Greg Smith
MP for Mid Buckinghamshire · Conservative · United Kingdom
“As was mentioned earlier, the UK Sepsis Trust had a big bang in 2016 with the famous orange and red posters saying, “Just ask ‘Could it be sepsis?’”, which can be seen in many GP surgeries, hospital waiting rooms and so forth.”
“I am sure that many of my constituents considering a UK break will look to Cambridgeshire, where the always fiscally sound Conservative mayor Paul Bristow has made it clear that now is not the time for such a tax.”
“Ministry of Justice contractors are acting in a deeply inconsiderate manner, affecting my constituents in Edgcott, Grendon Underwood and the Springhill Road estate in the construction of a new mega-prison adjacent to HMP Grendon. I asked the Minister in writing over the summer if she would come and see with her own eyes those problems.”
“Over 2,000 flights cancelled, with more than 150,000 passengers affected; delays, disruption and pain; embarrassment for Britain—what an absolute mess! As you said, Madam Deputy Speaker, there was no offer of a statement from the Government, hence this urgent question from the Conservative Benches.”
“A report by 16 September, which takes us into recess, and six months then to fully diagnose the problem—that is not good enough. A third failure deserves immediate action, not delaying tactics. The Government have a considerable say in how NATS operates.”
“If they were, why on earth are we back here again? Why are airlines and airports lacking suitable contingency plans for when NATS fails—when Government fails—and there is no Government support on the ground?”
The complete record
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“If we are serious about growth, resilience and security, the Government must ensure that the policies of this country enable those industries to survive and thrive at home, not drive them abroad.”
“Increasing compensation within a flawed system is not the same as fixing the system itself. The best way to reduce electricity prices for energy-intensive businesses is to tackle costs at source by scrapping the energy profits levy and removing punitive carbon taxes that undermine competitiveness. I would be grateful if the Minister could clarify how this statutory instrument fits into a broader long-term strategy for energy-intensive industries. Does he accept that compensation schemes, while welcome, cannot substitute for the structural reform of energy pricing? Can he assure the Committee that the Government are developing a plan that genuinely restores Britain’s industrial competitiveness? Ultimately, energy-intensive industries know that their future depends on predictable affordable energy.”
“Since Labour came into government, more than 15,000 manufacturing and industrial jobs have already been lost, largely because of astronomical energy costs combined with unnecessary green levies and carbon taxes. When manufacturing moves abroad, we do not eliminate emissions; we simply offshore them, often to countries like China with weaker environmental standards and far greater geopolitical risk. We have also heard clear warnings from industry leaders. Sir Jim Ratcliffe has been explicit that high taxes and energy costs have left sites such as Grangemouth unable to compete with overseas rivals. These are not abstract concerns, but real decisions affecting real jobs. Against that backdrop, while the draft regulations make proportionate and technical changes, they do not address the fundamental problem.”
“The hon. Gentleman is right to raise that point; I have always been impressed, on a cross-party basis, by the passion with which he speaks for industry in his constituency. My point is that we need to talk to those industries that do not currently have the support. I noticed that the hon. Gentleman bobbed to try and catch your eye, Ms Vaz, so perhaps he will have some helpful comments for the Minister on that front when he is called. I am making a point about the wider context in which we have to see the statutory instrument. The most glaring omission is the oil and gas industry in the North sea. Energy-intensive industries are not just struggling; they are being driven overseas by costs that they simply cannot absorb. The very thing that the Minister said he was trying to prevent is happening.”
“Will the Secretary of State instruct his officials who are putting together construction plans for a new mega-prison adjacent to HMP Grendon to actually listen to local voices, rather than insisting from a distance on traffic management plans that will put thousands of heavy goods vehicles down totally inappropriate rural roads?”
“In answer to questions from Members on both sides of the House in relation to the proscription of the IRGC, the Minister has rightly said that he wants to see that legislation come forward, but we still do not have a fixed timetable. Given that the EU, the United States, Canada and Australia have proscribed the IRGC, does he not think that it shows Iran incredible weakness from the United Kingdom for us not to be following suit? Furthermore, given that Hezbollah were part of the Government of Lebanon when the previous UK Government proscribed them, does he not think that there is plenty of precedent to just get on and do it?”
