Lilian Greenwood
MP for Nottingham South · Labour · United Kingdom
“For those who qualify, financial support is available through universal credit, including for those who are in work but on lower incomes. If needed, that support can be available on day one through an advance.”
“In the sort of circumstances that my hon. Friend the Member for Sherwood Forest has described, we can understand how those issues can arise. If a child sadly has an end-of-life diagnosis, special rules are rightly in place. Those claims are always fast-tracked and the three-month qualifying period does not apply.”
“It starts with the issue of need. The point at which the child became eligible for disability living allowance marks the start of the qualifying period, even if that precedes the point at which parents make a claim.”
“I will perhaps come later in my speech to what the Government are planning to do. I am pleased to tell colleagues that between October 2024 and March 2025, the Department recruited and redeployed in excess of 100 case managers to improve clearance times for child DLA new claims.”
“There can, of course, be few circumstances more exceptionally difficult than those faced by seriously ill children and their parents. Along with the emotional strain, parents can understandably experience a significant impact upon work and household income, as well as facing extra costs, as my hon.”
“I am delighted to serve under your chairship, Ms Butler. I congratulate my hon. Friend the Member for Sherwood Forest (Michelle Welsh) on securing this important debate. She has made a particularly valuable, thoughtful and passionate contribution this morning, and I join her in wishing Mabel, her mum Rachael and their whole family well.”
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“I pay tribute to those organisations and the individuals who work both in response and behind the scenes to provide lifesaving services in whatever circumstances, to whoever needs them. I hope I have managed to answer the questions and concerns of hon. Members, but if not, I know that the Minister for Maritime and Aviation will be reading our exchanges—I am afraid he is visiting another part of the UK today—and will reflect on them. I am sure that he would happy to respond to any questions in writing, if I have not covered them. I finish by thanking the hon. Member for Hamble Valley for raising this important issue and providing the opportunity for us to debate and celebrate the contribution of our lifeboat services to search and rescue.”
“Member for Gosport (Dame Caroline Dinenage) rightly spoke about the reduction in charitable and corporate giving. As I am sure she will appreciate, this issue falls outside my portfolio, but I will ensure that the concerns she expressed today are heard by the Minister for Sport, Media, Civil Society and Youth, my hon. Friend the Member for Barnsley South (Stephanie Peacock). The hon. Member is right to raise the importance of addressing what we can do as a Government to support the growth of charitable giving and philanthropy. I am very proud to be speaking on behalf of the Department responsible for maritime search and rescue, and I am very proud of the volunteers, and their supporting organisations, who form such an important part of that provision.”
“Earlier this year, the all-party parliamentary group for volunteer rescue services was established, chaired by my hon. Friend the Member for Na h-Eileanan an Iar (Torcuil Crichton)—a constituency that is quite challenging to say. My hon. Friend could not be in the debate today, but I know the APPG is supported by many MPs. The aim of the group is to advocate for legislation and policies that support and strengthen the volunteer rescue sector, ensuring that volunteers are equipped, protected and empowered to carry out their lifesaving work effectively across the UK in all emergency and disaster response situations. I am sure that we all look forward to a further opportunity to debate and discuss those issues in the House. The hon.”
“But at the end of that period, the then Government closed the fund because its specific objective of enhancing capacity was considered to have been met. While the Department does not currently have any plans to reintroduce the rescue boat grant fund, the Government regularly make new grants available to charities, and the process of identifying suitable opportunities, checking eligibility and making applications has been simplified through a single online portal. His Majesty’s Coastguard provides guidance and support to all its declared independent lifeboats through its local management teams and declared facility officers. Since April 2015, His Majesty’s Revenue and Customs has allowed search and rescue charities, including independent lifeboats, to recover VAT on the purchase of goods and services used for their non-business activities.”
“UKSAR has worked with the DFT to ensure that all SAR responders, including independent lifeboats, will be recognised in ongoing work, including the revision of section 19 of the Road Safety Act 2006 to allow the appropriate use of emergency warning devices. It will also support wider workstreams, including, as the hon. Member for North Norfolk (Steff Aquarone) highlighted, allowing potential vehicle excise duty exemptions—I assure him that that work is in hand. The hon. Member for Hamble Valley and a number of others raised the issue of the rescue boat grant fund. As we heard, the fund provided grants to inshore and inland rescue boat charities to support major capital purchases. The Department was able to subsequently extend the fund with a further £1 million for an additional round in 2019-20.”
