Ben Spencer MP: speeches

Speeches

• 10 Jun 2026 · Railways Bill · Hansard source

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  I hope we will hear from the Minister about why he may or may not accept the new clause—I hope he ends up doing so. Under the previous Government, the Weybridge lifts were notorious in the Department for Transport because of the problems we had— [ Interruption. ] I see some of my hon. Friends are nodding in agreement. I hope the lifts will lose their notoriety as they are replaced. New clause 31 sets out requirements for GBR to ensure that any planned changes to passenger services are only made with due consideration of its objectives, and following communication with stakeholders. The new clause relates to an issue in the summer of 2025, when quiet off-peak services—including services from Chertsey between 7.30 am and 9.30 am—were cut during the summer holidays, impacting people’s ability to get to work. Feedback from stakeholders is important because, after all, it is a service for our citizens. New clause 32 would require the Secretary of State to review the provision of rail infrastructure and services before an application for a nationally significant infrastructure project can be approved. The third runway at Heathrow, which I oppose, looks like it will go ahead. If it does, we need to make sure that we have improvements to our local rail infrastructure, which is already creaking, and particularly to surface-access transport. That brings me nicely to amendments 65 and 67—which I know we have all been awaiting for—on level crossings. Egham is punished day in, day out by the excessively long down times of its level crossings. This is unacceptable and it needs to change. We need one, if not more, of the level crossings to be removed so that we can get Egham moving. If the third runway goes ahead, that work could be linked to the funding coming out of Heathrow. I am grateful for the minor improvements that will be made by SWR, and for SWR’s engagement on the issue, but I ask the Minister to please help me to get Egham and Runnymede and Weybridge moving.

• 10 Jun 2026 · Railways Bill · Hansard source

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  I rise to speak to new clauses 29 to 32 and amendments 65 to 67, tabled in my name. My mission is to keep Runnymede and Weybridge moving. Rail and transport are important to us: we are situated within the London commuter belt, one 10th of the M25 runs through my constituency, along with the M3, and Egham is five miles from Heathrow. The constituency has companies that were established there because of our transport connections, but also those that deliver services linked to transport, such as logistics. I have tabled a series of amendments with a view to improving services and transport, not only in my constituency but across the country, as we have heard from colleagues—I thank my hon. Friends the Members for Broxbourne (Lewis Cocking) and for Bridgwater (Sir Ashley Fox) for referring to my amendments in their speeches. If the amendments are not pushed to a vote, Madam Deputy Speaker, I hope at the very least that the Minister will be minded to support them, not least in the spirit of improving the rail service across the country, and perhaps to stop having to listen to me rattle on about the level crossings in Egham and other problems in my constituency. A key strength of the Bill is that, as several Ministers have said, the buck stops with them. I believe the Secretary of State said that the buck stops with her, and when I met Lord Hendy, he said that the buck stops with him. That is a key improvement on the previous system, in which South Western Railway and Network Rail were separate, because we now have a clear person and organisation to go to in order to raise issues or problems about the rail infrastructure in our constituencies. New clause 29 would give the Secretary of State the power to direct GBR to co-operate with transport authorities to ensure the effective operation of transport networks and to reduce disruption. It does not make sense to have railway engineering works at the same time as local motorways or arterial roads are closed, or to have multiple pockets of utility works around Chertsey, where I live, all taking place at the same time. We need better co-ordination among all bodies to ensure, first, that such works do not all happen at the same time, and secondly, that if a utility company excavates a road to work on the water supply, for example, necessary work to fix the gas or electricity supply or to install broadband takes place at the same time. New clause 30 relates to an accessible rail strategy. Accessibility issues affect many stations across the country and, frankly, it is scandalous that we have such accessibility problems. In my constituency, there is a focus on the Weybridge lifts, which I have been going on about for many years, as they frequently break down, affecting many passengers across Weybridge. I would like to give a shout-out to Tim Blanchard, a wheelchair user who has led a campaign to try to improve the Weybridge lifts. I am promised that they will be replaced this summer, which will finally see an end to the Weybridge lift saga, but we need more, and I hope the accessible rail strategy will prevent colleagues from having the same problems that we have had locally.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  Will the Minister give way?

