Emily’s Code: Pleasure Vessel Safety

Alistair Carmichael Excerpts

Wednesday 1st March 2017 Westminster Hall

[Richard Graham]

My hon. Friend is absolutely right; I know that he has experience in his constituency of a death that received a lot of publicity at the time. It was a sad incident indeed, which I know he cared very much about. He is right, and I will come on to kill cords.

I hope that the very human appeal of Emily’s code will help its message to reach a wider audience. In this House, as hon. Members know, publicity can be a double-edged sword, but in this case I would be grateful if every newspaper, online forum and TV and radio station gave Emily’s code maximum coverage. I say to all members of the media that they, too, can help to make a difference.

The key, so far and in the future, is a spirit of partnership, bringing together designers, experts and parents, who know the real impact that safety notices have when they are put into practice well. The code has the support of all the major players—the coastguard, British Water Ski and Wakeboard, and the Royal National Lifeboat Institution.

What is the code? Let me go through it in some detail. Each element of it contains a letter that spells “Emily’s code”. The first is:

“Wear a suitable lifejacket or buoyancy aid”.

The lifejacket should be a comfortably snug fit and should be fastened fully—are the straps tightened up, or is there too much room underneath? The second is “Service equipment”—is there fuel, and is the engine working? The third is “Get trained”—have I had any training courses? The RYA offers courses that can save lives. The fourth is “Make a plan”—where do I plan to go? Will I be inland, onshore or offshore? What will I do if the worst happens? Have I planned my passage? The fifth is “Know your limits”—have I ever been out on the sea before? What is a safe speed?

The sixth element is “Carry distress signals”—it is fine not to have those until suddenly it is not, and no one knows when that will be. Understanding the benefits of marine VHF—very high frequency—radios, and how to use them, is critical. The seventh is “Use the kill cord”—as my hon. Friend the Member for North Cornwall (Scott Mann) mentioned, it should always, without fail, be attached both to the ignition and to the person’s body before they operate the engine. The eighth is “Know your boat”—there may have been upgrades to it recently. Do I know what they are and what the impact of them could be? Do I know whether it was made before ’96 and is therefore not built to the standard of the recreational craft directive? The ninth is “Have a radio”, which is so simple to do.

Last, but by no means least, is “Check the weather”, which is a point that my right hon. Friend the Member for East Yorkshire (Sir Greg Knight) made. People should check it the day before, again in the morning and again when they go out. We know how changeable weather can be. Most of us now have weather apps on our phones, and a simple tap can tell us what to expect. Thinking about the weather is crucial to the safety of a boating expedition.

The purpose of this debate is to highlight what happened to my constituents and what they have done to try to prevent it from happening again, but it also shows how Government agencies, the voluntary sector, a family and their MP can work together to try to make something good out of something ghastly. I am very grateful to all involved.

I know that my right hon. Friend the Minister cares deeply about young people and their opportunities; all the work he did on apprenticeships shows that clearly. I hope that he agrees that the cause of preventing fun days on the sea from turning into nightmares is a very good one, and that he will agree to support Emily’s code and the message that it sends about boating safety. We have to recognise that a voluntary code like this is only as good as its take-up, its publicity and its ability to make us all think more carefully.

Will the Minister also agree to look at the recreational craft directive, which is an EU directive? Will he see whether we can ensure that it is carried over into UK law and that if it is ever abolished, it is replaced by an equivalent UK minimum technical and safety standard for boats sold here, including requirements for stability, freeboard, buoyancy and flotation? In this case, the boat sunk by the stern, but the RCD harmonised standards for speedboats like this one made after 1996 direct that they should float horizontally when swamped—that sounds technical, but it is crucial. The directive has clearly improved boat user safety; we do not want to move backwards when EU laws are converted into British law.

Finally, let me address what Emily’s code is about and what it is not about. The code may have lessons for different activities that are equally fun, but that need careful supervision—not in order to stop, prevent or restrict them, but to make sure that risk management is a natural part of having fun. People setting off up mountains on beautiful days need a map, a compass, a mobile with battery, emergency rations, water and a waterproof, just as much as if they were going out on the sea.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

I very much commend the hon. Gentleman and his constituents for the efforts that they have made. Looking beyond the leisure boating sector, does he agree that there is also an opportunity for lessons about planning, training and servicing equipment to be learned in the commercial sector? Fifty-four commercial fishermen were killed at sea between 2010 and 2014. Does not that show that the same lessons have a wider application?

