Ms Nusrat Ghani
MP for Sussex Weald · Conservative · United Kingdom
“Before we come to the urgent question, I must say how disappointing it is that the Government were not forthcoming with a proactive ministerial statement on this matter. The disruption to aviation and the impact on many constituents has been considerable.”
“The point of order and its content are not a matter for the Chair. I have not been notified of any Minister coming forward at this point, but I have only just come into the Chair. If the hon.”
“(3) Regulations under section 14Z45B must provide that, where an out-of-hospital service is to be provided to a patient, the integrated care board must— (a) offer the patient a choice of at least two providers capable of providing the service, which may include NHS bodies and independent sector providers approved to provide that service u…”
“(2) For the purposes of subsection (1), the relevant requirements are— (a) that the special educational provision set out in section F of an EHC plan meets the needs identified by an EHC needs assessment; (b) that ICBs can be required to provide such special educational provision; (c) that ICBs must provide such special educational provis…”
“(3) The Charter must— (a) set out the fundamental principles and responsibilities for assessing whether a data sharing partnership is in the interest of the public and the NHS; (b) include the primary goal of protecting people’s privacy and their data from exploitation, while promoting trust in data systems and the handling of health data…”
“(2) Arrangements under subsection (1) must, so far as reasonably practicable, provide for— (a) general practitioners, dentists, pharmacists and other relevant primary care professionals to work together as part of integrated local primary care teams; (b) the sharing of relevant patient information between those professionals through secur…”
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“It was in all three main political parties’ manifestos. It is right that we continue to focus on delivering it, and it is also right that HS2 Ltd works appropriately, with humility and sympathy, with the communities it will be building the line through. Question put and agreed to.”
“It is not about being close; it is about the importance of the project for our whole country and for the north in particular. Judith Blake said HS2 is “the opportunity to transform the prospects for the north—perhaps a once in 200-year opportunity.” Politicians are often criticised for not thinking long term, planning for infrastructure on a large enough scale or understanding what our country needs going forward. HS2 addresses that. It is a large project. I understand the hon. Lady’s concerns, but HS2 Ltd is tasked to ensure that it mitigates its impact on the environment and communities. I welcome the opportunity the debate has provided once again to reflect on how important HS2 is. We must remember that it has cross-party support: when the Bill for phase 2a went through Parliament, only 12 MPs opposed it.”
“I beg to move, That the Committee has considered the Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 (S.I. 2019, No. 826).”
“They provide certainty, clarity and confidence for the rail industry and passengers. I hope that the Committee will agree that those are important. The regulations preserve the status quo.”
“In short, that means that operators and train drivers in Northern Ireland will have clarity and confidence about the regime. It should also be noted that the EU has adopted a regulation that will provide a temporary extension to the validity of authorisations, certificates and licences required to run cross-border services. That contingency is applicable for nine months in the event that the UK leaves the EU without a deal in place, and supplements the extensive efforts already made by Government and rail operators to secure those important services. The changes made in the regulations are necessary to ensure that the legislation covering railway regulation, including our important, effective rail safety regime, operates correctly when the UK leaves the EU.”
“The equivalent regulations for railway safety in Northern Ireland will mirror the GB safety regulations, with the exception that Northern Ireland institutions have no plans to introduce a two-year recognition period for EEA licences and certificates, recognising the greater role of cross-border services in Northern Ireland. Those documents will be recognised indefinitely in Northern Ireland, to make possible the continued recognition of licences and certificates issued in the Republic of Ireland. As well as making minor changes, such as the removal of references to member states, the Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 will preserve the status quo for rail operations in Northern Ireland.”
“However, there will be a power for the Office of Rail and Road to provide certain safety information to EU bodies, so we can continue to contribute to a safer European railway. Safety certificates issued in European economic area member states will continue to be recognised in Great Britain after Brexit. It is the Government’s intention to lay a second instrument that will limit that recognition to a two-year transitional period after exit, or until the relevant certificates expire, whichever is the sooner. That is consistent with previous rail EU exit instruments, which have introduced a similar recognition period for train driver and operator licences. It strikes a balance between allowing for a reasonable transition period and making greater control over the rail safety network possible.”
