Category: London

  • Tim Farron – 2026 Speech on Thames Water

    Tim Farron – 2026 Speech on Thames Water

    The speech made by Tim Farron, the Liberal Democrat spokesperson for the Environment, in the House of Commons on 16 June 2026.

    I start by associating myself closely with the Secretary of State’s remarks about Jo Cox. It was a privilege to serve alongside her in this place, and we still miss her deeply.

    I am grateful to the Secretary of State for advance sight of the statement and for the helpful briefing that I received earlier. Since Conservative privatisation more than 35 years ago, some £85 billion of billpayers’ money has flowed out like a torrent into the pockets of mostly overseas shareholders and executives paying themselves unearned bonuses. That money could and should have gone into cleaning up our waterways and modernising infrastructure. Instead, sewage was released into our lakes, rivers and seas for 1.8 million hours last year, and more than 100,000 of those were in the Thames region alone. Some 20% of our water leaks out of its pipes before it even reaches our homes. For Thames Water, the figure is even worse, with 25% of that water wasted.

    Now Thames Water’s investors are asking for more time for more opportunity to take money before they inevitably run. The Secretary of State is right, then, that the creditors’ offer is a disgrace. They get to keep making money, and Thames Water billpayers get to pay even more to keep them going, while getting the privilege of seeing long-overdue infrastructure improvements delayed for yet another decade. Thames Water is taking the mickey. The Liberal Democrats say, “No more, and no thanks.”

    It is clear that Thames Water has failed in its basic performance as a water company, and that gives the Secretary of State all the reason she needs to place it into special administration, so why is she not doing that instead? Her letter to Ofwat is, I am afraid, a sign of dreadful weakness. She has to beg an equally weak Ofwat to show a resolve that it institutionally lacks. Thames has failed in its performance, so just put it into special administration and migrate the company to a mutually owned model, where the billpayers own the company and call the shots. That way, investment will be made, sewage spills will stop and water leaks will cease. By doing that, she could begin the process whereby all our water companies are owned not by private equity, overseas investors or the sluggish state, but by the people. If she did that, she would win the favour of people from Witney to Windermere. Why does she not stop faffing about and do that instead?

    Emma Reynolds

    I thank the hon. Gentleman, I think, for his support for my statement today, although it was slightly half-hearted. He is right to say that there have been serious pollution incidents in different water companies, but especially in the Thames, and that is of grave concern to the public and to Thames Water’s customers in particular. I point out to him that there are two types of special administration regime. An insolvency SAR is an insolvency process and is for the company directors to determine. A performance SAR would be triggered if a company was in serious breach of its statutory duties or if the company breaches an enforcement order in a way that is so serious that it is inappropriate for the company to retain its licence. The Government stand ready for all eventualities, including a SAR.

  • Toby Perkins – 2026 Speech on Thames Water

    Toby Perkins – 2026 Speech on Thames Water

    The speech made by Toby Perkins, the Labour MP for Chesterfield, in the House of Commons on 16 June 2026.

    Thames Water customers are paying the price for the incompetent regulation that allowed Macquarie to saddle the company with eye-watering debts at the same time as its environmental performance was so disgraceful. That debt ultimately led to shareholders writing the equity value down to zero. Those who bought the debt are now making this proposal. I entirely understand why the Secretary of State would not want customers to receive a service that was failing in its environmental responsibilities while they paid higher bills, but what assessment has she made as to whether Thames Water is a viable business? We have been told that this is the final offer from the company. Is there a viable business there that will deliver long-term investment within a reasonable cost window for billpayers? If there is not, at what point does public administration become inevitable?

    Emma Reynolds

    As I set out in my letter to the regulator, Ofwat, I am concerned that the proposal will mean delays to environmental improvements and to improvements to water infrastructure, with, as my hon. Friend rightly says, unfair cost being laid at the door of Thames Water customers. He asks whether it is a viable business and about next steps. This is a stage in the process where I have given my early views on this proposal. It is now for Ofwat to decide what to do next, and we wait to see what happens.

  • Victoria Atkins – 2026 Speech on Thames Water

    Victoria Atkins – 2026 Speech on Thames Water

    The speech made by Victoria Atkins, the Shadow Environment Secretary, in the House of Commons on 16 June 2026.

    First, I echo the Secretary of State’s comments in remembrance of her dear colleague Jo Cox. Her loss was felt across the House and across party political lines, and I send all of our very best wishes to her loved ones and friends.

    I thank you, Mr Speaker, and I thank the Secretary of State for advance sight of her statement and for a briefing call on this announcement. As you know, I have been trying for months to coax the Secretary of State to the Dispatch Box to explain major events within her portfolio, from the Government’s EU handover negotiations to their lack of support for farmers. Finally, she emerges into the light. We all assumed that it would be to announce progress towards resolving the many issues facing Thames Water and its customers; instead, it is to make a statement about a letter to the regulator. There is nothing new in this statement—no change in the situation of Thames Water, and still no certainty for billpayers.

