Ruth Cadbury MP: speeches

Speeches

• 21 Apr 2026 · West Bank: Illegal Settlements · Hansard source

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  Does the Foreign Secretary agree that a full ban on all forms of trade and economic activity with those illegal settlements it long overdue, so that UK businesses, the public sector and charities are prevented from having any dealings with them?

• 21 Apr 2026 · West Bank: Illegal Settlements · Hansard source

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  3. What diplomatic steps her Department is taking to help prevent the expansion of illegal settlements in the west bank.

• 14 Apr 2026 · Infected Blood Compensation Scheme · Hansard source

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  I really welcome the statement from the Minister, along with the changes and improvements that the Government are making to the scheme, but for many people infected by HIV in the 1980s, fear, stigma and poor health meant that the role of parents, as in the case of my constituents, did not meaningfully change after their child turned 18. Will the Minister please consider adding an enhanced core injury payment for parents whose children died over the age of 18 but who had no partner or children of their own?

• 26 Mar 2026 · Road Safety · Hansard source

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  For HGV drivers, the ability to stop and rest is essential to our road safety, yet HGV drivers and freight sector representatives recently told my Committee that the long-known critical shortage of HGV parking spaces continues. The Government do not need another survey, so when can we expect a diagnosis of the causes of this problem and then a plan to deliver more HGV parking spaces on all parts of our network?

• 26 Mar 2026 · Transport Accessibility for Disabled People · Hansard source

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  I beg to move, That this House has considered the matter of transport accessibility for disabled people; notes the recommendations of the Transport Committee in its First Report of Session 2024-25, Access denied: rights versus reality in disabled people’s access to transport, HC 770, and the Government’s response to that report, HC 931; and agrees with the Committee that there is an urgent need for review of the legislative framework and the enforcement regime to ensure that the gap between rights and obligations and the daily experience of disabled travellers is closed. I thank the Backbench Business Committee for scheduling today’s debate. The Transport Committee’s report, “Access denied: rights versus reality in disabled people’s access to transport”, was published a year ago. It was reported to the House on 10 June, and the Government response was published on 1 July. The timing of this debate enables me to provide a timely update on the work achieved by the Government and transport sectors over the past year, and to cover areas where more needs to be done. I am going to cover strategy, infrastructure and enforcement, and I will conclude with a few questions for the Minister. Our report follows an in-depth inquiry that started in 2023 under the leadership of my predecessor as Chair, Iain Stewart. We travelled with people with disabilities to understand their experiences and the challenges they face, and we heard from a wide variety of people and organisations, whose knowledge was invaluable. The report has also informed much of the Committee’s other work over the last year or so, on buses, taxis and the street environment—areas where poor design and maintenance, and a lack of priority, continue to inhibit transport access unnecessarily. In the year since the report was published, several important steps have been taken, and I thank the Government and others for these. The accessible railways road map was published alongside the Railways Bill in November last year and includes actions ahead of the formation of Great British Railways, such as a minor works budget and improved lift information. GBR will later set out its own plans through the long-term rail investment strategy. The Bus Services Act 2025 requires accessible network plans, streamlines disability awareness training and supports more accessible bus stop design. The aviation accessibility implementation group was established to deliver improvements in air travel for disabled passengers following the earlier task and finish group recommendations. On railcards, eligibility has been extended to Blue Badge holders and will soon expand further to cover a wider range of visible and non-visible disabilities. On pavement parking, after five years of waiting—most of that was under the last Government—the Government have finally announced their next steps, and we await legislation. On taxi licensing standards, we welcome the amendments to the devolution Bill, including new national minimum standards that will include robust accessibility requirements. The Railways Bill introduces a duty on the Secretary of State and GBR to consider disabled passengers’ needs, and ensures that GBR is covered by the public sector equality duty. We welcome the publication of the equality impact assessment, and we will scrutinise it closely. Let me now cover three strands that are essential if we are to embed and deliver lasting change. First, there needs to be a practical, ambitious and integrated transport strategy. The last Government’s 2018 inclusive transport strategy aimed for equal access for disabled people by 2030, but when we gathered evidence for our report, it was clear that that ambition was not being met. Much of the strategy focused on “considering”, “exploring” or “consulting”, rather than on delivering substantive change. Our report called for a new inclusive transport strategy; instead, the Department said that accessibility would be embedded as a “golden thread” in the forthcoming integrated national transport strategy. That may be positive, but we still have not seen the strategy, which was originally expected by the end of 2025. We cannot judge whether accessibility will truly be prioritised until it is published. The Department says that the strategy will include clear actions and milestones for accessibility, so I hope that Ministers will ensure that those actions are ambitious, properly funded and capable of delivering inclusive transport—not just in principle, but in practice. After a decade of best-practice sharing and awareness raising, disabled people do not need warm words; they need a practical pathway to full accessibility. On infrastructure, we need to avoid embedded barriers. When people think about accessibility, they usually picture lifts, ramps, level boarding, tactile surfaces, accessible bus stops, hearing loops, and reliable audible and visible announcements—and rightly so, as these are basic enablers. Inaccessible infrastructure is one of the most stubborn barriers to people with disabilities accessing our transport system. Transport assets are long-term investments, so mistakes become embedded for generations. The built environment can be enabling or deeply disabling. As many disabled people tell us, people are not disabled; too often it is the environment that disables them.