“As we heard, NILA is currently a probationary member of the UK Search and Rescue Operators Group, while it continues to establish and move to full membership. Importantly, probationary status does not limit NILA’s access or influence, or the benefits it receives as part of UK Search and Rescue. NILA has done fantastic work representing independent lifeboats since its founding only a few years ago, and it must be commended for that work. HM Coastguard and UKSAR will continue to support NILA as it moves towards full membership. I understand that following discussions between NILA trustees and its sponsor, HM Coastguard, NILA concluded that remaining a probationary member at this stage was in its best interests, but it is clearly on a journey towards full membership.”
“It is an amalgam of Government Departments, the emergency services and a number of search and rescue charities and voluntary organisations. Those authorities and organisations are committed to a cohesive and co-operative partnership in support of an effective, cost-efficient national SAR capability. UKSAR is chaired by the Maritime and Coastguard Agency on behalf of the Department for Transport and it has various workstreams that look to support all volunteer SAR groups, including independent lifeboats and many others, such as mountain rescue and lowland rescue, which I had the pleasure of meeting recently. The workstreams cover a broad spectrum, including interoperability, national operating guidance, medical response, volunteer support and recognition of SAR organisations.”
“In September 2022, the National Independent Lifeboat Association was formally launched, with support from Members of Parliament, the Department for Transport and the Maritime and Coastguard Agency. NILA was founded with the intention of supporting our independent lifeboats and providing a cohesive voice for those smaller but vital organisations. His Majesty’s Coastguard continues to help, support and guide the development of the association, which aims to provide ongoing support to the individual charities through the provision of a national voice, including by representing them in the United Kingdom Search and Rescue Operators Group. UKSAR is the representative organisation for search and rescue in the United Kingdom of Great Britain and Northern Ireland.”
“As we have heard, independent lifeboats operate in England, Wales, Scotland and Northern Ireland, both on the coast and inland. The hon. Member for Hamble Valley rightly highlighted the challenges our independent lifeboats face. In common with all search and rescue services, they are responding to an increasing number of call-outs. As so many hon. Members highlighted, they also face significant challenges to maintain their operations. We know that volunteers not only crew the lifeboats but undertake magnificent fundraising efforts to provide the resources they need. They of course require our recognition and support, and a number of bodies and initiatives work to support them.”
“I am sure that the responsible Minister—the Under-Secretary of State for Transport, my hon. Friend the Member for Selby (Keir Mather)—would be happy to provide my hon. Friend with further information should he so wish. My hon. Friend the Member for Reading Central also asked about the safety of boaters, who take part in an increasingly popular activity. Inland search and rescue is the responsibility of the police, but the fire services have water rescue capability and His Majesty’s Coastguard search and rescue helicopters can also be asked to support those services. The work undertaken by our independent lifeboats is often not fully recognised. Each is run by dedicated volunteers who provide a vital lifesaving capability to offer assistance to any person who may be in difficulty around our coasts and countryside.”
“His Majesty’s Coastguard’s own volunteer coastguard rescue officers are also proud to maintain the traditions of voluntary lifesaving and have worked alongside their colleagues in the lifeboat services for over 200 years. My hon. Friend the Member for Reading Central (Matt Rodda) spoke about the issues in his constituency and the potential interest in establishing a rescue service on the River Thames. His Majesty’s Coastguard is responsible for search and rescue on the lower River Thames to Teddington. Beyond that, inland water safety is the responsibility of the police. However, should small boat operators want to form a rescue service, His Majesty’s Coastguard can provide advice and guidance, and the rescue boat code is a good benchmark for the formation of rescue boats.”
“Indeed, the conditions in which they deploy to save and protect others are often challenging and potentially life-threatening. We recognise and greatly appreciate their service, and I know that all Members of the House will join me in thanking them. Our volunteer lifeboat services in the UK have a long and proud history spanning more than 200 years. The saving of lives at sea and on the coast, and the volunteer ethos of these services, is a cornerstone of British society. While the RNLI is recognised as a world leader in lifeboat services and operations, the UK is also very proud to have approximately 40 independent lifeboats declared to His Majesty’s Coastguard—and others besides, as we have heard. Those organisations provide lifesaving services around the clock in support of our maritime and coastal emergency service.”
