Civil Aviation Bill

Nigel Evans Excerpts

Tuesday 20th November 2012 Commons Chamber

[The Minister of State, Department for Transport (Mr Simon Burns)]

I beg to move, That this House agrees with Lords amendment 1.

[Mr Deputy Speaker (Mr Nigel Evans)]

With this it will be convenient to discuss Lords amendments 2 to 72.

[Mr Burns]

In an increasingly globalised world, air travel is fundamental to the long-term competitiveness of the United Kingdom. However, much of the legislation that governs aviation dates from the 1980s, and it is therefore imperative for the legislative framework to be brought up to date. The Civil Aviation Bill introduces, and makes possible, reform in four key areas: the economic regulation of airports, the legislative framework of the Civil Aviation Authority, the air travel organisers’ licence scheme, and aviation security. The Bill has secured wide support, and we have worked hard to address issues that have raised concern in this House, in another place, or in the industry.

The vast majority of the amendments made since the Bill was last in this House are minor and technical, including Lords amendments 23 to 27, 29 to 36 and 44 to 71. I shall refrain from entering too deeply into the details of those amendments at this stage; suffice it to say that they are predominantly concerned with improving the drafting, clarifying the wording, removing areas of ambiguity, or excluding doubt to ensure that our policy intentions are properly met and delivered in full.

Let me deal briefly with three notable issues on which amendments have been agreed in another place: the imposition of environmental duties on the CAA, the efficiency of the CAA, and the Secretary of State’s powers to make regulations relating to the ATOL scheme.

The environmental impact of aviation has been raised during the Bill’s passage through both Houses, and the Government take it very seriously. In particular, there has been a great deal of focus on giving the CAA additional duties to take account of it. Lords amendments 1 to 4 respond to that concern by giving the CAA a supplementary environmental duty to which it must have regard in performing its airport economic regulation functions. The amendments are intended to make it clear that in conducting those functions, the CAA must have regard to the ability of the regulated airport operator to take reasonable measures to reduce, control or mitigate adverse environmental effects that are generated by the activity of the airport—and aircraft using the airport—to which the licence relates. For example, a reasonable measure could be a cost-effective energy saving investment project, such as the installation of solar-powered lighting in terminal buildings, which would lower the airport’s future energy costs. Environmental issues in this context would include noise, vibration, emissions and the effects of works carried out at the airport. The amendments also provide clarity that reasonable costs of environmental measures undertaken by licence holders may continue to be taken into account in the regulatory settlement, where the measures are in the interests of passengers and owners of cargo and to do with the provision of airport operation services.

We have always been clear that airport operators, whether or not they are subject to economic regulation, should be able to invest in appropriate environmental measures. For example, if an unregulated airport undertakes investment in environmental measures that benefit passengers, the Civil Aviation Authority will be able to look to this and approve a reasonable similar investment in the regulatory settlement at a regulated airport.

The Government do not believe that the absence of an environmental supplementary duty would prevent the CAA from approving environmental investment where that is in passengers’ and cargo owners’ interests. However, following detailed consideration of the matter, the Government decided there is a benefit to making this clear in the Bill. Certainly, the Bill should not be seen as placing a restriction on investment in environmental measures at licensed airports where they benefit passengers and freight owners in the provision of airport operation services.

Rail Fares

Nigel Evans Excerpts

Wednesday 5th September 2012 Commons Chamber

[Several hon. Members]

rose—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. To accommodate everyone, I am going to introduce a six-minute limit.

Cost of Living

Nigel Evans Excerpts

Wednesday 16th May 2012 Commons Chamber

[Several hon. Members]

rose—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. Please resume your seats. I remind the House that the amendment in the name of the Leader of the Opposition has been moved and that the House is therefore now debating the amendment.

--- Later in debate ---

[Sir Gerald Kaufman]

rose—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. Before the right hon. Gentleman resumes his speech, I remind the House that this is not a general debate; it is a debate on the cost of living. Touching on one or two other things I will allow, but not an in-depth debate on other matters.

[Sir Gerald Kaufman]

I am grateful to you, Mr Deputy Speaker, for that reminder, and I am sorry that I was diverted by the irrelevancies of the hon. Member for Cambridge (Dr Huppert). I will simply say to him that if he is talking about higher education, it is not only university fees, but the education maintenance allowance, the withdrawal of which is depriving thousands of my young constituents of getting advanced education.