• 26 Mar 2026 · Transport Accessibility for Disabled People · Hansard source

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  I thank hon. Members for their contributions to this debate, and the Committee team for the contribution they have made to our work in this important area. I welcome the Minister’s commitment and ambition, and his list of Government initiatives in this area, and I am glad that the Law Commission will be involved in giving teeth to the charter. I just hope that in due course, Ministers will clarify whether disabled people will be involved in shaping the integrated national transport strategy, and will address my questions on the enforcement gap. A fully accessible transport system benefits us all, but we have to remember that—as others have said—disabled people often do not have the choice that many of us have about which mode of travel is available and accessible to them, given their specific needs. Question put and agreed to. Resolved, That this House has considered the matter of transport accessibility for disabled people; notes the recommendations of the Transport Committee in its First Report of Session 2024-25, Access denied: rights versus reality in disabled people’s access to transport, HC 770, and the Government’s response to that report, HC 931; and agrees with the Committee that there is an urgent need for review of the legislative framework and the enforcement regime to ensure that the gap between rights and obligations and the daily experience of disabled travellers is closed.

• 26 Mar 2026 · Transport Accessibility for Disabled People · Hansard source

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  The right hon. Gentleman makes a very good point, and that is a good example of a systemic policy issue that could well be addressed. Enforcement currently relies on individual passengers pursuing complaints or court cases, which is unrealistic, expensive and often ineffective. Many people do not know who to complain to, court processes are costly and unpredictable, and even successful judgments do not always lead to improved practice. As a result, many people just give up travelling, because what is the point? For example, earlier this month the Office of Rail and Road secured commitments from Northern Trains to improve disability training and passenger assistance, which is welcome, but the ORR’s concerns dated back to 2019, with formal action emerging only years later. Such delays mean that disabled passengers continue to be failed daily, and a system that relies on individuals is unfair. On the enforcement gap, we concluded that regulators need more powers, more resources, a clearer mandate to intervene earlier and a cross-modal approach. The Government did not, unfortunately, accept these recommendations, and there is still no clear plan to close the enforcement gap. We appreciate the Department’s commitment to explore collective action on accountability, but we would ask the Minister for an update. When we raised enforcement with the Secretary of State in correspondence—it is listed on the Order Paper—and when she last appeared before us in November, she told us that she wanted operators simply to comply with the law rather than relying on enforcement. We agree that compliance is ideal, but robust enforcement is a necessary part of achieving that compliance, and disabled people should not be expected to force the system to uphold their own rights. We very much welcome one aspect of the Government response to our report, which is a commitment to review the overly complex and fragmented legal framework governing transport accessibility. The Department has agreed to take forward this work with the Law Commission, and I was delighted to see that the Law Commission has launched its review this week. That is long overdue, but it could bring long-term benefits. We appreciate the Minister’s engagement on the planned accessibility charter, but it must be more than a restatement of existing duties. The areas it must tackle include the street environment, enforcement of the public sector equality duty and clearer expectation on transport operators, and it must be genuinely co-produced with disabled people. My question is: how will the charter be enforced? As new statutory duties are created under the Railways Bill, enforcement routes need to follow. The new passenger watchdog is intended to be powerful, but it currently lacks the enforcement powers that we believe are needed. In conclusion, accessibility is not a “nice to have”; it is a fundamental right and a precondition for equality. From taxis to railways and from aviation to the street environment, enforcement should be at the heart of the strategy for accessibility. Do the Government agree that there is an enforcement gap, and if so, what steps will they take to deliver stronger, earlier and more effective enforcement across all modes of transport? How are disabled people directly shaping the integrated national transport strategy and the accessibility charter, and what measures will give the charter real teeth so that operators and local authorities are held accountable? Finally, I thank all the disabled people and disabled people’s organisations that contributed to our inquiry, those who have shared their experience since and those who continue to advise us. We will keep drawing on their expertise as we scrutinise the Government’s progress on all modes of transport.