    Thames Water has repeatedly failed its customers and the environment with a record of pollution, leakage and chronic under-investment. The latest figures lay this bare. The company is responsible for around a third of the nation’s worst pollution incidents, even as billpayers face steep increases in their bills. These are not abstract failures; untreated sewage has been poured into the rivers and chalk streams that local communities cherish, while customers are asked to pay more for less. The priority now must be a financial arrangement that keeps the company afloat and protects billpayers and taxpayers. While the Secretary of State’s Government are in chaos, paralysed by the Prime Minister’s weakness and the Mayor of Greater Manchester’s leadership ambitions, Thames Water continues to fail. If no deal is reached, Thames Water could collapse—again, at enormous cost to taxpayers.

    The Secretary of State has said that she does not want a scenario where customers

    “pick up the bill for the company’s failures”,

    but when the Conservatives tried to amend the Water (Special Measures) Act to prevent consumers from being on the hook in the event of a company going into special administration and tried to impose a lending ratio limit on water companies to prevent this situation from happening again, Labour voted it down. Why? I also remember that under the former Secretary of State, the right hon. Member for Streatham and Croydon North (Steve Reed), an investor pulled out of a previous rescue deal, partly due to political risk—in other words, the former Secretary of State had talked himself out of a deal. How is the current Secretary of State avoiding the failures of the now Secretary of State for Housing?

    There are those who are urging nationalisation, a word that is thrown around carelessly by Labour Back Benchers and by Reform—in fact, I think I heard it just now. None of them ever explains that nationalisation would be extremely expensive, potentially costing the taxpayer up to £20 billion. For those who are wondering what that means, it is roughly equivalent to the defence funding shortfall we have heard so much about in recent days. However, there are reasonable concerns about how Thames Water’s failures will be managed during the Government’s restructuring of the sector and the abolition of Ofwat, so can the Secretary of State please confirm that the existing penalty regime will not be downgraded or diluted, which has been briefed to the newspapers? What safeguards will be put in place to ensure Thames Water remains fully responsible for its environmental and operational failures? How will the Government ensure that billpayers are not left bearing the cost of past mismanagement, and have they offered or begun any process to recommend an alternative deal?

    Public trust in the water industry is already at rock bottom.

    Ministers have still not explained how investment in the sector will actually be paid for. Indeed, the Secretary of State’s predecessor had to admit that so-called private water industry investment is in reality paid for by higher bills, and the Secretary of State has repeated that today. Families already struggling with the cost of living should not become the safety net for a company that rewarded its executives while letting its infrastructure crumble. This is an important moment for the Government to show that they can balance financial stability with strong regulatory oversight and put accountability and the interests of billpayers and the environment at the heart of water reform. The Government must now deliver on the big promises they made during the election for the water sector.

    Emma Reynolds

    I am always happy to receive brownie points, Mr Speaker, so thank you for what you said.

    The shadow Secretary of State rightly says that untreated sewage has poured into our waterways, and it did, in the long years that her party was in government. They cut the Environment Agency’s enforcement budget and moved to an approach where water companies marked their own homework—the so-called self-monitoring approach. She has some brass neck in lecturing us when we saw a series of failures under her Government.

    We are here today, and we as a Government inherited record levels of pollution in our waterways, because of the failure by the Government of the right hon. Lady to see what was happening before their eyes. It was a failure of regulation, a failure of the regulators and a failure of the previous Government.

    I am proud of what we have achieved in the two short years that we have been in power. I am proud of the Water (Special Measures) Act 2025. When did the Conservatives ever cap polluting water bosses’ bonuses? Never. The right hon. Lady lectures me about amendments to our Act. Our Act did more in less than a year than her party did in 14 years to ensure a fairer deal for customers and a better deal for the environment.

    The right hon. Lady asks about nationalisation. I gently say that a special administration regime is not the same as nationalisation. [Interruption.] I am just clarifying for the House; I do not wish to have an exchange with her across the ballot box—sorry, the Dispatch Box—if I can possibly help it. The ballot box might be at some other point. There is a difference between nationalisation and a special administration regime. With nationalisation, the Government would be taking ownership of the company. With a special administration regime, the Government would finance a special administrator appointed by the courts to run the company.

    The right hon. Lady talks about public trust in our water sector being at record lows. All I can say is that we are clearing up her party’s mess. [Interruption.] It was under her Government that Thames Water was plunged into unmanageable levels of debt.

    Mr Speaker

    Order. Can I just say to the shadow Secretary of State that I want to hear the Secretary of State? We do not need a running commentary all the way through. I made sure that those on the Government Front Bench listened to her.

    Emma Reynolds

    I am not surprised that there are not many Opposition Back Benchers here, given the Conservatives’ terrible record on the water industry. In our clean water Bill, which we will introduce later in the Session, we will take forward a desperately needed, once-in-a-generation reform of the water sector to introduce a powerful single regulator that holds water companies to account.

  • Emma Reynolds – 2026 Statement on Thames Water

    Emma Reynolds – 2026 Statement on Thames Water

    The statement made by Emma Reynolds, the Secretary of State for Environment, Food and Rural Affairs, in the House of Commons on 16 June 2026.

    Before I begin, let me say that this is a solemn day, as we remember our dear friend and colleague Jo Cox—I got to know her when we were living in Brussels in our 20s. I pay tribute to her formidable sister and their family for all their vital work to honour her memory.

    I will make a statement regarding the position of Thames Water and the proposed recapitalisation package under consideration. This Government were elected with a clear mandate to clean up our rivers, lakes and seas, having inherited record levels of pollution incidents from water companies. Thames Water has underperformed for 15 years. It has regularly missed performance targets, it has unacceptable levels of serious pollution incidents, and the company is heavily indebted. This situation, which delivers poor outcomes for consumers and the environment, cannot continue.