[Richard Graham]

The right hon. Gentleman is absolutely right. I did not know that figure; it is surprising and shocking. All these tragedies, whether in Cornwall, Scotland or Devon, have implications for how we improve things.

The important thing is not to prevent people from having fun, but to make that fun more risk-aware. Emily’s code is for boating in the sea, but I wonder in whose honour other codes may be needed on the land one day, because we are always learning lessons from accidents.

I hope that this debate in honour of Emily Gardner and her family will be the warm-up act for the launch of Emily’s code on Saturday. It recognises all the help from the organisations that I listed and the input from my hon. Friend the Member for Totnes (Dr Wollaston), whose constituency includes Brixham harbour. It salutes the determination of Debbie and Clive Gardner and the whole family, who have stuck together through this, as well as the generosity of those who have raised funds for them, with runs at Wall’s Club, bike rides, Debbie’s own runs and much more besides, to create this enduring legacy of love for a girl and awareness for everybody in the boating world.

After the launch on Saturday, emilyscode.org will also launch. I encourage everyone to look at the materials on offer, to get in touch with Clive and Debbie and ask them to come and speak in their constituency about safety, and to make sure that the next time a child goes out on a boat, they check their lifejacket, check the weather and check everything. Next time anyone goes out to sea in a boat, please will they stop and think first about Emily’s code?

UK Maritime Industry

Alistair Carmichael Excerpts

Thursday 12th January 2017 Westminster Hall

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

I beg to move,

That this House has considered the future of the UK maritime industry.

I am grateful to the Backbench Business Committee for allowing us the opportunity to debate this most important industry today, and I am grateful to see so many colleagues from across the House present. We have probably gone beyond the point in the year where we should be wishing each other a happy new year, but given that today we are on the old new year, I can wish you, Mr Walker, and indeed those residents in parts of my constituency such as Foula, where they still keep the old new year, a happy old new year. I say that because the people of Foula—like, indeed, people in island communities throughout the country—can maintain their lifestyle because of the dedication, commitment and professionalism of seafarers. Without seafarers, we who live in island communities simply could not exist in the way we do. Of course, that is true of the nation as a whole because the United Kingdom is an island nation.

The UK maritime industry faces a number of fairly significant challenges. Those are not new. We have been on a track that has taken us mostly down—occasionally up—for some decades. I will start, however, with a rare piece of good news. Hon. Members will have heard me speak before about the situation pertaining to the arrangements involving Seatruck, which provides the freight ferry to the Northern Isles that serves Orkney and Shetland. It was announced yesterday that Serco, which holds the franchise for the service, and Seatruck, which provides the ferries, have been able to do a deal that guarantees that the ratings on the ferries will be paid the minimum wage at the very least. It remains to be seen whether the collective bargaining agreement between the National Union of Rail, Maritime and Transport Workers and NorthLink for the remainder of that franchised public service will be extended to those ferry services, but the guarantee is at least something to welcome.

[Chris Stephens (Glasgow South West) (SNP)]

I congratulate the right hon. Gentleman on securing the debate. Does he agree that it would be helpful if the shipping Minister were to announce today that the national minimum wage would be paid to all seafarers across the United Kingdom?

[Mr Carmichael]

It will not surprise the hon. Gentleman to hear that I will have a fair bit to say about national minimum wage and national living wage enforcement, because that is something that has come very much to the fore this year. It came to my attention in particular through the detention of the Malaviya Seven in Aberdeen and its sister ship, the Malaviya Twenty, in Great Yarmouth. Those ships have been detained by the International Transport Workers Federation as a result of non-payment of the crew’s wages. The ownership of the ships is being contested—the case is winding its way through the courts. I am afraid I have to say that the willingness of the shipowners in those cases to leave the seafarers they employ effectively destitute does them no credit. Sadly, it does not reflect particularly well on the wider industry, either.

