treatment could be hardwired in, and whether airports and airlines could be made accountable. Too often, airports and airlines pass the buck when a disabled passenger is stuck on a plane or trying to get on a plane. Some airports, such as Gatwick, have put disabled passengers on their forums to ensure that their passenger experience is fed in. That is an example of good practice that should be the norm. Also on accessibility, airports also need to consider how accessible their public transport links are. In my experience, airports too often feel that their responsibility stops at the perimeter fence, and that public transport issues are someone else’s problem. On wider passenger issues, I welcome the strengthened powers for the CAA on consumer rights and safety in the Bill, and look forward to the Transport Secretary’s drafting of the secondary legislation on these matters. It will cover issues that all our constituents raise: flight disruption; lost or damaged luggage; accessibility, which I have mentioned; price transparency; and airline liability for passenger injury or death.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  If anything, the Elizabeth line has been a victim of its own success—that is why it was right to fight for Crossrail all those years ago. I will come back to the link between what airports should provide and the actuality. Compared to our international competitors, our public transport to and from airports is woeful: it is non-existent at night or in the early morning, and too often what there is proves impossible for those with heavy luggage. I find it frustrating that the current airport expansion proposals—Gatwick has got all its approvals; Heathrow is in front of our Committee with its national policy statement—can proceed without the rail access that everyone agrees is needed. Those desperately needed train services are just not there. I also find that, compared with most other countries, access to taxis, private hire vehicles, buses and coaches is generally an afterthought or an inconvenience. Unless we address those wider issues, reviewing drop-off charges is just scratching the surface and passengers—rather, the person who is giving them the lift—will continue to feel that they are being fleeced. Airspace modernisation is long overdue. It will cut carbon emissions and time in the air, which will be good for passengers and good for the climate. I was concerned about the potential for the creation of so-called noise sewers—corridors of noise across parts of the country. However, if the paths are sufficiently wide—NATS told me that they are 10 miles wide—the noise implications will be much less than was feared. The Transport Committee has not yet had a chance to look at that issue. I want to cover what is not in the Bill but should be. One thing is staff safety. Unite, GMB and the other unions across our civil airports are calling for a clear, national, worker-led approach and response to the increase in abusive and disruptive passenger behaviour that staff face. A recent survey by Unite the union found that 90% of workers in one airport had faced abuse at work.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  My hon. Friend makes a very good point. The delay repay system, which we now take for granted on our rail system, except on the Eurostar, is a good model. I agree that the airlines could look at that, and I hope that the Minister will consider it as well. On airport drop-off charges, I welcome the review but I would like it to be wider. Why do so many of our constituents feel that the only way to get to most of our airports reliably is to get a lift? How useful, reliable and accessible is public transport to many airports? In theory, Heathrow airport has lots of public transport access—far more than any other airport in this country—but it only goes between Heathrow and London, not to the south-west or the north, unless people get a coach from Reading.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  I thank my hon. Friend for that intervention. We have railway behaviour notices, so I wonder whether the Government could work with airlines, airports and the trade unions to consider a similar standard and process for the aviation sector. On EU and UK standards, the UK risks being left behind by the failure to reach an agreement with the EU on a number of issues. For instance, a faulty emergency services helicopter that needed a spare part was unable to use the one stored at a local airport as it was from the EU; there are probably other examples. On recruitment and retention, the UK has long been an attractive place for pilots and engineers to come and work. We want to continue that growth, but the industry is in need of a mutual recognition agreement with the EU, the lack of which is having an impact on training, the mobility of the workforce and recruitment. I will move on to the question of noise. Those of my constituents who have lived locally around Heathrow for some time know the noise patterns. Two thirds of my constituents are under one or other of the approach paths used 70% of the time when the airport is operating on westerly operation and the flightpaths are from central London towards Heathrow. Planes are overhead every 60 to 90 seconds for half the day, because we have daily alternation, so to some extent residents can plan when to be in the garden or have friends around and so on, but newcomers to the area can struggle to find the information they need about where and when there will be aircraft noise. Of course, tens of thousands more residents in parts of Hillingdon, Ealing and Hounslow will be underneath the new approach path if the expansion goes ahead, and they do not even know it at the moment. There is a noise insulation scheme at most airports, but as a constituency MP I find it difficult to know which of my constituents are eligible, how much spend on works they can get and by when. Due to the timing of schemes being approved for different airports as a condition of their planning permission, there is a lack of uniformity across the country in what these schemes include in terms of sound insulation, ventilation and so on. Constituents—and MPs, too—are very unsure about who or what is the appropriate body to regulate noise. Noise insulation is only one example of the various mitigation measures that airports are required to implement, but for us MPs and our councils and councillors, there is not a body with teeth that can ensure that any mitigation measures are enforced, let alone determine whether or not they are adequate, particularly when it comes to expansion. Mitigation measures can include public transport, which I have touched on, various community benefit schemes, and environmental recovery and enhancement. This lack of teeth—this lack of ability to be clear on the delivery of the mitigation—has come up again and again in evidence to the Transport Committee in our current inquiry on Heathrow expansion. I ask the Transport Secretary and the Minister with responsibility for aviation, my hon. Friend the Member for Selby (Keir Mather), to examine whether the UK Civil Aviation Authority or another body can be given the powers and the teeth that I know are not there at the moment. In conclusion, I hope that the Bill can be further improved beyond its safety and passenger rights measures.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  Absolutely. For almost 40 years, I have dealt with Heathrow’s lack of interest in transport. My hon. Friend is to the north of Heathrow, and I know full well what he is saying. In fact, one of the section 106 conditions in the terminal 5 planning decision was that there be a direct bus between Feltham station and the central terminal area, without stopping. That would then create a fast link from Waterloo to Heathrow—this was long before the Elizabeth line. However, nobody marketed it or told anybody about it, so funnily enough when the funding gave out, there had not been enough passengers to make it viable, so it did not survive. I can think of many more examples. Sometimes I come in to work on the Piccadilly and District lines, so I know that many people use those lines to travel to and from Heathrow, but they might go to, say, South Kensington to stay in a hotel. I have had to help an elderly couple who have come from Heathrow up and down the stairs that passengers have to take at South Kensington station. It is not a welcoming environment for visitors to this country. Obviously, the Elizabeth line has transformed that; it was long overdue.