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  Notwithstanding my points about the third runway, the success of Heathrow is incredibly important to my constituents in providing jobs and economic activity locally. Will the Minister update us on the Government’s response to the concerns about kerosene supply, which impacts Heathrow and our economy?

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I invite the Minister to Egham as part of his engagement on looking at surface access, where he will be able to see the carnage caused by the level crossings and the benefits of removing the level crossings and having a direct rail link from Egham to Heathrow. While he is there, he will probably also be able to hear the planes overhead and see the impact the noise is already having on that community.

• 14 May 2026 · Heathrow Airport: Third Runway · Hansard source

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  I am very grateful for the Minister’s commitment to engagement. Right now, there is traffic chaos in the Egham and Pooley Green area. I am opposed to the third runway. It will make the transport situation in the north of my constituency worse, and it will cause problems of increased noise and air pollution. Will he engage with our local communities, so that he can hear from them how much we do not want it?

• 21 Apr 2026 · Middle East: Economic Update · Hansard source

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  The Chancellor will be aware of how important aviation is to the UK economy, particularly Heathrow, which is responsible for a huge amount of air freight and economic activity in my constituency. Given the reports regarding the supply chain for kerosene used in aviation, what measures is the Chancellor taking to ensure kerosene supply? What consideration has she given to tax relief to ensure that our aviation sector is sustainable and continues to contribute to the UK economy?

• 10 Feb 2026 · Cyber Security and Resilience (Network and Information Systems) Bill (Fifth sitting) · Hansard source

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  Part 3 is a very important part of the Bill. It gives the Secretary of State a range of powers, including ones to bring additional sectors into the scope of regulation, to update the NIS regulations, to publish statements of strategic priorities for regulators and to publish codes of practice that set out cyber-security measures for entities to comply with their regulatory duties. Clause 24 includes a power enabling the Secretary of State to specify new services that can be brought into the scope of the NIS regulations, and to designate additional regulatory authorities. Those powers are intended to allow the Secretary of State to identify additional critical sectors and respond to emerging threats quickly. That agility introduced by this measure has been broadly welcomed as appropriate, given the fast-evolving nature of malicious cyber-activity. Given the extent of the Secretary of State’s new powers, however, it is important to put in place guardrails to ensure that the appropriate response to emerging threats is indeed further regulation, rather than market-led or insurance-based mitigations. Can the Minister provide any further information at this stage about the procedure that will be followed in deciding whether to expand the scope of regulation to ensure consistency and transparency? Hon. Members have tabled several new clauses that would prompt the Secretary of State to use her duties under clause 24. I will speak to new clause 1, tabled by the hon. Member for Warwick and Leamington (Matt Western), and new clause 9, tabled by the hon. Member for Brecon, Radnor and Cwm Tawe, together, as they have some thematic overlap. New clause 1 seeks to bring all entities, other than small businesses and microbusinesses, in the food production, distribution and retail supply chain into the scope of regulation as operators of essential services. New clause 9 also touches on the regulation of food supply chains. It would require the Secretary of State to designate retailers of “food and essential goods (when part of a large-scale distribution chain)” and manufacturers of “critical transport equipment” as providers of essential services to be brought into the scope of regulation. Those new clauses reflect concerns about the cyber-attacks targeting the food retailers M&S and Co-op last year. New clause 9 reflects issues raised by the major attack on JLR, which cause such disruption and threatened the stability of regional jobs and supply chains. Those attacks caused significant public concern, but they would all remain out of scope after the Bill comes into effect.