“The instruments will correct deficiencies in legislation as a result of the UK leaving the EU. The vast majority of the corrections are minor and technical, such as removing the term “Member State”. It is important to emphasise that the GB instrument will preserve the status quo, including the requirements and procedures for obtaining safety certificates and authorisations, as well as requirements for rail operators to establish and maintain common safety management systems. The Government’s highest priority is to maintain safety and a highly effective safety regime—one of the safest in Europe. The regulations are important to secure that regime. The GB safety regulations will remove certain requirements placed on the Office of Rail and Road to share information with the European Union agencies for railways.”
“The Railways (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 will correct deficiencies in three key pieces of Northern Ireland rail legislation: the Railways Infrastructure (Access, Management and Licensing of Railway Undertakings) Regulations (Northern Ireland) 2016; the Train Driving Licences and Certificates Regulations (Northern Ireland) 2010; and the Cross-border Railway Services (Working Time) Regulations (Northern Ireland) 2008. Among other things, the first two of those sets of Northern Ireland regulations established a common regulatory regime for licensing and certifying train drivers and operators on the railways. The third set of regulations implemented rules on aspects of the working conditions of rail workers engaged in interoperable cross-border railway services.”
“Let me turn to the two Northern Ireland instruments. Rail is a transferred matter for Northern Ireland. It has been agreed that, in the absence of a Northern Ireland Executive, the UK Government will be responsible for the necessary Northern Ireland EU exit legislation at Westminster. In preparing the instruments, officials from the Department for Transport have worked closely with their counterparts in the Department for Infrastructure in Northern Ireland. The Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 will correct deficiencies in the Railways (Safety Management) Regulations (Northern Ireland) 2006, which established the legislative regime for managing railway safety in Northern Ireland.”
“The three instruments make corrections to several pieces of EU and domestic legislation covering rail safety in Great Britain, and rail safety, train driver and operator licensing, access and management, and cross-border rail workers’ rights in Northern Ireland. First, the GB rail safety instrument will make technical corrections to the Railways and Other Guided Transport Systems (Safety) Regulations 2006 and the Railways (Access to Training Services) Regulations 2006. Those sets of regulations, which transposed EU law, set out, among other things, the requirement to obtain the appropriate safety certificates or authorisations before operating vehicles or managing infrastructure on the railway in Great Britain. This instrument also makes corrections to EU implementing regulations that apply to the whole UK.”
“Although we understand that it is unusual to proceed with a debate in such cases, EU exit does create unusual circumstances, and we wish to give this Committee the opportunity fully to debate these instruments. The JCSI has sought clarification on some minor issues in the two instruments, but we do not consider that those affect their validity and we will ensure that they are fixed before the instruments come into effect. However, should the JCSI ultimately raise more fundamental issues, we will revert to this House with these instruments. If that is the case, I will write to Committee members and place a copy of the letter in the Library of the House. Turning to the instruments themselves, I shall start by providing some background.”
“That is particularly important in the case of the SI addressing rail safety in Great Britain. Therefore the Government concluded that, to ensure that the instruments were in place for exit day, using the “made affirmative” procedure was appropriate. The Rail Minister wrote to the Chairs of the sifting Committees in April to explain that decision and the reasons behind it. Given the importance of providing clarity to industry as soon as possible on the important issue of rail safety, we consider that it remains important to ensure that the instruments remain in place. Colleagues will be aware that we are awaiting the final report from the Joint Committee on Statutory Instruments on the two Northern Ireland instruments.”
“In March, the Lords Secondary Legislation Scrutiny Committee recommended that the affirmative procedure should apply, as it believed that peers might wish to debate the potential impacts on cross-border rail services and those that operate them. Following the recommendation, the Government gave very careful consideration to what the most appropriate procedure was for progressing these important instruments. I would like to take this opportunity to thank the sifting Committees for their work. The Government recognise the valuable role that they have played, and welcome the opportunity to debate the instruments today. The instruments are important in providing passengers and industry with the confidence and certainty that, should the UK leave the EU without a deal, the rail legislative framework will continue to function effectively.”
