Jayne Kirkham MP: speeches

Speeches

• 7 Jul 2026 · Summer Jobs · Hansard source

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  The right hon. Gentleman is being generous. Of course there are zero-hours contracts that work for some people and not for others. For example, if it is the choice of the employee, then it is fair enough, but if someone’s work is cancelled when they are on their way in, that is not fair. The 2025 Act still allows people who are employed to say, “No, I do not want those average hours. I am happy to work on a zero-hours contract.” That optionality is still there.

• 7 Jul 2026 · Summer Jobs · Hansard source

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  It is still the case that there is that differential, is it not? There is still about a £2 difference between under-21s and over-21s, so it is not actually having the impact that the right hon. Gentleman suggests it should. If there is still that differential, why is there that problem at the moment, when employers are not paying national insurance contributions for under-21s either? Considering that the differential still exists, why does the problem exist?

• 7 Jul 2026 · Summer Jobs · Hansard source

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  That is the important thing. The summer savings scheme could be really useful. I think the onus is on all of us as Members of Parliament to get out and spread the message to businesses across our high streets that they should make the most of it so that we can see how well it works.

• 7 Jul 2026 · Summer Jobs · Hansard source

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  The King’s Speech mentioned that mayors might have that power, but that foundation strategic authorities might also have it. Obviously, the approach has not been decided yet, but is that still the case?

• 6 Jul 2026 · Royal Navy Surface Fleet · Hansard source

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  The Royal Navy fleet obviously sits alongside the Royal Fleet Auxiliary. Will the Minister confirm that he is committed to the RFA and its fleet expansion?

• 2 Jul 2026 · Access to Further Education · Hansard source

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  I would just like to highlight a point of inequity. Mayors sometimes subsidise buses for young people aged 16 to 19, which means that young people in urban areas are better set than those in rural areas where the councils cannot afford to do that and young people have much further to travel.

• 2 Jul 2026 · Access to Further Education · Hansard source

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  There is another further education college in Cornwall: Truro and Penwith college. Does my hon. Friend agree that transport, and getting children in rural and coastal areas to colleges and work placements, is a major issue?

• 2 Jul 2026 · Historical Forced Adoption · Hansard source

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  I think the Prime Minister for what he said today and the way he said it. I pay tribute to the bravery of all the people who have been involved in getting us here. A constituent who is an adult adoptee came to see me recently; she was born in 1969, so she is three years older than me. She told me that adoptees are four times more likely to try to commit suicide than non-adoptees, so I really welcome the support for adult adoptees and others in the form of a health pathway for those affected by forced adoption, including the counselling they will need for post-traumatic stress disorder. My constituent also asked me to raise the possibility of marking medical records of adult adoptees, so that those who do not have a family medical history to fall back on can get the screening and support they need.

• 2 Jul 2026 · Topical Questions · Hansard source

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  The Government’s critical minerals strategy was a fantastic achievement, with clear targets, and it will kick-start a nascent industry. To take the next step to get the sector up on its feet and to a more competitive place, will the Minister support a Government price certainty mechanism for lithium?

• 1 Jul 2026 · Coastguard Volunteers: Remuneration and HMRC Guidance · Hansard source

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  Coming from Falmouth in Cornwall, I know that coastguards and the brilliant work they do are crucial. May I suggest a potential solution for the Minister to consider, whereby HMRC agrees some sort of disturbance or disruption allowance that volunteers can claim? We have to ensure that coastguard volunteers can continue doing this vital work.

• 30 Jun 2026 · High Streets · Hansard source

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  In Truro, the city council has bought a property to convert to commercial and residential use. It is using some of its town deal—what would have been Pride in Place money—to invest in properties and restore some of the flats above shops that have been empty for so long. Does the hon. Member agree that that is progress and that it would be good to have more funding available for that sort of thing?

• 30 Jun 2026 · Topical Questions · Hansard source

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  One of my constituents experienced horrific abuse at the hands of her ex-husband. Deepfakes were put online on porn sites. This is something he did to other women as well. He is now in prison, but when my constituent tried to divorce him, she could not get access to legal aid for the arbitration service, or to further legal aid, because of his bail conditions. Will the Minister meet me to discuss access to legal aid for people who have suffered domestic abuse in such circumstances?

