Oral Answers to Questions

Lord Spellar Excerpts

Thursday 15th September 2016 Commons Chamber

[Paul Maynard]

Yes.

[Mr John Spellar (Warley) (Lab)]

As we are seeing a bonfire of the vanity projects associated with the former Chancellor and Prime Minister, would it not be sensible not to be seduced by “grands projets” and to add to that list, heeding the sage advice of Rod Eddington in his 2006 study, binning HS2 and focusing on local capacity to benefit, much sooner, passengers and regions?

[Chris Grayling]

The trick is to do both. I can assure the right hon. Gentleman that he, as a Birmingham Member of Parliament, is absolutely not speaking the same language as his city council and many of those involved in the business community in Birmingham, who are looking forward to the improvements that HS2 will bring to that city.

Regional Airports

Lord Spellar Excerpts

Tuesday 2nd February 2016 Westminster Hall

[Catherine McKinnell (Newcastle upon Tyne North) (Lab)]

I beg to move,

That this House has considered regional airports and UK airports capacity.

It is a pleasure to serve under your chairmanship, Ms Vaz. I am delighted to have secured this debate, which could not be more timely in a year when I hope that the Government will face up to some of the most significant decisions in the aviation sector for decades. That could not be more important for regional airports, such as Newcastle international airport in my constituency and countless others around the UK, which are the backbone of regional economies and, therefore, the economy as a whole. The interest in and concern about the issue is demonstrated by the number of hon. Members present.

Newcastle international airport celebrated its 80th anniversary last year. As the Minister knows because he came to visit, it is the largest airport in the north-east and the 10th largest in the UK. It also happens to be the single largest employer in my constituency and is proud of its public-private partnership model, with ownership between the seven local authorities and AMP Capital. Indeed, it served a record 4.56 million passengers in 2014 and supported 3,200 jobs directly on site and 12,200 indirectly. It contributes over £581 million in gross value added to the north-east economy, including £181 million in tourism impact and 1,750 tourism jobs.

Newcastle airport exports well over £300 million of goods every year. The vast majority are carried by Emirates on its long-haul service to Dubai and last year saw the first ever trans-Atlantic service from Newcastle by United Airlines to Newark, which is set to return this summer. Newcastle international airport makes an invaluable contribution to the north-east’s proud claim to be the only consistently net exporting region in the UK, just as other regional airports make an invaluable contribution to their local economies.

This is when we come to the purpose of today’s debate. The Government are facing critical decisions that will determine the future of the UK’s aviation sector, which in turn will have a major impact on regional economies. Those decisions are not new and include where to build the new runway to provide the capacity we need for the future and how properly to support regional airports during a time of considerable upheaval with devolution.

Time and again, the Prime Minister has kicked the can down the road rather than face up to the challenges. It is not just Heathrow or Gatwick that loses out from this chronic indecision. The future growth and sustainability of the UK’s regional airports and, by extension, the growth of our regional economies, are equally put at risk.

[Mr John Spellar (Warley) (Lab)]

Does my hon. Friend, like me, find it utterly extraordinary that, given the huge advantage to many regional airports around the country, the fact that business is overwhelmingly supportive of an early decision on airport capacity and the fact that the private sector trade unions—GMB and Unite—are also campaigning vigorously on behalf of their members to increase airport capacity, the Prime Minister, dithering Dave, is still holding back on bringing a decision to Parliament?

[Catherine McKinnell]

I thank my right hon Friend, who makes my argument for me. Hon. Members will remember the Chancellor’s claim in 2011 of a march of the makers, which he has since forgotten, and his more recent talk of a northern powerhouse. How does he expect the makers to march or the north to become a powerhouse if they cannot export or do business with the rest of the world? That is what is at risk thanks to the Government’s dither and delay.