    To fix this, over the course of the past two years, the company has been undertaking a recapitalisation process to seek vital long-term funding. The Government have been clear throughout that any investor will need to have a credible and robust turnaround plan, the implementation of which must be monitored by regulators and must restore the company’s financial resilience and operational performance. Ofwat, with the support of Government, have been in discussions with the London and Valley Water consortium—a group of Thames Water’s creditors—regarding the terms of a proposal. On 6 March, the consortium presented its proposal for Thames Water to both Ofwat and the Government. Ofwat has been continuing its discussions with the consortium since then, and I wanted to update the House on the next stage of the process.

    Ofwat is currently evaluating the consortium’s proposal and, as the independent regulator, is responsible for deciding whether to accept it. If Ofwat decides to accept the proposal, this would be subject to a public consultation and a court-sanctioned restructuring process. A recapitalisation process of this size is complex and will take time. As the Environment Secretary, I have several duties, set out in section 2 of the Water Industry Act 1991. These include protecting consumers, securing the proper delivery of water and sewerage services, and ensuring that companies can finance those services and that statutory obligations are properly carried out. Today, I can confirm that I have sent a letter to Iain Coucher, Ofwat’s chair, outlining my early views on the proposal linked to my section 2 duties. These should not be taken as, nor do they constitute, a direction from Government to Ofwat.

    I do not believe that the current proposal goes far enough to protect customers and the environment. I have three particular concerns about the proposal: the unfair cost to customers, delays to vital infrastructure investments, and delays to environmental improvements. The 16 million Thames Water customers are front and centre of my consideration, and I am primarily worried about the impact on them. There is an expectation in the proposal that customers will fund—and therefore bear an undue cost for—investment in the company.

    In addition, I am not convinced about the proposal’s request to reduce performance standards, nor about the significant delay to vital infrastructure investments. This would mean delays to environmental improvements, particularly those related to waste-water treatments linked to statutory requirements, as well as to projects that are important for drinking water safety and supply. I am therefore concerned that the long-term resilience of the water and waste-water systems may not be adequately protected. The Government will always act in the national interest, and my priority as Environment Secretary is protecting customers and the environment. We will stand ready for all eventualities.

    I conclude by emphasising this Government’s commitment to turning around the water sector. In under two years, we have taken swift, decisive action. We have introduced the Water (Special Measures) Act 2025 to raise standards, enforce accountability, and make pollution cover-ups a criminal offence. We have banned more than £4 million in bonuses for polluting water bosses; we have unlocked £104 billion of private investment to rebuild vital infrastructure; and we have commissioned Sir Jon Cunliffe to lead the most comprehensive independent review of the water sector since privatisation. Together, those steps have paved the way for the landmark clean water Bill announced in the King’s Speech. The Bill fulfils the commitments we set out in the water White Paper earlier this year and will deliver the fundamental reforms that are so desperately needed. This once-in-a-generation Bill will create a single powerful water regulator, moving away from a system where water companies mark their own homework by putting in place stronger, active supervision. This will strengthen water companies’ financial resilience and the long-term stability of the sector, with modernised economic regulation and new powers to drive turnaround where companies perform poorly.

    Additionally, the reforms will strengthen the consumer advocate, providing a more independent, authoritative voice that can challenge the system, drive improvements in outcomes and ensure that customers’ interests are put first. We will also improve water quality by cutting pollution at its source. Finally, we will avoid the situation we are discussing today happening again: our reforms will give the new regulator the powers to ensure water companies do not accumulate unmanageable levels of debt. More broadly, they will secure the long-term stability of the sector and ensure that companies are financially resilient. Put simply, our reforms will deliver better outcomes for customers and the environment.

    I commend this statement to the House.

  • Sadiq Khan – 2026 Comments on Social Media Ban for Children

    Sadiq Khan – 2026 Comments on Social Media Ban for Children

    The comments made by Sadiq Khan, the Mayor of London, on 15 June 2026.

    A ban on social media for under-16s is the right step to protect young people and one I’ve called for.

    But bans only treat the symptom, not the problem.

    Social media companies need to re-imagine their platforms so they can offer a safe and healthy environment for all users, where restricting access wouldn’t be necessary.

    There’s nothing inevitable about algorithms which feed us a diet of dangerous content. Londoners deserve platforms which prioritise people, not just profit.

  • Jeremy Corbyn – 2026 Comments on Grenfell Tower

    Jeremy Corbyn – 2026 Comments on Grenfell Tower

    The comments made by Jeremy Corbyn on 14 June 2026.

    Solidarity to Grenfell survivors who suffer the eternal pain of loss, nine years on.

    72 people died because of corporate greed and negligence. We still do not have justice.

    In unity we must defeat austerity and privatisation for good — and defend housing as a human right for all.

  • Joe Powell – 2026 Speech on the Ninth Anniversary of the Grenfell Tower Fire

    Joe Powell – 2026 Speech on the Ninth Anniversary of the Grenfell Tower Fire

    The speech made by Joe Powell, the Labour MP for Kensington and Bayswater, in the House of Commons on 11 June 2026.