• 9 Feb 2026 · Leagrave Station: Step-free Access · Hansard source

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  The Minister knows this is coming. He has just mentioned the Railways Bill, so would he care to comment on my new clause 69, which would require the setting out of an accessible rail strategy, not only on step-free access but on lift downtime? I feel a bit guilty in a sense, because we have lifts in Weybridge in my constituency, but one of the biggest problems is that they are not functional a lot of the time, so people who are travelling play a sort of Russian roulette as to whether the lifts are going to be available, with all the disruption that follows. Could the Minister please comment on the strategy that I am proposing?

• 9 Feb 2026 · Leagrave Station: Step-free Access · Hansard source

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  Specifically on third-party funding, does the Minister agree that when it comes to infrastructure projects such as airport expansion, noting Heathrow’s proximity to my constituency, airports really should be a key target in terms of further funding, in order to improve accessibility on our railways?

• 5 Feb 2026 · Cyber Security and Resilience (Network and Information Systems) Bill (Fourth sitting) · Hansard source

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  My hon. Friend has figured out what I am going to say in a moment, when it comes to the scoping of the regulator and that communication process. Such is the depth of the rabbit hole that the provision creates that, even though my hon. Friend’s intervention did not go where I thought she was going, another problem has just come to mind. What happens in the circumstance where a critical supplier that acts as a proxy for multiple critical suppliers? How does designation operate in that fashion? There are suppliers that essentially operate as a marketplace to a certain provision of services. Is it the marketplace that is regulated, or is it each supplier within the marketplace? A locum agency could hypothetically be an umbrella company for multiple different smaller locum agencies, each of which would share the corporate risk as part of that. Going back to my first point, the idea that access to the IT network or system will somehow be discriminatory, or dichotomise between people who are in scope of this measure and people who are not, seems to me complete nonsense. It is difficult to see what organisations, if they provide a service to a modern OES, will be in scope of it. Secondly, there is systemic or significant disruption. I often say that, if someone wanted to cripple a hospital, the best way to do that would be to stop the cleaners cleaning rooms, and to stop the porters pushing people around the hospital to get them to their appointments and moving beds. There is often a focus on doctors and on the rest of the core medical and nursing staff— I myself often focus perhaps a bit too much on doctors—but it really is a whole-team effort. In fact, the most critical people are often the people who might not be the subject of the most focus, such as the cleaners and porters. If the cleaners stop work or do not turn up to work, the hospital grinds to a halt. If taxis are not taking people to and from hospital out of hours, or if the patient transport is not taking people to hospital, out-patient departments grind to a halt. If the locum companies that fill gaps in staff rotas are not available to do that, and there are substantial rota gaps that make the provision of services unsafe, the hospital also grinds to a halt. If it is not possible to get access to critical medicines, if staff cannot maintain the blood gas machine or the blood pressure machine, or if the boiler breaks down, the hospital grinds to a halt. It is not just something as obvious as the tragic situation with blood and pathology testing that causes a hospital to grind to a halt. Indeed, I cannot think of many private sector provisions that would not have a substantial impact on a hospital if they were to be removed; if any other Member can, I will be very happy to stand corrected. However, just skimming through them, I can see that the removal of most of them would cause the hospital to grind to a halt. The idea that the significant impact definition will be a discriminatory factor regarding suppliers just does not work. Someone might say: “Ben, you’re completely wrong. We found some providers.”, but, if that situation arises, how will the arbitration occur in terms of the threshold?