High Speed Rail (London - West Midlands) Bill

Lord Spellar Excerpts

Tuesday 15th September 2015 Commons Chamber

[Mr Goodwill]

The £20 fee is a matter for the House. I can reassure colleagues that anyone who has already petitioned will not be asked to pay a second fee. I do not believe that a £20 fee is prohibitive in this particular case.

An explanatory note of the changes was made available to the House last week. Although it is not the purpose of this debate to discuss the changes in detail, it is clearly important that Members understand the principle of them. If the motion is passed, those who are directly and specially—to use the legal term—affected by these changes will be able to petition the Select Committee, which is chaired by my hon. Friend the Member for Poole (Mr Syms). The Select Committee will then consider their case for changing the scheme.

First, let me turn to the proposals in relation to Euston. In April 2014, the House gave a Second Reading to the High Speed Rail Bill. At the time, the Secretary of State, having considered Sir David Higgins’s recommendations, said that we would seek to develop more comprehensive proposals for the redevelopment of the station to maximise the economic potential and regenerate a site that has been neglected. Since then, HS2 Ltd has worked with Network Rail and Transport for London, as well as engaging with the local community to develop such a proposal. Indeed, I have visited the area myself with Frank Dobson, who used to represent the area around Euston. I am pleased to see his replacement, the hon. and learned Member for Holborn and St Pancras (Keir Starmer), in his place on the Labour Benches today.

The proposal announced today will substantially reduce the disruption to the travelling public, provide an enhanced underground service and do much more to support the wider regeneration of the local area. It is also fully compatible with the redevelopment of the remaining conventional station, which is for Network Rail to bring forward in due course.

[Mr John Spellar (Warley) (Lab)]

Will the Minister take this opportunity to comment on the stories in the weekend press that there would be a substantial increase in the cost as a result of these changes, as well as a reduction in the number of platforms for the inter-city services?

[Mr Goodwill]

I can certainly put the right hon. Gentleman right on that point. Eleven new platforms will be built for HS2 at the station, and 11 will remain in the current station to serve the existing network. Five approach tracks will remain, and there will be four for a period of approximately three years during construction. Works on the existing tracks and platforms will enable existing services to be accommodated. Those works will be undertaken prior to the start of the construction of the main HS2 works.

High Speed 2 will provide a step change in capacity on the west coast main line by enabling long-distance passengers to make their journeys much faster on the new line. This will free up space on the existing network for faster, more frequent trains. Indeed, it will also free up space on those platforms. I want to make it clear that for the existing west coast main line, the number of platforms will be reduced from 18 to 11, while the number for HS2 will increase from zero to 11. This means that there will be 22 platforms in total, which is four more than at present. The HS2 trains will also be longer, and the way in which they load their passengers will make it easier for people to get on them. That is because there will be a system similar to the one used by Eurostar, in which passengers come down escalators on to the platforms. This will avoid the situation of everyone trying to rush down to one part of the platform as the train starts to load.

--- Later in debate ---

[Mr Goodwill]

I would be delighted to come to have a look at the problem. I believe the hon. Lady’s constituency has the ventilation shafts which will be the problem and that there is a local laundry facility available for many people who do not have washing machines, so it is important that we look at how they can still have that facility. [Interruption.] That is in the constituency of the hon. Member for Hampstead and Kilburn (Tulip Siddiq). Sorry, I got confused. As we have new Members representing that area, I would be delighted to visit once again to hear about that issue. If any additional problems are caused by these additional provisions, I would be happy to look at them and meet local people. If the leader of the local council would also like to attend, I would be delighted to see her, too.

[Mr Spellar]

I thank the Minister for the comprehensive explanation he has given of the changes and the two tranches. Will he also tell us what the Department’s outline estimate is of the additional costs of these changes?

[Mr Goodwill]

Some of these will be less expensive—indeed, that is one of the purposes of some of the changes we have suggested—and other changes will be within the budget that we have outlined, so there will be no need to have an overall increase in the budget. HS2 Ltd did, however, make provision, when planning for this project, for some changes that it expected the Select Committee may propose. I might expand on that a little later in my comments.