Where we have seen some progress—the Seatruck case—is however perhaps the low-hanging fruit. As I see it, that is just the tip of the iceberg. As we speak here in London, there are non-domiciled seafarers, principally Filipinos, working out of Scottish ports, being paid significantly less than the national minimum wage but still having retained by their employment agents—also domiciled outside the EU and also principally Filipinos, I am told—some 32% of their wages in respect of UK tax and national insurance. In some ways, that illustrates the absurdity and inadequacy of the current enforcement arrangements. If these men are not here working as part of the UK, why are they paying UK taxes? If they are here working as part of the UK, why are they not given the protection offered to other UK employees and workers?

The more I find out, the more it seems that the situation facing many seafarers working on ships that in some cases have not left UK waters effectively for decades is just as bad as the situation that led the previous Labour Government to set up the gangmasters licensing system. It may be that at some point we will have to take a similar approach on the position of seafarers.

[The Minister of State, Department for Transport (Mr John Hayes)]

I intervene because it is so often the case that there is not sufficient time at the end to answer all the points made in the debate. The right hon. Gentleman is striking a chord with me, with which I have considerable sympathy, as he will know from our work together in the past. We will do more on this—he can be assured of that—and I hope to say a little more about that at the end.

[Mr Carmichael]

I am immensely grateful to the Minister for that intervention. I know he has a personal and political commitment in this regard and I am delighted that he was able to offer us that assurance again.

This is not just about the treatment of Filipino seafarers; there is also an effect on UK seafarers. First, because of such employment practices, UK seafarers are excluded from employment opportunities that would otherwise be available to them. That also drives down wages for those who are employed. I am told that Stena Line, the largest UK employer of seafarers, cut the hourly rate of pay for ratings employed seasonally—from June to September—from £8.31 to £7.20, which is the minimum wage rate. That is a graphic illustration of the direct impact on UK seafarers.

The situation has a context. For the Government’s purposes, that context is the maritime growth strategy that they commissioned in 2014. That was a good, comprehensive piece of work, and it was welcomed. If anything, it was somewhat overdue, coming the best part of two decades after the previous piece of work had been done. It made a number of recommendations. The most important was that leadership was required from both Government and the industry, including though a more commercial and responsive UK maritime administration within Government and an industry-led promotional body, with more proactive action to replenish and develop the skills needed to maintain our position as a world-leading maritime sector and effective marketing by the industry and Government of what the UK maritime sector has to offer both domestically and internationally to be strengthened.

I could probably do 90 minutes on the maritime growth strategy alone, but in view of the number of others who wish to take part in the debate, I will concentrate on the one aspect that, to my mind, is probably the most significant: training of seafarers. The Minister will know that since the turn of the century, we have had the SMarT—support for maritime training—scheme, which currently holds something in the region of £15 million. The British Chamber of Shipping tells me that it is looking for a doubling of that. I hope the Minister will look at that, because in terms of Government expenditure that is of course a significant ask, but it could bring significant rewards. I hope, though, that when the Minister engages with the industry in respect of that ask, he will not be shy about attaching some strings to any increase in funding.

I am told that a year’s guaranteed employment is on offer for those who are trained as officers under the scheme. That of course would tackle one of the major difficulties that I hear about consistently from constituents who work in the industry: that officers in particular are trained under SMarT scheme funding, but there is no employment for them once they qualify. There has to be a little more detail. We have to do more than simply extend the cliff edge out by one year, so that a situation in which we currently have training followed by no employment does not then become training followed by one year’s employment followed by no employment.

[Karl Turner (Kingston upon Hull East) (Lab)]

I think the right hon. Gentleman is right about the officers being trained under the scheme—15, I think—but only one rating is required to be trained under the deal, and that does not happen either.

[Mr Carmichael]

Indeed, and the hon. Gentleman anticipates my next point. Currently within SMarT training, a minuscule proportion of the fund is allocated to the training of ratings, and even that portion is not being taken up by the industry. When the Minister comes to look at the question of SMarT funding and the training scheme that comes under it, it should not be all about officers; it also needs to be about the training of ratings as well, otherwise we are again only seizing the low-hanging fruit.

My constituents have significant concerns not only about the lack of availability of jobs when the training is concluded, but very often about the quality of the training provided for them. I have been told of one constituent who in five months as a cadet officer was able to speak English on his ship only once. Given that we are talking about predominantly young men who are away from home for the first time, the significance of that as a living experience should not be overlooked.