“Members across the House will be aware of the Royal National Lifeboat Institution—a charity that provides lifeboat and lifeguard services across the UK, Ireland and the Crown dependencies—and the role that its brave volunteers undertake, but this debate is a welcome opportunity to call attention to our independent lifeboats, which are not part of the RNLI but provide vital lifeboat and lifesaving services in their local communities. We are very lucky also to have volunteer life brigades, volunteer lifeguards and His Majesty’s Coastguard volunteers, all of whom regularly risk their own lives to save others at sea and around our beautiful but sometimes treacherous coastline. Those volunteers undertake search operations and water, mud and cliff rescue 24 hours a day, sometimes in the most terrible circumstances and conditions.”
“Friend the Member for South East Cornwall (Anna Gelderd) highlighted the RNLI in her area—I have witnessed its work myself while on holiday, and obviously the RNLI’s headquarters are in Poole. We heard from the hon. Member for Bognor Regis and Littlehampton (Alison Griffiths) about the lifeboat service in her constituency; the hon. Member for North Norfolk (Steff Aquarone) talked about the lifeboats at Sea Palling and Mundesley; and we heard about the lifeboat at Caister from the hon. Member for Broadland and Fakenham (Jerome Mayhew). I apologise if I missed anyone and I know that there are many other independent lifeboats around the country that I have not mentioned. I feel somewhat guilty for not having done so, but I know that they will be doing incredible work too, and they similarly deserve our thanks. I am sure that all hon.”
“Member for Havant (Alan Mak) highlighted Hayling Island lifeboat station; my hon. Friend the Member for Hastings and Rye (Helena Dollimore) highlighted the Pett Level independent rescue boat; the hon. Member for West Dorset (Edward Morello) drew our attention to Lyme Regis and its independent rescue boat; my hon. Friend the Member for Scarborough and Whitby (Alison Hume) referred to the boat at Runswick Bay; my hon. Friend the Member for Llanelli (Dame Nia Griffith) referred to the Ferryside and Loughor boats; the hon. Member for Gosport (Dame Caroline Dinenage) referred to the Gosport and Fareham inshore rescue service; the hon. Member for Strangford (Jim Shannon) highlighted independent lifeboats on Strangford lough, Lough Neagh and the Lagan; and my hon.”
“It is a pleasure to serve under your chairship, Mrs Harris. I congratulate and thank the hon. Member for Hamble Valley (Paul Holmes) for bringing this debate to the House. It is extremely important to highlight the role of our dedicated lifeboat services, which seek to rescue any persons in distress or difficulty around our coast. It is important that we continue to celebrate these lifesaving services and recognise their contribution to search and rescue services across the United Kingdom search and rescue region. I welcome this opportunity to pay tribute to the brave volunteers who are a critical part of the UK’s maritime search and rescue provision. I am very happy to join all those hon. Members here today who have highlighted the volunteers on their own independent lifeboats and, indeed, RNLI lifeboats. The hon.”
“Since the Derriford incident, the Government have taken on a collaborative role with the blue-light aviation sector, and we remain committed to working together with all parties as one team to explore solutions that are capable of both advancing safety and safeguarding the provision of this lifeline service. I am sure that the Department and ministerial colleagues will be happy to work with the hon. Member for Inverness, Skye and West Ross-shire to look at the detail of this particular case and see if we can assist.”
“The manuals can be 60 pages long—it depends on the complexity of the site and how busy it is. There is potentially a way forward, and the hon. Member knows that the Department will work with him and others to help find a solution. The Government recognise the crucial role that helicopter landing sites in rural areas, especially in the far north of Scotland, play in ensuring that local residents and visitors can access the highest possible standards of healthcare in an emergency. We are also cognisant of the potential risks to bystanders, ground staff and aircraft crew and patients when such sites are not properly managed and lack sufficient oversight.”
“Member for Inverness, Skye and West Ross-shire set out, at the moment coastguard helicopters are not landing at Portree because they will only land at sites where they know who is responsible and accountable for safety, and where there is a helicopter operations manual to help ensure safe operations. If someone from Portree and Braes Community Trust or NHS Scotland is willing to take responsibility for the site and produce a helicopter operations manual, the coastguard and the helicopter operator will consider landing at the site. I appreciate that this sounds like a huge undertaking, but it is worth saying that the site at Portree is not wholly dissimilar to the site at Arran, where the helicopter operating manual, which sounds like it might be a weighty tome, is only four pages long. It sets out a responsible person and the operations.”