• 9 Sept 2026 · Civil Aviation (Consumer Protection and Regulatory Reform) Bill [Lords] · Hansard source

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  I think I am right in saying that people also have to walk quite some way to get the bus to the airport. Talk about a lack of joined-up thinking in our public transport—and in this instance I include flying. I fear that in this respect the UK is an embarrassment. When we travel on holiday or for other reasons, we can compare our airports with those that we travel to, and often the comparison is not very complimentary to the UK.

• 16 Jul 2026 · Topical Questions · Hansard source

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  Thank you, Mr Speaker. I am sure that you and all Members of this House are hoping to get a holiday in at some point during this recess, so I wish you a hassle-free journey out and back home. My Committee is today launching an inquiry on safer journeys for women and girls. The Minister for local transport, my hon. Friend the Member for Nottingham South (Lilian Greenwood), has set out the Department’s actions contributing to the Government’s goal of halving violence against women and girls within 10 years. What will the Transport Secretary be doing to monitor and measure the effectiveness of those actions?

• 13 Jul 2026 · Violence against Women and Girls · Hansard source

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  In a number of cases in my constituency, male perpetrators of domestic abuse have used their partners’ immigration status as a tool to control and abuse them. Those women feel unable to report crimes of any kind because they are worried about their own immigration status. What is the Home Office doing to protect women from that form of abuse?

• 8 Jul 2026 · European Entry and Exit System · Hansard source

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  The right hon. Member for Herne Bay and Sandwich (Sir Roger Gale) is quite right to highlight this challenge and the impact on Kent when these queues build up, and of course the impact on British people trying to get out through Dover, Folkestone and other places. I want to ask the Minister what can be done for British holidaymakers coming home who have been stuck at airports for hours and missed their flights because of the airlines needing to get moving under working time directives. I am led to understand that fingerprints are required on entry but not on exit from the Schengen area, yet many of these delays are being caused because airports in different countries are making holidaymakers provide fingerprints again, as well as the much easier face recognition. Could the Minister pick this up, please, and tell me what is happening?

• 6 Jul 2026 · Civil Service Pensions · Hansard source

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  I thank the Minister for this statement. Time and again, our constituents have been failed by outsourced companies; it is not just Capita, and it is not just Government services. Following on from an earlier question, what else will the Minister do to ensure that the other parts of the public sector—Government agencies, local government and so on—can learn from what he is now putting in place in future on outsourced contracts?

