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…”
The complete record
Every one of 4,837 lines we hold for Ms Nusrat Ghani, in date order, each linked to its source. Free to read, in full, without an account. Page 79 of 97.
“The services run by community transport operators are of vital importance to our transport sector and communities. During the most recent financial year, the Government supported community transport operators with almost £3.1 million through the bus service operators grant. A number of projects from the £11.5 million building connections fund will also provide new community transport links to support those most at risk of isolation.”
“The hon. Gentleman will be aware that community transport operators, even within his own community, opened a new service as recently as a few months ago, with extra support from the Department and the bus service operators grant fund. I looked on his local council website to check what was happening with community transport, and there was a reference to the funding that the Department for Transport had provided. The council said that the excellent public community transport in the borough was being provided by funding provided by the Department for Transport.”
“My hon. Friend is a strong advocate for his constituency. I am not exactly sure which funding stream he is talking about, but let us sit down and talk about it, and see what we can do.”
“The hon. Lady raises two very important issues. I will meet her to see what I can do to help out. She is right that if bus services are being changed, there needs to be communication with not only the traffic commissioner, but the local community. I am more than happy to sit down with her to see what is happening.”
“Those are two very important permits, and I know that they have previously caused some anxiety in the sector. Of course, we carried out a consultation. I want to make sure that we respond appropriately, which is why we will take our time to make sure we get it absolutely right. It is important to note that we are working with community transport operators and the Community Transport Association, which receives a substantial amount of funding from us. It is important to note that the status quo as it is today for community transport operators continues.”
“I no doubt do not need to point out to the hon. Gentleman that I am a she, not a he, but no matter. We are very supportive of community transport operators, which was why the consultation was so important. We will make sure that our response actually fits the fantastic voluntary work that takes place within our community transport network.”
“I am a little confused by the hon. Gentleman’s statement, because the Government are yet to put out our response. We are working with the charities sector, including with the Community Transport Association and community transport operators. There is an EU regulation that we are trying to make this fit into, but we are committed to ensuring that our community transport operators continue to operate. That is why we have the £3 million fund and the £11.5 million building connections fund.”
“Access for All has delivered step-free, accessible routes at more than 200 stations since it was launched in 2006, and a further 19 stations are currently under construction. To build on that success we have made a further £300 million available to extend the programme, and 300 stations have been nominated for that funding. I expect to announce the successful stations in April.”
“My hon. Friend will be pleased to know that Hillside station has indeed been nominated. When preparing for nominations, the industry was asked to include any relevant factors, and Hillside’s nomination included details of the Open. Every factor will be given due weight during the ongoing selection process, and all I can say for now is that I hope there will be good news for my hon. Friend and his constituents in April.”
“We have £300 million available at the moment and we have received 300 nominations. All the issues that the right hon. Gentleman has raised will be taken into account. It is important to note that journeys with step-free access have increased from 50% in 2015 to 75% today.”
“My right hon. Friend knows that we have spoken about Beeston on a number of occasions, and I apologise for having failed to visit the station already. I will do my very best to accompany her to Beeston station in the near future.”
“I cannot provide that assurance right here and now. We had 300 nominations and the decisions will be made in April. If the station was nominated—I do not have the list in front of me—I will ensure that it is considered as efficiently as possible.”
“My hon. Friend raises an important issue. For over a decade it has been illegal for taxi and private hire drivers to refuse assistance dogs, and I am clear that they must comply with the law. We cannot risk lowering people’s confidence and ability to travel independently. Licensing authorities have the power to stop this happening by training drivers to understand their duties and by prosecuting them when they fail to comply. We are considering the recommendations mentioned by my hon. Friend and will publish a response in due course.”
“I am afraid that the hon. Gentleman is mistaken and has not heard what the Secretary of State mentioned earlier. No money has yet exchanged hands and it is up to the company how it crews its ships. It is important to note that we are working with the Department for Business, Energy and Industrial Strategy to ensure that we can deliver the national minimum wage for our seafarers.”
“I can indeed assure my hon. Friend that all submissions will be given appropriate consideration, and the report will be published in due course.”
“I believe that the hon. Lady is talking about the underground, which is the responsibility of the Mayor. Transport in London is devolved to the Mayor and delivered by Transport for London. It is for the Mayor to determine how to increase step-free access at underground stations. If the hon. Lady is embarrassed about the situation, I suggest she takes this case straight back to the Labour Mayor of London.”