It should also be recognised that the changes set out in the additional provision are only a fraction of those that we have made to the scheme to address petitioner concerns. Many changes can be made within the existing Bill powers and so do not require an additional provision. Those include changes such as improved noise mitigation at Wendover and mitigations of the impacts on Bechstein’s bats—a species of vesper bats—in Sheephouse Wood in Buckinghamshire. The Bechstein bat is a particularly at-risk species and it is important that we protect the woodland habitat it uses.

The overall phase 1 budget is not expected to increase as a result of those changes, including the Euston proposals. Many of the changes come at no additional cost, some actually produce small savings and others are absorbed by the contingency set aside at the outset specifically for the purpose of addressing petitioner issues. If this motion is successfully passed, both these additional provisions will go through the same process, although the timings will be different for each. The relevant additional provision, an environmental statement describing the likely significant environmental effects of these changes and a supplementary environmental statement describing any new or different significant environmental effects of other proposed changes that do not require a change to Bill powers will be deposited in Parliament, council offices and libraries in affected areas. For the additional provision affecting Camden, these documents start to be deposited tomorrow. For the additional provision affecting other areas of the route, these documents will be deposited from 12 October.

A public consultation on the environmental statement will be held. The responses to the consultation will be analysed by Parliament’s independent assessor and the assessor’s report will be tabled in the House ahead of Third Reading. For the additional provision affecting Camden, the consultation will run from tomorrow until 6 November, and for the other additional provision, the consultation will run from mid-October.

There will also be a petitioning period for those directly and specially—to use that term again—affected by the changes in this additional provision to submit petitions against them. The petitioning period will run as usual for four weeks. For the additional provision affecting Camden, it will begin on Friday 25 September and end on Friday 23 October for all petitioners. For the other additional provision, the petitioning period will begin in mid-October for all petitioners. Newspaper notices will be published in national and local newspapers over two consecutive weeks following the deposit of each additional provision alerting the public to the changes and to the opportunity to feed into the process by petitioning or responding to the consultation as appropriate.

Oral Answers to Questions

Lord Spellar Excerpts

Thursday 4th December 2014 Commons Chamber

[Mr Hayes]

“Proactive” is my second name. My hon. Friend always brings originality to this Chamber and this is an interesting and original idea, which I would be more than happy to discuss with him. As I say, I have not received formal representations, but his representations are enough for me and I am more than happy to meet him.

[Mr John Spellar (Warley) (Lab)]

In the changes the Minister was just extolling, he only touched on the recent ones at the Dartford river crossing. How does he justify raising the charge by 25% and the whacking £105 fine if someone forgets? How much are those fines estimated to raise during the next year? How much will the scheme cost to administer and, by the way, how will he ensure that foreign drivers pay the charge?

[Mr Hayes]

Unusually, the right hon. Gentleman is being rather critical and negative, and it is not in his character to be so. The changes we are making at Dartford are important and forward-looking and they are succeeding. He is right about ensuring that all who need to pay do pay, and the progress report I can give the House today is that the changes introduced just a few days ago are on schedule, on time and in tune with the wishes of local people, who will get discounts, as he will know. By paying in advance, people will also pay less.

Local Bus Services

Lord Spellar Excerpts

Wednesday 5th November 2014 Commons Chamber

[Mary Creagh]

That is indeed an important point. The competition in London happens at the point of contracting the routes, whereas in Manchester the theoretical competition happens on the road. I was on a bus in Manchester last Friday, so I know my hon. Friend makes an important point about the sort of private provision and the sort of competition that benefit not just people, but our economy, jobs and growth. If we do not have transport mobility, we will not have social mobility because people will not be able to move out of their areas to look for work, further their education and better themselves.

[Mr John Spellar (Warley) (Lab)]

It is not, of course, just Manchester, as this applies across the country. When bus services to local hospitals were cut, there was little Centro could do about it—it was the bus companies that did it—and there was nothing that local councils could do either. It required an excellent campaign such as the one conducted by our Labour candidate, Stephanie Peacock, to get the bus services working again.