• 5 Feb 2026 · Cyber Security and Resilience (Network and Information Systems) Bill (Third sitting) · Hansard source

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  As I risk getting into trouble with Mr Stringer, I will not respond to the hon. Member for Lichfield. I look forward to the opportunity to debate this issue again, perhaps in the emergency Budget in the next couple of weeks. Clause 6 brings large load controllers, which provide the flow of electricity in and out of smart appliances, within scope of the NIS regulations if the load is above 300 MW. I understand that the threshold has been decided through consultation, given that that pressure could have a substantial impact on the grid. There is a challenge in managing peak demand and supply in the grid and big changes in it, so I entirely understand why the Government are introducing this provision. Smart EV devices—I have a smart charging electric vehicle device myself—used system-wide could cause big grid disruptions, particularly as we integrate infrastructure into our homes such as solar panels, batteries and other energy-related smart devices. In fact, we need the grid to become more smart device-integrated over the next 10, 15 or 20 years. When we look at projections of energy consumption, we see that we will need to enable people to use the grid by expanding technology such as vehicle-to-grid energy supply, so that we can manage peak load. That is part of expanding our energy, reducing energy costs and supporting renewable energy and the transition to net zero. If anything, this issue will become more important and expansive over the years. On that basis, I have some questions for the Minister about the clause. Why are data centres and large load controllers the two sectors that he has decided to put on the face of the Bill? I say that with particular reference to the NIS2 regulations, which are expanded a bit more. How does he envisage this area expanding in the future? Is he confident that the scope of the clause is sufficient to cover future technologies that are coming down the track? I am thinking of EV charging apps. The list is prescriptive, but does it have sufficient flexibility? Is the Minister able to come back with secondary legislation if he needs to expand the list in the future, given that it is in the Bill in that form? Would it not be better to put that on the face of the Bill and to use secondary legislation to lay it out, in order to have flexibility? The Minister has been trying to ensure flexibility elsewhere, and understandably so—let us not go back into those debates. I just want to understand his reasoning behind that a bit better. That is certainly not a criticism, but I want to know why those particular sectors have been pulled out, and why it has not been left for secondary legislation.

• 3 Feb 2026 · Cyber Security and Resilience (Network and Information Systems) Bill (Second sitting) · Hansard source

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  Q Thank you for giving evidence to us. I want your help to get my head around what could fall under the Bill’s discretionary power on the designation of critical supply chain entities. Synnovis is used as the exemplar of why such a power is needed. From your perspective in the NHS, what do you think would come into scope? For example, would patient transport or taxis come under scope as critical for the delivery of your services? Would a hospital cleaner come under the scope of a critical supplier if the service was outsourced to a private sector organisation? Would food provision in your hospital come under scope? Would the provision of materials, medicines or medical devices provided by private companies come under scope? Would the provision of IT services—physical computers, not cloud services—come under scope? Would locum agencies come under scope? In fact, would any private provider not come under the scope as critical for the provision of services linked to your organisation’s IT system? Brian Miller: That is a good question. Some of our colleagues mentioned the follow-up secondary legislation that will help us to identify those kinds of things. I suppose there is no difference from where we are at now. We would look at any provision of services from a risk management perspective and say what security controls apply. For example, would they be critical suppliers in terms of infrastructure and cyber-security? Does a cleaning service hold identifiable data? What are the links? Is it intrinsically linked from a technological perspective? I mentioned looking at this through a “defenders win” lens. Yes, some of these technologies are covered. I saw some of the conversations earlier about local authorities not being in scope, but services are so intrinsically linked that they can well come into scope. It might well be that some of the suppliers you mentioned fall under the category of critical suppliers, but that might be the case just now. There might be provision of a new service for medical devices, which are a good example because they are unique and different compliance standards apply to them. For anything like that, where we stand just now—outside the Bill—we risk assess it. There is such an intrinsic link. A colleague on another panel mentioned data across the services; that is why Stewart is here alongside me. I look after the IT security element and Stewart looks after the data protection element.