“T10. Instead of constantly pushing back the closure date for RAF Halton in an era where we need to increase defence capability, will the Minister commit to keeping it open for the long term?”
“In the Prime Minister’s discussions on what he somewhat mildly describes as “areas of difference”, did he raise the discovery of kill switches and hidden comms devices in Chinese-manufactured solar panels? If he did, can he assure us that, rather than politely asking for this practice to stop, he demanded that it stop?”
“I look forward to hearing the Minister’s commitments this afternoon on how she will be leading that in the Department for Transport and across the whole of Government.”
“Nevertheless, I hope the Government can find the appropriate balance by making cycling safer for women without making it more difficult for those same women to use their cars for other journeys. One request from Cycling UK and a range of other road safety organisations is to improve understanding of the 2022 changes to the highway code. These organisations have been clear about welcoming the changes as an important step in improving the safety of pedestrians, cyclists and other road users, but the knowledge gap remains in the public’s awareness of these changes. All in all, as I said at the start of my remarks, this needs a whole-Government approach. The safety of women cannot be put on the back-burner or into a footnote; it must take centre stage across multiple Government Departments.”
“I am aware that issues such as improved lighting form part of the much broader calls for clear targets on what organisations such as Cycling UK describe as high-quality cycling infrastructure, which are made alongside calls for appropriate levels of spending. That is all important. And from our time together on the Transport Committee in the last Parliament, I know the Minister is a long-standing supporter of active travel in general and of cycling in particular. There is always a difficult balance to be drawn between making our roads safe for cyclists and making them too difficult for other modes of transport to use, or even prohibiting other modes of transport.”
“Also, can she make a commitment that her Department will engage with local police forces to ensure that they are monitoring areas where women feel most unsafe? Also, I understand that the consultation for the third cycling and walking investment strategy says that “Investment in well-lit, safe, high-quality walking, wheeling and cycling routes increases feelings of personal safety, as well as improving road safety”. I think we can all agree with the sentiment and the principle that we want particular areas to have improved lighting, in order to improve safety. As with many aspects of road safety, targeted measures that focus on the most dangerous areas will rightly have support from Members across this House.”
“I appreciate that hotspot policing might be less impactful for groups such as cyclists, who travel much greater distances than other people, but in urban environments or in places such as Richmond Park, which we have already heard about, there are often particular locations and areas that dissuade people from running and walking. The more we can do to target those locations—where crime, particularly crime against women, is more likely—the more we can instil trust and a sense that such activities are safe. Therefore, can the Minister say what cross-Government work has been conducted by her Department to prioritise the safety of women and girls when they are engaged in active travel and to feed into the Government’s strategy on preventing violence against women and girls?”
“We have strong rules about what constitutes dangerous driving, and those rules must be enforced where people have broken the law. However, the rules for dangerous driving must apply equally to those who behave in an unacceptable way by verbally abusing people, beeping their horn or whatever it might be. To do that, we need effective funding for our police forces, which is why my party has specifically said that we would provide £800 million to deploy 10,000 new police officers in hotspot areas where crime is most likely to occur.”
“That must involve having sufficient numbers of police officers located in the areas where women feel most unsafe. That is a challenge, given that we are currently seeing a reduction in the number of police officers on our streets. The hon. Member for Richmond Park (Sarah Olney) gave a particularly stark example. The thought that a park such as Richmond Park, which is so suited for walking, running, cycling and all sorts of activities, is no longer to be policed should horrify all of us in this House, no matter what political party we belong to. Improving the safety of women should also involve following up on incidents properly. For example, a small minority of drivers demonstrate truly unsafe behaviour and put women at risk.”