“In conclusion, the regulations before the Committee are intended to make changes that will ensure that the current legislative regime for ships and ports is able to operate effectively, and continues to meet the UK’s maritime security requirements, following EU withdrawal. I commend the regulations to the Committee.”
“To fix that deficiency in the legislation and to ensure that the Secretary of State can continue, under the legislation, to define or amend the boundaries of particular ports, the draft regulations rely on powers in the European Union (Withdrawal) Act 2018 to confer on the Secretary of State powers to continue to update or amend the existing suite of legislation. That power would be used when, for example, a port boundary is changed or a new port comes into existence. The amendments made to the 2009 regulations will ensure that the Secretary of State can continue to discharge all his statutory duties. The power in the draft regulations for the Secretary of State to make regulations will maintain the effectiveness and operability of ship and port security legislation following EU withdrawal.”
“As part of that provision, the Secretary of State will have the power to exclude any such change relating to international shipping by the making of regulations—as the Commission does currently—if it is determined that there is a manifest risk that implementation would lower the standards of the UK’s maritime security regime. Any future regulations made in that regard by the Secretary of State would be subject to parliamentary procedures. Finally, the Port Security Regulations 2009 contain references to section 2 of the European Communities Act 1972, which will no longer be in force on exit day.”
“The draft regulations include provision for three more detailed, but equally necessary, corrections to the existing legislation. First, they amend article 3 of regulation 725/2004 in relation to domestic vessels. That does not alter or impact on current administrative practice, the categories of domestic vessel to which the legislation applies, or how those vessels are required to comply with the legislation. Secondly, the draft statutory instrument includes provision to enable the direct application of future amendments made to the ISPS code. That will allow the legislation to keep in step with future changes and ensure that the UK is meeting its international obligations.”
“The policy behind the changes is that in the UK, there should be no practical change to, or noticeable impact on, how the industry daily operates an effective protective security regime. Most of the changes to the current legislation are minor. Some involve the restatement of the retained EU law in a clearer or more accessible way, to make it fit for purpose within domestic legislation. The draft regulations also revoke regulation 324/2008, which established procedures across the EU for the European Commission to conduct inspections of UK ships and ports. Such inspections will neither be required nor appropriate following EU withdrawal; the Department for Transport and the Maritime and Coastguard Agency will continue to deliver a well established programme of ship and port inspections, to ensure that required security standards are met.”
“The directive was transposed into UK law by the Port Security Regulations 2009, and by 33 separate designation orders that define the boundaries of ports across the UK. The existing legislative regime ensures that proportionate security measures are in place on board ships and at the UK’s maritime ports. On withdrawal day, regulation 725/2004 will be converted into UK legislation and will become part of the body referred to as retained EU law. To ensure that retained EU law continues to function effectively after exit day, a number of changes are required to the text of EU regulation 725/2004, and the 2004 and 2009 regulations. The changes are designed to prevent, remedy or mitigate failings of, or deficiencies in, retained EU law resulting from the UK’s withdrawal from the EU.”
“In 2004, the convention and code were given a basis in EU law by regulation 725/2004 on enhancing ship and port facility security. The regulation provided for the harmonised implementation of the convention and the ISPS code within and across EU member states. It made implementation of the provisions of part A and specific elements of part B mandatory in all EU member states. The regulation is directly applicable in UK law, but it was further implemented, as far as was necessary, in domestic legislation by the Ship and Port Facility (Security) Regulations 2004. The 2005 port security directive complements the security measures introduced by the EU regulation by expanding the area of port that is subject to a protective security regime.”
“The UK is a contracting party to the International Maritime Organisation’s safety of life at sea convention—SOLAS. In response to the perceived threats to ships and port facilities in the aftermath of the terrorist attacks in America on 11 September 2001, the international ship and port facility security code—ISPS—was adopted under SOLAS. The code established a range of protective security measures that are required to be taken on ships and at ports to protect vital infrastructure and people from acts of terrorism or violence. The code is set out in two parts: part A includes a number of mandatory provisions for signatory states, and part B, intended as guidance, contains measures for states to consider implementing to enhance the security of ships and port facilities.”
