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Tag: 2021

  • Michael Ellis – 2021 Statement on Brexit Opportunities

    Michael Ellis – 2021 Statement on Brexit Opportunities

    The statement made by Michael Ellis, the Paymaster General, in the House of Commons on 16 September 2021.

    With permission, Mr Deputy Speaker, I will make a statement, which is also being made in the other place, on the opportunities the country has now that we have left the European Union.

    While we were a member of the EU some of the most difficult issues that Governments of both main parties faced were to do with regulations, such as services directives, REACH—the registration, evaluation, authorisation and restriction of chemicals—reforms of agricultural policy, and very many pieces of financial services legislation. Often such laws reflected unsatisfactory compromises with the other EU members. We knew that if we did not rescue something from the legislative sausage machine, as it were, we would be voted down and get nothing. These laws were designed to lock every country, no matter its strengths or weaknesses, into the same uniform structures, and they were often overly detailed and prescriptive. Moreover, the results usually either had direct legal effect in the United Kingdom or were passed into our law through secondary legislation; either way, that involves very limited genuine democratic scrutiny. This Government were elected to get Brexit done and to change this situation, and that is exactly what we will do.

    Much has already been changed of course but, given the extent of EU influence over nearly half a century, the task is a mammoth one. To begin it, we asked my right hon. Friend the Member for Chingford and Woodford Green (Sir Iain Duncan Smith) to lead a team to examine our existing laws and future opportunities. They reported back earlier this year and since then my right hon. Friend the Chancellor of the Exchequer and my noble Friend Lord Frost have been considering that taskforce on innovation, growth and regulatory reform—TIGRR—report in some depth. Lord Frost is today writing to my right hon. Friend the Member for Chingford and Woodford Green with our formal response to his report and, more importantly, our plans to act on the basis of his report. Lord Frost is sharing the Government’s formal response with Committee Chairs and will deposit it in the Libraries of both Houses; it will also be available shortly on gov.uk. I will now highlight some of the most important elements of our plans.

    First, we will conduct a review of so-called retained EU law; by this, I mean the many pieces of legislation that we took on to our own statute book through the European Union (Withdrawal) Act 2018. We must now revisit this huge but anomalous category of law, and we have two purposes in mind. First, we intend to remove the special status of retained EU law so that it is no longer a distinct category of UK domestic law but is normalised within our law with a clear legislative status. Unless we do that, we risk giving undue precedence to laws derived from EU legislation over laws made properly by this Parliament. The review also involves ensuring that all courts in this country have the full ability to depart from EU case law according to the normal rules. In so doing, we will continue restoring this sovereign Parliament and our courts to their proper constitutional positions, and indeed finalise that process.

    Our second goal is to review comprehensively the substantive content of retained EU law. Some of that is already under way—for example, our plans to reform inherited procurement rules and the plan announced last autumn by my right hon. Friend the Chancellor to review much financial services legislation. But we will make this a comprehensive exercise, and I want to make it clear that our intention is eventually to amend, replace or repeal all retained EU law that is not right for the UK. That is a legislative problem, and accordingly the solution is also likely to be legislative. We will consider all the options for taking this forward, and in particular look at developing a tailored mechanism for accelerating the repeal or amendment of retained EU law in a way that reflects the fact that laws agreed elsewhere have intrinsically less democratic legitimacy than laws initiated by the Government of this country.

    We also intend to begin a new series of reforms of the legislation we have inherited on EU exit, in many cases as recommended by the TIGRR report. Let me give some examples. We intend to create a pro-growth trusted data rights regime that is more proportionate and less burdensome than the EU’s GDPR—general data protection regulation—and the previous Culture Secretary, my right hon. Friend the Member for Hertsmere (Oliver Dowden), on 10 September announced a consultation that is the first stage in putting new rules in place.

    We intend to review the inherited approach to genetically modified organisms—GMOs—which is too restrictive and not based on sound science. My right hon. Friend the Environment Secretary will also shortly set out plans to reform the regulation of gene-edited organisms. We will use the provisions of the Medicines and Medical Devices Act 2021 to overhaul our clinical trial frameworks, which are based on outdated EU legislation, giving a major boost to the UK’s world-class research and development sector and getting patients access to new life-saving medicines more quickly. The Medicines and Healthcare Products Regulatory Agency is already reforming the medical devices regulations to create a world-leading regime in this area.

    We will also unleash Britain’s potential as a world leader in the future of transport. My right hon. Friend the Transport Secretary will next week set out ambitious plans including modernising outdated EU vehicle standards and unlocking the full range of new transport technologies. We also intend to repeal the EU’s court services regulations, a good example of a regulation that was geared heavily towards EU interests and frankly never worked for the UK. We will drive forward our work on artificial intelligence, where the UK is already at the forefront of driving global progress. We will shortly publish the UK’s first national AI strategy, setting out our plans to supercharge the UK’s AI ecosystem and set standards which will be world leading.

    As recommended by TIGRR and the Penrose review and promised in the current consultation on reforming the better regulation framework, we will put in place much more rigorous tests within Government before taking the decision to regulate. Now that we have control over all our laws, not just a subset of them, we will consider the reintroduction of a one in, two out system, which has been shown internationally to make a significant difference.

    Finally, Brexit was about once again giving everyone in this country a say in how it is run, and that is true in this area, too; we aim to tap into everyone’s ideas. Accordingly, we will create a new standing commission under visible and energetic leadership to receive ideas from any British citizen on how to repeal or improve regulations. The commission’s job will be to consider such ideas and make recommendations for change, but it will only be able to make recommendations to us in one way: in the direction of reducing or eliminating burdens. I hope in this way we will tap into the collective wisdom of the British people and begin to remove the dominance of the arbitrary rule of unknown origin over people’s day-to-day lives.