The Minister and the Government really need to look at the roles of the Merchant Navy Training Board and the Maritime and Coastguard Agency and the lack of joined-up administration between them. We might then see people getting quality training that gets the taxpayer value for the money that they are putting into it. I do not believe there is any shortage of people looking for a career at sea, but there are obvious and significant obstacles being put in their way. The head of UK shipping for Maersk said that it had taken on 34 cadets selected from 936 applications, which illustrates the demand out there for careers in this vital sector.

I want to remind the House what the industry brings to the United Kingdom. According to PricewaterhouseCoopers, the maritime services sector directly contributes £4.4 billion and 10,000 jobs to the UK economy. Shipping in general produces £11 billion and 113,000 jobs. The Baltic and International Maritime Council’s latest five-yearly report to the International Maritime Organisation states that the worldwide shortage of officers is 16,500, which could rise to 92,000 by 2020. That is the scale of the opportunity ahead of us, as a highly respected maritime nation, if we take the right decisions now for the future of our industry.

[Several hon. Members rose—]

--- Later in debate ---

[Mr Carmichael]

We have had a truly excellent debate. Although we have had contributions from 15 right hon. and hon. Members, including the Minister, we have managed to cover the full range of areas, instead of each of us standing up and piece by piece repeating what has already been said. I hope that we will see the debate as not just an event in itself, but the start of a process, and that the Minister will make good on his undertakings this afternoon, both on the prioritisation of policy work and on his continuing engagement with parliamentarians. It is clear that there is a common and shared interest in all parts of the House. For me, it is a matter of some satisfaction and relief that the debate has been as well attended and productive as it has been.

I confess that this is the first time I have sponsored a Back-Bench business debate. When I was last a Back Bencher, there was no such thing as the Backbench Business Committee. I got a bit of a telling-off from the Committee because apparently I did not fill in the form very well. Those things are important; I took its criticisms to heart. When the opportunity arises for a reprise of this debate, I will be able to pray in aid our excellent proceedings this afternoon to ensure that we can keep the issue on the Floor of the House and at the front of public attention, because that is where it belongs.

[Mr Charles Walker (in the Chair)]

I thank all colleagues for their co-operation on time.

Question put and agreed to.

Resolved,

That this House has considered the future of the UK maritime industry.

Exiting the EU and Transport

Alistair Carmichael Excerpts

Wednesday 23rd November 2016 Commons Chamber

[Mr Jones]

No, nevertheless. Today’s announcements have demonstrated the commitment of this Government to investing in transport in the UK to help deliver growth and economic security for the whole of the UK. This will remain the case after we leave the EU. The UK remains open for business and industry continues to invest in the UK, as demonstrated by recent announcements such as Associated British Ports’ investment of £50 million in vehicle-handling facilities at the port of Southampton. We will do our best to ensure that transport remains central to our consideration of the issues that arise in the context of our departure from the EU. Once again, I thank hon. Members for their contributions today.

Question put and agreed to.

Resolved,

That this House has considered exiting the EU and transport.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

On a point of order, Madam Deputy Speaker. I seek your guidance in relation to a matter, notice of which I have given to Mr Speaker and, indeed, to the Foreign Office. Yesterday, during Foreign Office questions, the Under-Secretary of State for Foreign and Commonwealth Affairs, the hon. Member for Bournemouth East (Mr Ellwood), in answer to the hon. Member for Central Ayrshire (Dr Whitford), concerning the demolition in the Negev of Umm al-Hiran in Israel, said:

“I will be looking at this particular announcement and making a statement on this later today.”

—[Official Report, 22 November 2016; Vol. 617, c. 749.]

At about half-past 6 yesterday evening, my office made an inquiry of the Minister’s office and was told that a statement would be issued as soon as possible. We were told the same thing this morning. We were then told that, in fact, it would be a media statement. At about 5 o’clock, when my office phoned again to give notice that I intended to raise this as a point of order, a very short press release was put on to the Foreign and Commonwealth Office website.

The point on which I seek your guidance is this: is a Minister in compliance with his or her duties to the House by saying that he or she will make a statement and then issuing a press release, given what Mr Speaker has said in the past about the House being told first before the media?