“I beg to move, That the Committee has considered the draft Ship and Port Security (Amendment etc.) (EU Exit) Regulations 2018. It is a pleasure to serve under your chairmanship, Mr Evans. The UK maritime sector is thriving. We are one of the largest flag states, have one of the largest port industries and attract significant investment. We lead the world in many areas of maritime business services, education and research. Subject to parliamentary approval, the draft regulations will amend ship and port security legislation so that the current regime of protective security on board ships and at UK ports continues to operate following the United Kingdom’s withdrawal from the EU. International agreements and European legislation form the bedrock of the UK’s well established ship and port security regime.”
“It enables the status quo in the UK to continue. I hope that the Committee has found this morning’s sitting informative and will join me in supporting the regulations. Question put and agreed to.”
“Member for Kingston upon Hull East. It is important to note that the Department is making plans for all eventualities, including a no-deal Brexit. That is why we are undertaking exercises and modelling, working with local communities—whether in Kent or with the port of Dover—and doing everything we can to ensure that freight travels up and down our country with the least friction possible. Unfortunately, every exercise that we undertake is done under the full glare of the media and the public, but we would also be criticised if we were not implementing all remedies and not practising all of our modelling for a situation in which we exited without a deal. The statutory instrument is essential to ensure that ship and port security legislation continues to work effectively in the UK from day one after exiting.”
“I will do my best to ensure that more robust replies are provided in writing, but I will put on the record that the robust security standards at UK ports and on ships will continue following EU withdrawal. We must not forget that we have the fantastic, internationally renowned Maritime and Coastguard Agency, which does fantastic work and is well respected across the world; it will continue to do that work with even more detail post Brexit. It is important to note that most ships carry data on board, which exempts them from having to present it when they come into port. All we are asking is for the shipowners to press a button to make sure that information is available, if requested, when they are pulling into port. That data is already pooled and gathered. I will make sure that a more detailed response is provided to the hon.”
“I am grateful to hon. Members for participating in this morning’s Committee, and turning up so early to deal with this important piece of legislation. The current protective security regime for ships in UK ports operates effectively; there is a range of measures in place to protect vital infrastructure, the travelling public, and those working in those environments from attack. The draft regulations make the appropriate changes to what will become the retained protective security legislation when the UK exits the European Union. Turning to some of the points that have been raised this morning, a question was asked about security and standards on ships.”
“The code contains criteria against which ROs are approved, authorised and assessed, and gives guidance on how flag states should monitor ROs. As in many other areas, the European Union has adopted legislation to harmonise the way in which member states implement IMO requirements. EU regulation 391/2009 and related legislation established a system for approving ROs, criteria for assessing RO performance based on IMO criteria, monitoring measures, and remedial measures if ROs are underperforming, including fees, penalties and, finally, the removal of RO status. The regulations before the Committee are made under the European Union (Withdrawal) Act 2018. The Department expects to lay approximately 65 EU exit statutory instruments. The Act retains EU legislation that is directly applicable in UK law, such as that on ROs.”
“I beg to move, That the Committee has considered the draft Merchant Shipping (Recognised Organisations) (Amendment) (EU Exit) Regulations 2019. It is a pleasure to serve under your chairmanship, Sir Christopher. Recognised organisations play an important part in ensuring that ships are built and maintained so that they can operate in compliance with national and international standards on safety and the prevention of marine pollution. ROs are organisations with experience and expertise in the surveying, inspection and certification of ships. They carry out those functions on behalf of maritime nations such as the United Kingdom. Globally, the International Maritime Organisation develops rules on ROs. The IMO introduced the recognised organisations code, which updated and consolidated existing requirements, and entered into force in 2015.”
“Absolutely. My hon. Friend hits the nail on the head. The Department for Transport has always been, and continues to be, thorough in preparing legislation for all scenarios, including no deal.”
“The regulations make necessary changes to ensure that the existing regulatory framework for recognition, authorisation and monitoring of recognised organisations is retained and operates effectively. They will ensure that the law on recognising, authorising and monitoring ROs continues to function after the UK’s withdrawal from the European Union, enabling the UK to continue to comply with its international obligations as established by the International Maritime Organisation. The regulations are fully supported by the Government and I commend them to the Committee.”