“It is a pleasure to serve under your chairmanship, Ms Buck. I know that there is some confusion about why the superb Rail Minister, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), is not here to present the statutory instruments himself, but he was responding to an urgent question at the Dispatch Box, so I hope the Committee will bear with me. The instruments will be needed if the UK leaves the EU without a deal and are important in ensuring clarity, certainty and confidence for the rail industry and customers. I shall start by explaining why this Committee is considering them under the urgent “made affirmative” procedure provided for in the European Union (Withdrawal) Act 2018. The instruments were originally laid for sifting under the negative procedure in February.”
“I want to put on the record that we have one of the safest railways in Europe, and these SIs are about maintaining the status quo. Given the importance we already attach to railway safety, it is in no way appropriate to assume that we would ever add any risk to it once we are out of the EU. In the event of a no deal, we would become a third country. We expect to continue to share information and to have strong working relationships and standards.”
“Those discussions have been constructive and productive, and include consideration of arrangements that would be needed following any implementation period, as well as preparations in the event of a no deal. We are fully confident that these arrangements can be agreed, as it is in the mutual interest of the UK and other countries involved to maintain the continued smooth operation of the services. Very important points were raised about the island of Ireland. With support from DFT officials, the Northern Ireland civil service has been working to ensure that arrangements are in place to ensure the continued smooth function of the Enterprise service. The necessary arrangements are in place to ensure that the cross-border service continues as now from exit day, once again maintaining standards.”
“The Government are fully committed to maintaining high standards on our railways, and leaving the agency will not reduce standards. We are proud of our excellent safety record, which is one of the strongest in Europe. Some very important points were raised on cross-border services. We are entirely committed to supporting the continued success of the tunnel for rail freight and passenger services, and we want to see them grow in the future. The Government have been actively engaging with a range of European counterparts to ensure that arrangements are in place for the continuation of cross-border rail services, both for passengers and for freight, once the UK leaves the EU.”
“The UK will retain access to the vast majority of information on the relevant EU rail documentation, which is publicly available on the European railway agency database of interoperability and safety, or ERADIS, and stored and arranged in each member state. The UK will still be able to request the information and we would not expect EU member states to withhold it, as it is in the interests of all parties, safety authorities and train drivers not to do so. We are absolutely determined to keep up our record on rail safety. Another question posed was how we can continue to co-operate. We encourage the UK industry to participate in agency working groups where possible. We understand that the Rail Safety and Standards Board is already exploring arrangements for future co-operation.”
“To achieve that, it has been necessary to work closely with the Northern Ireland civil service on a provision-by-provision basis, which, as hon. Members will appreciate, has been a considered process and could not have been rushed. Concerns have been raised given that no deal may have been ruled out, but the default of extending article 50 and not having a deal is no deal. It is absolutely right that we are doing everything we can to provide certainty to the sector, and ensuring that we remove any risk. The hon. Member for York Central raised a very important and valid point about information sharing, to which I must respond. We expect to continue to share information that might have an impact on rail safety, because it is of mutual interest to the UK and the EU.”
“I thank the Committee for its consideration of the regulations, which will ensure that rail operations in the UK can continue as they do now, providing certainty, clarity and confidence to business. I will respond to the points made, but I must put it on the record that the Government’s motivation is to ensure that we continue to have one of the safest railways in Europe. I was asked why this process was not completed sooner. The instruments make technical corrections to a complex and significant body of domestic, secondary and EU-implemented legislation, which has evolved over several years. The GB and Northern Ireland safety regulations refer to each other and must be considered together. That adds a further layer of complexity. The regulations have had to be prepared in tandem to ensure that they work together effectively.”
“The ASLEF union was invited to our stakeholder workshops; I understand that it did not attend, but it has good engagement with the Department. All have acknowledged that they want clarity, and they want these SIs delivered. I hope I have responded to all the points. If not, I will write to hon. Lady in detail. I commend these regulations to the Committee. Question put and agreed to. Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 Resolved, That the Committee has considered the Railways (Safety Management) (Amendment) (EU Exit) Regulations (Northern Ireland) 2019 (S.I. 2019, No. 825).— (Ms Ghani.) Rail Safety (Amendment etc.) (EU Exit) Regulations 2019 Resolved, That the Committee has considered the Rail Safety (Amendment etc.) (EU Exit) Regulations 2019 (S.I. 2019, No. 837).— (Ms Ghani.)”