“Similarly, 70% of women had experienced an intimidating incident while running, including 22% saying that they had been followed and 21% reporting that they had been beeped at by someone in a car. Such behaviour on the streets of this country is deeply unacceptable. Even though it is challenging to point to a single source, data from a variety of organisations highlight that a considerable number of women experience behaviour that is not acceptable—indeed, it is clearly despicable—in our society. The idea that someone who is merely trying to run or cycle should be followed or harassed is clearly wrong and must be stopped. Therefore, to address both the safety of women while cycling, wheeling, walking or running, and concerns about harassment, we must make sure that we embed enforcement as the underlying principle of safety strategies.”
“It is clear that the challenges of securing women’s safety are an obstacle to an array of activities that women might want to do, but feel unable to do so. It is incredibly concerning that, according to Cycling UK, 23% of women cite harassment or intimidation as a reason not to cycle. The data on running is even starker. Research published in 2023 found that almost three quarters of women in the United Kingdom change their outdoor activity routines during winter, with many doing so because they feel unsafe. Separately, survey data from SportsShoes.com, which is not a website I was particularly familiar with until I began my research for this debate, found that 48% of women had felt unsafe while running, compared with 36% of men.”
“Member for Calder Valley (Josh Fenton-Glynn) that so-called low-level offences should be stamped down on incredibly forcibly. He is right—I have long argued along similar lines—that it is essential because so-called low-level crimes lead to more serious and potentially fatal crimes in the future. It is therefore absolutely essential that they are clamped down upon incredibly hard. The method by which anyone, and particularly women, chooses to travel should not be dictated by how safe they feel. Everyone should feel safe walking, running, cycling, wheeling, driving or riding a horse—we had a good debate about horse riding last week, and it should have been added to the title of this debate, because it is incredibly important in rural communities such as mine.”
“It is a pleasure to serve under your chairmanship, Ms Jardine. I congratulate the hon. Member for Lowestoft (Jess Asato) not just on securing this important debate, but on the powerful way in which she opened it. It can be described only as a sobering debate that requires the Government’s full attention, and that must come not just from the Department for Transport but, as others said, from other Departments, too. I thank the hon. Members for Bath (Wera Hobhouse), for Bolton North East (Kirith Entwistle) and for North West Leicestershire (Amanda Hack) for sharing their personal experiences. It is completely unacceptable that anyone should have to face what they described on the streets of this country. I equally agree with the hon.”
“T5. On Friday, I met a constituent who has been told that she is losing all her child maintenance payments because her ex-husband simply told the Child Maintenance Service that he had moved abroad, which my constituent knows is entirely false. What steps will the Government take to verify claims from people trying to get out of their child maintenance payments?”
“Thames Valley is already a large police force, where our superb police officers and staff struggle to balance resources effectively, even with local command units now across rural areas like my own and the bigger cities, such as Oxford and Milton Keynes. Given that it is such a large force—and that right now it finds itself with a budget settlement £9 million lower than expected—and given the commitment from the Home Office only to fund 40% of new recruits, what confidence can we have that the Government will adequately fund bigger forces?”
“As Jonathan Spruce, a trustee of the Institution of Civil Engineers, told the Transport Committee, planning transport without an overarching framework is “like trying to solve a jigsaw without the picture on the box”. The Government must help put that picture in place so that regions can plan, spend and connect with confidence.”
“If the Government are serious about growth and levelling up, they must focus on delivering better transport connectivity now, joining up existing networks, backing proven projects, supporting new rail services and ensuring people can get to work, education and opportunity. The Government’s call for evidence on an integrated national transport strategy closed in February 2025, but we are still waiting for the outcome. I therefore ask the Minister when the results of that consultation will be published, and how they will support better connectivity across regions such as the midlands and north Wales, rather than adding further uncertainty.”
“That grade I listed structure, approaching its 200th anniversary, remains subject to weight limits and traffic lights, and there is still no long-term plan for resilience. That is not a minor inconvenience; it affects emergency response times, supply chains, tourism and livelihoods. That is why the Conservatives have consistently argued for a third Menai crossing, working constructively to deliver the infrastructure that north Wales needs. In the midlands and north Wales, the pattern is the same: ambition without delivery, promises without integration and growth plans without the connectivity to support them.”