    Let me finish by being clear that this is just the beginning of our ambitious plans. I will return to this House regularly to update Members on our progress and, more importantly, to set out further intentions. Brexit was about taking back control: the ability to remove the distortions created by EU membership and to do things differently in ways that work better for this country and promote growth, productivity and prosperity. That is what we intend to do.

    I recognise Brexit was not a choice originally supported by all in this country, or even by some in this House, but Brexit is now a fact. This country has now embarked upon a great voyage. We each have the opportunity to make this new journey a success—to make us more contented, more prosperous and more united—and I hope everyone will join us in achieving that. I commend this statement to the House.

  • Kelly Tolhurst – 2021 Speech on Chatham Docks

    Kelly Tolhurst – 2021 Speech on Chatham Docks

    The speech made by Kelly Tolhurst, the Conservative MP for Rochester and Strood, in the House of Commons on 16 September 2021.

    I am extremely proud of my constituency, its people and its history, particularly our great maritime history and the connection with our river, the Medway, which has been a significant contributing factor in how the five Medway towns—Rochester, Chatham, Strood, Gillingham and Rainham—have developed over the centuries. The towns have been a hive of industry and innovation, and home to talented and exceptional people who have shaped, and continue to shape, the area that I love so much.

    The fact that we have the River Medway flowing through our towns means that we have a rich industrial and commercial past and present. We have had large numbers of cement works, shipbuilders, boatbuilders, brickworks, world-class engineers, manufacturers, aerospace workers, energy producers, artists, innovators and significant industries based in the Medway towns. Our geography has played a major part in the towns’ success and meant that Chatham was chosen as home to the royal dockyard, which has been in existence since 1613 and in its heyday was the most important shipbuilding and repair dockyard in the country. The dockyard was sadly decommissioned in the 1980s, after much opposition from the people of the towns and one of my predecessors, Dame Peggy Fenner. It was a devastating blow to the Medway towns and had a major impact on its people.

    Since the closure of the naval dockyard, fantastic work has been carried out by successive Governments, local authorities, businesses and investors to see the old dockyard site regenerated, making it a vibrant area with housing, leisure, universities and businesses. The historic dockyard site has been separated and preserved, with our three deep-water basins built in the mid-1800s being maintained and still in use. One is now a thriving marina. The second is used by the local community and for water sports. As recently as 2019, we welcomed HMS Medway and, in 2017, HMS Richmond and the Dutch Navy frigate HNLMS Holland. The third basin, known as Chatham docks, is a working commercial port, where many businesses are benefiting from what is a strategic, regionally significant asset, a 70-acre commercial port and manufacturing hub. It is home to successful and growing maritime and construction businesses providing over 800 jobs and 16 apprenticeships, with far more—around 1,500—in the supply chain or in some way dependent on the facility. Businesses with a combined annual turnover approaching £175 million and future investment plans for more than £60 million are occupying the land, buildings and berths.

    Despite all this, the landowners have said that they feel the site is no longer viable and that too much investment would be required to repair or renew the lock gates. Therefore, they wish to close the docks and in their place build high-rise flats, with tall promises on the number of jobs that will be created there. I must point out that this is in the context of the landowner already having developed over 26 acres with high-rise flats and mixed-use retail and leisure, through which the landowner has already realised significant increases in land values. As Members might imagine, the suggestion of closing Chatham docks has united residents, businesses and political opponents against the idea.

    Medway Council is currently finalising its draft local plan. It has been widely suggested that the council will redesignate Chatham docks for housing and mixed use when the draft local plan is finally published. Changing the designation of Chatham docks from commercial to housing will be another devastating blow to the area, the local economy, the businesses operating within the dock, the supply chain and the people who work there, putting an end to future use of a strategic infrastructure asset, despite there still being a need and a demand, on a site that would never ever be replaced. Redesignation within the local plan by the council would be an overwhelming contribution to the closure of the docks and to the loss of businesses, jobs and opportunities for generations to come.

    Independent consultants have said that

    “the economic and strategic implications of terminating the port operation make no sense for the local community and for the wider region since this move is both irreversible and not required from an economic or financial perspective.”

    Much has been said by the landowner and the council about the viability of the docks, which has been challenged robustly by the businesses that operate there. That is supported by evidence and independent assessments. The cost of the repairs to the lock gates has been used as one reason why the dock needs to shut. So this could be the end and the last chance of ever seeing a large naval vessel enter Chatham again. That was never the intention when the three basins were handed over to a private company in the 1980s. In fact, the intention was that basin 3 would always be accessible for large ships, as per agreements that were put in place at the time. Development would also mean establishing a fixed access road between basin 2 and basin 3, which would landlock basin 2 forever. How very sad that, when there could be so many other options, we will oversee its destruction. I hope Medway Council learns from the regrets of London at what was done to its old dock basins in the name of regeneration, and of Liverpool at the loss of its world heritage status. I wonder whether the Minister could offer an insight into how regionally important infrastructure can be protected within the planning system.

    To support a narrative around the closure of the docks, the success of the businesses operating within it has been described by some as a “moot point,” so this is an opportunity to highlight their success and continued growth. Chatham docks is a thriving port that provides high-end, value-added employment ranging from semi-skilled and skilled through to highly technical work, with staff educated to degree level and beyond. This is an area of growing businesses offering high-quality jobs, with technology and investment contributing to increased productivity locally.

    The docks are well used and the operations benefit directly from the good harbour and berthing facilities on the River Medway. Such facilities are unavailable anywhere else on this stretch of the coast from Essex to Kent. Located at the docks are some very large and successful businesses, including Downton, the national logistics company, and ArcelorMittal, a leading manufacturer of steel fabric reinforcement, as well as Uplands Engineering, EPAL and other businesses whose activities include waste recycling, ship repair and the importation of timber, cement and steel products.