[Mary Creagh]

I pay tribute to Stephanie Peacock. My right hon. Friend reinforces my point about linking up to health services. Interestingly during this period of cuts to bus services, what we have seen is that when services that were once “supported services” were cut by the transport authorities, they magically reappeared when bus companies suddenly found that they could operate the services commercially after all. When the taxpayer is paying but a service is suddenly found to be commercially viable, it is a further sign of a market that is not working properly.

Oral Answers to Questions

Lord Spellar Excerpts

Thursday 28th February 2013 Commons Chamber

[Mr McLoughlin]

I am grateful to my hon. Friend for the way in which he properly and consistently raises this point. He attended a meeting in the House with the chief executive and other senior people from Network Rail and also from FirstGroup, which I organised. It gave my hon. Friend and other colleagues the opportunity to put these questions to them. I shall visit my hon. Friend’s constituency later this year, and we will be talking more directly about these issues.

[Mr John Spellar (Warley) (Lab)]

If the Minister, the hon. Member for Wimbledon (Stephen Hammond), refers to the text of the answer to Question 18, he will be aware of the scandal surrounding wheel-clamping and the involvement of criminal elements which led to its banning. There are now concerns that these undesirables are moving across into ticket parking control. Already 300 companies will have direct or indirect access to the Driver and Vehicle Licensing Agency database. What steps is he taking to prevent abuse, and will abusers be denied access very quickly?

[Stephen Hammond]

A range of comprehensive measures is in place to prevent the abuse of the DVLA database. Parking companies cannot obtain data from the DVLA unless they are members of an appropriate accredited trade association and abide by its code of practice. In this role, the British Parking Association audits its members annually, and the DVLA also undertakes regular inspections. When necessary, the DVLA takes direct action to suspend facilities to request vehicle keeper data. In 2012, the DVLA suspended 21 parking companies from receiving that information.

Civil Aviation Bill

Lord Spellar Excerpts

Wednesday 25th April 2012 Commons Chamber

[John Woodcock]

I believe so. That is why it is so important for our amendment to be accepted, and for the Minister to provide substantive reassurances.

[Mr John Spellar (Warley) (Lab)]

As my hon. Friend has pointed out, the UK, for historic reasons, has the largest Sikh community. That confers a particular responsibility on Ministers and officials in the Department for Transport to ensure that these sensitivities are understood in European discussions. Does my hon. Friend think that the passing of the amendment would reinforce their ability to ensure, in such discussions, that other countries with less experience of the issue appreciate its significance?

[John Woodcock]

My right hon. Friend is absolutely right. Passing the amendment would send a strong signal to our European neighbours that the UK attaches great importance to the issue, and would empower our Ministers and officials to go out to Europe and secure the necessary safeguards.

Our amendment seeks to write into law the role of the CAA in providing airports with advice and assistance on ensuring that dignity is maintained. Any move to a risk-based system reducing the uniformity of security provision between airports would make that all the more important. I hope that the amendment will be supported by Members throughout the House. If our aviation security regime is to command the confidence of all communities in this country, we must do more to ensure that they can be certain of being treated at all times with fairness, dignity and respect. This is a simple amendment, which I believe will help to achieve exactly that.

--- Later in debate ---

[Mr Spellar]

On a point of order, Mr Deputy Speaker. I have huge regard for your qualities, and the abilities you bring to your office. I was therefore astonished at the recent intervention by the hon. Member for Daventry (Chris Heaton-Harris), seeming to imply that you would not know whether a Member was in order. I hope the hon. Gentleman realises that, and that in future he will treat your office, Mr Deputy Speaker—and, indeed, yourself—with greater respect.

[Mr Deputy Speaker]

I am sure we can now make good progress.

--- Later in debate ---

[Julie Hilling]

I thank my hon. Friend for that intervention and I agree with him.