[Madam Deputy Speaker (Mrs Eleanor Laing)]

I thank the right hon. Gentleman for his point of order. He and the House know that it is not a point on which I can make a ruling from the Chair, because, of course, the way in which statements are made by Ministers is ultimately a matter for the Minister himself or herself, but I appreciate the point that the right hon. Gentleman makes. He has effectively drawn the matter to the attention of the House and, I hope, rather more widely, because it is a sensitive and important matter. Mr Speaker has said many times in the past that, when a Minister has something to say, it ought to be said first to the House. I cannot make a judgment or a ruling about the issue that the right hon. Gentleman raises, but one would hope that if a Minister has given an undertaking to come to the House with certain information, he will do so at some point. I thank the right hon. Gentleman for bringing this sensitive issue to the attention of the House.

Oral Answers to Questions

Alistair Carmichael Excerpts

Thursday 17th November 2016 Commons Chamber

[Mr Speaker]

This is about light rail schemes for the city of Leeds, which is a very considerable distance from the constituency so ably and eloquently represented by the hon. Gentleman.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

12. What discussions he has had with officials of Her Majesty’s Revenue and Customs on enforcement of the national minimum wage for seafarers employed in the North sea.

[The Minister of State, Department for Transport (Mr John Hayes)]

The right hon. Gentleman will know I am a proud trade unionist. This is an area of great concern to me. I have met my friends in the National Union of Rail, Maritime and Transport Workers, and Nautilus International—I have Nautilus’ charter with me. My officials have been working closely with officials in the Department for Business, Energy and Industrial Strategy and HMRC, as well as stakeholders, on the application of the national minimum wage to seafarers in UK waters more generally.

[Mr Carmichael]

I am grateful to hear that the Minister is taking this matter seriously. It surely cannot be right for HMRC to deem that a ferry service that starts in Aberdeen and finishes in Lerwick is operating wholly outside UK territorial waters. It is nonsense for the body that is supposed to enforce the minimum wage to be undermining it in this way. Will the Government do something to stop this?

[Mr Hayes]

I worked with the right hon. Gentleman in government and he knows of me what I know of him, which is that he does his homework. I have the statutory instrument and the original legislation in my hand as I speak. Let me tell him this: I am committed to reviewing the legislation to ensure that it applies to the offshore sector.

Oral Answers to Questions

Alistair Carmichael Excerpts

Thursday 30th June 2016 Commons Chamber

[Claire Perry]

We believe in parliamentary democracy in this country. As the hon. Gentleman knows, the Bill is in Committee in the Lords, and we will all have an opportunity to debate those points when it comes to our Chamber shortly.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

2. What recent discussions he has had on the future of emergency towing vessels in Scotland; and if he will make a statement.

[The Minister of State, Department for Transport (Mr Robert Goodwill)]

I discussed emergency towing capability in Scotland with the right hon. Gentleman on 9 June, and we had an informal chat this week on that subject. The Maritime and Coastguard Agency has consulted all interested parties about options for future provision beyond September 2016. I expect to make an announcement very soon.

[Mr Carmichael]

We look forward to hearing the Minister’s announcement. The last stakeholders’ group meeting convened by the MCA received a risk assessment —a proper, substantial piece of work commissioned from the private sector—that made it clear that removing the tug would pose an unacceptable risk for the coastal and island communities of Scotland. When the Minister makes his decision, will he make sure that that risk assessment is on his desk and at the heart of his considerations?

[Mr Goodwill]

I absolutely reassure the House that I understand the importance of maritime safety in those northern waters, from the point of view not only of pollution—we all know how difficult a major oil pollution incident can be—but of our seafarers at risk on the waters.

Oral Answers to Questions

Alistair Carmichael Excerpts

Thursday 28th April 2016 Commons Chamber

[Mr Speaker]

The Minister clearly enjoys a life of undiluted excitement.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

What are the Government doing to stem the flow of job losses among British qualified seafarers? In particular, will the Minister with responsibility for shipping have a look at how some of our regulation operates here? My constituents tell me that the operation of the certificates of equivalent competency, for example, are putting them at a disadvantage compared with seafarers from other parts of the world.

