Parliament's party history for this member: Liberal Democrat ( – present).
Register of interests
Every entry the member has in the Register of Members' Financial Interests, as Parliament currently publishes it. The wording and values are the member's own declarations; nothing here has been assessed by this site.
Totals add only the entries that declare an amount received: payments for work, donations, gifts, and funded visits (register categories 1.1, 2, 3, 4 and 5). Ongoing employment is listed but not added, because its figure is a rate rather than a sum received. Each entry is dated by when the benefit happened, not when it was registered, and placed under the party the member sat for on that date. A member who changed party therefore has a separate total for each.
Date
Category
Entry
Declared value
Sitting for
Source
4. Visits outside the UK
International visit to Gibraltar between 08 September 2026 and 11 September 2026H.M. Government of Gibraltar
As the Minister said, LGR and devolution are intrinsically linked, so it came as a bit of a surprise to read on page 66 of the Red Book that Surrey is apparently in advanced talks with the Government over a new strategic mayoralty, because those talks have not involved any of the local MPs and have apparently entailed only a 10-minute phone call with the new unitary authorities for Surrey on Monday evening. In the spirit of consensus and correspondence, can we make sure that before this goes any further, those unitary authorities and the local MPs are fully consulted?
The United Kingdom is arguably already in a state of hybrid war against our adversaries. Does the Minister anticipate a cognitive component to this strategy designed to strengthen community resilience, not least to make it resilient against the kind of active disinformation that is likely to seek to undermine it? In that spirit, how will the strategy dovetail with the national centre for information defence?
Building Safety (Remediation of Unsafe Cladding etc) Bill
The hon. Lady talks about the need and desire to end the culture of cosy deals. I completely agree, but is not PAS 9980 itself a cosy deal done by the former Secretary of State, Michael Gove, as a compromise with building developers, to let them off from so many of the financial obligations that they would have had if they had to remediate buildings to the standard at which they should have been built? Does this Bill not turn that cosy deal into law?
Building Safety (Remediation of Unsafe Cladding etc) Bill
The hon. Gentleman’s constituents’ stories resonate deeply, and are similar to those I hear from my constituents. Nine different properties in my constituency had EWS1 forms that were signed by a rogue fire safety engineer called Adam Kiziak, which has introduced further uncertainty and anxiety, alongside everything that the hon. Gentleman has spoken about. That is why I feel so passionately that this Bill could go just a little bit further, and call for the independent regulation of fire safety engineers to bring added certainty to those who do have to commission forms that ultimately speak to the quality, but also the safety, of the building. Will he join me in making that case?
Prostate Cancer UK has identified that men from deprived areas are 29% more likely to be diagnosed with prostate cancer only at a point after the cancer has already spread, which touches exactly on the point that the hon. Member is making. Does he agree that as well as having more sensitive diagnostic tests, we must make sure that the people who are most at risk can access those tests?
I have no Jewish schools in my constituency of Surrey Heath, nor any formally constituted places of Jewish worship, but I do have a proud and active Jewish community and am also the father of two children. As the father of two teenagers, I am deeply concerned about their exposure to deeply problematic mis and disinformation that exists online, including conspiracy theories. So I wonder whether the Secretary of State can, in pursuance of recommendations 4 and 12b, say a little bit more, because these are complex recommendations. They talk about staff being informed about the
“nature and risks of harmful antisemitic content”,
when we do not really, even as a society, fully understand the nature and scope of that antisemitic content, because it can be explicit, but it also can be insipid and implicit. Recommendation 12b mentions embedding
“high-quality teaching on media literacy…to recognise and confront harmful online content”.
These are difficult, very challenging things for any teacher to do. In supporting those teachers, will the Secretary of State say more about how this set of recommendations dovetails with this Government’s broader interest in tackling mis and disinformation online, because in truth we need a whole-of-society approach to tackle this scourge?
Last weekend I was in Iceland for the Arctic Circle Assembly, where I heard a great deal of support for greater co-operation with the United Kingdom in the High North, but also an excitement about the impending Arctic policy framework that was published on Thursday. That document recognised the great strategic importance of the High North to the United Kingdom. Given that, will the Minister say more about when a new icebreaker will be brought online, which is clearly critical to our polar strategy and posture? What other resources will the United Kingdom need in the short term to deliver that strategy?