• 22 Jun 2026 · East Midlands Railway Collision · Hansard source

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  I endorse, as I know does everyone in this House, the comments by the Secretary of State and the shadow Secretary of State, the right hon. Member for Basildon and Billericay (Mr Holden). He asked all the questions that I had lined up to ask. In particular, I thank those who responded so quickly after this terrible incident in support of those who were injured. Our thoughts are with all those who are so severely impacted. In addition to those other questions, will support be put in place for those who drive trains and work in other roles on that route when it reopens, because that could be fairly traumatic?

• 22 Jun 2026 · SEND Improvement Plans: Multi-academy Trusts · Hansard source

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  Special needs specialists in schools in my constituency have raised with me their concerns about the shortage of educational psychologists. A mum of a profoundly disabled child, who I met on Saturday, raised concerns about the shortage of occupational therapists. What are the Government doing to address the additional needs of that specific group of people?

• 15 Jun 2026 · Social Media Ban for Under-16s · Hansard source

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  In the large group of 16 to 18-year-olds from schools in my constituency that I discussed a potential ban with, there was no consensus about whether there should be a ban, but there was strong consensus that they needed good-quality information and education to prevent harm. Will the measures that the Minister mentioned use the best behaviour science knowledge that we have? Will the advice and—

• 11 Jun 2026 · Topical Questions · Hansard source

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  Yesterday, the Transport Committee published the report on our inquiry into taxis and private hire licensing. Out-of-area working was a significant issue of concern in much of the evidence we received and for many of our witnesses, and the issue was also highlighted in Baroness Casey’s report on group-based sexual exploitation released last year. What are the Government doing to restrict out-of-area working for taxis and private hire vehicles?

• 10 Jun 2026 · Railways Bill · Hansard source

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  The right hon. Member’s description of Katrina’s needs speak not only for her needs but for those of so many people. He described Katrina’s specific physical needs and need to have a seat, but it is important to recognise that every disabled person’s needs are different. The rail system—indeed, the whole transport system—must be able to adapt and ensure that those needs are met. I welcome the sheer number of amendments tabled today that cover accessibility. New clause 39 makes a specific request: “The Secretary of State must appoint a board of the Passengers’ Council.” and it requires that board to include at least two disabled people. The Government told us that legislating for that recommendation is not needed because the Transport Focus board already has such representation, and general duties under clause 18 will apply when the board is appointed. While I welcome the offer to confirm that intention, why is there resistance to putting such a measure into legislation so that it is secured in the future? To say that Transport Focus currently has such representation, and that therefore the passengers’ council board will too, relies on custom. Clause 18(2)(a) refers to “promoting…the needs of disabled passengers” but it relies on a specific interpretation of a general clause, so neither of those measures are secure. In conclusion, I commend the amendments to the House, but I will not push them to a vote as I anticipate that they will attract a fair bit of attention in the other place when the Bill arrives there.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I rise to speak to five amendments tabled in my name and those of other members of the Transport Committee, and other Members of the House. They focus on two issues—the long-term rail strategy, and the important issue of accessibility—and they stem from specific recommendations in the report of our inquiry into the Bill. The Committee recognises the need for structural change on the railways, and it supports the main purpose of the Bill, which is to establish Great British Railways as a single organisation overseeing both track and train, and capable of acting as a directing mind for the railway. I thank the Government for their thorough and thoughtful response to our report, and for publishing yesterday, as promised, the list of documents and target publication timetables for the key policy documents and public consultations that will be required for GBR to be operational in 2027. I also thank them for the policy document on the draft GBR licence that was published a week or so ago. Amendments 37 and 38 to clause 15 would require the long-term rail strategy to be placed before Parliament, as well as any revisions to it. I welcome that the Government have committed to publish a discussion document with more detail on what the LTRS will include during the Bill’s passage through the House. The Government told us that a requirement to lay the LTRS before the House is not necessary because the documents will be published, thus guaranteeing transparency, and they have committed to place that document in the Libraries and make a written ministerial statement. However, transparency was not the Committee’s only concern, as we also wanted a disincentive to change the long-term rail strategy too frequently or trivially. The commitment to make a written ministerial statement is welcome, but will that also apply to updates? It will not bind future Governments. I now move to other amendments tabled in my name and those of members of the Committee, and by other Members of the House, including a number who are, and have always been, strong advocates for the needs of people with disabilities. The number of amendments tabled shows the strength of concern from Members across the House about the importance of accessibility, of getting it right in the Bill, and of making railways accessible to all. Whether for a long-term wheelchair user, someone who will always need support to buy tickets or navigate a large station, or anyone travelling with small children or luggage, accessible trains, stations, ticketing systems, and staff culture must benefit us all. When that is hardwired into the culture of the organisation, more people—all people—can feel confident in their ability to travel by train.