We were told in the Select Committee and in the Public Bill Committee that risk-based security was based on an analysis of people’s behaviour—how they purchase tickets, what insurance policies they have, and so on—but a certain group of people are still more likely to commit an offence. I hope the Minister can reassure me and colleagues that the proposals will ensure that people are caught and are not able to commit atrocities in our skies.

Aside from the race element, there has been an increasing number of complaints from disabled people about how they have been treated at airports, especially from people with colostomy bags or other physical attributes, who have been subjected to pat-down searches. Again, we must consider how to ensure that disabled people are not discriminated against and that they are treated with no less concern for their dignity than other people, even if that means that they may have to go through another door for certain other investigations. Those investigations must not be intrusive or discriminatory or interfere with people’s dignity.

As we heard, at Manchester a scheme has been in place since 2009. Body scanners have been trialled that use backscatter X-ray technology which does not yet have EU approval. I am informed that the radiation from the body scanner is equivalent to cruising for two minutes at altitude and that the scanners have been approved by the Health Protection Agency. However, when the trial ends in October, unless there is an extension, the airport will not be able to continue using them.

The passenger approval rate is 95%. People much prefer it to the old-fashioned pat-down search, as do security staff, because it avoids the need to touch and the bending and stretching that they would otherwise have to do. Not everybody goes through the body scanner. Everybody goes through the first security phase, then a door opens and they either go through the body scanner or go straight ahead. The system has worked, but the concern is that if the EU does not approve it, the investment will have been wasted. More worryingly, what incentive will airports have to be innovative in future? As the hon. Member for Beckenham (Bob Stewart) suggested, we must continue to ensure that terrorists do not find any loopholes in our security system.

On the outcome-focused, risk-based approach, the Minister seems to be saying that the Bill gives airports the chance to innovate and look at other ways of reaching the same solution. That approach is not working for Manchester because it will not be able to continue using the scanners unless the Government can agree with the EU that the system should continue. Will airports be less likely to invest their own money? Even if the Government’s desired outcomes are achieved, a different input method would be used. My worry is that there is not a clear enough picture for how we achieve the outcome-focused, risk-based approach.

Of course, this is a worldwide issue. We need to ensure that passengers returning to and departing from the UK have stringent security checks. Whether across the European Union or globally, we need systems in place that we can all live and work with. I hope that the Minister will return to the issue. As I have said, I am not convinced that an outcome-focused, risk-based approach will allow innovation and ensure that our airports all have the same level of security.

Finally, I want to talk about the staff transfer issue. As hon. Friends have said, the trade unions, the Transport Committee and the Public Bill Committee have all expressed concerns about losing expertise through the transfer of staff from the Department to the CAA and fear that current employees will look for other opportunities in the civil service. The Under-Secretary of State for Transport, the hon. Member for Lewes (Norman Baker), wrote to me on that point and stated that the Department could look at how secondments might be used but was committed to ensuring that the costs of regulation are transferred to users and away from taxpayers.

The Minister also said that seconding Department staff to the CAA, rather than transferring them with a function, is unlikely to help ensure that experienced staff remain with the CAA when secondments end. I feel that the Minister has missed the point. Many civil servants are seconded to outside agencies and the cost is transferred to those agencies. While the function that the civil servant fulfilled is transferred, they would stay with the agency within their role. It is not the case that they would be transferred for a fixed period of time and then come back; they are transferred with that function. That means that the individual would retain their terms and conditions and, most importantly, their pension rights. We know that that is of great concern to the employees and that that is why we are most likely to lose that expertise, because they say that they do not want to lose those things and so want to stay within the civil service to look for other opportunities. I hope that the Minister will rethink the decision and not risk the flight of staff and the loss of expertise and, with it, the resilience in our security system.