“Those challenges are mirrored elsewhere in north Wales: the A55, the north Wales main line and the Menai crossings are strategic routes not just for Wales but for the entirety of our United Kingdom, yet road projects have been frozen, rail electrification funding has been withdrawn, and a blanket 20 mph policy has been imposed without regard for the economic impact—or any regard for common sense. Labour’s explanatory memorandum acknowledges that default 20 mph limits could cost the Welsh economy up to £9 billion, yet the policy was forced through, despite a record-breaking Senedd petition opposing it. Only yesterday, it was confirmed that repairs to the Menai suspension bridge, one of just two crossings linking Anglesey to the mainland, will be delayed yet again, and that it will now stretch into 2027.”
“There was a welcome announcement of a new bus network designed to link communities with industrial estates in the Flintshire and Wrexham investment zone, but business and residents alike are still waiting for the detail: routes, frequency, timelines and how the services will integrate with existing rail and bus networks. Connectivity is about not just long-distance rail, but whether someone can reliably get from their village or town to work on time and at a reasonable cost. Without last-mile integration, growth zones risk becoming isolated islands of investment.”
“If the Government are serious about improving connectivity across the midlands and north Wales, they must ensure that decisions on infrastructure enable new services, such as the WSMR, rather than frustrate them. The wider connectivity challenge is felt acutely around Wrexham industrial estate—one of the largest in Europe. Major employers there, including JCB, Platts Agriculture, Kellogg’s and Net World Sports, have highlighted persistent difficulties for workers travelling from the surrounding villages due to poor public transport links into the estate.”
“This matters not just for the midlands but for north Wales too, particularly when it comes to open access rail, which has the potential to deliver connectivity more quickly and introduce genuine competition. Proposals from Wrexham, Shropshire & Midlands Railway to operate direct services between Wrexham and London would significantly strengthen links among north Wales, the midlands and our capital. That is exactly the kind of market-led connectivity that can expand access to jobs, education and private investment. But open access services can succeed only if the supporting infrastructure is in place. Capacity constraints, missing stations and poor integration with local transport risk meaning trains pass through communities, rather than serve them.”
“With greater devolved powers, metro mayors can increase frequency, reduce journey times and better connect buses with commuter rail and tram networks, but only if national Government provide clarity, consistency and backing. The consequences of poor co-ordination are most visible on rail. The midlands rail hub, about which we have heard a lot in this debate, is critical to unlocking capacity, improving frequency and enabling stations and services that would better connect communities across the region, but instead of certainty, we have partial funding, endless reviews and projects left “subject to future decisions”—a phrase worthy of whatever sequel comes to “Yes Minister”.”
“That is not a marginal gain; it is the difference between a city region that functions as a single labour market and one that does not. Buses, of course, remain the backbone of local transport, particularly for young people and those without easy access to a private car or to rail. Targeted youth fares, such as those introduced in Tees Valley and Wales have shown what can be achieved, but fares alone are not enough if services are unreliable, infrequent or poorly connected to rail and tram networks. Integration is the missing piece. Joining up existing networks so that they function as one system is the fastest and most cost-effective way to improve public transport in England’s major cities outside London.”
“Transport is not an end in itself; it is the wiring that allows our economy to function and when that wiring is faulty, growth stalls, opportunity narrows and communities are left behind. That is nowhere clearer than in the midlands. A recent report by the Centre for Cities put it starkly, stating that “Transport is the wiring that allows urban economies to function” but that in large UK cities outside of London that wiring is simply not working as it should. Today, with a fragmented network, only around 600,000 people, just 20% of the city region, can reach Birmingham city centre efficiently. But with properly integrated transport, increased bus frequency and reduced journey times, that figure could rise by over 250,000 people—a 44% increase—and take connectivity to nearly 30% of the city region.”