• 26 Mar 2026 · Transport Accessibility for Disabled People · Hansard source

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  My hon. Friend is entirely right. She is a passionate advocate—not just in transport, but across the piece—on the needs and rights of disabled people. To a large extent, this issue in transport is a subset of the societal challenge that she rightly raises. The barriers that I have described prevent access to employment, education and services, and prevent people from having social lives. Following long delays, eight Access for All station upgrades have been confirmed, with 23 more moving to detailed design, and another round may be funded in the next spending review. These upgrades are welcome, but they feel like a drop in the ocean. At current investment rates, the rail network will not be fully step-free for a century, according to the Disabled Persons Transport Advisory Committee’s estimate in 2022. As Emma Vogelmann, formerly of Transport for All, has said: “Accessibility must be delivered as standard across the whole network, not rationed station by station over generations.” Judging by Transport questions this morning, as well as every previous one I have sat through, Members who have been waiting for station improvements in their constituencies clearly feel the same way. We also await the Government’s new rolling stock strategy, which must set out a clear approach to level boarding. On holiday in France and Italy last summer, I saw clear ambition for that, as demonstrated by the lift access being built, if not already installed, across a number of rural stations. I hope GBR will inject that missing ambition into the UK rail system. On electric vehicles, Transport Focus recently found that not a single charger on the strategic road network met voluntary accessibility standards, so we risk building new barriers into our future infrastructure, and those barriers will be expensive to fix later. This is not just about hardware; we must embed accessibility into decision making. Witnesses to our recent inquiry into the Railways Bill expressed concern that, under the Bill, GBR must balance the interests of disabled people with cost. Of course, cost is always relevant, but we have repeatedly seen accessibility lose out. So we have recommended that GBR be required not just to consider but to deliver tangible improvements to accessibility. On enforcement, we must ensure that rights are real. One of the most striking findings of our inquiry was that disabled people often have rights on paper that do not translate into real experiences. The reason is simple: enforcement is too weak.

• 18 Mar 2026 · Student Loans · Hansard source

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  The Minister is making an excellent and powerful speech on the motion. One aspect of the broken student loans system is the maternity penalty. When someone is on maternity leave, the interest on a student loan continues to accrue, despite income dropping below the repayment threshold. That means that graduates with student loans who take maternity leave face a longer repayment period and a greater total loan amount. Will the Minister take that concern back? Will the Government have a look at this perceived inequality?

• 9 Mar 2026 · Immigration Policy · Hansard source

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  In my constituency, people of all faiths and backgrounds live, learn and work next to each other. Unlike many other European countries, the UK has a good reputation on integration, so can the Minister reassure me that these reforms will not lead to the UK becoming like our European neighbours with much poorer records?

• 24 Feb 2026 · Menopause Diagnosis: London · Hansard source

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  Women in my constituency experiencing symptoms of perimenopause and menopause tell me of very varied experiences of going to their GP—some excellent, and some, frankly, alarmingly poor. I have been particularly concerned to hear about the experiences of south Asian women with perimenopausal and menopausal symptoms. What steps is the Department taking to ensure that all GPs receive thorough and regular training that is appropriate for all London’s communities?

• 24 Feb 2026 · Menopause Diagnosis: London · Hansard source

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  6. What steps he is taking to improve the diagnosis of menopause for women in London.

• 12 Feb 2026 · Rail Transport and Economic Growth · Hansard source

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  On Tuesday, the Committee published, as well as the report on the Railways Bill, a report called “Rail investment pipelines: ending boom and bust”, which includes discussion of the rolling stock that we need to run our trains. We found a pattern of boom and bust in investment decisions. No strategy means fluctuating orders, and that threatens small and medium-sized enterprise viability in the UK supply chain. When will the Government publish the promised long-term rolling stock investment strategy?