“I understand why he has asked about the role of the Health and Safety Executive, which is investigating the Derriford situation. It would not be right for me to comment on or seek to intervene in a live investigation—the HSE is not responsible to the Department for Transport in any case—but my officials are working closely with the coastguard, the CAA, the NHS, and HEMS operators, as well as consulting with HSE to understand the concerns and ensure that operators can continue to fly into hospital helipads safely. But the decision about whether to land at any particular site is always at the discretion of the pilot in command. As the hon.”
“When those safety requirements are satisfied, ultimately it is still the decision of the pilot in command of a helicopter to make a dynamic risk assessment of landing at a particular site, based on the company’s standard operating procedures, safety management systems, weather conditions, and the situation on the ground on the day—these are professionals who can make such judgments. The Department for Transport continues to work with NHS Scotland, His Majesty’s Coastguard and helicopter operators to encourage all parties to work together to ensure safety at landing sites. I completely understand the frustration of the hon. Member for Inverness, Skye and West Ross-shire on behalf of his constituent; he described the situation where his constituent had to be transported to a boggy field rather than a helipad.”
“Helicopter operators can face unique challenges at these sites, including questions about legal responsibility for site safety and ensuring that there are no obstructions or bystanders who could be harmed by the powerful winds or downdraughts generated by a helicopter landing or taking off. As the hon. Member set out, that was made evident in 2022, when the downdraught produced by a search-and-rescue helicopter fatally injured one bystander, and seriously injured another, while it was arriving at Derriford hospital in Plymouth. Following that incident, HM Coastguard helicopters took the decision that they will transfer patients using helipads only where there is clear responsibility and accountability for safety at the site, as well as a helicopter operations manual that manages known risks.”
“Working hand in hand with NHS colleagues, these teams ensure that patients receive the highest standards of care swiftly and efficiently, no matter the distance or challenge. However, this vital service depends on the availability of helicopter landing sites that helicopter operators are able and willing to use. These landing sites range from helipads and airfields to community spaces, playing fields and car parks, most of which require patients to be transported to and from them by land ambulance. Currently, the CAA does not formally regulate any of these helipads or landing sites. Although the CAA has best practice guidance—as the hon. Member highlighted—for hospital helipads, known as CAP 1264, it is not mandatory guidance.”
“When capacity allows, they also support the NHS to ensure that patients receive lifesaving care when air ambulances are unable to operate—for example, in particularly bad weather. I thank all members of our air ambulance and search-and-rescue teams for their continuing commitment to saving lives. In more remote regions, such as the highlands and islands of Scotland, air ambulance aircraft play a crucial role in transferring patients from smaller hospitals to specialist centres. These operations may be supported by HM Coastguard search-and-rescue air assets when capacity allows and when air ambulances are unavailable or where conditions are beyond the capabilities of smaller air ambulances.”
“Member highlighted from his own family’s experiences—I hope his wife is recovering—these dedicated teams serve communities across the UK day and night and often in really challenging conditions, providing lifesaving care when it is needed most and delivering patients directly to major trauma centres and other specialist medical facilities. It is not only air ambulances that save lives. Bristow Helicopters operates a dedicated fleet of search-and-rescue helicopters on behalf of His Majesty’s Coastguard. From 10 bases, stretching from Newquay in the south-west to Sumburgh in the Shetland Islands, these crews stand ready to respond in order to save lives at sea and on land.”
“It is a pleasure to serve under your chairship, Ms McVey. I offer my congratulations and thanks to the hon. Member for Inverness, Skye and West Ross-shire (Mr MacDonald) for bringing this debate to the House and allowing what has been a very useful discussion. I begin by acknowledging the vital role played by air ambulances and search-and-rescue helicopters in saving lives. Across the United Kingdom there are 21 air ambulance charities, covering all regions of the country by air and also, often, by land in rapid response vehicles. In Scotland, the Scottish Ambulance Service, funded by the Scottish Government, helps to convey patients to hospital from some of the most remote areas of the United Kingdom. Some of those areas are represented here this morning. As the hon.”
“The hon. Member is absolutely right to highlight the work of Dorset and Somerset Air Ambulance. I add my congratulations on their 25-year anniversary. It is clear that they have made a huge impact not just on the local community, but for the many visitors to that area. I am sure we all want to see the continuation of these vital services, which matter to so many people across this country and share a commitment to work together, where there are any issues, to ensure those services can continue. I have enjoyed today’s debate, and look forward to continuing these discussions on another occasion. Question put and agreed to .”