• 25 Jun 2026 · Topical Questions · Hansard source

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  As a previous chair of a local government pension scheme, I was really pleased to hear that the Government are going to bring catering, security, cleaning staff, porters and repair people back into Government Departments. Does the Minister agree that that is the right thing to do and is beneficial for those workers, particularly given the situation with their pensions and the other things that they should have had access to in the first place?

• 25 Jun 2026 · Ports and Port Connectivity · Hansard source

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  Obviously, I agree. Places such as Cornwall will be fundamental to growth in renewable energy, particularly with the critical minerals strategy. The industrial strategy zones will be so important to unlock that potential. I am grateful to the many hon. Members from across the House who supported my application for this debate—representing ports from Newport to Immingham, Liverpool to Southampton and Port Talbot. It reflects a shared understanding across all our constituencies that supporting our ports and ensuring that they are well connected is vital to our national prosperity. Last year, ports employment in Great Britain stood at over 31,000 people, while the wider shipping industry contributed an estimated £16 billion to the economy in 2023. However, the true importance of our ports goes far beyond those headline figures. They are critical assets supporting key national infrastructure, including energy security, defence and lifeline ferries. Ports handle 95% of the physical goods entering and leaving our country, underpinning our trade and resilience. Almost all the UK’s automotive trade passes through them, along with half our food and feed. Even smaller ports play a key part in the supply chain, exporting recycled material to keep lorries off roads, and importing and exporting materials for construction. Additionally, the impact of ports extends far beyond the quayside, reaching into the surrounding hinterlands, and acting as anchors for communities, businesses and industries across entire regions. That is crucial in coastal areas, which often suffer from high levels of deprivation. For every job directly created in a port, seven more are supported through the supply chain. The coastal-inland divide is a persistent challenge that port investment can help to address. Recent research by More in Common, supported by the British Ports Association, has shown that coastal communities and especially the young people in them see that potential. There is a genuine strand of pride among residents in such communities, with four in 10 saying that their area has economic opportunities that are not being made the most of. Young people—over half of them—were likeliest to see that untapped potential. Sixty per cent of people say that their area could become an economic hub for manufacturing, shipping and clean energy. In that, they are even more positive than the nation as a whole, where 55% of people find that prospect realistic. Ports cannot reach their potential if they are not well connected, yet at present, the responsibility for funding road and rail links often falls to port developers. That can act as a significant disincentive to investment and puts British gateways at a competitive disadvantage internationally. Many of our busiest ports, including Dover and Harwich, rely heavily on road transport to move freight. That brings with it challenges in terms of congestion, bottlenecks and pressure on local infrastructure. Historically, three quarters of port freight has travelled by road, with only a small proportion of it moving by rail. That is why I really welcome the Railways Bill, which introduces a duty on the Secretary of State to promote rail freight and set a statutory growth target. That is crucial not only for decarbonising transport but for supporting sustainable economic growth. A single freight train can remove up to 129 lorries from our roads, with clear benefits for the environment and local communities. However, we are not yet making full use of that potential. As of February 2022, around 58 ports in Great Britain had a rail connection, but 20 of those connections were inactive. In Falmouth, there is a short stretch of track linking the docks station directly to the port, but it has not been used for 20 years. With the rebirth of the critical minerals industry in Cornwall—mainly in the constituency of my hon. Friend the Member for St Austell and Newquay (Noah Law) and around—backed by a £50 million Government strategy, there will be big demand for freight transport, which could be met by rail. That is why I have been campaigning to reopen that line and working with local partners to make that real. Restoring that rail connection would strengthen Cornwall’s economy and benefit local people. We have funding for an initial feasibility study. However, a business case for a rail link would cost about £150,000, which is a massive outlay, especially when there are no obvious funding streams to provide support for that interim stage.