The Liberal Democrats are deeply concerned by the declaration of severe drought across the south-east and south-west. It is a stark warning. We are in the grip of a climate crisis, and our water system lacks the resilience to address the water insecurity that that crisis is substantially causing.
The Government and water companies must act now and at speed. Families, schools and businesses deserve to know that their taps will keep running and that the current situation will not become the new normal. The best way to save water is not to waste the water we have. Water companies must act to cut leakage, follow drought plans and invest in resilient infrastructure. Bill payers should not pay for decades of under-investment while nearly 3 billion litres of water escapes through leaking pipes every day.
Farmers and food production face enormous pressures. Farmers may already have lost hundreds of millions of pounds to drought this year. The Energy & Climate Intelligence Unit estimates losses of nearly £5 billion across three weather-hit years. As I know the Minister knows, food security is national security. But the family farm tax, DEFRA budget cuts and the mishandling of the sustainable farming incentive are right now putting agriculture in jeopardy. Will the Government change course and back the Liberal Democrat plan for an additional £1 billion for the farming budget?
In the long term, we need greater water storage, recycling, transfers and sustainable desalination alongside the fundamental reform of water companies failing to cope with the changing climate. Britain’s farms have enormous untapped potential to store water. Outdated planning rules and inadequate support are holding them back, and the Government’s £15 million reservoir fund does not even scratch the surface. Will the Minister today commit to a national “call to store” programme <span id="673" class="column-number" data-column-number="673"></span>to identify on-farm storage capacity, remove planning barriers and back farmers, who want to be part of the solution?
There is very little that gives me more pleasure on a Friday afternoon than to talk about critical transport infrastructure in Surrey Heath. I am grateful to the House for allowing this Adjournment debate, and to the Minister for responding this afternoon.
If a person were to look at a map of the United Kingdom, they would perhaps think that Surrey Heath ought to be a well-connected place. We have the M3 on our doorstep—indeed, it runs right through the middle of the constituency. We have London nearby, we have thriving businesses, and we have the Royal Military Academy Sandhurst, over which I sometimes argue with the hon. Member for Bracknell (Peter Swallow). However, try getting across Lightwater at rush hour, catching a train from Camberley or reaching hospital without a car, and a different picture emerges. At the last census, 56% of Surrey Heath households had two or more cars or vans, compared with 35% across England and Wales. We are in the top 10% most car-dependent constituencies in the country. I would contend that that does not reflect choice; rather, it reflects how little choice people have. Residential housing has dramatically expanded, public services have been rationalised, and the transport connecting them has barely kept up.
There are so many issues that I want to raise today, but in the interests of time, I am going to restrict myself to just three. The first is the ongoing daily nightmare that is junction 3 of the M3 and the A322 at the aforementioned Lightwater. Anyone tuning in to a morning traffic report on BBC Radio 2 or LBC will be all too familiar with the name of Lightwater—it features with depressing regularity. For those Members who do not know, the A322 provides a vital link between Bracknell and Guildford. Businesses and commuters depend on it, and when junction 3 seizes up, the costs are felt across the entire corridor. People are late for work, deliveries are delayed and engines idle, polluting the air and wasting fuel. Productive time disappears in queues. The corridor connects two major centres of employment, yet we seem remarkably willing to accept its regular failure as an unavoidable fact of life.
Then, there are the consequences for the villages around junction 3. Drivers divert through neighbouring communities, and roads outside people’s homes become rat runs. Residents describe speeding, dangerous manoeuvres and difficulty crossing the road. I know that this is not unique to Surrey Heath, but there have been serious accidents—including fatal ones—and there are continuing concerns about safety. This is an issue that Surrey county council has neglected for years, but on the topic of highways funding, it has long raised a legitimate concern. Surrey carries significant through traffic, much of it originating outside the county, yet road maintenance funding has historically been based on road length and physical assets, rather than how heavily roads are actually used.<span id="731" class="column-number" data-column-number="731"></span>
It is reasonable to ask whether a county carrying such an enormous volume of traffic receives a fair allocation to maintain its roads, and I join Surrey county council in asking that question, but the problems at junction 3 and the A322 go well beyond routine maintenance. Years of inadequate investment have left a problem too large for a local roads authority to resolve from its own resources. The A322 is a strategically important economic corridor that is bound up with one of the busiest parts of our motorway network, so I hope the Minister will resist the temptation to tell me that the A322 is simply a local problem requiring a local solution.