    Examples of current and recent major infrastructure projects involving the businesses based within the docks include the Olympic park, Crossrail, Wembley stadium, the Tideway tunnel and many others. There are also marine businesses within the supply chain based on the river, including GPS Marine Contractors, which operates all over Europe. The company has said it would need to pull out of the Medway if the docks were to close.

    Part of the business of GPS Marine Contractors is transporting goods by barge. It transported 2.3 million tonnes of cargo by barge to and from three major projects in London, which eliminated 7.5 million heavy goods vehicle road miles and reduced CO2 emissions by 7,200 tonnes compared with using Euro 6 trucks. This year the company began using hydrogen-treated vegetable oil, which is 100% renewable and derived from waste vegetable oil, and it is now trialling a number of post-combustion technologies to reduce emissions further.

    Scotline, one of the UK’s largest importers of timber, has also invested heavily in the Medway towns and in green maritime technology. Big names such as Hanson, Tarmac and Cemex all require the facilities at Chatham docks and the skills of the businesses within it to service their fleets of vessels to transport the aggregates needed to continue the huge building programmes in London, the south-east and beyond.

    ArcelorMittal has recently announced that it is planning an additional £1 million investment in its site, following its successful bid to help build the High Speed 2 line. It expects to employ 50 new members of staff—newly trained, highly skilled and well-paid people—between now and the end of the year, with further opportunities on the horizon.

    These are exactly the opportunities I would like to see more of in my constituency and the wider region, and it is testament to those businesses that they are continuing to deliver and grow with this uncertainty hanging over their future. These small examples show that Chatham docks are providing the right opportunities for local businesses to win contracts and support national projects. Closing down the site for housing would prevent any future for this type of development and growth. My constituency’s unemployment rate is in line with the national average at 5.2%, equating to 3,755 people looking for work, which is 1,585 more than in March last year. It is clear that greater certainty would allow even more confidence for businesses to invest, including major investment in the short term by Street Fuel Ltd in its south-east recycling operation and in expanding its current ship repair and dredger maintenance facilities. The future investment plans would seek to grow the existing employment figures from 800 to more than 1,000 people in the port and manufacturing jobs. This would also mean a big increase in apprenticeships offered.

    Oxford Economics has advised that manufacturing sector workers, such as the ones at Chatham docks, enjoy significantly higher wages than the median average. Nationally, the median wage in the manufacturing sector is £27,430, which compares with a figure of £23,084 in the economy as a whole. This positions workers on the site at Chatham docks significantly above the national averages, generally and by sector.

    The landowners have claimed that the docks are unsustainable. Who could blame a developer for being drawn to the attractiveness of a capital return on 3,600 flats over that of a commercial dock? A financial viability report produced by the Crossley Group of chartered accountants suggested that the return on capital employed is above the expected average; that the overall return and level of rental income should be sufficient to rectify the historical lack of maintenance and repairs of the docks; and that there is potential for further opportunities to increase returns. That is against a backdrop of the businesses within the docks being prepared to cover the costs of the replacement lock gates.

    More worryingly, after much concern expressed by myself, councillors, residents, businesses, academics and industry, Medway Council still feels that the docks must be redesignated for housing in the local plan. That is because the Government’s blunt formula for housing targets in Medway is 1,662 a year, resulting in a total of 28,259 over the life of the plan. In itself, that is an undeliverable target for a such a small geographical area, which is already densely populated. Medway Council says that it must redesignate the docks for housing, lose these jobs and damage our local economy in order to meet the Government’s housing target. Has the Minister or his Department had discussions with the council on what its assessment is of the number of homes that it could deliver across Medway without closing the docks?

    The council has also said that if it is unable to build those flats on the docks, it would need to build them elsewhere on another site within my constituency. Medway is made up of three constituencies, but nearly two thirds of the total target is being proposed to be built in Rochester and Strood, particularly on the Hoo peninsula. That is causing tremendous angst within the communities I represent. My constituents feel that their way of life is being destroyed in order to build for the overspill from London: to build flats that local people cannot afford without the provision of well-paid jobs such as the ones we will lose if the docks close. These homes are being marketed to buyers outside Medway and, would you believe it, are even being advertised in China. So really, what is my community gaining? Do the Government really want to see thriving, growing commercial businesses and regionally important infrastructure close, people being put out of work and future opportunities being lost, in the pursuit of building flats to meet arbitrary housing targets? Most people find it unbelievable that this is even being considered.

    Medway has a thriving economy made up of a diverse range of businesses; it is second in terms of the concentration of transportation and storage facilities. Our local economy is uniquely reliant on this sector, and proposals by the landowner to move businesses to Sheerness do not offer an alternative solution. First, there are not the same facilities and the businesses would be unable to operate in the same way—that is if this offer of moving those businesses to Sheerness, which has been much talked of, ever actually materialises for these businesses. It is absurd to think that businesses that are using a unique piece of infrastructure can just be relocated anywhere.

    The majority of workers are local to Medway: 20% live on the doorstep of the docks and 65% live in the Medway towns. There is also an associated supply chain that stretches across the local area and the wider region. An economic impact report has concluded that the docks generate a total economic benefit of £258 million; for comparison, that is 10 times greater than the published economic benefit generated by our much-loved and promoted Historic Dockyard Chatham part of the site, which no one would ever suggest closing to make way for flats.

    Our coast and waterways are one of the United Kingdom’s greatest assets. We are blessed with the River Medway, which has shaped our towns historically and has an important role to play in our future. We have increased our focus on the Government’s ambition of achieving net zero carbon emissions by 2050, and it is vital that we support resources such as Chatham docks and the work of the investing, innovating and nimble businesses that use our waterways, which are essential to our moving forward with decarbonising the economy. With our close links, we are uniquely situated to reduce the time and cost of trade between Medway and London.