“The regulations will be accompanied by merchant shipping notice 1672, which provides information to the industry on the standards that ROs apply and on requirements for recognising, authorising and assessing ROs. I should also mention directive 2009/15, which governs the relationship between states and ROs and includes the authorisation of ROs. That directive was implemented administratively through formal agreements between the Maritime and Coastguard Agency and each RO. The directive will not be saved in UK law after exit, but the MCA will put in place new agreements with each RO when the regulations come into force. Those arrangements will be very similar to the previous agreements between the MCA and the ROs but will reflect the changes made in these regulations.”
“The regulations will also enable the Secretary of State to make rules in relation to the imposition of fines and penalties and the withdrawal of recognition; the establishment of criteria for assessing ROs’ performance and the effectiveness of their rules; the amendment of the criteria that ROs must follow and the interpretation of those criteria; and the amendment of the criteria for use of port state control inspection data for assessing unacceptable levels of performance by ROs. Other changes include transferring powers to review fines and penalties from the European Court to the UK courts by way of a statutory appeals procedure.”
“Certain powers have been transferred from the European Commission to the Secretary of State for Transport. That will enable us to keep up to date with changes to the IMO rules that apply to ROs in relation to standards and the criteria for assessing RO performance. Those criteria are used to measure the effectiveness of the rules, procedures and performance of recognised organisations in relation to safety and the environment.”
“At present, there are 12 EU ROs, six of which have been authorised to act on behalf of the UK. The regulations will make the necessary changes to adapt an EU system for ROs to one that can function as a UK system after exit. It is the Maritime and Coastguard Agency’s intention that the six EU ROs that are currently authorised on behalf of the UK would continue to remain authorised and recognised as UK ROs following our exit from the EU. To enable the legislation to continue to work as part of UK law, the regulations will change references to “the member state” and “the Commission” to “the Secretary of State” or “the United Kingdom” where appropriate. Changes to definitions and other wording in the legislation have been made to reflect the UK’s position outside the EU, and redundant reporting requirements have been removed.”
“I thank my hon. Friend. The regulations make provision under section 8 of the 2018 Act to correct deficiencies in such EU legislation as arise from the UK leaving the European Union. We need to amend retained EU legislation on ROs for the legislation to function correctly in future. The regulations will therefore amend EU regulation 391/2009 and subsidiary EU legislation, which comprises Commission regulation 788/2014 on rules for fines, penalty payments and the withdrawal of recognition, and Commission decision 2009/491 on criteria for member states to use when judging whether an RO’s performance is unacceptable. The regulations also revoke Commission implementing regulation 1355/2014. Under EU legislation, member states may delegate the inspection and survey of ships to EU authorised ship inspection and survey organisations, or EU ROs.”
“I established the clean maritime council to ensure that we not only deliver on our country’s ambitions but lead the way in the world. I hope the Committee has found this morning’s sitting informative and will join me in supporting the regulations. Question put and agreed to.”
“The regulations are essential to ensure that legislation on ROs, which are a crucial part of the regulatory framework for shipping, continues to work effectively in the UK from day one after our EU exit. I am grateful that the hon. Gentleman will allow me to respond in writing to some of the issues that he raised. However, I remind him that we are part of the high ambition coalition driving the IMO’s standards not only on greenhouse gas emissions but on other emissions into our waters. I am in the middle of preparing the Government’s 30-year strategy, “Maritime 2050”, which will look not only at the training and rights of seafarers but at environmental impacts. I am more than happy to give more detail as I take that forward.”
“I am grateful to the hon. Gentleman for his contribution to this morning’s debate, and to the Opposition for their support. This debate has shown that the Committee appreciates the important part that ROs play in ensuring maritime safety and environmental protection. The regulations will ensure continuity for ROs and the shipping companies that rely on their services. It is not our intention to make changes to how ROs operate, or to the relationship between the MCA and ROs. The regulations only adapt a system for ROs designed on behalf of the EU member states into a UK system. The MCA has already taken steps to promote continuity in discussions with the ROs.”
“Some ports may use their statutory powers under harbour byelaws to do that, particularly where parking control is needed to ensure the safe and effective operation of the harbour. Others may use an approach involving private parking contractors. Whatever the arrangements, they seem to work effectively. My Department receives very little correspondence from members of the public or businesses with concerns about parking arrangements at our ports, although that is not in any way to discount the concerns of my hon. Friend’s constituents.”