[Mr Goodwill]

We certainly have the best-qualified seamen in the world, due in no small part to the tonnage tax scheme and the SMarT—support for maritime training—funding of £15 million a year. It is of concern if less-qualified people are taking jobs. I know that there are particular problems in the North sea with regard to jobs being cut. I would be pleased to meet the right hon. Gentleman to talk about the matter in more detail.

Emergency Tug Vessels (West Coast of Scotland)

Alistair Carmichael Excerpts

Monday 22nd February 2016 Commons Chamber

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

Will the hon. Gentleman give way?

[Ian Blackford]

I am just going to wind up.

Incidentally, the Costa Concordia, which was involved in a grounding with calamitous consequences in Italy, was in Orkney just before it was deployed to Italy—yet another warning of the need for an ETV.

The costs associated with these vessels are insurance against the much more significant costs to society of an environmental disaster from, for example, a significant oil spill resulting from a tanker grounding along our coastline. Providing such vessels is a price we must all pay, and I ask the Minister to respond positively this evening.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

First, I congratulate the hon. Member for Ross, Skye and Lochaber (Ian Blackford) on securing this important debate and, indeed, on having the foresight to do so on a night when the main business in the Chamber collapsed early, which will allow a few other Members to contribute. I hope other hon. Members will have something to say, because the hon. Gentleman has explained at some length the importance of this issue to our island and coastal communities.

It was not a great surprise when we heard after the autumn statement that the provision of the emergency towing vessel was no longer a priority for the MCA and the Treasury, but it was an exceptionally short-sighted decision. The extent to which the MCA has been culpable in relation to the management of this resource—this is the point I was going to make the hon. Gentleman towards the end of his speech—is demonstrated not just by the fact that we now have only one ETV in Orkney, but by the fact that the MCA has been much more reluctant to task it in recent times. The hon. Gentleman referred to the MV Nordholm, which was a work boat from a fish farming company that was owned and operated by constituents of mine. I have been in contact with them and in correspondence with Sir Alan Massey about the incident. In essence, the boat was left with the lifeboat holding it off the rocks, and it was quite some time before the MCA could be persuaded to task the tug. That is illustrative of its attitude towards emergency towing vessels.

On 10 February, the MCA, to its credit—I use the term in the loosest possible sense—held a stakeholders event in Edinburgh at which it outlined its risk assessment. It was one of the most concerning explanations that I have heard from any Government Department or agency in my 14 and a half years as a Member of Parliament. First, its risk assessment was not done in accordance with the industry standards—that is, it was not done by people independent of the agency or a panel of people but by one person, who is an employee of the MCA. When we heard about the risks that it had assessed, we found that it had drilled down, at some length and in some detail, into the question of collision. In fact, because of the volume of traffic, collision in the Minch, Pentland firth, the Fair Isle channel and elsewhere in the Western Isles or Northern Isles has never really been a problem, so the MCA assessed a risk of something that has never happened in the past while ignoring the actual risks that have been encountered in everyday situations, some of which the hon. Gentleman touched on.

The MCA looked in detail at the traffic in the Minch and Pentland firth, which not exclusively but principally consists of ferry traffic. The ferries are good, modern, well maintained vessels which, by and large, tend not to go to sea when the conditions are particularly difficult or challenging. The MCA did not even look at the tanker traffic going through Yell sound into Sullum Voe in Shetland, so the oil tankers going into Shetland that formed the basis of the need for the ETVs in the first place were not part of its risk assessment. It was a seriously deficient piece of work. For all its apparent deficiencies, it still concluded that removing Herakles, the ETV that is currently stationed there, would leave the north and north-western waters of Scotland exposed to unacceptable levels of risk. The MCA then went on to speak about the availability of alternatives. It was pretty well apparent from the discussion that followed on 10 February that it does not see where these alternatives are going to come from.

All this comes a mere seven weeks before the contract is going to end on 31 March. This is all work that, if the MCA was serious about discharging its responsibilities with regard to maritime safety, should have been done before it was prepared to offer up the removal of the ETV in the comprehensive spending review, but it was not done. Frankly, we are left with a mess. It is not the Minister’s fault—the fault clearly lies in Southampton with the MCA—but it is his responsibility. I do not see how it can possibly be fixed between now and 31 March. Apparently we will go back to Edinburgh on 4 March, so we will hear what the MCA has to say at that point. Frankly, however, given the parameters it outlined to us on 10 February, I do not think we will hear anything new.