“It is a pleasure to serve under your chairmanship, Ms Furniss. I congratulate my right hon. Friend the Member for Aldridge-Brownhills (Wendy Morton) on securing this important debate. It is not the first time that I have heard her make the case for Aldridge station, which she does with considerable force. She has been not just consistent but consistently impressive and determined in her campaigns for that station, and on wider transport issues, particularly in the west midlands. Much has been said about the daily reality facing passengers, businesses and communities across the midlands and north Wales region, where ambition has too often outpaced delivery.”
“Does the Secretary of State accept that cancelling an £18-million, purpose-built, 152-place SEND school in Buckinghamshire, due to open in 2028, and replacing it with just £8 million over three years will inevitably increase reliance on high-cost independent placements, worsen outcomes for children with the most acute needs in Buckinghamshire, and ultimately cost the taxpayer more, while failing some of the county’s most vulnerable children?”
“This morning I met Roly May, the landlord of the Russell Arms pub in Butlers Cross. Government Members might recognise it: it is the closest pub to Chequers, where they can drown their sorrows after an audience with the Prime Minister. The pub has seen as £17,500 business rate increase. I have heard similar horror stories from pubs such as the Cock and Rabbit in The Lee, the Dinton Hermit in Ford and many others. Will the Minister at least accept that there is no more money to squeeze out of pubs that are absolutely on the brink of financial catastrophe under this Government?”
“The Minister has been consistent this morning both in his defence of the indefensible and in avoiding putting a price on this scheme. He did not answer the question from my hon. Friend the Member for Mid Bedfordshire (Blake Stephenson), who asked whether the Government dispute the £1.8 billion figure from the OBR. If he will not give an overall ballpark figure of what the Treasury has sanctioned for this scheme, will he at least tell us what the consultation he is hiding behind will cost?”
“Such roads were not designed for modern traffic speeds or volumes, yet they are shared by horses, cyclists, pedestrians and vehicles. For less experienced riders, these interactions can be especially intimidating. Horses can be easily startled by sudden movement or noise, and situations can escalate quickly if drivers approach at speed or pass too closely.”
“It is a pleasure to serve under your chairmanship, Mr Dowd. Too often when we talk about rural activities, too many dismiss them as relics of a bygone age. Those of us who represent rural constituencies know that nothing could be further from the truth. Horse riding remains a vital living part of rural life, deeply embedded in the culture, economy and daily rhythms of our communities. That reality makes it all the more important that we take seriously the safety of the horses and riders on our roads. My constituency is overwhelmingly rural—home to many stud farms, riding schools and equestrian centres that rely on local road networks as part of their everyday operation. Riders frequently use narrow country lanes, often with no pavements, limited passing places and little room for error.”
“Dangerous driving that intimidates or endangers horses and riders must be taken seriously, and penalties should properly reflect the risk posed by such behaviour.”
“Despite describing the strategy as being “for everyone”, horses receive only limited mention and there were no references at all in the consultation to proposed changes to motoring-offence penalties. That raises fair questions about how the Government intend to strengthen protections for riders in practice. I would welcome greater clarity from the Minister on that point, as well as an explanation about why the THINK! road safety campaign budget was cut by £1.2 million last year. Could the Minister set out what specific campaigns the Government intend to introduce to make sure that drivers are aware of their responsibilities when encountering horses—particularly in rural areas, where these interactions are most common? Ultimately, rules are meaningful only if they are understood and enforced.”
“The British Horse Society’s “Horse i” app recorded that 58 horses were killed in equine road-related incidents, with more than 3,100 incidents in 2024 alone. Many of those involved drivers passing too closely, with devastating consequences. It has been said in this debate that changes to the highway code under the previous Government significantly strengthened protections for horses and riders. The introduction of the hierarchy of road users was important, but the reforms went further, including clearer guidance on passing distances and how drivers should behave when encountering horses at junctions. Although the current Government have published their road safety strategy, it is difficult to see horse riding as a clear priority within it.”
“I was pleased to see that Buckinghamshire council, a council I know the Government are keen to learn from, has worked constructively with the British Horse Society to introduce simple and effective measures in partnership. Horse riding is far from a niche pursuit. The British Equestrian Trade Association estimates that more than 1.8 million people ride regularly, with around 3 million participating overall. For many rural communities, riding is a source of wellbeing, fitness, employment and social connection. Yet all that is undermined when riders and their horses feel unsafe simply travelling on the road. One death is always one too many, and although departmental data records a relatively small number of fatalities in recent years, there remain far too many serious incidents.”