I see the Minister shaking his head, and I am encouraged by that visual sign. We already know who maintains the A322, but the heart of the problem is the way in which the A322 interacts with the M3. If Surrey county council and National Highways cannot tackle that challenge between themselves, the Government will be required to step in to help broker a solution.
In March last year, Ministers confirmed that National Highways had completed an initial study of junction 3 and was progressing further feasibility work on both short-term improvements and larger-scale interventions. That work was intended to shape investment decisions under the now-published third road investment strategy. I would welcome an update on what has happened to that work, and what prospect there is of securing funding for the improvements that are needed.
My first request of the Department, though, is to bring National Highways, Surrey county council, the incoming West Surrey council, Bracknell Forest council and any other interested local stakeholder, plus Surrey police, together for an urgent strategic review of the whole corridor. That review must examine the economic costs of congestion, road safety, the consequences for residential communities and the demands of future development. I hope that it will also identify practical improvements that can be delivered quickly, alongside properly costed proposals for larger works.
Residents have campaigned for improvements to this junction for decades. Indeed, my predecessor as MP—Michael Gove, who is now a noble Lord—clearly recognised its importance, having spent many years being photographed beside it. However, the people of Lightwater have had enough of photo opportunities, and they have certainly had enough of me standing beside that same junction; instead, they want investment. They deserve to know what can be done, what it will cost and when decisions might be made.
I also want to raise the issue of current and future interactions of new housing targets on public infrastructure. That brings me to rail connectivity in Surrey Heath. Camberley, our principal market town, is only 30 miles from central London. It is considered to be at the heart of the home counties commuter belt, yet there are only two direct morning trains to Waterloo, each taking 73 minutes. Every other service requires at least one change. From Farnborough, <span id="732" class="column-number" data-column-number="732"></span>Waterloo can be reached in only 37 minutes, and from Woking, which is not too far away, it can be reached in just 27 minutes. Even Winchester has trains that reach London in under an hour, despite being double the distance from London Waterloo. It is little wonder that so many residents begin their rail journeys by driving further away from their nearest train station.
After two years of pressing South Western Railway, I recently received the Wessex suburban journey time study—it is a thrilling and exciting read, and I recommend it to all present. It suggests potential time savings of just six minutes from Camberley, seven minutes from Bagshot and nine minutes from Frimley, yet passengers would depart later and arrive at Waterloo at precisely the same time under the new plans. We need the study to be developed into costed options for faster, direct services, including the infrastructure investment required to make a meaningful difference.
Rail is only one part of the picture; buses are another part. When I asked my local residents about the issues they would like me to raise today, the frequency, reliability and extent of bus services was near the top of their list. They want reliable buses that genuinely serve their communities and connect to other transport nodes, such as local railway stations, but that are timed so that they can fit into the lived reality of the school day, for example, rather than a transport planner’s interpretation of it. When bus services cannot be trusted or simply do not fit into people’s lives, they invariably turn to their cars, adding to congestion and the troubles in our local road network, undermining the economic case for the bus services that remain. That is not a desirable position to be in.
Those pressures will only grow if new housing is not matched by better transport. The Government’s revised housing methodology has more than doubled Surrey Heath’s annual housing requirement. I understand why we need to build: young people want to live near their families, and businesses need workers who can afford to live locally. I am not opposed to development at all in principle, but I am concerned by the lack of matching ambition for the infrastructure on which those homes will depend. The ongoing development at Mindenhurst, an extension of the village of Deepcut, is a case in point.
Based on the old Army barracks, Mindenhurst is a development of 1,200 properties, with a new school, pubs, sports facilities, a refurbished church, and local shops and amenities. It is genuinely an example of development done well. There is much to commend in its design and the quality of its implementation, but it has invariably had a very significant impact on the transport infrastructure beyond the confines of its own site, adding significant additional traffic to an already challenged and congested road network. There are proposals for another 950 houses in nearby Normandy, which will compound those impacts.
At the moment, these schemes are assessed separately in planning terms, but the residents and future residents use the same roads and junctions. Section 106 agreements and community infrastructure levy money from developers have an important part to play in upgrading transport infrastructure, but the money knocks off only the roughest edges of the <span id="733" class="column-number" data-column-number="733"></span>impact that a single development will have. It is a sticking plaster for an infrastructural patient that increasingly requires major surgery.
