Covid-19: Government Response
Debate between Lilian Greenwood and Maggie Throup(3 years, 2 months ago)
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Maggie Throup
My right hon. Friend makes a very good point that our vaccination programme is the best wall of defence we can have. That is why, once again, I have made the call for everybody to have their first jab, if they have not had it, and their booster jab when they are eligible, and for 12 to 15-year-olds to have their jab when they can. As he rightly says, and he has much knowledge of this subject, monoclonal antibodies and antivirals will make big inroads into protecting the most vulnerable and the immunosuppressed. We welcome the antivirals that were announced yesterday, and over the coming months we hope they will be recognised by the Medicines and Healthcare products Regulatory Agency.
Lilian Greenwood (Nottingham South) (Lab)
If the vaccination programme is, as the Minister rightly says, our best defence against covid, why are the Government so complacent about improving vaccination rates? In Nottingham, despite the hard work of partners, less than half of under-30s have had both doses of the covid vaccine. What is she doing right now to ensure that places with lower take-ups succeed in getting more people vaccinated?
Maggie Throup
The hon. Lady raises the issue of the differential uptake in different age groups. This is why the Government and the NHS have been keen to reach out to different age groups through different mechanisms, such as using shopping centres, football stadiums and pop-up sites. That will be continuing as we move forward in the coming weeks and months.
Community Transport
Debate between Lilian Greenwood and Maggie Throup(6 years, 7 months ago)
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Lilian Greenwood
My hon. Friend is right. Many community organisations, some very successfully, have achieved greater self-sufficiency and sustainability by cross-subsidising what can be thought of as core community transport services with income from contracts for school and social care transport, for example.
And so to the bombshell of last summer. At the end of July, in what the Department seems to have hoped would be a relatively innocuous letter from a senior official to issuers of section 19 and section 22 permits, it set out a new approach, which was contrary to the official guidance that had been applied for decades but in line with a new interpretation of EU regulation 1071/2009, which has been in force since 2011. This is the crux of the matter: there is a potential misalignment of the relevant sections of the 1985 Act and its associated guidance and practice, and EU law.
The European regulation defines three derogations from the operator and driver licensing requirements on the mainstream commercial sector: where organisations are engaged in road passenger transport services exclusively for non-commercial purposes; where they have a main occupation other than that of road passenger transport operator; and where organisations have only a minor impact on the transport market because of the short distances involved. Member states can choose whether to apply the third derogation.
The Department’s letter noted the findings of a DVSA investigation into the licensing arrangements of an individual community operator in Erewash, Derbyshire—I see the hon. Member for Erewash (Maggie Throup) is present. Essentially, that investigation, which was conducted in response to a complaint from a commercial operator, found that as the operator in question held a number of competitively tendered local authority contracts, it could not be considered to be operating for non-commercial purposes.
Maggie Throup (Erewash) (Con)
Is the hon. Lady aware that to date this is the only case that has been brought forward in response to this letter issued by the DFT?
Lilian Greenwood
Yes, the hon. Lady is right—absolutely. For years, guidance and practice in the UK had considered “not-for-profit” and “non-commercial” to be interchangeable terms. The DVSA investigation and the DFT’s letter signalled a completely new interpretation. The consequence for the operator investigated by the DVSA was that it could no longer operate on the basis of community transport permits, because—according to the new interpretation—the derogations from full public service vehicle operator and passenger carrying vehicle driver licensing did not apply.