    This Sunday will be the ninth anniversary of the Grenfell tower fire. With thousands of others, I will join the silent walk on father’s day to remember the 72 people who lost their lives in an entirely preventable and foreseen tragedy, and to support families who lost parents, siblings and children in unimaginable circumstances.

    I know that for the bereaved and for survivors, and for our community in Kensington and Bayswater, this is always a difficult time, because nine years on, there has been no criminal accountability for those responsible; nine years on, the pace of change at local government and at national level is too often too slow; and nine years on, the cladding crisis still affects hundreds of thousands of people across the country. I pay tribute to all those who continue to advocate for truth, justice and change for Grenfell, and to everyone across the country affected by this national scandal.

    But it would be a mistake to give up hope. The Metropolitan police said last month that it will hand over files to the Crown Prosecution Service in September this year and that the CPS will make charging decisions by the 10th anniversary in 2027—20 organisations and 57 individuals could face criminal charges, and potential offences under consideration include corporate manslaughter, gross negligence manslaughter, fraud, health and safety breaches, and misconduct in public office.

    Dawn Butler (Brent East) (Lab)

    Justice delayed is justice denied. It is great that the Met has now come to this position. Does my hon. Friend agree that we should try to ensure that the cases are fast-tracked in our criminal system so that justice can now be speeded up?

    Joe Powell

    My hon. Friend is right. We have seen, in recent history, that with events of national significance—from Southport to the recent disturbances on our streets—the criminal justice system has moved really quickly because of the importance of showing that justice is seen to be done. I hope that once the CPS has made its decisions, we will do everything we can to ensure that the court capacity is in place to deliver the trials as soon as possible. I hope the Minister can reassure us that the investigation will continue to be fully funded and that that planning is already taking place with the judiciary and the Ministry of Justice so that the cases are prioritised. If those trials take place, which I obviously hope they will, they will be some of the most complex ever held in the UK. I therefore hope that consideration is also given to a special court or a Nightingale-style court. I know that is being looked at.

    Corporate manslaughter convictions are incredibly rare, so it is essential that those responsible face the full force of the law. I also believe that it is completely wrong for any company cited in the public inquiry still to be receiving public contracts. In December I uncovered dozens of contracts with implicated companies, including two current NHS contracts with Rydon, the main contractor for the refurbishment, which was cited in the public inquiry. I urge all public bodies to do a full audit of their contracts, including subcontractors and supply chains, and publish exactly what they find. It is good news that this Government have introduced new powers to exclude companies on grounds such as professional misconduct. Now is the time for procurement offices to start using them.

    We have already had a public inquiry that has laid out in stark terms why the fire happened and where responsibility lies, and I am glad that this Government have accepted the recommendations in full and that important progress is being made. It is important not to forget that. The last report shows that 20 of 61 recommendations are complete and 40 are in progress. I am glad that those include progress towards a single construction regulator, the expansion of product regulation, the introduction of residential personal emergency evacuation plans, the idea of a college of fire and rescue, and proposed changes to the statutory fire safety guidance in approved document B.

    I am also pleased that, under Lord Roe in the other place, the performance of the Building Safety Regulator is improving, including signing off remediation works more quickly. I welcome the remediation Bill in the King’s Speech, on which I look forward to engaging in this parliamentary Session, so that we can address the outstanding unremediated buildings and the knock-on effects, such as crippling insurance bills for leaseholders.

    I acknowledge all that progress, but there is one missing piece of the jigsaw: oversight and accountability. The online tracker for Grenfell recommendations is no doubt helpful, but Grenfell would not have happened at all if we had properly learned the lessons from the Lakanal House fire in 2009 and listened to the coroner’s recommendations. Instead, they sat on a shelf, and an opportunity to save lives was missed. We need a proper system of tracking and following up, not just on major inquiries that get a lot of attention here, but on all the inquests and investigations that lead to recommendations for change. That is why I continue to support the idea of a national oversight mechanism as a legacy for Grenfell.

    On 25 February, the Secretary of State said in this House, in answer to my question:

    “Work is continuing across Government, including in my Department, on setting up a national oversight mechanism”.—[Official Report, 25 February 2026; Vol. 781, c. 363.]

    I hope that the Minister can provide us with an update on that work and tell us when we can expect a decision to be made. Such a mechanism would sit alongside the Public Office (Accountability) Bill—the Hillsborough law—which I hope to see back here soon, as landmark reforms that put power in the hands of citizens: a real duty of candour for the state, a level playing field for legal aid, and clear deterrence for misconduct in public office. If we design those well, they will lead to fewer and shorter inquiries, more rapid lesson learning by the state and a culture shift towards openness, which can contribute to the rebuilding of trust in politics and in government in this country.

    The culture shift that we need extends to the Royal Borough of Kensington and Chelsea. I am deeply disappointed that the first decision of the Conservative leadership in the new council term last month was to remove an opposition chair of the housing scrutiny committee. Since Grenfell, that position has been promised to an opposition councillor. It is still unclear to me why or how that decision was taken, because avoiding scrutiny, especially for this council, which is so culpable for the fire, is an extremely bad look. I call on the leadership to think again and to reverse that decision.

    Residents in RBKC know that the council needs scrutiny. The independent Regulator of Social Housing reported last year that the housing department was seriously failing, giving it a C3 rating. The council has the third worst complaints record in the country. It likes to say that it gets the basics right. Well, meeting the decent homes standard, so that everyone can have the minimum of a safe and healthy home, is surely a basic human right that any council should be delivering.