Even if we added together every section 106 agreement and every pound of CIL money, it still could not address decades of under-investment in transport infrastructure. That requires serious public investment and strategic planning at both regional and national levels. That is also why the Government must be careful when implementing their new housing requirements, because in many places our infrastructure is already years, if not decades, behind where it needs to be now. Yet we are planning substantial new development, including in areas with limited public transport where many additional journeys will inevitably be made by car. That will create significant pressures. I worry about what that means for public confidence in development itself. Residents see another planning application and ask a simple question: how will the roads, schools and buses cope? Even those who recognise the need for new homes can become frustrated when the supporting infrastructure always seems to be promised for tomorrow rather than delivered today. I hear that repeatedly in Surrey Heath, and I suspect that many Members across the House hear the same.
Buses and housing growth must be planned together. We need to be more ambitious and co-ordinated in planning for growth. At a time when Surrey is undergoing local government reorganisation, we lack both a local plan and the broader spatial strategy that opens our communities up to speculative development. West Surrey council will begin operating next April. That creates an opportunity to plan across a wider area. However, it will inherit a significant debt and cannot reasonably be expected to shoulder the investment burden alone.
My second request is therefore for the Minister to work with the incoming council, National Highways, rail and bus operators, and schools to develop a shared infrastructure delivery plan. Above all, residents deserve clarity. They should be able to see who is responsible, where the funding will come from and when improvements may be delivered. Where strategic infrastructure lies beyond the means of local authorities, there must be a meaningful role for central Government in funding and helping to co-ordinate it.
Turning to Frimley Park hospital—an issue I have raised in the Chamber before, not always with the utmost of success—I strongly support a new modern hospital to replace buildings affected by reinforced autoclaved aerated concrete. However, I have serious reservations about the hospital trust’s preferred site at Frimley Fuel Allotments, particularly about access for patients, staff and ambulances. That concern is shared by local residents, the South East Coast ambulance service, the blood transfusion service and even clinicians at the hospital itself.
The surrounding roads already serve six schools, and residents and school leaders have jointly raised concerns about the proposal. The area is constrained by single-lane bridges, difficult access routes and limited public transport. When we add ambulance movements, shift changes, out-patient appointments and years of construction traffic, it is entirely <span id="734" class="column-number" data-column-number="734"></span>reasonable to ask whether the local road network can cope. Before a final decision is made on the site selection, we need clear and convincing evidence that access can be maintained safely and reliably, particularly at the busiest times of day when pupils are in schools.
Last year, health officials advised me that the necessary transport works had not been either fully costed or budgeted for and might in fact end up depending on the new hospital programme’s contingency fund to receive the funding they need. I find that deeply troubling, because we know what contingency funds are for: unforeseen consequences that happen during the building process, not things that can be entirely foreseen at the start of it. Surely the cost and the practicality of getting people to a hospital are fundamental considerations in deciding where to build it.
My third request to the Minister, which I recognise may stray beyond his brief in the Department for Transport, is to work with health colleagues to secure a fully costed and funded hospital access plan before any planning permission is submitted or, potentially, questioned. That must cover ambulance access, public transport, parking, the effects on schools and residential roads, and construction traffic.
I also want to know what happens if satisfactory access cannot be delivered. In that case, the proposed location of the hospital must surely be reconsidered. The trust’s public engagement exercise for the new hospital recently closed, leaving many residents with the impression that the most important question of all—the hospital’s location—had effectively been decided before they were even consulted. I do not think we should end up in that position.
In Whitehall, the issues I have raised today—a motorway junction, railway timetables, buses, new housing and a hospital—may look like separate matters, but for people in Surrey Heath they are part of the same working week and the same struggle to get around. The Government want more homes and a more productive economy, and so do I, but we need to get much better at co-ordinating the investment that makes both possible.
I hope the Minister will respond to my three requests: an urgent strategic review of junction 3 and the A322 corridor with National Highways fully involved, a shared infrastructure delivery plan for West Surrey backed by proper Government funding and Government co-ordination, and a fully costed and funded hospital access plan before any planning application. For each, I would welcome a clear indication of who will take responsibility, what happens next and where we can expect progress.
As I said right at the start, Surrey Heath looks well connected on a map. My constituents ought to be able to feel that connection when they leave their front doors in the morning and when they return at the end of a hard working day.