    The dock operations benefit directly from good harbour and berthing facilities that offer the opportunity to significantly improve the position with respect to the climate change emergency declared by Medway Council and the key outcome of achieving a clean, green environment. There is huge potential environmental cost to Medway from the closure of the docks, with a massive increase of 12,610 tonnes of carbon dioxide emissions a year through the loss of on-site recycling, engineering and the transportation of finished goods that can currently be transported by river. We should be building a strategy and working with some of our impressive local businesses based at the docks, in the supply chain or operating on the river, creating opportunities to contribute further to our carbon reduction targets and sustainable development of our local economy for the future.

    The message is loud and clear: the closure of Chatham docks would mean short-term gain for some, to the detriment of the long-term future and prosperity of the Medway towns. At the heart of the 2019 Conservative manifesto was the importance of place and community to so many people across the country. We recognised that allowing communities to make sure that their town’s future is in the hands of the people who live there is the best way to ensure that they can thrive. If we allow Chatham docks to turn into housing, we will be failing to live up to that promise. It is the last remaining and most significant facility left on the river today; if it is lost, we will lose not only jobs from Medway, but future opportunities for generations to come. Once it is lost, we will never get it back—in today’s world, the impressive docks structure would never be built because the expense would be far too great.

    In my maiden speech on 25 June 2015, I quoted from my predecessor Dame Peggy Fenner:

    “Does my right hon. Friend believe that the people of Rochester and Chatham elected me to support a Government that would do what has just been done to their dockyard? My right hon. Friend need not reply. I shall tell him the answer: they did not, and I will not.”—[Official Report, 25 June 1981; Vol. 7, c. 391.]

    Forty years on, the similarities are extremely sad, but this time closure is avoidable.

    I hope the Minister will agree that common sense will prevail and that the right decisions will be made for the people of my constituency, rather than the opportunity being taken to put cash into just another developer’s pocket, losing an asset like Chatham docks for generations to come.

  • Grant Shapps – 2021 Statement on Motor Vehicle Driving Licences

    Grant Shapps – 2021 Statement on Motor Vehicle Driving Licences

    The statement made by Grant Shapps, the Secretary of State for Transport, in the House of Commons on 16 September 2021.

    The haulage sector has been experiencing a shortage of HGV drivers worldwide for some time. The issue has been further exacerbated by the coronavirus pandemic as driver testing had to be suspended for much of last year, meaning the shortage increased further.

    This country enjoys a robust and resilient supply chain. Nevertheless, there is no room for complacency and this Government are determined to do what they can to mitigate the effects as far as is possible. It is therefore vital that we expedite legislation that will expand and accelerate testing—while at the same time acknowledging that the road haulage industry must play its part in improving recruitment and training by offering better pay and conditions.

    The Department for Transport and other Government Departments have worked closely with the haulage sector considering a range of options to improve the number of HGV drivers. As part of these measures a consultation closed on 7 September on change to streamline the HGV driving licence regime and removing a separate trailer test for car drivers. The Driver and Vehicle Standards Agency has already taken administrative action to increase capacity and offer more practical HGV tests but more is needed.

    The first of these measures will be addressed via a draft affirmative statutory instrument that will be laid before Parliament today and will mean that car drivers will no longer need to take another test to tow a trailer or caravan, freeing up some 30,000 test slots annually. This additional capacity can be used to reduce the backlog in HGV testing.

    To make rapid progress on this, we are making use of the urgent procedure under paragraph 14(6) of schedule 8 to the European Union (Withdrawal) Act 2018. I am of the opinion that, by reason of urgency, the requirements for the statutory instrument to be published in draft 28 days before it is laid, and for a scrutiny statement to be made before laying, should not apply.

    Accelerating the legislation by forgoing the 28-day publication period will allow earlier laying of the legislation than would have otherwise been possible and strengthen the steps we have already taken to increase testing capacity and ease supply chain issues as quickly as possible. Arrangements will be in place to ensure that the changes made by the legislation are operationally effective as soon as the legislation is in force.

    Road safety continues to be of paramount importance. We will engage with training providers and insurers to test the response to this change and to explore how we can seek to ensure that any road safety concerns are addressed. We will also explore options for an industry led accreditation that could offer a standardised testing approach if that would be welcomed by the market, insurers and consumers.

  • Boris Johnson – 2021 Speech to the Major Economies Forum on Energy and Climate

    Boris Johnson – 2021 Speech to the Major Economies Forum on Energy and Climate

    The speech made by Boris Johnson, the Prime Minister, on 17 September 2021.

    Thank you very much John, Secretary Kerry, and Secretary General Guterres, and thank you President Biden for your leadership and convening us all today with a little more than 1,000 hours to go, my friends, until I welcome you all to Glasgow to the COP26 summit.

    And as we just heard from Prime Minister Sheikh Hasina this is the most important period I think now in the history of the planet.

    Because COP simply must succeed.

    And that is only going to happen if, as we’ve heard from António, if people come to Glasgow armed with the commitments that will enable us to keep that increase of 1.5c within reach and take us to net zero sooner rather than later, and hopefully by the middle of the century. And we also need the cash that will allow the developing world to do the same.

    So President Biden makes a very good point when he talks about the action that we need to take on methane

    and I’m very pleased to say the UK will be among the very first to sign the Methane Pledge.

    Because it is a microcosm of the challenges we face.

    The International Energy Agency reckons the world already possesses the know-how and technology to avoid as much as three quarters of the current emissions of methane, that’s CH4, produced by the oil and gas industry.

    Over the last 30 years the UK has cut emissions of methane by something like 60 per cent.