    The Lancaster West estate surrounding Grenfell is a good example. After the fire, the promise was a model 21st-century housing estate, and that promise is still unfulfilled. I am glad that the Government have stepped in with an additional £8 million to ensure that there are no further delays to the current work, and that that will come alongside additional scrutiny on how that money is spent. I hope that the Minister can provide more details on how residents can be involved, including leaseholders and others, so that new oversight can be shaped by them and that they have confidence in the arrangement. I am also pleased that support was extended to NHS services through the period of the deconstruction of the tower, given the acute risk of mental health issues, and to five local primary schools to provide trauma-informed education around the community.

    My final point is a simple one: with the passage of time, we cannot allow a return to business as usual before the fire. Already, we hear rumbles from parts of the construction industry and even, shamefully, some political parties, saying that Grenfell is somehow responsible for the slowdown in house building or that fire safety is a trade-off worth considering. There will always be policy choices for local and national Government to make, but putting life at risk should not be a trade-off we accept. I hope we can work together with empathy and respect—something I suspect Jo Cox would have wanted—and ensure that the legacy of Grenfell is that everyone in this country, regardless of class, race, geography or age, lives in a safe and healthy home.

  • Sadiq Khan – 2026 Comments on Complaining Neighbours

    Sadiq Khan – 2026 Comments on Complaining Neighbours

    The comments made by Sadiq Khan, the Mayor of London, on 11 June 2026.

    Complaining about nightlife when you *checks notes* choose to live in Soho is like living in South Kensington and complaining about the museums.

Or moving to Hackney and grumbling about creatives. Living in Richmond and hating green space. It’s all getting a bit silly, isn’t it?

  • Keir Mather – 2026 Speech on the Third Runway at Heathrow Airport

    Keir Mather – 2026 Speech on the Third Runway at Heathrow Airport

    The speech made by Keir Mather, the Minister for Transport, in the House of Commons on 14 May 2026.

    I am grateful for the opportunity to respond to this incredibly important debate, and I thank the Members in attendance, in particular the hon. Member for Richmond Park (Sarah Olney) for securing the debate. We have engaged on this topic before, and I would welcome any further engagement in the build-up to and following the publication of the draft amended ANPS.

    Dr Ben Spencer (Runnymede and Weybridge) (Con)

    I am very grateful for the Minister’s commitment to engagement. Right now, there is traffic chaos in the Egham and Pooley Green area. I am opposed to the third runway. It will make the transport situation in the north of my constituency worse, and it will cause problems of increased noise and air pollution. Will he engage with our local communities, so that he can hear from them how much we do not want it?

    Keir Mather

    I would be very pleased to engage with the hon. Member and, perhaps through him, with the community groups that he points to. It is important to say that the ANPS review will consider the elements of the existing ANPS that relate to surface access proposals. That includes mode share targets and measures to minimise and mitigate the effects of expansion on existing surface access arrangements. I would be happy to speak about that with him and his constituents.

    Peter Swallow (Bracknell) (Lab)

    The Minister is making a really important point about the importance of surface access. He will know, because I have pressed him on this before, how important I think it is that we get better rail access to Heathrow, regardless of whether there is a third runway. Heathrow has committed to looking at both a western rail link and, importantly for my constituents in Bracknell, a southern rail link. Would he like to see those plans go ahead? Will he press Heathrow to make sure that they are part of any proposals, and will he do everything he can to deliver better rail access for my constituents?

    Keir Mather

    As part of the ANPS process, we are going to consider the Government’s strategic objectives for surface access, including public transport mode share targets. Any expansion at Heathrow will be tested against the public transport mode share targets set out in the ANPS, and rail will form an important part of those considerations. I would be happy to have further conversations with my hon. Friend about how his constituents may be affected by any expansion and mitigations in that space, although I do not wish to pre-empt any of the outcomes of the ANPS review.

    Heathrow expansion and, in turn, a third runway at Heathrow airport would have a transformative impact. It is essential, as hon. Members have outlined, that the Government get this process right, taking full account of all views and ensuring adequate and full scrutiny. The Government recognise that air connectivity plays a vital role in supporting economic growth across the country, with the air transport and aerospace sectors contributing £23 billion to our GDP and 240,000 jobs across the United Kingdom in 2023.

    Dr Ben Spencer

    Will the Minister give way?

    Keir Mather

    I will give way briefly, and then I will make some progress.

    Dr Spencer

    Notwithstanding my points about the third runway, the success of Heathrow is incredibly important to my constituents in providing jobs and economic activity locally. Will the Minister update us on the Government’s response to the concerns about kerosene supply, which impacts Heathrow and our economy?

    Madam Deputy Speaker (Ms Nusrat Ghani)

    I hesitate to even raise this, but in case the Minister is anxious about time, we can—fortunately or unfortunately—run to 5.30 pm.

    Keir Mather

    Fortunately, Madam Deputy Speaker—come on!

    The hon. Member is right to say that the economic activity and jobs created by Heathrow airport are dependent on international supply chains, and I know his constituents will be looking with concern at what is happening in the middle east. The Department for Transport is engaging very closely with both our refineries and the aviation sector to ensure we have security of aviation fuel supply. That work is ongoing, and we are confident that, working closely with those stakeholders, we can ensure that the impacts of the crisis in the middle east are sufficiently mitigated. I know how important that will be to his constituents.