--- Later in debate ---

[Mr Leigh]

Will the right hon. Gentleman be too alarmed if an old reactionary like me supports him on House of Lords reform?

[Mr Deputy Speaker (Mr Nigel Evans)]

Let’s not go there.

[Sir Gerald Kaufman]

The hon. Member for Gainsborough knows that I would have responded to him, but I have been banned from doing so by the Deputy Speaker, and I must maintain my cringing relationship to him.

On issues such as the cost of living, which was very much to the fore in my city, the Conservatives were obliterated in Manchester and the Liberal Democrats were massacred the week before last. One Liberal Democrat now ex-councillor in a formerly safe Liberal Democrat ward moaned at a hustings meeting that he was local and had nothing to do with the Government. But it did him no good.

The Roman historian Tacitus said of the emperor Galba, “Capax imperii nisi imperasset”, which, for those who did not have a public school education, translates as, “He would have been judged capable of government had he not governed.” Tacitus said as well, “Solitudinem faciunt pacem appellant”—“They make a wilderness and call it peace.” That will be the epitaph on this Government.

--- Later in debate ---

[Dr Huppert]

I absolutely agree with the right hon. Lady that that is pathetic—[Interruption.]

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. This is not a general conversation; it is a debate and Dr Julian Huppert has the Floor.

Civil Aviation Bill

Nigel Evans Excerpts

Wednesday 25th April 2012 Commons Chamber

[Mr Deputy Speaker]

Let me say that it is a customary courtesy for any Member visiting another Member’s constituency to inform them of that visit. There may have been an oversight in this instance, and I am sure that that is now in the process of being corrected, perhaps via the Deputy Prime Minister’s political office, and that the hon. Gentleman will be contacted sooner rather than later.

Civil Aviation Bill

Nigel Evans Excerpts

Monday 30th January 2012 Commons Chamber

[Maria Eagle]

I am coming to a conclusion now, so the hon. Gentleman should wait for his own speech—[Hon. Members: “Ah!”] I have given way to him once.

The regulatory regime governing the aviation sector is outdated and inflexible and this Bill will be an important modernisation, enabling the CAA to fulfil its functions in a way that better reflects the industry today, and in a way that can respond to the individual circumstances of our major airports. Putting the passenger at the heart of aviation economic regulation is overdue. I urge the Government to look again at those areas where there is considerable consensus that the Bill could be improved to provide even greater protection to passengers through clearer obligations on airports in respect of their welfare, not least during severe weather.

The Government should also live up to their increasingly hollow claim to be the “greenest Government ever” and place an environmental duty back on the face of the Bill, and give a much clearer steer to the industry by giving their firm backing to—at the very least—the emissions targets we set in government. In addition, Ministers should reflect very carefully on the concerns that have been raised over the proposed transfer of security functions from the Department and ministerial control.

It is one thing for us to agree on a credible regulatory regime for the aviation industry—and I believe that over the course of the passage of this Bill we will be able to agree these issues—but what the industry desperately needs is for us all to agree a credible long-term strategy for the sector, which will last across Parliaments and will not become a political football again at the next general election as it was at the last. So let us work together on the right way, consistent with the need to tackle emissions and the threat of climate change, to provide the capacity that the industry needs.

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. To accommodate as many Members as possible, a 10-minute limit on Back-Bench contributions has been introduced, but the usual rules apply to interventions, in that injury time will be added on. However, the usual rules will also apply to any maiden speeches that might be made during this Second Reading, which means that no interventions should be allowed.

--- Later in debate ---

[Several hon. Members]

rose—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. Members have shown amazing self-discipline in the length of their speeches, so I am able to increase the time limit to 12 minutes.

Thames River Crossings

Nigel Evans Excerpts

Thursday 19th January 2012 Commons Chamber

[Jim Fitzpatrick (Poplar and Limehouse) (Lab)]

I congratulate the hon. Lady on securing this important debate. There is consensus across the House that there are not enough crossings east of Tower bridge. Given what she has just said about the London Gateway port mentioned by the Minister in the previous debate, as well as the idea for a Thames estuary airport, which is all over the papers this morning because of Boris Johnson’s comments in The Daily Telegraph, and given that the centre of gravity in London has been moving east for the past 20 years and will continue to do so, does she think that, if we have the money, two crossings just would not cut it and that we would need four or even six?

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. Before the hon. Lady responds may I remind the shadow Minister that any interventions in an Adjournment debate should be made from the Back Benches?