• 19 Jan 2026 · Iran: Protests · Hansard source

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  For almost 50 years, Iranians have found refuge in the UK, and many have made their homes in west London. One of them wrote to me saying that even after 20 years, Iran still runs through his veins. Will the Minister outline how the Government are working with the Iranian diaspora in the UK to provide support and reassurance to them and to their families still in Iran?

• 14 Jan 2026 · Northern Powerhouse Rail · Hansard source

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  This is another hugely welcome transport statement from the Secretary of State for Transport and her team. Today’s announcement promises levels of rail connectivity for communities from Merseyside to Tyneside that will compare to those of the London travel to work area. The question that I and many others have is: when will we see more details about the timescales and potential funding sources for phases 1 and 2 and, most importantly, phase 3—linking Birmingham with the Northern Powerhouse Rail network, which is so desperately needed and was so cruelly and ridiculously cancelled by the Conservative party in government—so that we can relieve the pressure on the west coast main line and link up London and Birmingham with the cities of the north?

• 8 Jan 2026 · Road Safety Strategy · Hansard source

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  This strategy and the many elements within it are hugely welcome, and I congratulate the Government on addressing what the previous Government spent 14 years not properly addressing, during which time too many people have been killed or seriously injured on our roads in preventable incidents. When the Secretary of State appeared before the Transport Committee previously, she spoke positively about London’s “Vision Zero” strategy. Now that the road safety strategy has been published, are the Government planning to adopt a “Vision Zero” strategy nationally, and if not, why not?

• 8 Jan 2026 · Topical Questions · Hansard source

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  The Government have given mayoral authorities greater devolved powers to develop local transport infrastructure projects. Will the Secretary of State ensure that such powers provide the opportunity to speed up joint planning and decision making so that much-needed transport infrastructure, such as the West Yorkshire mass transit scheme, can be accelerated to meet the needs of communities and local economies?

• 8 Jan 2026 · High Street Gambling Reform · Hansard source

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  Thank you, Madam Deputy Speaker. I thank my hon. Friend the Member for Brent East (Dawn Butler) for her powerful speech, which outlined the impact on gambling addicts and their loved ones. I fully support the reforms she is putting forward and congratulate her, Members across this House and Brent council on leading this important campaign to address the scourge of gambling premises on our high streets. Hounslow council is one of a number of councils across London and beyond that have signed up to the campaign. It has done so because it is aware of the harmful impact of these premises and the need for new powers, and because Hounslow High Street was the high street with the second greatest number of gambling premises in the country a few years ago. Hounslow council seeks these new powers so that it can protect public health and safeguard our communities from the tide of new gambling shops opening, whether they are new bookies or 24-hour adult casinos. I have seen the changes that have hit our high streets over the past 30 years. The rise of online shopping, the outdated business rates regime and the decline of traditional British shops have sucked the life out of many of our high streets. Too often, the gap left has been filled by bookies and casinos, which naturally can afford to run premises on our high streets. In my constituency, I have seen the problems that gambling addiction causes. Understandably, not many constituents are prepared to admit that they have been financially affected by gambling, whether due to their own habit or that of a family member, but those who have opened up to me have told me of the devastating consequences—family separation, subsequent debt and individuals losing £5,000 or even £10,000. The gambling often started with a vain hope that a particular debt could be paid off by a win at the local bookies or the fixed odds betting terminals. An excellent 2023 report by Hounslow council on gambling patterns in the borough referenced the work of the Gambling Commission in identifying those most at risk from the adverse impacts of gambling. The council then linked that data to the prevalence of gambling establishments in our borough. The former finds that those most at risk of falling into gambling addiction are people who already have drug or alcohol dependencies and/or mental health problems; too often, the two issues go together. That in turn has a knock-on impact on our frontline services—the NHS, social care and the police. The “aim to permit” policy, which allows the proliferation of these premises, clearly is not cost-free. Furthermore, these high street gambling premises are targeted at the communities with the highest levels of deprivation, unemployment and homelessness. I counted the number in my constituency this morning. We have over 10 bookies and gaming centres in Hounslow town centre, compared with around three in the neighbouring, much more affluent Richmond town centre. Back in 2016, we had 44 fixed odds betting machines on Hounslow High Street. Those with the least resources are being targeted most by the gambling industry. A Guardian article in 2021 found that 21% of Britain’s gambling outlets are in the poorest 10% of the country, with just 2% in the most affluent areas. I support the proposed amendment, because I support giving councils the power to shape their communities. Residents often incorrectly think that local councils can block new developments or new shops simply because they want to, but under the current laws, they cannot. Too often, local councils are unfairly blamed for the rise in the number of gambling establishments. If the Government truly want to put power back into communities and let local people shape their areas, they must give local councils proper powers. I am sure the gambling industry will have prepared its defence in response to today’s debate. That is its right, in a pluralistic society, but we should remember the ferocity with which the industry reacted when there were proposals to clamp down on fixed odds betting terminals, the “crack cocaine” of gambling. Whenever sensible reforms are proposed, we see the gambling industry fall back on the same old tired clichés. The Labour Government’s Pride in Place powers aim to give local people more control over their high streets and areas, but let us go further, faster, and give local authorities and local people more powers to take back control by reviewing and ultimately removing the “aim to permit” rule from the Gambling Act.