    Capacity constraints are hindering further growth in our aviation sector. Heathrow airport, as the UK’s busiest airport and only hub airport, plays a critical role in enabling international connectivity for both passengers and freight: 73% of UK long-haul flights go from Heathrow and 72% of UK international air freight by value goes through the airport. The decision about a third runway at Heathrow has been ducked and delayed for decades, which has resulted in the capacity of the UK’s only hub airport being constrained. That has had a material impact on Heathrow, with the airport operating at over 95% capacity for most of the past two decades.

    Our ambition, as set out by the Chancellor, is clear: it is to enable delivery of an operational third runway at Heathrow by 2035. Better connections and a third runway have the potential to boost the UK economy and support thousands of jobs. Businesses, and business groups such as the Federation of Small Businesses, the British Chambers of Commerce and regional chambers across the country, are clear in their support for Heathrow expansion, as are major trade unions. The Government have been clear that any Heathrow expansion proposal needs to demonstrate that it can contribute to economic growth, be delivered in line with the UK’s legally binding climate change commitments and meet strict environmental requirements on air quality and noise pollution.

    As hon. Members will be aware, last October my right hon. Friend the Secretary of State for Transport announced that the ANPS, which is the Government’s policy framework for additional runway capacity at Heathrow airport, would be reviewed to reflect changes in legislation, policy and data, and to ensure that any proposed scheme meets the Government’s four tests—on economic growth, climate change, air quality and noise—for expansion at Heathrow. The ANPS provides the basis for decision making on granting development consent for a new runway. Any scheme must be delivered in line with the UK’s legal, climate and environmental obligations.

    In November, the Government announced that the north-west runway scheme, put forward by Heathrow Airport Ltd, will be used to inform the review of the ANPS. However, once the Government have reviewed the ANPS, and depending on the outcome of the review, any applicant, also known as a promoter, can submit a proposal through the development consent order process.

    It is for scheme promoters to decide when to submit any DCO application for a third runway scheme, and any promoter may submit a proposal for development consent. It is at that stage of the planning process when the precise impact of Heathrow would be considered. Any DCO application to build a third runway would go through a strict and independent process. It would be examined by the Planning Inspectorate. The Secretary of State for Transport would then make a final decision on whether to grant consent.

    Lincoln Jopp (Spelthorne) (Con)

    I am very grateful to the Minister for giving way. He is being very generous with his time—although, as Madam Deputy Speaker pointed out, we have quite a lot of it. The UK Government used to have a golden share in Heathrow airport. However, that was ruled illegal by the European Court of Justice in 2003. Given that the Government broadly want the same thing as any promoter might want, inasmuch as they want Heathrow expansion, that would suggest that the Government are at the point of maximum influence in this build-up phase. Post-Brexit, will the Minister consider making any progress with the third runway conditional on the British Government getting back their golden share, so that we can control a great deal more of what goes on at Heathrow at Government level?

    Keir Mather

    I thank the hon. Member for his intervention. If he does not mind my saying so, I think he may have a slightly over-inflated expectation of my powers as a junior Minister in the Department for Transport to compel a change in Heathrow airport’s ownership structure. What I am pleased to say is that there is broad support for the principle of expansion, irrespective of the fact that the Government have set this as a key priority to generate growth and prosperity in the United Kingdom. I will certainly take his suggestion on board, but I am pleased to say that I think the onus is there to ensure that the project is realised, irrespective of the ownership model that may exist.

    To turn back briefly to the DCO process, the Government are working at pace to ensure that the ANPS constitutes a robust framework under which any successful promoter must meet the four tests and the requirements under the Planning Act 2008—a position we have consistently maintained since the Government’s initial announcement in support of expansion last year.

    I would like to touch on some of the general points raised during the debate on the potential impact of Heathrow expansion, but two small points of detail were originally raised that I would like to address first. First, on the introduction of a civil aviation Bill, the Civil Aviation (Consumer Protection and Regulatory Reform) Bill is a Lords Bill and I am pleased to confirm that it was introduced today. Secondly, on the principle of night flights, the hon. Member for Richmond Park will know that the current night flight restrictions at Heathrow are in place until 2028, but we intend to consult next year on proposals for the period that follows.

    Although the ANPS review is ongoing and limits what can be said in detail at this stage, I want to reassure the House that both Parliament and constituents will have the formal opportunity to engage when the amended draft ANPS is published for consultation and undergoes parliamentary scrutiny.

    Heathrow expansion is a private sector project and the Government have been clear that it must be privately financed. Taxpayers will not bear the cost of expansion. The Government are working with the Civil Aviation Authority to ensure that flying out of Heathrow will be affordable and that any increases to fares during expansion are minimised. Protecting the interests of consumers is the CAA’s priority and keeping costs affordable will always be a part of the CAA’s considerations.

    Munira Wilson

    I am very grateful to the Minister for giving way. Just before he got on to the cost point, he confirmed that the ANPS will receive parliamentary scrutiny. Can he clarify for the House whether that means a debate and a vote on the Floor of the House?