“More broadly, we have carefully considered the potential impacts of pavement parking to ensure that our approach aligns with the Government’s wider missions, which are focused on growth, health, safer streets and breaking down barriers to opportunity. Tackling pavement parking can contribute to safer streets by reducing risks for pedestrians who would be forced into the road. It can enable more people to walk—the perfect antidote to inactivity. By ensuring that disabled people and families can move freely and safely, it can break down barriers to opportunity, which, alongside high levels of active travel, can potentially drive growth benefits. Our work is helping us shape a policy that is not only effective but equitable. As a result of all that work, I expect to make an announcement very soon.”
“I am grateful to everyone who took the time to respond. I am acutely aware of the frustration caused by the lack of a formal response to that consultation. It is a frustration that I share, and, frankly, it seems that the previous Government were not focusing on the issue, so we have had to pick the work up from scratch. I want to reassure Members that I am straining every sinew to publish the response as soon as possible. In the five years since the previous Government held the consultation, a lot has changed in the political landscape of the UK. Much more of England is covered by mayoral combined authorities and, because this Government believe in true devolution, we are moving to strategic authorities across England. Those changes have to be factored into our thinking on pavement parking.”
“Members made an enormous number of important points in sharing the experiences of their constituents, illustrating the impact on safety and independence, highlighting the damaging effect on the quality of our pavements, and also recognising that no two places are the same. A new town will likely face different challenges from a medieval city, and there are competing priorities that need to be addressed. As Members will be aware, after five years of inaction despite promises to the contrary, in 2020 the previous Administration finally held a public consultation on managing pavement parking. The responses to that consultation were robust, thoughtful and deeply informative. They provided clear evidence that pavement parking is a problem that affects people’s daily lives, their safety and their ability to participate fully in society.”
“I have heard countless accounts from constituents and stakeholders of the challenges posed by vehicles parked on pavements. Those challenges are not just inconvenient but exclusionary. They disproportionately affect disabled people, those with visual impairments, older adults, parents with pushchairs, children walking or wheeling to school, and many others who rely on safe, unobstructed pavements to move around independently. I will use this opportunity to congratulate the schoolchildren and school that the hon. Member for Eastbourne (Josh Babarinde) highlighted. I thank all the hon. Members who contributed to today’s debate. The breadth of contributions once again demonstrates the scale of this issue and the urgency with which it must be addressed. Pavement parking is clearly not a niche concern; it affects all of us.”
“It is a pleasure to serve under your chairship, Mrs Hobhouse. I congratulate the hon. Member for Epsom and Ewell (Helen Maguire) on securing this important debate and continuing to shine a light on the persistent and widespread issue of pavement parking. She and many other hon. Members—26 in total, I believe—have made a clear and compelling case for change. Pavement parking affects communities across the country, from busy urban centres to quiet residential streets, and the issue is particularly close to my heart. No one knows that better than the Chair of the Transport Committee, my hon. Friend the Member for Brentford and Isleworth (Ruth Cadbury), who spoke about the work that we did together on the Committee back in 2019.”
“My hon. Friend makes a really important point that I am sure we will consider in our response. As I said, I will make an announcement very soon. I am also pleased to share that I have commissioned new research to update and strengthen our evidence base on the extent and impact of pavement parking. To be clear, that research is not a prerequisite for the consultation response—it will not delay progress—but it is part of our broader commitment to evidence-based policy and future evaluation to better understand the problem and ensure that the solutions we implement are working.”
“Britain has changed significantly since the consultation in 2020. Technological developments such as new mobility solutions—the dockless e-scooters referenced earlier in the debate, e-bikes and even delivery robots—have changed the landscape. Our devolution agenda is putting power and decision making closer to those affected, where it should be. Our streets and our local authorities are evolving, and so must our policies. I thank all those who have campaigned tirelessly on this issue—Members of Parliament, local councillors, advocacy groups and members of the public—and assure them that their voices have been heard and will continue to shape the work ahead. Together, we can and will build streets that are safer, more accessible and more welcoming for everyone. Question put and agreed to .”
