Paul Kohler MP: speeches

Speeches

• 2 Jun 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  Those are exactly the kinds of issues that must be addressed, and this Bill does not do enough to achieve that. I will come back to that in a moment. In rural areas, the story is often one of total disconnection, with communities cut off and people unable to get to work or hospital appointments, or to visit friends or relations.

• 2 Jun 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  As other Members have noted, buses are the most used form of public transport, and in much of the country they are the only option available. Outside London, however, bus use is in sharp decline, with more than 1 billion fewer passenger journeys in 2023 than in 2015. That is not because of insufficient demand, but because of the Conservative policy of deregulation that put profit before people, allowing private operators to cream off the valuable routes with scant regard for the needs of the wider community, resulting in increased fares and reduced or completely abandoned services for many—unless, of course, the local authority, starved of access to the profitable routes, met the costs of the unprofitable ones.

• 2 Jun 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I do agree. We must do all we can to reduce bureaucracy. The Bill goes some way towards that, but it needs to do more. The Bill as it stands provides nothing specific for rural areas—no dedicated rural funding stream and no obligation to maintain coverage. It is clear that if we are to be ambitious and achieve the economic growth that rural areas need, we must ensure that local authorities have the ambition and financial means to improve public transport. The Bill is missing an opportunity in failing to do so.

• 2 Jun 2025 · Bus Services (No. 2) Bill [Lords] · Hansard source

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  I do agree. It is also about funding, which we must explore; but, yes, my party believes in localism—bringing things down to the local level is crucial. It needs to be stated from the off that the Bill does not go far enough. It falls short of delivering the comprehensive, transformative change that our bus network desperately needs—and thus, I urge the Minister, even at this late hour, to be even more ambitious. I will now outline the measures in the Bill that my party supports. Local government, not Whitehall, know what is best for their area. That is why my party has long championed localism, which is all about providing communities with the necessary tools to realise their potential. The Bill’s provisions to improve, streamline and extend franchising rights to all local transport authorities is consequently long overdue and supported on the Liberal Democrat Benches.

• 22 May 2025 · Independent Sentencing Review · Hansard source

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  Notwithstanding the predictable nonsense from the shadow Leader of the Opposition, the right hon. Member for Newark (Robert Jenrick), it is critical that we focus on the needs of the victim. I welcome the Lord Chancellor making that point in her statement, but we need more than fine words. Can she please commit to giving all victims of crime proper access to restorative justice?

• 15 May 2025 · Topical Questions · Hansard source

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  Following the fire at North Hyde substation that closed Heathrow a few weeks ago, various lines on the London Underground were brought to a standstill by another power outage this week. It is clear that we need to do more to improve the resilience of our transport energy infrastructure, so will the Secretary of State commit to a full review to ensure that these incidents do not keep happening?

• 15 May 2025 · Pavement Parking · Hansard source

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  I thank the Minister for her answers and for all she did on this issue in her previous role as Chair of the Transport Committee. Regulations prohibiting pavement parking already exist in London, but that alone will not solve the problem. At All Saints’ primary school in south Wimbledon, for example, pavement parking is a long-running issue, forcing parents and children into the road and obvious danger, and it is proving very difficult to solve. Has the Minister considered how the public can be better educated and restrictions enforced? Are the Government planning to create a new offence of obstructive parking, as the Minister recommended in her previous role?

• 6 May 2025 · Parking Regulation · Hansard source

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  I do. These companies use tactics simply to increase their profits and our frustration, and to make people impotent in the face of their abuses. Even when individuals take the trouble to appeal, the process is opaque and impossible to navigate, as the hon. Member for Mansfield (Steve Yemm) so eloquently noted. I have experienced that myself. When one of my constituents got in touch about an incorrect parking penalty notice from Britannia Parking, it was well-nigh impossible to find the contact details of the company, while the links it provided to appeal did not work. The Liberal Democrats stand for fairness and accountability in the private parking system. Although we welcome the Government’s promise to introduce a code of practice, as always the devil will be in the detail. We must scrutinise the new code when it materialises, to ensure that motorists are properly protected from rogue parking firms. We remain of the view that the Government should go further and introduce a regulator with appropriate powers to enforce the code of practice and put an end to the abuse.