• 10 Jun 2026 · Railways Bill · Hansard source

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  Yes, of course I do, and much of what I am saying stems from the work with did for our report published in February 2025. It is entitled, “Access denied: rights versus reality in disabled people’s access to transport”, and it is about so much more than ramps and lifts, although those things are essential for many, and it must be embedded in the culture of the organisation. Our amendments seek to embed that aspiration in the Bill, and they follow the work we did on the Bill and the report I just mentioned. Amendment 70 would place duties on Ministers and GBR, and amendment 71 would place duties on the passengers’ council to seek to secure “improvements” to accessibility, rather than just to “promote the…interests” of disabled people, as currently stated in the Bill. Amendment 71 would also require the passengers’ council “to exercise its functions in a way that promotes improvements in the accessibility of the rail network rather than only having regard to the interests and needs of disabled passengers.” The Minister may well say that the Bill will already drive improvements, and that the details will be in the GBR’s business plan and the LTRS, but disabled people would like to see enforceable, statutory responsibilities that require progress, not just vague “having regard to” language, or non-statutory policy documents.

• 19 May 2026 · High Speed 2 Reset · Hansard source

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  I thank the Secretary of State for being honest with the House and for grasping the nub of the problem. We should not need the publication of the Lovegrove report or today’s statement to know that the cost and timetable overruns on HS2 started long before, because the previous Government wanted spades in the ground before the designs, costs and permits were ready. They then cancelled half the project, so we have the Aston to Old Oak Common project. I am glad that the Government picked that up and are moving ahead on the Euston element as well. We also had the Stewart review and the Oakervee report to tell us what went wrong. My question is not actually on HS2, because the Rail Minister and the HS2 chief exec are coming to the Committee tomorrow, but on elements that are picked up in the Lovegrove report. What is the Secretary of State doing now to ensure that essential transport projects, starting with the lower Thames crossing and the Northern Powerhouse Rail project, do not go the same way? Will she assure me that she will not put on the high-vis and the hard hat for the photo opportunities until all the detail, permits and cost budgets are in place first?

• 18 May 2026 · Backing Business to Create Economic Growth · Hansard source

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  The hon. Member is absolutely right. I am well aware of the concerns of drivers up and down the country, which are not about the improved licensing that the Government are talking about, which they welcome, but about some of those other threats, such as the processes that Uber is using at the moment and the impact of autonomous vehicles.

• 18 May 2026 · Backing Business to Create Economic Growth · Hansard source

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  As a fellow Committee Chair, does my hon. Friend agree that the Government could reconsider their relationship with Select Committees and provide more opportunities for pre-legislative scrutiny by Committees, which play such an important role in addressing legislation prior to it coming to its formal stages in this House?

• 18 May 2026 · Backing Business to Create Economic Growth · Hansard source

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  As Chair of the Transport Committee, my remarks on the Gracious Speech will focus mainly on transport; if there is time, I plan to touch on some of the other areas where the Government’s proposed legislation will benefit many of my constituents directly. This debate is entitled “Backing business to create economic growth”, and our transport system is key to growth. Economic growth is central to the ambition of the £45 billion investment to deliver Northern Powerhouse Rail. That will start to address the 10% productivity gap between northern England and the UK average. Residents and businesses in the north endure longer and often unreliable journeys compared with international comparators. For instance, only 38% of residents can access the city centre of Leeds within 30 minutes by public transport, compared with 87% in Marseille, a city of a similar size. With the new rail infrastructure proposed from Liverpool to Hull, the whole of the economy across the north of England will benefit from Northern Powerhouse Rail. The highways financing Bill will introduce a new funding model for road infrastructure by introducing a regulated asset base, or RAB, funding model to unlock private capital investment in road infrastructure, with the lower Thames crossing to be the first road scheme to use the model. The Government point out that the RAB model has been successfully used in sectors such as energy and aviation, but I am also aware from the example of Heathrow that those paying the bills—in that case, the airlines—say that capital costs can be excessive and poor value for money. It seems natural that as the lower Thames crossing will be a whole new road, it could be funded by tolls, as the Severn bridge was and as is the norm for motorways in many similar economies, but what are the plans for the future? Are the Government considering implementing tolls on projects to improve and repair current highway infrastructure? Surely the Government are not seriously considering building new roads, or significant new capacity? Otherwise, we could be going back to the ’70s with “predict and provide” creating more road capacity, which in a system of infinite demand just continues to deliver congestion while eating up more and more of our land. I would like the Minister today or subsequently to explain more about the role of the Office of Rail and Road in the context of the regulatory role mentioned in the Government briefing. The civil aviation Bill will deliver consumer enforcement powers to the Civil Aviation Authority and allow for timely regulatory intervention to improve aviation safety, modernise UK airspace and provide for a revised slot allocation system to deal with unplanned disruptions. I welcome the proposed additional consumer enforcement powers, including compensation rules when airlines damage mobility aids. That will be welcome for disabled passengers whose mobility is dependent on, for instance, high-powered wheelchairs. The current compensation is wholly inadequate. However, His Majesty the King announced that the Bill “will be introduced to unlock the benefits of airport expansion”. I am not sure that I quite see the direct link between that statement and the subsequent deal and detail that I have just covered. The overnight visitor levy brings UK tourist destinations into line with many places that I and others in this House will have visited in other countries. It will enable local areas to invest in their transport infrastructure and other facilities, which will benefit visitors and residents alike, whether that is shuttle buses to reduce traffic jams on country lanes or improving facilities at busy stations. The draft taxi and private hire vehicle Bill is also welcome. It addresses almost all the issues that witnesses raised in our recent inquiry into taxis and private hire licensing.