“We have to adopt the EU regulations that are in place now. Given that we have such a high record, there is no doubt that our experiences are shared with Europe. Throughout the transitional period, we will have to pick up legislation. We are talking about reciprocating what is already in place in case of a no-deal situation. A very important point was raised on co-operation and consultation. The consultation took place, and workshops were attended by passengers, freight operators, leasing companies, certification bodies, the Rail Industry Association, the Rail Delivery Group and the Private Wagon Federation, among other organisations. Everybody is keen for us to have that legislation on our statute books.”
“My Department is working closely with the Border Delivery Group to help to ensure that trade will continue to flow with minimum friction at UK ports. We are also continuing to liaise closely with the devolved Administrations.”
“That was another question with some flaws in it. First, no taxpayers’ money was paid to Seaborne. In view of the article 50 extension, the Government are reviewing no-deal contingency planning, and have decided to terminate the contract with Brittany Ferries and DFDS. It is right for us to ensure that we have done everything that we can in the event of a no-deal scenario. We had to take out an insurance policy, which is why the other contracts were provided. The cost of terminating those contracts will be £43.8 million, but had we delayed the termination, it would have been an extra £10 million. I remind the House that this is just 1% of no-deal planning. If the hon. Lady is concerned about the cost and about no-deal planning, I suggest that she vote for the deal.”
“Once again, my hon. Friend is waving the flag for the United Kingdom. We have indeed put together a 30-year maritime strategy called Maritime 2050, which will help to deliver the fantastic maritime nation that we were before we joined the EU. It is a great opportunity to promote again the hard work undertaken by our ports, including preparing for the possibility of— [Interruption.]”
“I was just going to end by talking about the fantastic work our ports do, including in preparing for no deal, and I look forward to working with them as we increase trade post Brexit.”
“We have to prepare for no deal; it is the default position of triggering article 50. If the right hon. Gentleman has any concerns about the impact of no deal, I would ask him to vote for the deal at the next opportunity.”
“I am not going to comment on any procedures taking place in respect of legal action, but if the hon. Gentleman really is concerned about no-deal planning, he cannot in one breath say we have not prepared enough and in the next say we have prepared and now we have to deal with the consequences. If the hon. Gentleman is concerned about no deal, I suggest he think about voting for the deal. It was absolutely right that we respected the needs across Whitehall and procured freight capacity, including for urgent medical equipment and medicines that may or may not be needed; it was the right and responsible thing to do.”
“The Department for Transport has a role to ensure that every other Department within Whitehall has what it requires for a no-deal scenario; that is why those contracts were procured and that is why we are in the situation we are in now.”
“That is such a lengthy question that I feel the hon. Gentleman has already cracked the urgent question to come after these departmental questions. To go over the whole debate about Brexit, we would need far more time than we have now. The public made a decision, and it was our job to undertake everything that would come out of that decision so we have to prepare for no deal. I am not sure whether the hon. Gentleman is criticising us for preparing for no deal or for having no deal in the first place. It was the outcome once we had triggered article 50, and I must say that the work undertaken by the Department for Transport with our port sector was remarkable, with all the officers and directors who worked within the Department to ensure that everything was in place if no deal was to happen.”
“Local bus journeys remain central to transport choices, accounting for around 59% of all public transport journeys. The number of local bus passenger journeys in England has fallen since the 1950s to 4.36 billion in the year ending March 2018.”
“Well, bus patronage differs up and down the country, as does the number of miles covered by buses. When local authorities have good partnerships with bus companies, the number of bus passengers across all age groups tends to be higher. It is fundamental to note that the one place where bus miles are going down is in Labour-led Wales.”