“I am also mindful of the need to balance competing priorities, such as the availability of parking, the needs of delivery drivers and the importance of maintaining access for emergency services. However, let me be absolutely clear: the status quo is not acceptable. Pavement parking is a blight on our towns, cities and villages. It undermines inclusivity and equitable access. It sends a message, however unintentionally, that some people’s mobility matters less than others’. That is not a message that any of us should be comfortable with. We must recognise that pavement parking is not just a transport issue but a social justice issue. I am determined to ensure that the steps we take are meaningful and effective. That means considering lived experiences, closing evidence gaps and adopting policy that reflects the realities of modern Britain.”
“I apologise, but I will not take any more interventions, because we are so short of time. The research will begin imminently and will involve a representative sample of local traffic authorities. It will seek to include both a physical measure of the extent of pavement parking and questionnaires to gather qualitative insights into its impact. That dual approach will allow us to understand not only where and how pavement parking occurs but how it affects people’s lives, and particularly the lives of vulnerable road users. It will also allow us to evaluate the impact of the pavement parking policies that we intend to implement. I had a very positive meeting co-ordinated by Guide Dogs, and I will continue to engage with stakeholders across the transport, accessibility and local government sectors, whose insights are invaluable.”
“Such measures as called for in this debate would therefore not be foremost in any Bill consideration. We do, however, always keep the law under review to ensure that it is fit for purpose, and I would be happy to meet with the hon. Lady to better understand the evidence she has on the nature of this problem and how widespread it is. Then we, as a Government, can revisit our priorities and look at the matter in further detail. As I have already said, I look forward to laying out our road safety plans in due course. Once again, I thank the hon. Lady for securing this important debate and for drawing to my attention the concerns of her constituents and the specific issues that she has raised. Question put and agreed to.”
“It is the event organiser’s responsibility to ensure compliance with the law and good practice, for example by providing sufficient numbers of marshals, with the appropriate training, at each event. The Government do not currently have any plans to legislate to require all cycling events to be licensable by local authorities. The current voluntary system works well, and local cycling events are a good way of encouraging more people to take up cycling, in line with the Government’s plans to boost cycling and walking. The Government often have to make difficult choices regarding legislative priority. The hon. Lady and other Members will be aware that Parliament has a packed legislative timetable and that the issues facing the nation and the Government are of a huge scale.”
“There are existing powers under the law to deal with instances of dangerous or careless driving by motor vehicles or with people seeking to obstruct traffic, as the hon. Lady described—to deal with driving that falls below the required standards or with those who unlawfully obstruct the highway. Let me turn to the possibility that the hon. Lady suggested: regulating pony and trap racing in the same way as cycling events. I need to say at the outset that, to be frank, the Government do not currently have any plans to do so. The legislation on cycling events dates from 1960 and, although there have been reviews in the past, no legal changes have been deemed of sufficient priority for inclusion in any legislative timetable. It might be helpful to clarify how the requirements operate for cycling events.”
“That is a local policing matter, and we believe that the existing powers are sufficient. The police can use those powers to tackle any unlawful pony and trap racing; for example, I understand that they have utilised existing powers such as dispersal notices as a means of preventing potentially unlawful pony and trap racing, and the hon. Member for Chesham and Amersham referred to the use of such measures. I want to make clear that the police are operationally independent, and that it is for them to treat each case according to its individual merits and make appropriate risk assessments about what action to take. It is clearly impossible to consider every conceivable set of circumstances that the police face in dealing with potential breaches of the law. As I have said, it is their role to make that judgment.”
“Lady made a powerful case, setting out how the issue impacts people in her local area and why she is bringing it to the attention of the House. She also drew attention to the absence of a licensing framework similar to the licensing scheme for cycle races held on public roads. I also note the animal welfare concerns highlighted by the hon. Member for Winchester (Dr Chambers). In considering and potentially dealing with the issue of pony and trap racing, there is a challenge of ensuring that the use of a pony and trap as a legitimate transport means is not made illegal. The question is how to differentiate between activity that is legal and that which is not. There are already existing powers in the legislative framework to deal with occurrences of pony and trap racing that breach the current road traffic legislation.”
“We are currently considering a variety of road safety measures for inclusion in a strategy, and I reassure the hon. Lady and others that the Department takes road safety seriously. As we develop the strategy, I am committed to continuing to engage with hon. Members, stakeholders and road safety organisations. Today’s debate forms part of that work, so I thank hon. Lady for taking this opportunity to bring the issue of pony and trap racing to my attention. I look forward to publishing the road safety strategy in due course. I note that concerns have been raised in this debate about pony and trap racing being a seasonal problem on certain roads, the potential for it to create risks on our roads and the disruption it can cause to local residents. The hon.”