• 25 Jun 2026 · Ports and Port Connectivity · Hansard source

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  I beg to move, That this House has considered ports and port connectivity. It is a pleasure to serve under your chairship, Ms Jardine. As an island nation, our prosperity has always been closely linked to the strength of our ports. Towns have flourished where ports have thrived, and declined where harbours have silted up and trade has moved on. That is true of Falmouth, the port town that I represent. Falmouth has a very distinctive story. It is a vibrant place that has always turned its face outwards to the sea. The packet ships carried trade and parcels all around the world from the late 1600s, but by the mid-19th century, the packet trade had collapsed, outpaced by steam ships. Yet Falmouth adapted, partly thanks to our geography, which has always been our strength. Positioned at the western end of the channel, Falmouth is home to the third deepest natural harbour in the world, and the deepest in western Europe. That strategic advantage has given our town enduring significance, not just commercially but militarily. In 1942, HMS Campbeltown set sail from Falmouth to Saint-Nazaire, in an operation that destroyed the only dry dock on the Atlantic coast capable of servicing the German battleship Tirpitz. Today, Falmouth continues to play an important role in supporting our national defence, as do many ports, and it has the potential to do even more in future, including through supporting work at Devonport in Plymouth. Naval and Royal Fleet Auxiliary vessels are regularly serviced in Falmouth docks. As I have said in the House before, Royal Fleet Auxiliary ships, which are so vital to our defence capability, frequently call at and live in Falmouth. I still recall watching RFA Argus depart in 2014 to deploy off Africa as a hospital ship during the Ebola epidemic. At the same time, the port has diversified. It now welcomes cruise liners, contributing to the local economy and tourism while maintaining its long-standing expertise in ship repair and refit for commercial vessels and defence. We also have an active harbour trust port and world-class firms that build super-yachts. Crucially, Falmouth is also looking ahead. With its deep-water harbour and marine capabilities, it is extremely well placed to support the emerging floating offshore wind sector in the Celtic sea. A&P, now Balaena, is redeveloping the docks to service floating offshore wind turbines. We have a cluster of innovative marine engineering businesses in the surrounding areas, which are designing anchors, floating platforms and many other things to do with floating offshore wind that grew out of the mining industry.

• 25 Jun 2026 · Ports and Port Connectivity · Hansard source

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  I thank you, Ms Jardine, for chairing today, and I thank the Members who have come from all edges of the country and spoken so beautifully about their ports. Some themes have come out, and I thank the Minister for addressing pretty much all of them. The first is rail. The rail freight growth target is welcome, and we need to make sure it happens. It is also important to speed up those grid connections. We are all looking at about 10 years for connecting our ports to the grid, which is simply not good enough. Then there is planning, with ports being national infrastructure. I see planning moves even in my own port in Falmouth, and those are good innovations. My main plea is to look at how we unlock investment in our ports. We need to talk about the flexibility of public investment from the National Wealth Fund, how we build confidence in our ports, and the revenue that may be incoming from new green energy businesses and industries to unlock private investment and allow it to flood in. It is there—it wants to do it; it just needs the confidence. I thank all hon. Members for coming today. I hope that by the next election, our ports will all be up to speed, with things flowing in and out. Question put and agreed to. Resolved, That this House has considered ports and port connectivity.

• 25 Jun 2026 · Ports and Port Connectivity · Hansard source

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  Yes, of course. There is so much more to do and so much that can be done, and we should have a co-ordinated strategy. That is so important for growth. I want to say a bit about the Transport Committee. Although this is fairly old, its 2013 report described ports as “national assets” that were essential to economic wellbeing, and called for three things: priority to be given to removing infrastructure constraints on port development; road and rail improvements to ports to be publicly funded; and Government assistance for ports navigating complex local transport improvement arrangements. Those recommendations have not been implemented. Port connectivity does not just refer to transport. Connectivity to the grid is an equally pressing challenge for ports across the UK. As the sector moves towards decarbonisation, there is a growing need to electrify operations. However, the UK’s connections queue has grown tenfold in five years, leaving more than 700 GW of projects waiting for grid access. The National Energy System Operator says that it has a plan for connections reform that is designed to clear the backlog, and it has reprioritised projects, which is very welcome. However, NESO has also alerted Ofgem that it cannot meet connection deadlines for all the projects. Many ports lack the grid capacity to support shore power, electric vehicle charging for ports and haulage fleets, as well as many other things. The BPA has warned that around 70% of UK ports are already at or near their capacity. Those national grid upgrades are critical to ensuring that ports can continue to decarbonise. Falmouth, for example, has plug-in power for ships, but the power supply is limited to smaller ships by grid capacity. The Government’s modern industrial strategy recognises ports as a “foundational” industry that underpins growth across key sectors. That is important for the clean energy sector, which depends heavily on port capacity infrastructure and capability to deliver offshore wind, for example. That needs to translate into tangible policy and investment. In our 2024 manifesto, my party committed £1.8 billion to invest in port infrastructure. Targeted funding has been allocated to individual ports. For example, Port Talbot secured Government investment through the floating offshore wind manufacturing investment scheme. Up to £64 million went to Port Talbot in March this year, but delivery is not progressing at the pace or scale that we desperately need. A recent report from the Great South West and Celtic Sea Power showed that while ports have ambitious project plans, too many schemes are struggling to get investment. In many cases, projects do not align with the requirements of private investors or public funding bodies such as the National Wealth Fund and Great British Energy. That is not because of a lack of policy ambition or capital, but because of a market failure arising from the mismatch between immediate capital investment decisions and uncertain long-term revenue streams.