“Once again, my hon. Friend is a true champion of his constituency, and he refers specifically to Henley Town Council. When a council has a good relationship and partnership with a bus operating company, decisions about where and how buses should run can be made close to home to ensure that services are run how passengers want. I want buses to be the most convenient, accessible and greenest form of transport across our country. This is not just about funding; it is about good relationships between local authorities and bus operating companies.”
“Bus passenger numbers vary across the country, and I do not think it is appropriate for the hon. Gentleman just to whitewash bus services as if they were one national service. He should realise that bus passenger numbers are up by 15% in Bristol and by 38% in Poole, and bus passenger numbers are up among young people in Liverpool as well. Over £1 billion is spent on bus services, with some going directly to local authorities and some going to bus operating companies. When the hon. Gentleman talks about the cost of a bus journey, it is important to remember that, every year, the cost went up three times as fast under the Labour Government than it ever has under this Government. Under Labour Governments, no matter how much change a person has in their pocket, they will never be able to afford that bus journey.”
“I can tell the House, on local election day, that we have put in place legislation under the Bus Services Act 2017 to allow local authorities to manage those partnerships with their bus companies to ensure that they deliver good value and good services locally. All local authorities need to do is to work on business plans and timetabling and they can bring those partnerships forward. They have not done that yet.”
“When it comes to maritime emissions, we can look at the work of the International Maritime Organisation, which is opposite us on the Thames. A huge amount of work was done earlier this year to look at driving down greenhouse gas emissions by 50% by 2050. It is interesting to note that this Government led the high-ambition coalition to get that agreement made, so we are not only leading nationally, but driving down greenhouse gas emissions internationally as well.”
“Further to that point of order, Mr Speaker. I did not say “franchising”; I said “partnerships”. The Bus Services Act introduced new powers for local authorities and operators to work together through partnerships and franchising. Mayoral authorities have those powers automatically. All local authorities must approach the Department if they wish to get permission. They need to prepare business strategies and put together programmes of work, but we are ready and waiting to work with them, as we do already. Mayoral authorities can franchise, and local authorities can put together partnerships. I am more than happy to put that on the record.”
“Many of the early works that are now taking place on HS2 are activities aimed precisely at creating this environmental legacy. They are being done now to ensure that they become fully established as early as possible, alongside construction of the railway.”
“The works that are now taking place are necessary to enable the construction of HS2 to move forward in accordance with the programme, following notice to proceed. We are aiming for HS2 to be one of the most environmentally responsible infrastructure projects ever delivered in the UK, and managing its impact on the environment during construction is a high priority. HS2 will deliver a new green corridor made up of more than 650 hectares of new woodland, wetland and wildlife habitats alongside the line. More than 7 million new native trees and shrubs will be planted, to help blend the line into the landscape and leave a lasting legacy of high-quality green spaces all along the route. It will include more than 33 sq km of new and existing wildlife habitat—an increase of around 30%, compared with what is there now.”
“Completing HS2 is Government policy and is crucial to unlocking economic growth and improved productivity in the midlands and north. It is supported by Members on both sides of this House. I therefore have no intention of halting work on HS2 in Buckinghamshire or elsewhere. There are already 7,000 people and 2,000 businesses working to deliver the HS2 project, and early works are well under way. Once HS2 Ltd has reached agreement with its suppliers and the Government are satisfied about both affordability and value for money, we will make a full business case for phase 1. This will inform notice to proceed, which is the formal contractual process that enables each phase 1 supplier to move from design and development to construction. Notice to proceed is scheduled to take place later this year.”
“HS2 is a large infrastructure project—there is no denying that—but it is absolutely vital if we are to focus on smashing the north-south divide and provide opportunities for people who live beyond London and the south-east. It is and will be the most important economic regeneration project for a generation, and it is absolutely right that parliamentarians commit to long-term infrastructure projects that reflect the needs of our country.”