[Mr Spellar]

As a former Transport Minister, I particularly welcome amendment 11. It will also be very much welcomed by the Sikh community, especially, and fortuitously, at this time of the Sikh festival of Vaisakhi, which Members of Parliament from both sides of the House celebrated with the community last night here in the Palace of Westminster. As colleagues have said, the Sikh community has historically served this country very well and is now an enormously important and dynamic part of our community, both in business and in many of the professions.

The Sikh community have expressed their concerns, particularly about the handling of the turban at airports, but throughout these discussions—I was involved as a Minister in previous iterations—they have always made it clear that they fully accept the need for security and, therefore, ask, “How do we achieve that?” within the sensitivities of their religion.

--- Later in debate ---

[Mrs Villiers]

As I recall, it featured in my discussions with Siim Kallas last time I was at the Council of Ministers. We get the impression that the Commission is interested and has an open mind, and, in respect of the immediate prospects, we will consider whether we need to start a further trial when the current one expires in July. We are considering various ways of solving the problem, because it is important that we find a solution that works for the community.

[Mr Spellar]

Given that the trial must have been running for about 12 months, will the Minister tell us whether it has been a success? Most of the evidence will have come in the first month.

[Mrs Villiers]

As I have said, we believe that the trial has been positive so far, but it would not be appropriate for me to pre-judge the results before they have been properly assessed.

By way of further reassurance on this issue, clause 80 secures the same outcome as amendment 11, by inserting a new section 21I into the Aviation Security Act 1982, which will require the CAA to provide aviation security advice to airports, airlines and other groups. That would, if the CAA considers it to be appropriate, include advice on security checks on passengers wearing religious clothing. Therefore, although amendment 11 has provided a valuable opportunity for the House to discuss the matter, the Bill already provides for the outcome that it seeks. The Government will continue to engage with both the Commission and other member states with a view to finding a long-term solution to this important issue.

Let me turn to an outcomes-focused risk-based security regime. I welcome the words of support in principle for that direction of travel which we heard from the hon. Member for Barrow and Furness (John Woodcock). We have put together a joint Department for Transport-CAA team with the relevant skills and knowledge to develop, trial and implement the new regulatory regime. We have consulted stakeholders and hosted several interactive events with industry to explain our position. A range of trials will be carried out applying the new regulatory approach. We are conscious of the importance of retaining staff, if we can, when the posts are transferred from the Department for Transport to the CAA. We are working to ensure that we retain those staff when the posts are transferred.

The hon. Gentleman has made points about secondments in the past. We do not see a major difference being made to the retention of staff when a secondment ends, although we certainly do not rule that out as part of our strategy for retaining expertise. To respond to the points that the shadow Minister made, we agree that we are talking about a significant change to aviation security. To respond to the hon. Member for Blackley and Broughton (Graham Stringer), we believe that this move could reduce costs for industry, but that is certainly not the driving factor. The paramount priority must be to ensure that aviation security remains robust at all times. I believe that moving to a more outcomes-focused and risk-based approach could well enable us to deliver higher standards than apply currently, as we will be giving the airport industry more opportunity to develop innovative ways to deliver security outcomes and apply principles of continuous improvement. We are absolutely certain that we must in no way allow the security standards applied currently to slip. We are confident that that will not happen with an OFRB approach, and we believe that the reforms we are proposing could make passengers in the air even more secure than they are today.

Oral Answers to Questions

Lord Spellar Excerpts

Thursday 23rd June 2011 Commons Chamber

[Mike Penning]

The hon. Gentleman should also have listened to what I said. I did not say that we had conducted the consultation; I said we would balance various aspects during the consultation, and I am sure he would like to take part in that consultation and in our discussion about what is the right balance.

[Mr John Spellar (Warley) (Lab)]

3. What steps he is taking to improve the flow of traffic in urban areas.

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

We are providing local authorities with the right tools and the freedom to use them effectively. Our £560 million local sustainable transport fund will contribute to local schemes that support growth and reduce carbon.