“In most cases, the aim is for a vehicle to spend as little time as possible at the port, often arriving at a set time to pick up or deposit a container before departing shortly afterwards, or arriving at a port to catch a ferry service with as little time as possible spent at the port. The provision of parking for vehicles is not therefore that relevant to such ports. The priority is to ensure that traffic is kept moving smoothly through the port. However, some ports will provide more parking facilities, such as for use by departing cruise passengers. For other mainly smaller ports, car parking for tourists and other visitors can provide an important source of revenue, particularly over the summer season. Each port is responsible for managing its own car parking arrangements.”
“Friend mentioned, their importance will grow as we leave the EU and start to make the most of the new global trading opportunities it brings. As a consequence of their success, our major commercial ports generate significant volumes of road traffic moving freight to and from ports, with goods for export travelling to our ports and imported goods being taken to their destinations inland, such as warehouses, distribution centres and factories. Our ports are a key link in the supply chains of our economy. That is particularly the case at ports specialising in shipping containers, such as Felixstowe, London Gateway and Southampton, as well as larger roll-on roll-off ferry ports including Dover and Harwich International.”
“The scale of the operations at Felixstowe is impressive. The port handles the largest container vessels in the world, some 400 metres long each and holding some 18,000 twenty-foot equivalent unit—or TEU—containers, with 33 cranes to load and unload them. Felixstowe handles some 4 million TEU containers each year. Our other large container ports, including at London Gateway and Southampton, are just as impressive. Our ports operate on a commercial basis in a competitive environment, including with ports on the continent. They have an impressive record of investment in new facilities, investing hundreds of millions of pounds in new facilities over the past 10 years, with further planned for the future. As my hon.”
“They have a significant impact on the local economy as a source of employment and business activity. I am sure that I do not have to convince my hon. Friend and other Members of the economic importance of our ports to our country. They make a massive contribution to our economy and, to put it simply, are the reason why we can thrive as a trading nation. Our ports are our main gateway to the world, handling 95% of all imports and exports, employing 24,000 people and boosting our economy by £5.4 billion a year. As Minister for maritime, I see the story behind those statistics every day and the enterprise, investment, and commitment to customers that make Britain’s ports among the best in the world. I also had the opportunity in May to visit a number of our ports, including Felixstowe, and saw first hand the fundamental role they play.”
“I congratulate my hon. Friend the Member for Central Suffolk and North Ipswich (Dr Poulter) on securing this debate on private parking enforcement at commercial ports and trading estates. I am pleased to respond to a debate on a subject that is clearly important to my hon. Friend, his constituents and hauliers. Although there are no major commercial ports in North Ipswich and Central Suffolk, his constituency is close to that great hub of maritime activity and excellence on the Harwich Haven waterway. That includes one of the country’s largest and most important ports at Felixstowe, as well as other significant commercial ports at Harwich International and the port of Ipswich. Together, those ports deal with some 11% of total freight tonnage handled by English ports— 36 million tonnes in 2017.”
“I will ensure that the appropriate Ministers respond further on the issues relating to penalties that he raised. Question put and agreed to.”
“I hope that my response has assured my hon. Friend the Member for Central Suffolk and North Ipswich that the Government are well aware of the issue of parking at commercial ports and trading estates, both in my Department and in the Ministry of Housing, Communities and Local Government, which is also involved in enforcement. I will make sure that the record of today’s debate is passed to the appropriate Minister so that they can respond to my hon. Friend, too. We must not forget that the parking code of practice, when it becomes law, should help to address a number of the concerns the Government have about how the current systems works. I am grateful to my hon. Friend for raising this issue this evening, but I am sure that his constituents will welcome the proposed Bill.”
“Friend raised a number of concerns—one was about penalties. I will be taking that back to my Department so that the roads Minister, the Minister of State, Department for Transport, my hon. Friend the Member for Hereford and South Herefordshire (Jesse Norman), ensures that my hon. Friend gets a robust response. Once again, my hon. Friend highlighted the importance of the logistics industry, and we cannot have it feeling that it is being particularly targeted because of the way it conducts business. I am pleased that my hon. Friend the Member for Suffolk Coastal (Dr Coffey) has joined us in the Chamber. She is already across these issues, and I will make sure that my Department is working closely with hers to ensure that both hauliers and local constituency Members of Parliament are represented appropriately.”