    And there are good commercial uses for methane, you can use it to make fabrics, you can use it to make anti-freeze.

    So the world could slash its output of this powerful greenhouse gas tomorrow if we wanted to.

    But the trouble is that the G20 currently lacks both the ambition needed do so, and the offer of finance to developing nations that’s needed to follow suit.

    That, in a nutshell, is what we face with the whole climate conundrum.

    We know what’s going to happen if we fail to reach net zero. You heard Joe describe the consequences we’re already seeing on our planet today.

    We know how to fix it, we know how to get there, and we’re continuously generating ever-more innovative ways of doing that.

    From the biggest carbon capture facility opening this week in Iceland, to the Californian scientists feeding seaweed to cows so they belch less methane – that’s the cows obviously, not the scientists.

    And now what we need is the ambition and dedication required to bring it all together.

    So over the next 1,000 hours between now and everyone coming to COP26, we must do the work that will allow us to come to Glasgow bearing the ambitious NDCs – Nationally Determined Contributions – and rock-solid commitments on coal, cars and trees.

    And, as Joe has just said, we must get serious about filling the $100 billion pot that the developing world needs in order to do its bit.

    Because as Sheikh Hasina has pointed out, the developing nations are on the front line of climate change, they don’t lack the will, they don’t lack the technologies, to make a difference, they simply lack the resources.

    We in the G20 are blessed with both.

    So let’s show the leadership the world needs, let’s do our duty by others who are less fortunate than ourselves, and let’s use these 1,000 hours to set a course that will protect our planet, protect humanity, for a thousand years to come.

  • Jim McMahon – 2021 Comments on Change to International Travel Rules

    Jim McMahon – 2021 Comments on Change to International Travel Rules

    The comments made by Jim McMahon, the Shadow Secretary of State for Transport, on 17 September 2021.

    Labour has been calling for months for a simplified system for international travel, affordability of tests and the publication of full country-by-country data, to allow the public and the travel industry to make informed decisions.

    PCR tests play a crucial role in identifying variants of concern and ministers must now set out in detail exactly how they will continue this surveillance – including whether they plan to increase sequencing of tests – to ensure we do not see a repeat of the failings that allowed the Delta variant to spread rapidly through the country.

    Unfortunately the Government has chosen yet again to brief an important policy change to the press before bringing the plans to Parliament, preventing proper scrutiny. We all want to see international travel moving freely again, but the public deserve to hear in full how ministers intend to keep people safe and prevent any further variants that could risk the success of our vaccination programme.

  • Nadhim Zahawi – 2021 Statement on the Covid-19 Vaccine for 12-15 Year Olds

    Nadhim Zahawi – 2021 Statement on the Covid-19 Vaccine for 12-15 Year Olds

    The statement made by Nadhim Zahawi, the Vaccines Minister, on 14 September 2021.

    Her Majesty’s Government (HMG) have decided, based on advice from the Joint Committee on Vaccination and Immunisation (JCVI) and further advice from the UK Chief Medical Officers (CMOs), that a first dose of Pfizer-BioNTech covid-19 vaccine should be offered to all children and young people aged 12-15. This is the remaining group not already eligible for vaccination under earlier JCVI advice on 12-15 year olds at risk of serious outcomes from covid-19.

    The JCVI advised on 3 September that for healthy 12-15 year olds the health benefits from vaccination were marginally greater than the potential known harms but that the margin of benefit, based primarily on a health perspective, was too small for the Committee to advise a universal programme of vaccination. The JCVI suggested that the Government might wish to seek further views on the wider societal and educational impacts from the CMOs of the four nations.

    The CMOs worked with a range of experts including representation from the JCVI looking at this wider picture. The advice, received on 13 September, sets out that overall the view of the UK CMOs is that the additional likely benefits of reducing educational disruption, and the consequent reduction in public health harm from educational disruption, on balance provide sufficient extra advantage in addition to the marginal advantage at an individual level identified by the JCVI to recommend in favour of vaccinating this group. The CMOs recommend that on public health grounds that Ministers extend the offer of universal vaccination with a first dose of Pfizer- BioNTech covid-19 vaccine to all children and young people aged 12-15 not already covered by existing JCVI advice.

    HMG has accepted this advice and all four parts of the UK expect to follow the advice and align their deployment in each nation.

    For children and young people, the risk of serious outcomes from covid-19 is much lower than for older people and we recognise that decisions on vaccination for this group are therefore much more finely balanced than for adults.

    All 12 to 15-year-olds will now be offered a first dose of Pfizer-BNT162b2 vaccine. The JCVI will be asked to consider in due course whether a second dose is appropriate taking into account emerging international evidence. This is in addition to the existing offer of two doses of vaccine to 12 to 15 year-olds who are in ‘at-risk’ groups as described in Public Health England’s Green Book, last updated on 3 September 2021.

    I am now updating the House on the liabilities HMG has taken on in relation to further vaccine deployment to this group via this statement and a Departmental Minute containing a description of the liability undertaken. The agreement to provide indemnity with deployment of further doses to the population increases the statutory contingent liability of the covid-19 vaccination programme for the vaccine the JCVI has recommended should be used in those aged under 18, the Pfizer/BioNTech vaccine.

    Deployment of effective vaccines to eligible groups has been and remains a key part of the Government’s strategy to manage covid-19. Willingness to accept the need for appropriate indemnities to be given to vaccine suppliers has helped to secure access to vaccines with the expected benefits to public health and the economy alike much sooner than may have been the case otherwise.

    Given the exceptional circumstances we are in, and the terms on which developers have been willing to supply a covid-19 vaccine, we along with other nations have taken a broad approach to indemnification proportionate to the situation we are in.