“Friend will know, because we have often talked about this, that HS2 is seeking to achieve no net loss in biodiversity across the route of the new railway. My right hon. Friend also talked about the particular impacts in her constituency, and she has been a staunch campaigner on behalf of Buckinghamshire, which we know will be impacted by the line. A large section of the subsurface route, in the form of the 24 km Chilterns tunnel, has already been put through the hybrid Select Committee process. Furthermore, £3 million has been provided for the Chilterns area of outstanding natural beauty, and there are the £5 million woodland fund, the £30 million road safety fund and the £40 million community and environment and business and local economy funds. Buckinghamshire has already received over 30% of all the awards it could be afforded.”
“I understand that her constituents will be feeling some of the impacts of HS2’s construction, but the enabling works are absolutely crucial, especially when it comes to the environment. The early works are necessary to enable the construction of HS2 to proceed in accordance with the programme once notice to proceed is given. The existing programme of enabling works includes habitat creation, tree planting, ground investigation, the construction of work compounds, road improvements and utility diversions. This existing programme of enabling works has not changed, and it is the backbone of ensuring that further environmental mitigation can take place, which is why enabling works are so crucial. My right hon.”
“It is supported by a number of leaders up and down the country, but particularly in the midlands and the north, who often comment not only to the media but to me that they are quite fed up about people in the south commenting on what is needed in the north. My right hon. Friend wanted to know about the notice to proceed. The notice to proceed is the point when HS2 Ltd instructs its main works civil contractors to begin construction of the phase 1 railway, as set out in the HS2 development agreement, which was in the Bill that went through in 2017. My right hon. Friend talked about the impacts on Buckinghamshire, and she has been a very passionate campaigner for her constituency.”
“It will connect eight of our 10 biggest cities, connecting half of our country’s population, so every Member of Parliament in this place will have constituents who are positively impacted by HS2. It will create thousands of jobs directly and over 100,000 jobs indirectly, and the net positive for our economy will be well beyond £94 billion over its lifetime. We always talk about investment in our rail network and why we need to have extra capacity when it comes to HS2, but demand on the west coast line has increased by 190% since 1995 and we are close to being unable to add any more seats or trains. People often stand the whole way on long-distance journeys, and while delays are less frequent than in the past, we need a solution, and HS2 provides that solution.”
“My right hon. Friend has posed a number of questions, which I will do my best to get through. She has expressed her disappointment that I am not the Secretary of State, but I am indeed the Minister responsible for this project. Not only is the project this Government’s policy, but it was in the Conservative party’s manifesto as well as in the Labour party’s manifesto. It is absolutely right that the Minister responsible for the project continues to undertake to ensure that it stays on track. This is a good opportunity to remind the House why HS2 is so important. It is indeed a national project, and it is the largest infrastructure project in Europe.”
“Members have cases that have fallen short, I apologise, and I will be more than happy to hold further meetings. As I mentioned earlier, this is one of our largest infrastructure projects and it will connect half of our country’s population. To adapt the motto of the Labour party, this line is for the many and not for the vested interests of the few who want to play politics with this important infrastructure project.”
“I remind the House that Judith Blake, leader of Leeds City Council, said that HS2 is “the opportunity to transform the prospects for the north—perhaps a once in 200-year opportunity.” I know you take a close personal interest in HS2, given your constituency, Mr Speaker. You may be aware that the all-party parliamentary group on the northern powerhouse, which includes more than 80 MPs, recently put out a statement about how important HS2 is to ensure that we smash the north-south divide. When there are criticisms of HS2 and constituents’ queries are not dealt with, it is absolutely right that we hold HS2 to account. Some individuals have to deal with the difficult impact of the line going near their homes. I am challenging HS2 repeatedly and will continue to do so. If any hon.”
“Given how much playing of politics there was in that statement, one could forget that the Labour party actually supports HS2. In his “game changer” speech, the shadow Secretary of State for Transport spoke about its importance. Before I go on to answer questions, we must remind ourselves that it is absolutely right that we do not focus only on what is required here in London and the south-east. In case they need reminding, I will tell shadow Front Benchers what Andy Burnham said recently: “We don’t need London commentators telling northern leaders what we need…We need HS2”. He— [Interruption.] If Opposition Front Benchers support northern Labour leaders, some support at the Dispatch Box, and when other opportunities arise, for the most important infrastructure project of our lifetimes is absolutely key.”