• 7 Jan 2026 · Engagements · Hansard source

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  Q1. If he will list his official engagements for Wednesday 7 January.

• 7 Jan 2026 · Engagements · Hansard source

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  Leaseholders in my constituency and across the country are being fleeced by freeholders and managing agents. They need relief from both, and we need to end the feudal leasehold system, so can the Prime Minister confirm when the leasehold and commonhold reform Bill will come to Parliament?

• 17 Dec 2025 · UK-EU Common Understanding Negotiations · Hansard source

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  The UK’s return to involvement in Erasmus is hugely welcome not only for my constituents who are at university, but for those learning in schools and FE colleges and working in the sports and youth sectors. Could my right hon. Friend please outline what steps the Government will be taking particularly in relation to those based in sectors not previously involved, so that they can expect to and can plan for their involvement in Erasmus from 2027?

• 9 Dec 2025 · Hospitality Sector and SMEs · Hansard source

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  I welcome the Government’s support for our high streets and the consultation on the business rates system, which the Treasury launched on 25 November. But it is not just high streets that are suffering. Under the current system, major transport infrastructure owners face crippling bills: Eurotunnel’s business rates valuation has tripled from 2017, so it has cancelled investment in its international freight hubs, and Heathrow Airport’s business rates bill will increase by millions of pounds. Will the Treasury’s consultation on 25 November give transparency and predictability—

• 9 Dec 2025 · Railways Bill · Hansard source

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  It is interesting to follow the hon. Member for Didcot and Wantage (Olly Glover). I am still trying to work out what a Lib Dem Bill would include that this one does not. I welcome the Bill, which is universally agreed to be long needed. It is the essential next step in ensuring that rail in Britain is more unified and that we deliver a rail system that is reliable and safe and provides value for money for passengers and the taxpayer. The Railways Act 1993 led to 30 years of a poor deal for passengers, other customers and taxpayers, with 17 different organisations providing track and trains, multiple fare options and prices, hundreds of staff employed to attribute the cost of delays, staff shortages and no single voice to address individual systemic failures of service. Yet the railways have a workforce who are universally committed to delivering a high-quality service to passengers and customers. I particularly welcome the proposal that the Secretary of State will issue a long-term rail strategy setting out objectives and the direction of travel for railways for the next 30 years. That will please so many stakeholders, including, in particular, investors in rail as well as mayoral authorities—in fact, all those who work in and use rail. I welcome that clause 18 includes duties on GBR to promote the interests of users and potential users of the railway, which specifically includes disabled passengers, and to run the railway in the public interest—in other words, to meet social, economic and environmental objectives. Clause 18 sets out a series of significant duties for GBR, including the promotion the use of rail freight. But while clause 17 requires the Secretary of State for Transport to set out a target for growth in rail freight, there is no such target in the Bill for growth in passenger demand. My Committee launched an inquiry on the Bill on 5 November—the day that the Bill was published—focusing in particular on three core aims of the reform: improving rail travel for passengers, network access, and devolution. We have published the evidence we have received so far, and the oral evidence taken on 26 November is tagged as a relevant document for this debate. First, passenger experience is central to all our constituents who travel by rail—or who would do if it was more accessible, more reliable or cheaper. The passenger watchdog is a new voice providing advocacy and advice, sharing best practice and providing alternative dispute resolution. Clause 36 says that it will have a duty to have “particular regard” to the interests and needs of disabled passengers. It will set standards on how travel information is provided, including when there is a disruption. It will handle complaints and delay compensation, and it will require operators to make services accessible. Those powers in London and on Eurostar will be covered by an expanded London TravelWatch. On the detail of enforcement powers, clauses 42 to 47 give the passenger watchdog powers to receive complaints. That is helpful, but I have a couple of questions for the Secretary of State. Will the Passengers’ Council be sufficiently independent, powerful and resourced to challenge GBR to deliver meaningful change if needed? What will the governance relationship be between the watchdog, the ORR and the rail ombudsman? What remedy will passengers have if the passenger watchdog’s recommendations are not adopted? Who will appoint the members of the council and the chair? Will passenger groups and disabled people be represented on the board? Accessibility is a particular interest of the Transport Committee, following the publication of our report “Access denied” in February. I welcome the fact that clause 18 explicitly includes the needs of disabled passengers as a general duty, but that is only one of six duties that will have to be balanced. What guidance will be provided to GBR on balancing those needs, to ensure that disabled people do not lose out yet again? The wording in clause 18 on accessibility could also be said to be slightly objective. What safeguards are there against a future Secretary of State cutting costs and altering, diluting or even removing accessibility requirements? On fairs and ticketing, we welcome a unified system. On network access, there is slightly less clarity on the future role of passenger open access. If the Government want to end open access for passengers, do they have a plan for retaining its benefits, such as filling gaps, opening up new routes and promoting price competition? On freight, how will the targets be aligned?