    Even though the covid-19 vaccines have been developed at pace, at no point and at no stage of development has safety been bypassed. The MHRA approval for use of the currently deployed vaccines clearly demonstrates that this vaccine has satisfied, in full, all the necessary requirements for safety, effectiveness, and quality. We are providing indemnities in the very unexpected event of any adverse reactions that could not have been foreseen through the robust checks and procedures that have been put in place.

    Given the proximity between the announcement and deployment to this group, we regret that it has not been possible to provide 14 sitting days’ notice to consider these issues in advance of the planned vaccination of these groups in the UK.

    I will update the House in a similar manner as and when other covid-19 vaccines or additional doses of vaccines already in use in the UK are deployed.

    HM Treasury has approved the proposal.

    A Departmental Minute will be laid in the House of Commons providing more detail on this contingent liability.

  • Nadhim Zahawi – 2021 Statement on the Covid-19 Booster Programme

    Nadhim Zahawi – 2021 Statement on the Covid-19 Booster Programme

    The statement made by Nadhim Zahawi, the Vaccines Minister, in the House of Commons on 14 September 2021.

    The UK’s covid-19 vaccination programme is a recognised success. As of 12 September 2021, 89% of people aged 16 and over in the UK have received one dose of a covid-19 vaccine, and 80% have had their second dose. Public Health England estimate over 143,600 hospitalisations and 108,600-116,200 deaths have been prevented to date by the vaccination programme in England to date[1].

    The independent Joint Committee on Vaccination and Immunisation (JCVI) has published its advice on covid-19 booster vaccinations. Her Majesty’s Government (HMG) have accepted this advice and all four parts of the UK intend to follow the JCVI’s advice.

    In JCVI’s view, the primary objective of a 2021 covid-19 booster programme is to maintain protection against severe covid-19 disease, specifically hospitalisation and deaths, over winter 2021-22. They have noted that this is exceptional advice aimed at maintaining protection in those most vulnerable, and to protect the NHS.

    The JCVI’s advice is based on evidence from a number of sources, including UK data on the duration of vaccine-induced protection against severe covid-19. The Committee note that, as not enough time has passed to enable a clear understanding of the level of protection six months after completion of the primary vaccine course in all persons, extrapolation of some data has been required. Taking a precautionary position, JCVI considers that on balance, it is preferable to ensure protection is maintained at a high level throughout the winter months in adults who are more vulnerable to severe covid-19, rather than implement a booster programme too late to prevent large increases of severe covid-19 in previously double vaccinated individuals.

    JCVI advises that for the 2021 covid-19 booster vaccine programme individuals who received vaccination in phase 1 of the covid-19 vaccination programme—priority groups 1-9 —should be offered a third dose covid-19 booster vaccine. This includes:

    Those living in residential care homes for older adults.

    All adults aged 50 years or over.

    Frontline health and social care workers.

    All those aged 16 to 49 years with underlying health conditions that put them at higher risk of severe covid-19—as set out in the Green Book—and adult carers.

    Adult household contacts of immunosuppressed individuals.

    As most younger adults will only have received their second covid-19 vaccine dose in late summer or early autumn, the benefits of booster vaccination in this group will be considered at a later time when more information is available. In general, younger, healthy individuals may be expected to generate stronger vaccine-induced immune responses from primary course vaccination compared to older individuals. Pending further evidence otherwise, booster doses in this population may not be required in the near term. JCVI will review data as they emerge and consider further advice at the appropriate time on booster vaccinations in younger adult age groups, children aged 12-16 years with underlying health conditions, and women who are pregnant.

    JCVI advises that the booster vaccine dose is offered no earlier than six months after completion of the primary vaccine course, and that the booster programme should be deployed in the same order as during phase 1, with operational flexibility exercised where appropriate to maximise delivery. Persons vaccinated early during phase 1 will have completed their primary course approximately six months ago. Therefore, it would be appropriate for the booster vaccine programme to begin in September 2021, as soon as is operationally practicable.

    JCVI advises a preference for the Pfizer vaccine to be offered as the third booster dose irrespective of which product was used in the primary schedule. There is good evidence that the Pfizer vaccine is well tolerated as a third dose and will provide a strong booster response.

    Alternatively, individuals may be offered a half dose (50pg) of the Moderna vaccine, which should be well tolerated and is also likely to provide a strong booster response. A half dose (50pg) of Moderna vaccine is advised over a full dose due to the levels of reactogenicity seen following boosting with a full dose within the CoV-Boost trial.

    Where mRNA vaccines cannot be offered e.g. due to contraindication, vaccination with AstraZeneca vaccine may be considered for those who received AstraZeneca vaccine in the primary course.

    With deployment of booster vaccines imminent, I am now updating the House on the liabilities HMG has taken on in relation to further vaccine supply via this statement and a Departmental Minute containing a description of the liability undertaken. The agreement to provide indemnity with deployment of further doses to the population increases the statutory contingent liability of the covid-19 vaccination programme.

    Given the proximity between receiving JCVI advice and deployment, we regret that it has not been possible to provide 14 sitting days’ notice to consider these issues in advance of the planned booster vaccination in the UK.

    Deployment of effective vaccines to eligible groups has been and remains a key part of the Government’s strategy to manage covid-19. Willingness to accept the need for appropriate indemnities to be given to vaccine suppliers has helped to secure access to vaccines with the expected benefits to public health and the economy alike much sooner than may have been the case otherwise.

    Given the exceptional circumstances we are in, and the terms on which developers have been willing to supply a covid-19 vaccine, we along with other nations have taken a broad approach to indemnification proportionate to the situation we are in.