• 18 May 2026 · Backing Business to Create Economic Growth · Hansard source

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  I very much welcome the work that the Minister for Roads has done on the proposed changes. I welcome the commitment to replace a patchwork of outdated rules with a single consistent framework, which will go a long way to addressing the out-of-area operations and problems that the hon. Member for Birmingham Perry Barr (Ayoub Khan) outlined, and it will fix a system that too often has failed passengers and drivers. Baroness Casey’s “National audit on group-based child sexual exploitation and abuse” found that inconsistent taxi and private hire vehicle licensing creates vulnerabilities that can be, and were, exploited by grooming gangs. The announcement of that legislation follows the welcome commitment in the English Devolution and Community Empowerment Act 2026 to introduce minimum standards for drivers, operators and licensing authorities. However, many fear that minimum standards could perpetuate inconsistencies that affect vulnerable passengers, and they are seeking not minimum but absolute standards in taxi licensing. Let me touch on something not directly connected to transport, which is the draft ticket tout Bill. While I welcome a Bill to stop ticket touts selling on concert and event tickets for vastly inflated prices, I wonder if it could be extended to car driving test slots sold by the Driver and Vehicle Standards Agency. Or will we have to wait until the agency updates its IT systems, or possibly—perhaps successfully—manages to recruit and retain sufficient driving instructors, so that there is no longer more demand for tests than there are slots available, as that is fuelling the ticket touts? If the Eavis family have managed to stop ticket touts making a killing from Glastonbury tickets, surely a Government agency should have been able to do so before now. The railways and passenger benefits Bill will establish Great British Railways as a new publicly owned company, setting up a new passenger watchdog that will set consumer standards for railways and investigate poor service, as well as simplifying fares and ticketing. A passenger-focused GBR could—not necessarily will, but could—improve reliability, simplicity and accountability across the network for passengers and freight. Other Bills in the King’s Speech and the Government’s subsequent briefing are welcomed by many of my constituents. The social housing renewal Bill will benefit many of my constituents who will never be in a position to buy a home in west London. They just need a safe, secure, affordable and stable place they can call home, without being overcrowded or forced to continually up sticks, lose their jobs and support networks, and disrupt their children’s education, only to find themselves in another overpriced, overcrowded, damp, tiny space with shared facilities. I welcome the fact that young people aged 16 and 17 will be able to vote, as those in Scotland have been for a decade. As someone who voted here nine years ago to remain in the single market and customs union, I welcome the proposals to bring the UK closer to Europe, our exit from which has been one of the most devastating shocks to the UK economy. Many parents and teachers in my constituency welcome the consultation to reform SEND, although they are keeping a watching brief on whether the resources will be adequate to their children’s needs. Finally, on the commonhold and leasehold reform Bill, although it would be virtually impossible to scrap leasehold entirely overnight, the ban on new leaseholds for flats, the cap on ground rent, and the new process for converting to commonhold are all welcome measures, as is making it cheaper and easier for leaseholders to extend their lease or buy their freehold. I also welcome the remediation Bill for those living in homes with unsafe cladding. Too many residents in Hounslow, Isleworth and Brentford are still living in fear of the consequences of a fire breaking out in their block.