    Keir Mather

    I thank the hon. Lady for her intervention. Once the ANPS is laid in Parliament, there is a 21 sitting day consideration period during which the House of Commons can resolve that a vote can be called on whether to approve the ANPS. There is also the important principle of Select Committee scrutiny. It is for the Liaison Committee, I believe, to determine which Committee is most appropriate to take forward Select Committee-level analysis of the implications of the ANPS, and to take oral evidence and so on. That process is all to come and will be folded into a robust process of parliamentary scrutiny that the Government fully support taking place through the Select Committee process.

    It is our view that expansion could inject billions into our economy, support thousands of apprenticeships, and strengthen Heathrow’s status as a global passenger and airfreight hub. It should also deliver major benefits for passengers, including reduced delays and, ultimately, lower fares when compared with a world where Heathrow does not expand. The Government have been clear that any Heathrow expansion needs to demonstrate that it can contribute to economic growth, and as part of the ANPS review the Department is developing analysis on the economic impacts of Heathrow expansion, the outcome of which will be published for consultation alongside the outcome of the ANPS review.

    On the matter of climate commitments, the Government are clear that Heathrow expansion must align with our climate obligations. That is something that the Government remain absolutely committed to. The increasing carbon emissions associated with Heathrow do not in themselves mean that airport expansion cannot take place; the important point is that the Government remain able to meet their carbon reduction targets in the round. Economy-wide net zero and carbon budgets mean that even if emissions rise in one area, such as aviation, they must be fully balanced by either further carbon savings or high-quality and permanent greenhouse gas removals elsewhere.

    The Government published their plan for delivering carbon budgets 4 to 6 on 29 October 2025, including on aviation, and we will be legislating for the carbon budget 7 target shortly. The current ANPS sets expectations on measures to mitigate the carbon impact of expansion at Heathrow, and those mitigations are being considered as part of the ANPS review.

    The hon. Member for Twickenham (Munira Wilson) mentioned commitments around noise, which are incredibly important. We recognise the concern among communities that a new runway has the potential to cause an increase in noise. The current ANPS provides clear requirements on noise mitigation that any scheme should meet. That includes a scheduled night flight ban of 6.5 hours, between the hours of 11 pm and 7 am, a runway alternation scheme that provides affected communities with predictable periods of respite, and a noise envelope with clear noise performance targets that we will review as part of the ANPS.

    On the two studies that the hon. Member for Twickenham referenced, I can confirm that they will be both be published shortly, and that hon. Members will be able to consider them fully alongside the ANPS process. There will be full transparency on the Government’s work to understand the impact of noise on both her constituents and people who live in proximity of airports across the country. We will consider those and other mitigations as part of the ANPS review.

    On a separate note, Heathrow expansion could also make it easier for aircraft to land without extensive holding patterns, bringing some noise and carbon benefits. The review of the ANPS will consider whether any change is required to the noise impacts and mitigations set out in the original document.

    The Government have consistently made it clear that air quality obligations must be met. The current ANPS sets out clear air quality requirements, and as part of the ongoing review of the ANPS we will consider whether any changes are required to the air quality impacts and mitigation measures contained within it.

    Turning to the important reference that my hon. Friend the Member for Bracknell (Peter Swallow) made to surface access, how people get to and from Heathrow airport is vitally important, and will be a key consideration as part of any plans for expansion. Plans must look to mitigate the impact on local and national transport networks. As part of the ANPS review we are considering the Government’s strategic objectives for surface access, including public transport mode share targets and measures to minimise and mitigate the effect of expansion on existing surface access arrangements.

    Any promoter that wants to deliver expansion will need to model the impact of expansion on roads around the airport, including the M25, as part of their application, and consult with National Highways on their plans. As I previously mentioned, Heathrow expansion will be financed through private funding. That includes surface access improvements necessary for the expanded airport, including potential rail links.

    To touch briefly on the matter of parliamentary scrutiny, it is imperative that we listen carefully to everyone’s views on this transformative and landmark piece of infrastructure. Its impact will be felt for decades to come, and it has the potential to unlock significant economic benefits that could be felt across the United Kingdom. However, we fully recognise that there will be communities who have understandable concerns about what this could mean for them, and that is why the Government are launching a formal consultation on the drafted ANPS by the summer.

    Peter Swallow

    I want to push the Minister on mitigations around surface access. This is an opportunity not just to mitigate concerns about existing surface access arrangements, but to massively improve those arrangements. He will be aware that across a large swathe of the south of England, there is effectively no way to get to the airport apart from driving. Through this process we have an opportunity not just to mitigate concerns, but to boost and upgrade public transport networks to get to Heathrow airport.

    Keir Mather

    My hon. Friend makes a fair challenge. He is right to say that the ANPS review and the consultation on it is an opportunity for us to look at some of these questions again and to consider how, with Heathrow continuing to offer its unique opportunity to the United Kingdom’s economy as our only international hub airport, we can facilitate better access for the communities surrounding it, both for the economic opportunities for employment and for people across the United Kingdom to fly and enjoy holidays with their families. He raises an important matter.

    Dr Ben Spencer

    I invite the Minister to Egham as part of his engagement on looking at surface access, where he will be able to see the carnage caused by the level crossings and the benefits of removing the level crossings and having a direct rail link from Egham to Heathrow. While he is there, he will probably also be able to hear the planes overhead and see the impact the noise is already having on that community.