• 6 May 2025 · Parking Regulation · Hansard source

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  It is a pleasure to serve under your chairship, Mr Efford. I thank my hon. Friend the Member for Newton Abbot (Martin Wrigley) and the hon. Member for Derby South (Baggy Shanker) for securing the debate. I know from my personal experience and that of my constituents that private parking can often feel like the wild west. Extortionate fees, poor signage, outrageous fines and an often opaque and unjust appeals process are too often the norm. As one can see from the attendance at the debate, it is a real issue across the country—although oddly not in many Conservative constituencies, it seems. In the words of the AA, private parking operators often act as “shark-like businesses”. I consequently welcome today’s debate and the opportunity it affords to shine a light on this issue. Some of the stories we have heard are appalling. The time has come to stop wringing our hands and do something about the issue. That is why the Liberal Democrats are calling for the introduction of an independent parking regulator with appropriate power to regulate fees, enforcement and appeals. It is vital that national standards are introduced to protect motorists and ensure transparency across the system.

• 6 May 2025 · Parking Regulation · Hansard source

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  I completely agree. We need a parking system that works. We are not against parking; we are against abuse of the parking system. It is beyond doubt that the status quo is allowing private companies to act with impunity, preying on the millions of motorists in this country who rely on private car parks to go about their everyday life. As we heard from my hon. Friends the Members for Newton Abbot, for Bath (Wera Hobhouse) and for West Dorest (Edward Morello), and the hon. Members for Darlington (Lola McEvoy), for Strangford (Jim Shannon) and for Derby North (Catherine Atkinson), as well as many others, many of these companies use underhand tactics to increase the fines charged and county court judgments issued. It is simply not acceptable. As the hon. Member for Shipley (Anna Dixon) said, it is rip-off Britain. As the hon. Member for Derbyshire Dales (John Whitby) noted, the RAC has said that private parking operators are on track this year to hand out a record 14.5 million fines, each costing the recipient up to £100, and potentially more if they dispute or delay payment. Many fines are not for genuine infringements; they are simply devices to raise money, with little to no scrutiny by the Government. As the hon. Members for Derby North, for Derby South and for Shipley noted, some of our constituents face fines that soon escalate to many thousands of pounds. It is truly shocking. Such situations simply should not be allowed to happen. The Government must urgently stamp down on the abuse of the parking ticket system. In addition to the establishment of a fully resourced and empowered regulator, a clear national code of practice must be reintroduced to promote transparency. Will the Minister confirm when the code of practice will be reissued? We also need a robust independent appeals body, as the industry’s own processes clearly are not working. As the hon. Members for Derby South, for Sheffield Central (Abtisam Mohamed) and for Glasgow North (Martin Rhodes) said, many motorists simply do not bother to appeal, as the process is so difficult and time-consuming.

• 30 Apr 2025 · Engagements · Hansard source

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  Q12. The playing of music and loud videos without headphones on public transport is becoming increasingly common. The various byelaws outlawing such antisocial behaviour are clearly not working, and the planned cuts to the British Transport Police are bound to make matters worse. Will the Prime Minister back the Lib Dem plan to introduce effective enforcement and a publicity campaign to persuade people to plug in their headphones? You never know, Mr Speaker; after that, we could perhaps encourage the uncivil minority to take their feet off the seats.

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

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

• 28 Apr 2025 · SEND Support · Hansard source

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

• 28 Apr 2025 · SEND Support · Hansard source

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

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

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

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

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

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

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

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

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

• 22 Apr 2025 · Topical Questions · Hansard source

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

• 7 Apr 2025 · Road Maintenance · Hansard source

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

• 7 Apr 2025 · Road Maintenance · Hansard source

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

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

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

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

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

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

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

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

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