• 9 Dec 2025 · Railways Bill · Hansard source

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  There are questions about the relationship between the Secretary of State, GBR, the ORR and the passenger watchdog, which we will certainly pursue—and so, I am sure, will others. Devolution is central to the Government’s vision, so I welcome the fact that the Scottish and Welsh Governments and elected mayors will have greater control of their areas. Will there be an oversight role, so that local decisions do not conflict with national priorities, such as providing access to rail freight? In conclusion, I really welcome the Bill, although the two Opposition amendments do not. The Bill will work if it relieves the Secretary of State of day-to-day operational decision making, and lets those who understand the rail system get on with delivering for the benefit of passengers, the economy and the environment.

• 1 Dec 2025 · Budget Resolutions · Hansard source

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  I will start by welcoming some of measures in the Budget relating to transport, and if I have time, I will pick up on a couple of others. I welcome the freeze on rail fares, and I welcome the growth-enhancing capital investment projects like the lower Thames crossing. I note that that capital investment will be the final tranche of Government support for that project before the private sector takes over construction and long-term operation. It cannot always be assumed that the Treasury will write cheques to cover the cost of building infrastructure, particularly where a solid income stream—in the case of the lower Thames crossing—or high land values can be used to leverage private funding. I welcome the announcement about funding for the docklands light railway extension. I see that the Secretary of State for Transport is in her place; I hope that we can soon have similar good news about kick-start funding for the west London orbital rail link. Drivers and fleet managers of petrol and diesel vehicles will welcome the further extension of the temporary 5p cut in the rate of fuel duty to September 2026. While I congratulate the Chancellor on the support given to the automotive sector and our carbon commitments, including £1.5 billion for electric car grant funding and investment in EV charging infrastructure, the Government have also introduced a mileage charge for EVs that risks sending mixed signals to manufacturers and sellers of EVs, as well as fleet managers and individual buyers. That may be the right move, but I fear that it comes at the wrong time. For too many owners, the cost of running an EV is no lower than the cost of running a petrol or diesel vehicle, particularly because of the unit cost of non-domestic charging. I note that when New Zealand passed a similar piece of legislation, EV uptake fell off a cliff. I have some questions for the Secretary of State. What measures has the Department taken to assess the overall effectiveness of its EV policies? What impact assessment has been carried out in respect of EV taxation and subsequent displacement? How is the measure consistent with the Government’s agenda to decarbonise private transport? Is the Secretary of State planning to introduce a simple odometer check, which will carry with it all the risk and problems associated with fuel duty, or will she look at satellite-based tracking, which is more accurate and is based on equity, and which better manages the demands on our roads? It could be introduced for all vehicles on a non-mandatory basis, just as water metres were originally not mandatory. As for other measures to address the cost of living that my constituents welcome, we have the ending of the two-child benefit limit. I called for that, and I am glad that the Government have listened. It will make a measurable difference to almost 3,500 children in my constituency. The vast majority of their parents work full time but on low pay. They are forced to pay extremely high rents, and have little left over at the end of the month. We have £150 off home energy bills, freezes to prescription charges and fuel duty, and another big increase in the national minimum wage, on top of public sector pay increases and more children getting free school meals.