    Even though the covid-19 vaccines have been developed at pace, at no point and at no stage of development has safety been bypassed. The MHRA approval for use of the currently deployed vaccines clearly demonstrates that these vaccines have satisfied, in full, all the necessary requirements for safety, effectiveness, and quality. We are providing indemnities in the very unexpected event of any adverse reactions that could not have been foreseen through the robust checks and procedures that have been put in place.

    I will update the House in a similar manner as and when other covid-19 vaccines or additional doses of vaccines already in use in the UK are deployed.

    HM Treasury has approved the proposal.

    A Departmental Minute will be laid in the House of Commons providing more detail on this contingent liability.

    [1] PHE covid-19 vaccine surveillance report: 9 September 2021: https://www.gov.uk/government/publications/covid-19-vaccine-surveillance-report

  • Holly Mumby-Croft – 2021 Speech on Scunthorpe Driving Theory Test Centre

    Holly Mumby-Croft – 2021 Speech on Scunthorpe Driving Theory Test Centre

    The speech made by Holly Mumby-Croft, the Conservative MP for Scunthorpe, in the House of Commons on 14 September 2021.

    I am thankful for the opportunity to hold this debate and to talk about the Driver and Vehicle Standards Agency’s decision to close Scunthorpe’s theory test centre. This decision affects both my constituency and that of my constituency neighbour, my hon. Friend the Member for Brigg and Goole (Andrew Percy). We work together when issues affect our areas and we are as one on this important issue. I thank him for his work, along with the many constituents and businesses that have contacted us both over recent weeks.

    Before I start, I declare an interest: like very many others, I have a family member who is about to take their theory test.

    Ever since theory tests were made mandatory in 1996, we have had a test centre on Doncaster Road in Scunthorpe, near Berkeley Circle. It has served residents and supported driving instructors and driving schools in Scunthorpe for generations. The staff there have worked incredibly hard to cater for the high demand that we have seen this year in particular. I did my own theory test there almost 20 years ago.

    Over the summer, the news that the test centre was closing left residents frankly none too chuffed, and I am in agreement with them. It is absolute nonsense. As my hon. Friend the Minister knows, the service is run by the DVSA, so initially we approached its chief executive. My hon. Friend the Member for Brigg and Goole and I were both told that the closure was the result of a contractual change following a review of the allocation of centres nationally. I understand that this is an effort to create a more even distribution throughout the country, which is fine in theory, but it turns out not to be that good in practice for people who live in the Scunthorpe constituency.

    We were told that the decision was based on the use of sophisticated population-mapping software, and that throughout the UK people will be able to travel to theory test centres within 40 miles if they live in a rural area and within 40 minutes if they live in an urban area. I am sure the Minister will comment further on that when she responds. To put it simply, it seems to me, reading between the lines, that a computer has had a crack at working it out and come up with the idea that my constituents can go to Grimsby, Doncaster or Hull for tests. I have even heard York suggested, which is particularly crackers.

    Given that we are talking about residents who are not yet able to drive themselves, travelling to places other than Scunthorpe presents obvious problems. For example, a resident travelling from Scawby would need to take a 38-minute journey on the No. 4 bus into Scunthorpe town centre, then walk for seven minutes to Scunthorpe station, take a 39-minute train journey to Grimsby Town, and then walk for nine minutes to the theory test centre. When waiting times are taken into account, it is a journey of roughly two hours and 20 minutes each way. This means that one of my constituents might have to travel for up to four hours and 40 minutes to get their test—and it takes me only three and a half hours to drive from Scunthorpe all the way to Parliament.

    From Howsham to a test centre, it is two hours and 18 minutes each way by bus and train; Cleatham residents will be set back three hours altogether; from Manton, it is a two-hour-and-40-minute journey to the Doncaster test centre; and from East Butterwick, it is 80 minutes via bus and train. I think most people would agree that those are ridiculous journeys for anyone to have to make to access a theory test—and nor is it practical when residents are given limited time slots in which to take their test at a busy test centre.

    My constituency is a mix of rural and urban areas and, for us, being able to pass our driving test is a necessity, not a luxury. I have been contacted about this issue by instructors, disabled residents, young people and their parents, all of whom are concerned about the financial costs and wasted time resulting from the DVSA’s decision. In particular, a constituent has raised the worries of her partner. He has certain disabilities that she says would make him unable to make the journey to a test centre further away.

    Even if residents are able to travel out of the county for a test, I have experimented multiple times trying to book one. You have to queue to get on the website and it repeatedly crashes. After you finally get past that stage, unsurprisingly, there is very little availability.

    By taking away our test centre, the DVSA’s decision will slow down how quickly people can pass their tests and this will limit access to labour market opportunities. Even if residents are fortunate enough to have someone to drive them to their test appointment, it is not exactly smooth sailing.

    One of my constituents got in touch with me just today to share her frustration at the current situation. Her daughter unfortunately failed her first theory test in Scunthorpe earlier in the summer and had to rebook to secure an appointment in Doncaster on 1 September. Having encountered traffic and parking issues on the journey, they ended up being 10 minutes late for the appointment, despite having set off an hour early. Her daughter was turned away, wasting time, fuel and a test slot—not to mention the time off work that mum had to take. Their next appointment—the first one they could get—is booked for the middle of October in Lincoln, 60 miles away. My constituent is planning a “test run” the weekend before to ensure that there is no repeat of the previous situation.

    Martin Vickers (Cleethorpes) (Con)

    I thank my hon. Friend for giving way and for the speech that she is giving, which highlights a growing problem. Being in the neighbouring constituency, many of my residents in Barton-Upon-Humber and the surrounding area want to use the Scunthorpe centre as it is more convenient. Does she agree that, when the Minister replies, we hope to hear the positive outcome that the Scunthorpe centre will be retained?