• 25 Jun 2026 · Ports and Port Connectivity · Hansard source

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  There is a real issue of clunkiness in the co-ordination between different Departments to speed up the progress of getting these ports into use. That is one example of how we could work together so much better to ensure that Port Talbot is up to full speed as quickly as possible, which it really needs to be. The grant funding that is being deployed to support the offshore wind sector, such as the Crown Estate and the GBE supply chain accelerator funding, is focused on future users of infrastructure such as manufacturers and supply chains rather than ports. At present, the main dedicated support available to ports comes from the offshore wind growth fund, which is privately operated. That leaves a gap in public funding for the critical infrastructure needed to unlock projects. My port of Falmouth has very ambitious development plans to service—and potentially assemble—floating offshore wind, as well as on defence, commercial ship repair and cruises. It is a truly mixed port and a “no regrets” investment, but at a cost of about £120 million. It will be a struggle to fund that huge investment from shareholders alone. There is also the issue of how ports are owned. Some, like Falmouth, are privately owned, while some, like Falmouth harbour commissioners, are trustee-owned. Others, like Gorran Haven in my constituency, are charitable trusts, which often fall through the cracks of available funding. There is an argument—I am a Co-operative MP—that, as vital community assets, ports should be publicly or co-operatively owned, which I would like the Minister to consider. How do we get money into ports? What should we do? First, a joined-up approach across Government Departments is necessary. The Minister here today is from the Department for Transport, but ports sit between multiple Departments, including the Department for Energy Security and Net Zero, the Department for Business and Trade, the Ministry of Defence and, of course, the Treasury, where the money will come from. It sometimes feels difficult to know who to go to, and ports fall through the cracks. Secondly, targeted funding for port infrastructure to support clean energy industries is essential. That would help to reduce up-front risk, improve return on investment and leverage private capital. For example, in the Celtic sea, Port Talbot has benefited from funding, and a new wind port will unlock an initial 4.5 GW of floating offshore wind. The Government’s investment in Port Talbot is also bolstered by Celtic freeport’s newly released five-year plan, which sets out how Milford Haven and Port Talbot will be used to attract major investment to the region. The freeport will deploy its money and work with all those public financial institutions to bridge the capital gap, but investment in other ports in the region is needed to make the deployment of FLOW feasible. A multi-port strategy in the Celtic sea would allow activity to be distributed across several specialised ports, minimising bottlenecks and providing flexibility. Different ports bring very different strengths—Falmouth and Plymouth are very different from Appledore and its shipbuilding—so a single port approach for FLOW in the Celtic sea just would not work. There is also regional disparity. Projects in the North sea have seen significantly more investment than those in the Celtic sea with investment from GB Energy, for example, and the North sea already has established supply chain and port capabilities. Thirdly, we must address the question of revenue certainty. Ports require firm commitments from developers before they can justify and secure the capital for the infrastructure upgrades that, for example, floating offshore wind demands, yet developers cannot make those commitments without the revenue certainty that a contract for difference provides. It feels like the two sides are both waiting to see who moves first, like a game of chicken. Compounding that is a fundamental timeline mismatch. Port upgrades take a long time—five years or more—whereas the lead time for a CfD process is much shorter. That results in a structural gap that leaves ports unable to be ready when projects need them, even when the commercial will exists on both sides. Breaking that deadlock requires direct Government intervention in the form of revenue support or underwriting to de-risk that early investment. Without that action, we risk ceding our emerging floating offshore wind industry to competitors such as France, which has invested £900 million in its port of Brest. By mobilising the National Wealth Fund, for example, to support strategic port infrastructure, the Government could absorb a meaningful share of the risk and give ports the confidence to proceed ahead of CfD awards, rather than waiting until it is too late. Some examples of that support could include forward contracts, capacity leasing arrangements and state underwritten procurement mechanisms to address strategic infrastructure bottlenecks, either as an anchor tenant—where the state acts as an anchor tenant through defence or strategic demand—or as an enabler, using that procurement and underwriting to support the development of infrastructure. Finally, we must prioritise connectivity in the round, which means investing in the road and rail links that serve our ports, recognising them as national assets deserving of strategic infrastructure funding. We should also recognise ports as critical national infrastructure and use special development orders to streamline planning and consenting for significant port infrastructure. There is an ongoing pilot project for the Falmouth docks expansion. There is a co-ordinated approach under the Marine Management Organisation, which is acting as a lead regulator in a fast-track licensing process, and that is working well. Prioritising connectivity also means accelerating grid connections, so that energy capacity keeps pace with the demands of decarbonisation, future fuels and the development of floating offshore wind in the Celtic sea. Ports new, old and rediscovered are the gateway to the rest of the world and gateway to the economic future of our country, as well as our coastal towns. They can be unlocked, but it will take focus and co-ordination. I, for one, really want to untap the potential that those young people living in our coastal towns see so clearly—and that they need to grab hold of for their future.