“It is always a pleasure to serve with you in the Chair, Mr Stringer. I begin by congratulating the hon. Member for Chesham and Amersham (Sarah Green) on securing this debate. I thank her for raising pony and trap racing, which is clearly an important issue for her constituents, although I confess that, until I started to prepare for this debate, it was not something that I had experienced, nor have I seen it in my constituency. I imagine that it is not something found in all constituencies, but it is clearly an issue in some. As the Minister responsible for road safety, I am pleased to be able to respond on behalf of this Government. I want to be clear that ensuring the safety of all road users and improving road safety is one of the Department’s highest priorities.”
“I am cautious about expanding eligibility in ways that could undermine the current scheme’s effectiveness, but I am keen to reflect on the concerns raised today. I will continue to engage with my officials and ministerial colleagues to explore how we can support local authorities in delivering compassionate, practical solutions within the existing framework. This is not the end of the conversation; I am listening, I will keep listening, and I look forward to continuing to work with hon. Members on both sides of the House to ensure that the blue badge scheme remains fair, effective and focused on those who need it most. I am open to the possibility of change to address some of the concerns that have been rightly raised today.”
“Of course, a change could also lead to a big surge in applications, increasing administrative burdens and undermining reliability, processing times and the current operation of the scheme. That said, I remain open to learning from the experiences of the devolved nations. I note the Welsh Government’s recent publication of their review into the blue badge scheme. Where there are lessons to be drawn, or best practice to consider, I want to do so carefully and constructively. To conclude, I reiterate that the Government fully recognise the importance of accessible services for people with disabilities and serious health conditions. The blue badge scheme plays a vital role in enabling independence and dignity, and we are committed to ensuring that it continues to serve those in need.”
“In Wales, the devolved Administration has chosen to introduce a temporary blue badge option, allowing individuals to apply for a 12-month badge if they are recovering from or awaiting treatment for serious illnesses or injuries that have a significant impact on mobility. While I understand the appeal of such a model, it is important to recognise the scale of the English scheme and the context in which it operates. England has a significantly larger population and a far greater number of blue badge holders than Wales. Introducing a temporary badge scheme on the same model could place a real strain on local authority resources, many of which are already under pressure, and it could risk reducing the availability of on-street disabled parking spaces for those with long-term and severe mobility needs.”
“In response to points raised today, I will ask my officials to review and update our existing advice note to provide clearer, more practical guidance on how local authorities can use those existing powers to support residents facing temporary or fluctuating mobility challenges. That would not change the core eligibility criteria for the blue badge, but in the short term, it may help councils to better understand the tools at their disposal. We have not really touched on this today, but it is important to note that blue badge schemes in England, Scotland and Wales are fully devolved, and each nation administers its own scheme, sets its own criteria and determines its own fee structure.”
“In 2012, the Department published an advice note encouraging local authorities to consider such schemes, and while they are voluntary and locally led, they offer a flexible way to respond to specific community needs, without altering the national framework of the blue badge scheme. Of course, local authorities may wish to explore options for hospital parking concessions for patients who require frequent access to treatment, which is a matter for discussion with local NHS trusts, but I recognise that such measures can make a meaningful difference to people who are navigating serious illness.”
“Nevertheless, the cases highlighted by the Kent Messenger campaign and taken up by Members today cannot be ignored. These are real people, facing real challenges, and the response requires both compassion and the determination to look for solutions. There is already plenty of room for local innovation; local authorities already have powers under the Road Traffic Regulation Act 1984 to introduce locally determined parking concessions, which can include temporary permits or designated bays for individuals recovering from surgery or undergoing intensive treatment, such as chemotherapy.”
“That is not to say that it is not a legitimate question to raise, but it would place additional pressure on a system that is already under strain. Many local authorities report that they are operating the scheme at a financial loss, with the current £10 fee no longer covering the cost of administration. Expanding eligibility without providing additional resources could compromise the integrity of the scheme and reduce the availability of disabled parking spaces for those who rely on them the most. I note that, in reaction to the recent campaign, many have understandably expressed support, but others have raised concerns about the potential impact on parking availability and enforcement, including those who are current badge holders.”