[Jim Fitzpatrick]

My apologies, Mr Deputy Speaker.

Cost of Motor Insurance

Nigel Evans Excerpts

Tuesday 8th November 2011 Commons Chamber

[Mr Deputy Speaker (Mr Nigel Evans)]

The procedure for this motion will be as follows. Louise Ellman will speak for around 10 minutes. We will then move to full debate, which can last until 10 o’clock. Ministers will indicate when they wish to speak, which need not be at the beginning, and Louise Ellman will be afforded five minutes in which to wind-up at the end.

Intercity Express and Rail Electrification

Nigel Evans Excerpts

Tuesday 1st March 2011 Commons Chamber

[Several hon. Members]

rose—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. A lot of Members wish to get in on this statement, so single and short questions would be welcome.

[Roger Williams (Brecon and Radnorshire) (LD)]

In the face of gloom, doom and whingeing from the Opposition, this is really good news for Wales. St David’s day will be toasted with a full glass in Cardiff and a nearly full glass in Swansea. I am pleased that the Secretary of State said that he will continue to review the case for electrification to Swansea. Will he confirm that he will do so?

--- Later in debate ---

[Mrs Siân C. James (Swansea East) (Lab)]

Having fought a long and hard campaign to get rail electrification in Swansea, I congratulate Cardiff and the valleys because their glass is very much full at the moment—I will raise a glass to them. Unfortunately, I will have to go back to my constituents in Swansea and explain that they are not as important. I will have to explain that modern transport and infrastructure, and opportunities for investment and tourism are not on the cards for them. The Secretary of State spoke about there being no good financial case for rail electrification to Swansea. All the trains along the south Wales main line—I will talk slowly to make this point—

[Mr Deputy Speaker (Mr Nigel Evans)]

Order. I know how passionate the hon. Lady is about this matter, but please can we have single, short questions, because a lot of Members wish to get in?

[Mrs James]

Most of the trains along the south Wales main line have to go to Swansea, because it is a turnaround point. How can we increase the pattern of trains to Swansea if we have already said that trains do not go there as often as we need them?

Mottram-Tintwistle Bypass

Nigel Evans Excerpts

Tuesday 21st December 2010 Commons Chamber

ROYAL ASSENT

[Mr Deputy Speaker (Mr Nigel Evans)]

I have to notify the House, in accordance with the Royal Assent Act 1967, that Her Majesty has signified her Royal Assent to the following Acts:

Consolidated Fund Act 2010

Identity Documents Act 2010

Loans to Ireland Act 2010.

High Speed Rail

Nigel Evans Excerpts

Monday 20th December 2010 Commons Chamber

[Mr Hammond]

The exceptional hardship scheme, which is the scheme in place to deal with people who have an urgent and pressing need to move and cannot do so because of the effects of uncertainty around the proposals, applies to the complete alignment of the route into Birmingham. It applies to residential properties, but not to commercially owned properties. It is unfortunate that the halls of residence to which the hon. Lady refers—a virtually new building—sit across the route of the railway. If the railway goes ahead, that commercially owned property, or at least part of it, will have to be demolished and full compensation will be paid. I expect that it will be rebuilt in full with the proceeds of that compensation.

[Mr Deputy Speaker (Mr Nigel Evans)]

I call John McDonnell—I am sorry, I mean Jeremy Lefroy.

[Jeremy Lefroy (Stafford) (Con)]

Thank you, Mr Deputy Speaker. I thank my right hon. Friend for his statement. He said that after the first stage of the project is complete, trains will run on the existing west coast main line northwards. Given the limit on the number of train paths on that line even now, what effect will that have on existing services and timetables?

[Mr Hammond]

The major constraints on capacity are south of Manchester, particularly on the Birmingham to London stretch, but clearly there will still be constraints on capacity as there is not infinite capacity available. We expect a significant proportion of train paths in the early days will be on the London to Birmingham and London to Manchester routes with a smaller number going on northwards, reflecting current patterns of passenger demand.

[Mr Deputy Speaker]

And now the ever-patient John McDonnell.

[John McDonnell (Hayes and Harlington) (Lab)]

Thank you, Mr Deputy Speaker. I say to the Secretary of State that I am just grateful we are getting a train set for Christmas and not a third runway at Heathrow. He has referred to the Heathrow link, the Mawhinney review and the Arup proposals for a transport hub near Iver and has concluded that there should be a spur to the airport running close to the M25. Does that mean that the Iver hub will or will not take place?