• 3 Feb 2026 · Cyber Security and Resilience (Network and Information Systems) Bill (First sitting) · Hansard source

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  Q Thank you for giving evidence this morning. The Bill would not have prevented recent attacks on high-profile parts of UK industry such as Co-op, Marks and Sparks, and Jaguar Land Rover. What more do you think can be done to mitigate the risk to jobs, supply chains and the UK economy from further large-scale cyber-attacks against out-of-scope companies? My second question is a bit more technical. Do you consider that the definition in the Bill of a managed service provider is sufficiently clear and certain for businesses to understand whether they are in scope or out of scope of the Bill? Dr Sanjana Mehta: I appear before the Committee today on behalf of ISC2, which is the world’s largest not-for-profit membership association for cyber-security professionals. We have 265,000 members around the world and 10,000-plus members in the UK. On your question about sectoral scope, our central message is that we welcome the introduction of the Bill and we believe that it will go a long way towards improving the cyber-resilience of UK plc. Yes, there are certain sectors that are outside the scope of the Bill, and we believe that there are a number of non-legislative measures that could be used to enhance the cyber-security of other industries and parts of the sector. In particular, the forthcoming national cyber action plan should be used as a delivery vehicle for improving the resilience of UK plc as a whole. On the previous panel, I think Jen mentioned that there are voluntary codes of practice. As an organisation, we have piloted the code of practice for cyber governance, and we have signed up to the ambassadors scheme for the code of practice for secure software development. We think that the upcoming national cyber action plan can further encourage the uptake of such schemes and frameworks. Most importantly, we call upon Government to focus on skills development as a non-legislative measure, because ultimately that will be the key enabler of success, whether it is for organisations that are within or outside the scope of the Bill.

• 22 Jan 2026 · Local Government Finances: Surrey · Hansard source

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  My hon. Friend is a lot harder in his language on this issue and I very much respect him for that. At the very least, we need to have a well thought-out plan and strategy for what is going to happen with the block of debt. There is a variety of different options for how it can be managed and dealt with. Here is the fundamental problem that my constituents—service providers, charities and businesses—raise with me and are really worried about: that decisions made in a neighbouring local authority, which they have had no involvement in or dealings with, will have a material impact on them when the west Surrey unitary authority is set up. I realise that the scale of the debt is a huge and complicated problem. I do not envy the Minister in trying to find a way through. I am glad that we have this forum for debate this afternoon, but we need to have these debates and discussions so that the west Surrey unitary authority—and, frankly, others that are being set up that face similar problems—can be dealt with fairly and so we know what is coming down the tracks. My residents are not going to be punished for decisions made in other authorities that they never had the chance to vote for. That is fundamentally unfair. By the way, in some ways this is not something that we are unused to in my part of Surrey. We sit on the penumbra—just on the outskirts—outside London, and there are plenty of policies that come from this awful Mayor of London that affect us in a whole range of negative ways and which we do not have the ability to vote for. Unfortunately, this situation is far and away the most substantial we have faced, and there is so much fear, concern and uncertainty about what may be coming down the track. Of course there is a huge irony in all this, because Surrey is one of the largest contributors to the Exchequer in our country. Cutting local authority funding, and impacting services and the many contracts that local authorities maintain, risks serious harm, not only locally in Surrey but to the national economy. Let us consider some examples. If the Government do not effectively fund local highways, that will lead to deteriorating road conditions, resulting in more temporary emergency repair works. We all know the nightmare that that causes, with delays, costs of millions in lost work hours and missed appointments, and longer transit times for goods. That damages the Surrey economy and, by virtue, the national economy. If the Government do not effectively fund adult social care, that will cause bed blocking in hospitals and pressure on health services, impeding effective recovery and care. If the Government do not effectively fund planning services, that leads to lengthy delays in assessing applications for homes and businesses and, crucially, risks enabling rogue development, which blights Surrey and other areas. Although planning enforcement remains a discretionary service, there is a real risk that it is increasingly seen as a “nice to have” and not an essential tool to protect communities. Evidence shows that enforcement rates continue to fall in the face of funding pressures. Inappropriate and illegal development—people essentially cocking a snoot at the planning system, and building anyway—is a serious problem in my constituency and in places across the country, and my residents are rightly incensed. Critical to stopping this activity and turning the situation around are not only stronger enforcement powers—for which I have been campaigning for years—but, at the very least, the resources to do proper planning enforcement.