    Holly Mumby-Croft

    I wholeheartedly agree. We very much hope to have a positive outcome to this, as it is a genuine problem for residents in my constituency and in my hon. Friend’s constituency.

    I cannot believe that the system developed by the DVSA has considered these common issues. Even people who can get a lift need a local, reliable option. I hope that the Minister will be sympathetic—I am sure she will be. This Government have spent tens of millions of pounds on levelling up areas such as Scunthorpe. We have secured £21 million locally in our towns fund deal and £10 million via the future high streets fund. Work has already started on a £50 million improvement to our hospital and, alongside the Humber freeport plans, we have seen huge investment over the past 18 months. I am really proud of the work that is being done with regional and national partners to secure these opportunities for residents in areas such as Scunthorpe. I am sure the Minister will agree that it is important for all residents to have the opportunity to benefit equally from the levelling up that we are seeing in those areas.

    The locally elected Conservative councillors in Scunthorpe are also keen to keep this vital local facility. They have not sat around whingeing about the situation; they have put forward a really good solution. The leader of North Lincolnshire Council, Rob Waltham, stepped in and offered to provide an alternative location in Scunthorpe Central Library. When that offer was rejected, he came back with another suggestion, committing council staff to invigilate the tests.

    We are doers in North Lincolnshire. If we had the computers and were given the instructions, we would do it ourselves, but, unfortunately, all these sensible suggestions have fallen on deaf ears. Every attempt that we have made to fix this situation has been unsuccessful. There has been no real justification, no meaningful engagement and no effort to understand how this will impact on people’s lives. There is a clear local need. The test centre serves 100,000 people at a time of continued and increased demand. Quite frankly, there simply is not any excuse to take our test centre away.

    I have always believed in the spirit of working together with colleagues to benefit Scunthorpe. I know that, in all circumstances, Ministers such as my hon. Friend want to do all they can to help. Therefore, after a long day, I thank the Minister for her time and leave her with three clear requests. Please will she look into why all our reasonable attempts to improve the situation have been fobbed off, including North Lincolnshire Council’s offer to provide support? Please will she commit her Department to ask the DVSA urgently to review this decision, and meet me and my hon. Friend the Member for Brigg and Goole to discuss the issue? Lastly, please can she ensure that future decision making on this level will be subject to meaningful consultation and review, and take into account its real-life impact on local people?

  • Robbie Moore – 2021 Petition to Keep Haworth Post Office Open

    Robbie Moore – 2021 Petition to Keep Haworth Post Office Open

    The petition presented to the House of Commons by Robbie Moore, the Conservative MP for Keighley, in the House of Commons on 14 September 2021.

    I rise to present a petition on behalf of my constituents in Haworth and the wider Worth valley to save Haworth’s much-loved post office. I would also like to draw the House’s attention to a separate petition on the same issue, which has been signed by 6,911 people and which I wish also formally to present tonight. I fully endorse these petitions, which state that the Post Office Ltd must not close Haworth post office on Main Street, which provides a service used by thousands of local people.

    The petition states:

    The petitioners therefore request that the House of Commons urge the Government to encourage Post Office Ltd to keep Haworth Post Office open.

    And the petitioners remain, etc.

    Following is the full text of the petition

    [The petition of the residents of the constituency of Keighley and Ilkley,

    Declares that the Haworth Post Office is a very busy post office and convenience shop needed not only by the elderly in the nearby flats but also by many of the businesses on Main Street itself; further that the elderly cannot walk down to the bottom of Haworth and need this facility; and further that many businesses use Main Street branch for parcels which we understand cannot be taken into the new co-op facility.

    The petitioners therefore request that the House of Commons urge the Government to encourage Post Office Ltd to keep Haworth Post Office open.

    And the petitioners remain, etc.

  • Lord Frost – 2021 Statement on Controls on Incoming Goods from EU

    Lord Frost – 2021 Statement on Controls on Incoming Goods from EU

    The statement made by Lord Frost in the House of Lords on 14 September 2021.

    On 31 December 2020, the UK left the EU’s Single Market and Customs Union. The Government put in place the staffing, infrastructure, and IT to ensure a smooth transition. Thanks to the hard work of traders and hauliers, we did not see disruption at our ports; and, despite dips in trade value with the EU in the early months, the monthly value of exports to the EU has recovered strongly.

    Now the UK is an independent trading country, our intention is to introduce the same controls on incoming goods from the EU as on goods from the rest of the world.

    The Government initially announced a timetable for the introduction of the final stages of those controls on 11 March. The Government’s own preparations, in terms of systems, infrastructure and resourcing, remain on track to meet that timetable.

    However, the pandemic has had longer-lasting impacts on businesses, both in the UK and in the European Union, than many observers expected in March. There are also pressures on global supply chains, caused by a wide range of factors including the pandemic and the increased costs of global freight transport. These pressures are being especially felt in the agri-food sector.

    In these circumstances, the Government have decided to delay further some elements of the new controls, especially those relating to sanitary and phytosanitary goods. Accordingly:

    The requirement for pre-notification of agri-food imports will be introduced on 1 January 2022 as opposed to 1 October 2021.

    The new requirements for export health certificates, which were due to be introduced on 1 October 2021, will now be introduced on 1 July 2022.

    Phytosanitary certificates and physical checks on SPS goods at Border Control Posts, due to be introduced on 1 January 2022, will now be introduced on 1 July 2022.

    The requirement for safety and security declarations on imports will be introduced as of 1 July 2022 as opposed to 1 January 2022.

    The timetable for the removal of the current easements in relation to full customs controls and the introduction of customs checks remains unchanged from the planned 1 January 2022.

    The Government will work closely with the Devolved Administrations on the implementation of this new timetable, given their devolved responsibilities for agri-food controls.

    Full guidance to stakeholders will be provided on www.gov.uk shortly.