“I am grateful to my hon. Friend for raising that point. She is absolutely right and I wish her a speedy recovery from her own horse-related incident. What might seem a minor lapse in judgment from behind the wheel has serious and sometimes devastating consequences for riders and horses, given that the rider has limited ability to control a frightened horse. A further recurring challenge in rural areas is poor visibility. Constituents have contacted me about near misses on lanes with high grass verges and dense hedgerows, especially during the spring and summer. Such conditions can severely restrict sight lines, meaning that horses and vehicles may appear suddenly, giving drivers little opportunity to reduce speed or pass with the care that safety demands.”
“The Minister said in her statement that she did not want to look the other way, but in reality this Government are looking the other way when it comes to rural communities. I listened carefully to the answers she gave to my hon. Friend the Member for North Dorset (Simon Hoare), but the fact is that, with the exception of adult social care, rurality has been taken out of formula decisions. Can she come to the Dispatch Box and say how areas such as Buckinghamshire, which I am lucky enough to represent, are going to be properly funded, given our rural nature?”
“If the Minister is serious about, in his words, “doubling down” on brownfield first, will he look again at the Campaign to Protect Rural England report, which was put together with academic rigour, which identified enough land in England alone for 1.4 million homes on brownfield sites? If he looks again at that seriously, he will find that it is right and will mandate to build on those sites first before a single farm, field or piece of green-belt land is built on.”
“I am grateful to the Secretary of State for that answer, but it is curious to see what is and is not in the Red Book from the Budget we just had. Page 88 shows in intricate detail just how big the welfare budget will get as a result of the scrapping of the two-child benefit cap, but there is no such analysis anywhere in the Red Book of defence spending. Will he set out clearly at the Dispatch Box when the UK will hit the domestic 3% target, and when we will ultimately get to that 5% target? In which financial year will that be?”
“T5. Given that Germany has lifted its partial arms embargo on Israel, why do the UK Government persist with restrictions on defence export licences to our ally?”
“We should aim for an energy system that provides cheap, reliable and abundant electricity at all times of day and in all seasons; a system that does not depend on weather patterns and does not require consumers to become the balancing mechanism; a system with enough firm capacity built in that the lights remain on, even in the stillest winter week.”
“A system that is built around weather-dependent electricity and consumer demand shifting simply could not meet that requirement. We should not resign ourselves to an energy future in which households are constantly asked to postpone cooking, heating or charging appliances during peak times purely to compensate for low wind output, nor should business be expected to halt operations because the breeze has dropped. Innovations that give consumers the option to save money or lower bills are welcome. Where demand flexibility is voluntary and genuinely benefits consumers it should be encouraged, but it must never become the cornerstone of our national energy strategy. Flexibility should support the system, not prop up its structural weakness. Our ambition as a country should be far higher.”
“Friend the Member for East Surrey (Claire Coutinho) has called for greater private investment in gas power stations to provide the security of supply that only firm capacity can deliver, yet the Government persist in placing their hopes in demand shifting and in a growing share of intermittent power. That is not a credible energy strategy for a modern industrial economy. Other major economies are not taking this gamble; they are investing in firm, reliable power generation, because they understand that energy security is the foundation of economic strength and national resilience. I ask all Members to consider what this would mean in a time of national emergency or war. In such circumstances, our productive capacity would need to run at full speed, continuously and without interruption.”
“As more dispatchable plants retire and more intermittent generation comes online, that fragility will only deepen. That point leads me to the most pressing issue underpinning this debate. At the end of this decade, the United Kingdom faces a firm capacity crunch. Older baseload and dispatchable plants are closing, and they are not being replaced at the required scale. Nuclear projects are delayed, investment in new gas capacity has slowed, and Government strategy appears to assume that flexibility and good fortune will fill the gap. My right hon.”