• 16 Dec 2025 · Quarries: Planning Policy · Hansard source

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  It is a pleasure to serve under your chairmanship, Dr Murrison. I pay tribute to my hon. Friend the Member for South Leicestershire (Alberto Costa) for his highly technical and broad speech, and particularly for his points about the environmental concerns about quarries. I want to talk about Whitehall farm and the surrounding area, in which there have been several applications for gravel extraction by Cemex. That part of my patch used to be entirely in the Runnymede and Weybridge constituency but, as a consequence of the boundary review, is now on the border between it and Windsor. The area is a wholly inappropriate place to build a gravel pit for a whole range of reasons. The need for gravel extraction at the site remains to be seen, bearing in mind that we are expecting the River Thames scheme, which will produce a lot of aggregate as part of the construction process. The traffic in the area is highly stretched, to say the least. Inappropriate HGVs going down small roads in Egham with level crossings are already causing traffic carnage.

• 9 Dec 2025 · Railways Bill · Hansard source

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  Thank you, Madam Deputy Speaker. My mission for my constituents is to keep Runnymede and Weybridge moving. Supporting and improving our train services is a vital part of delivering that. On the changes that the Bill delivers for people across my constituency, the proof of the pudding will be in the eating. I will give an example of how much this means to them. Salesian school in my constituency takes in many children from the local and surrounding areas. They use the Chertsey to Addlestone branch line, which is one of South Western Railway’s worst-performing lines. As a result, they are very often late to school, and the school has to allocate teachers to the platforms for safety purposes, because the platforms become crowded when there are delays. That has serious material impacts on those children’s education. I am sure that that experience is replicated for schools across the local area. The Chertsey-Addlestone loop is punished by level crossings, including in Addlestone and Egham. The Pooley Green level crossing has had downtimes of over 10 minutes, including just a couple of months ago. Constituents tell me that they do not go to the fish and chip shop and other businesses on the other side of the level crossing because of those downtimes. Whatever happens with the Bill, it is absolutely critical that there are improvements to the level crossings at Egham, Addlestone and across my constituency, so that we have data, such as from downtime monitors, to see the impact that the problem has on traffic. We need timetabling that changes not in a click of the fingers but with proper consultation with residents about what is happening. That would mean proper train services for the children going to school in my constituency and the people who depend on commuting to get to work and to see their families. It would end the last-minute train cancellations that have seemed to be more frequent in the past few months. As a regular South Western Railways user—I live in Chertsey in my constituency—I see the impact that that is having on my constituents. We also need improvements to accessibility. It is completely scandalous that the lift at Weybridge station is still out of service. Accessibility problems are not limited to lifts; they also affect stations themselves. Services need to be responsive to the needs of my constituents, but passengers are too often punished when engineering works take place on our tracks, causing traffic carnage for the weekend. Engineering works must be co-ordinated with local roads.

• 5 Nov 2025 · Engagements · Hansard source

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  Q15. People across the country are fed up with extensive and needless delays caused by road, rail and utility works happening at the same time because of a failure to co-ordinate. My Transport (Duty to Cooperate) Bill would fix that and cut disruption, supporting communities and the economy. I understand that the Government are looking for ways to support the economy—apparently—so will the Deputy Prime Minister pass on my proposal to the Chancellor and back my Bill?

• 22 Oct 2025 · Heathrow: National Airports Review · Hansard source

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  Egham in my constituency is five miles from Heathrow, and it is not the fact that it is overflowing that I want to ask about today. The shadow Secretary of State for Transport, my right hon. Friend the Member for Basildon and Billericay (Mr Holden), visited the patch on Monday, and we waited 12 minutes while level crossing barriers were down in Pooley Green. The Secretary of State did not mention whether trains would be part of the consultation. Will they be within scope? If the expansion goes ahead, we will desperately need to deal with our level crossings, and we will need better rail access from Egham to Heathrow to make this work.