• 25 Jun 2026 · Business of the House · Hansard source

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  The UK Parliament’s school outreach worker for the south-west saw 20,000 children and 780 adult learners last year. In rural and coastal areas, that provision is absolutely vital. Some schools in my constituency cannot get to Parliament, and the ones that can are struggling to get places. Students from King Charles primary school have been in London since yesterday, but they could not come to Parliament because there was no space. I would be grateful if the Leader of the House found Government time for a debate on the impact that getting rid of the parliamentary school outreach team will have on rural and coastal areas, people with special education needs, minorities and people with disabilities.

• 25 Jun 2026 · Public Procurement: UK Businesses · Hansard source

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  A&P Falmouth, now owned by Balaena, at Falmouth docks in my constituency, bid for a maintenance and repair contract for the Sir David Attenborough research vessel from UK Research and Innovation. Despite the company’s experience—the vessel was built at its sister yard, up in Teesside—and a strong bid, it narrowly missed out. The contract went to a Danish shipyard, under post-Brexit Conservative procurement rules. Despite not employing people in the UK, the Danish shipyard was marked up on social value criteria. A&P Falmouth would have employed local apprentices to do the work on the ship. Will the Minister confirm that under the procurement rules that we are introducing, British shipyards will be prioritised for British work?

• 25 Jun 2026 · Public Procurement: UK Businesses · Hansard source

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  13. What steps he is taking to prioritise UK businesses in Government procurement.

• 24 Jun 2026 · Climate Change · Hansard source

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  While my hon. Friend is talking about energy in the south-west, I wanted to point out what is going on in Cornwall, with floating offshore wind in the Celtic sea. This green economy could bring huge numbers of jobs, as well as skills, down to places like Cornwall and the south-west, which have really struggled on that front in the past.

• 24 Jun 2026 · Topical Questions · Hansard source

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  T3. The Equality and Human Rights Commission’s guidelines were to provide clarity. However, washing facilities adaptations will be difficult and costly for businesses, and providers such as Girlguiding risk potentially being sued for being inclusive. Small vulnerable minorities need our protection. How will the Minister monitor the impact of the guidance on trans and disabled people to ensure that they are not left without services and they are not scared to go out?

• 23 Jun 2026 · Prison Safety · Hansard source

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  I thank my hon. Friend for securing this important debate. I, too, went to HMP Wandsworth not very long ago. There was an incident on the wing: something happened and the prison officers had to shut all the doors and run. That was a horrible example of what they deal with every day. The violence is there: it is real, and I have seen it. The prison had just set up a neurodivergent wing. I spoke to some of the prisoners, and the wing seemed to have made a real difference to them. We have been talking about rehabilitation; they had access to therapists and they were out of their cells doing things. That model seemed to work well. Does my hon. Friend agree that that could be looked at and rolled out on a wider scale, given how many prisoners—particularly male prisoners—have autistic traits?

• 22 Jun 2026 · Armed Forces Bill · Hansard source

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  Will the right hon. Gentleman give way?