    Keir Mather

    If the hon. Gentleman would like to write to me setting out the terms of his invitation, I would be very grateful and happy to consider them. It would be great to visit his constituency.

    As His Majesty noted yesterday, the Government are bringing forward the civil aviation Bill, which will ensure that the UK’s aviation sector remains competitive, resilient and fair so that it can continue to drive economic growth while delivering better outcomes for passengers. The Bill will also strengthen consumer rights and protections, promote economic growth and infrastructure provision and enhance aviation safety, supporting our world-leading aviation sector to continue thriving for decades to come.

    I thank all Members for their robust scrutiny, both of me and of the measures that underpin our review of the airports national policy statement and the principle of Heathrow expansion overall. On a serious note, I encourage them to engage with us further on these matters. I understand that they have a lot of questions to answer from concerned constituents who want an explanation of how best they can participate in the consultation process for the future of their local communities, so I encourage them to reach out to me. I would be happy to discuss this further to arrange it accordingly. I thank hon. Members for their contributions.

  • Munira Wilson – 2026 Speech on the Third Runway at Heathrow Airport

    Munira Wilson – 2026 Speech on the Third Runway at Heathrow Airport

    The speech made by Munira Wilson, the Liberal Democrat MP for Twickenham, in the House of Commons on 14 May 2026.

    I thank my hon. Friend the Member for Richmond Park (Sarah Olney), who is my constituency neighbour, and congratulate her on securing this important debate, on her excellent speech and on giving me permission to make a speech. I also thank the Minister for allowing me to speak today.

    My hon. Friend has clearly laid out the key questions that Ministers need to address in approving a third runway at Heathrow, which we have heard publicly today. I am also grateful to the Minister for having previously met my hon. Friend and I when we set out a number of those questions privately to him.

    As my hon. Friend has already said, in the King’s Speech yesterday the Government set out that

    “Legislation will be introduced to unlock the benefits of airport expansion”.

    I and many people, not least my constituents, are asking, “What benefits?” The truth is, as my hon. Friend has eloquently set out, the Government have provided precious little evidence to support their far-reaching claims of the economic benefits of a third runway at Heathrow. Many of us can only see costs, be they financial, environmental or to health.

    It is obvious that the Government’s expansion of Heathrow—not just Heathrow, but London City, Stansted, Gatwick and Luton—will have a significant impact on this country’s climate commitments. When I and other hon. Members have raised such concerns in the House, Ministers’ answers revert to sustainable aviation fuel every time. However, the reality is that SAF is not a silver bullet. As my hon. Friend has suggested, the Government’s expectation is for SAF to meet 22% of aviation fuel demand by 2040, while the Climate Change Committee’s prediction is just 17%. That will not be enough to make up for the 8 megatonnes to 9 megatonnes of carbon emissions as a result of expansion. The Environmental Audit Committee has warned that by putting all our eggs in this basket, the Government’s delivery on carbon budgets and net zero is “in serious jeopardy”.

    We must not lose sight of the human cost at the heart of this debate. Some 2.2 million people would suffer from an increase in noise pollution by 2050. Working people will see air pollution increase from congestion on the roads as the M25 is diverted for years—not to mention the permanent increase in traffic to the airport—and from thousands more flights over a very densely populated area, all pumping noxious fumes into our environment. My hon. Friend the Member for Richmond Park has set out clearly the resulting health impacts.

    Over the past 15 months, I, like my hon. Friend and a number of others, have asked this Minister, his predecessor, the Chancellor, the Chief Secretary to the Treasury and the Transport Secretary about the funding behind expansion. They all insist that taxpayers’ money will not be used to fund expansion of Heathrow, but frankly, that is hard to believe, given the unsustainable financial circumstances of Heathrow airport and the eye-watering, ever rising costs of a third runway. As we have heard, Heathrow itself has suggested that its expansion will cost £49 billion, but other estimates are much higher, and this country’s track record of delivering infrastructure on time and on budget is not exactly promising.

    At the same time, Heathrow is beginning to resemble another financial omnishambles: Thames Water. Both have significant debt and are spending massive amounts of money on infrastructure while jacking up prices for bill payers—or, in this case, those taking flights—knowing that the Government are ultimately there to bail them out if it all goes wrong. Let us make no mistake: taxpayers will be expected to foot part of the bill, and hard-pressed families and businesses will be forced to pay more for holidays and business trips through higher fares to fund the higher landing charges, as even airlines have warned.

    We deserve transparency and accountability from this Government, but at the moment we are getting neither. This Government are delaying publication of vital evidence, such as the aviation night noise effects and aviation noise attitude studies, when we know they have been sitting on the Minister’s desk for months. The Minister has been far from clear on whether this House will have the chance to scrutinise the ANPS properly, which means a debate and a vote. I very much hope he will address those questions head-on today.

    Back in January 2025, the Chancellor staked her “growth credentials” on this huge project. This kind of infrastructure project needs both economic credibility and economic and political stability. We cannot have another HS2, where half the project gets cancelled a decade down the line—too much is at risk. With the week we have just had, I cannot see how this Chancellor and this Government can seriously be trusted to see through a project that could take a decade or more to build. The Minister must follow the evidence and put a stop to this expansion before it is too late, for the sake of taxpayers, for the sake of our local communities and for the sake of our environment.