[Mr Spellar]

Last week, in answer to a written question that I tabled on street works, the Minister stated that an independent report had found that legislation was “fit for purpose” but local authority practice needed to improve. He can certainly say that again! He only has to step outside this building to see the chaos caused by nearby street works that continue for week after week with no work actually being done, and that pattern is repeated across London and the rest of urban Britain. What is he going to do to create a sense of urgency about freeing up the roads—and, as a start, will he get Boris to focus on his day job and start sorting out London’s roads?

[Norman Baker]

All of us have considerable sympathy for those who encounter street works, which are a nuisance to motorists and pedestrians alike, and which cause congestion and adversely affect business. We are keen to take steps to improve matters, including by developing regulations to allow targeted lane rental schemes, cutting red tape from the private scheme approval process, and considering utility works overrun charges.

Sikh Turbans (Airport Searches)

Lord Spellar Excerpts

Tuesday 26th April 2011 Westminster Hall

[Paul Uppal]

I will cover some of those issues in parts of my speech that I intend to reach. However, I understand the sentiments that the hon. Lady is expressing.

In particular, some of the concerns have focused around Italy and Poland, where there have been problems. Perhaps I can illustrate the strength of feeling on the issue by quoting the Indian External Affairs Minister, Mr S.M. Krishna, who said:

“Wherever there is an insult to Sikhs, we take it as a national insult.”

That related to an issue involving the removal of the turban of Amritinder Singh, who is the coach of Sikh golfer Jeev Milkha Singh, at an Italian airport. He was made to physically remove his turban and place it with other security items in a tray.

[Mr John Spellar (Warley) (Lab)]

The hon. Gentleman is illustrating the core of the problem. The UK has a substantial Sikh population, whereas hardly any of the other European Union countries do. There is a real lack of understanding of the culture of the Sikh community and, indeed, of the Sikh faith in some European countries. In the UK, our shared history and our substantial Sikh population mean that we do understand. Is it therefore not utterly incumbent on Ministers and officials to fight on the issue strongly at European level to make sure that those concerns are heard, understood and acted upon?

[Paul Uppal]

I completely understand the sentiment expressed by the right hon. Gentleman. Towards the end of my speech, I will echo such points. The UK can take a lead on the matter and provide a way forward for a lot of our European partners on the issue. I will come to that during the denouement of my speech.

There is still discussion among Sikhs on the issue and many hon. Members are being contacted by Sikhs in their constituency, which is why I have secured this Westminster Hall debate. I hope that we can get clarification on the things that remain ambiguous, as well as enter into a frank discussion between ourselves and the Minister on what needs to happen in future.

Severe Winter Weather

Lord Spellar Excerpts

Monday 20th December 2010 Commons Chamber

[Mr Hammond]

Of course we examine the performance of train operators, and it is absolutely right that Southeastern’s performance was very poor during the bout of cold weather at the end of November. However, in the current weather conditions, the information that I have on Southeastern’s performance over the past 72 hours is far less clear-cut. The disruption has been no more than is to be expected in the extreme weather, and as I understand it, commuter services into London on Southeastern by and large operated normally this morning.

[Mr John Spellar (Warley) (Lab)]

The public expect Ministers to be players, not just spectators. Snow happens, but it is the urgency of the response that matters. The Secretary of State said nothing about whether Cobra has been meeting, nothing about what the Government offices are doing to co-ordinate their response, and very little about what he has done with the various companies and airports. He has not said whether he has asked them why they do not have senior management down there dealing with the problems, why the train companies have not got information to people who have waited for hour after hour on trains and platforms, or why the police are not taking action to get people off the motorway. With the Secretary of State for Energy and Climate Change sitting next to him, he did not say why he has not done anything about the exploitation of fuel oil and bottled gas. Does he think that that is why he is rumoured to be one of the early victims of the new year reshuffle?

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

May I say that we want very short questions? Obviously, it would be helpful—[Interruption.] Order, Mr Penning. It would be helpful if the Secretary of State could also shorten his answers, although I understand that this is a very important subject.