If nothing else, will the Minister please offer us a little more breathing space so that the work that should have been done thus far can be done? It would be criminally irresponsible for the Government to allow the contract to lapse on 31 March and for there to be no coverage thereafter. Concerns have been raised not just by different industries but by local authorities. If the Minister is prepared to offer us a bit more time, I hope he will agree to meet me, parliamentary colleagues and the local authorities of the Highland region, the Western Isles, Orkney and Shetland, which made that direct request of the MCA on 10 February. Perhaps he will tell us whether he is prepared to do that and, even better, to hold that meeting on the isles or in the north of Scotland.

Breathing space would give us the opportunity to look again at how the contract has operated in the past. It is an expensive contract—we know that—but it is worth paying for. Given the volume of work available to tugs with the required bollard pull capacity, there is an opportunity to get a good deal for the Government and the taxpayer. The chair of the tug operators association was present at the session on 10 February, and he openly said that it was possible to secure a price for a contract that could run for five, 10 or even 15 years. That would provide good value for money and give our island and coastal communities the knowledge that we had provision and that we would not just be living from one comprehensive spending review to the next.

The hon. Member for Ross, Skye and Lochaber reminded us of the genesis of the tug provision, which came about as a result of the 1995 Donaldson report. The Braer ran aground off Quendale in Shetland in 1992, and I was still dealing with the long tail of resulting cases when I was first elected here nine years later in 2001. It is no exaggeration to say that the lives of hundreds, possibly thousands, of people in Shetland were changed forever the night the Braer ran aground. We talk about the impact on the industries and about the economic and environmental impact, and that is absolutely true, but the human impact of such an event is absolutely phenomenal, and I just do not know how we can put a price on that.

I have seen what happens if such things are not taken seriously and are allowed to happen again. That is what happened in Galicia in the north-west corner of Spain. When the Prestige ran aground there, it was the second major oil spill in that area in 10 years. I remember visiting the area as a newly elected MP in 2002 and being absolutely horrified by the post-traumatic effect on communities that had been blighted not just once but twice.

Given the location, geography, history and background of the communities under discussion, they are among the most precious and fragile in our country. That is why, as the hon. Gentleman said, it would be unacceptable to leave them exposed to further risk in the way currently proposed.

--- Later in debate ---

[Mr Goodwill]

I can reassure the hon. Gentleman that the Government are acutely aware of the risk and the damage that could be caused to the environment or, indeed, the loss of life that could occur if that risk is not correctly assessed and the response correctly put in place.

The meeting on 10 February started to explore whether there might be alternative ways to provide a tug capability. Another meeting with stakeholders is scheduled for Edinburgh on 9 March. We may find that a longer-term solution rests not on one approach, but on a combination of options. I want to give the MCA time and space to work through all reasonable options with the stake- holders to find a longer-term solution. That considered thought and the development of expert advice simply cannot be achieved before the current funding ends on 31 March.

I can therefore announce to the House that I have instructed the MCA to make immediate arrangements to extend the provision of a Government-funded emergency towing vessel to mirror the current arrangement until 30 September this year. I am grateful to the right hon. Member for Orkney and Shetland for making the case for that in such a positive way. The MCA and my Department will find the money for the additional provision from any underspend across our budgets. This is not additional expenditure.

[Mr Alistair Carmichael]

The Minister is to be congratulated on this announcement. It is clearly not the end of the story, but it is a significant act of good faith. I thank him for taking this step this evening. Will he take away from the House the message that came from the stakeholder engagement meeting on 10 February, which was that this work has to be done again and it has to be done properly? The standard and content of the risk assessment is not good enough. He has given us time. Will that time be used to do the work properly?

[Mr Goodwill]

I have already made the point that the level of risk has not changed substantially since previous assessments, but we do need to explore other ways in which that risk could be addressed. The point was made about the availability of tugs because, sadly, of the demise of the North sea oil industry and other areas where we may be able to come up with something more cost-effective.

Oral Answers to Questions

Alistair Carmichael Excerpts

Thursday 10th December 2015 Commons Chamber

[Claire Perry]

The hon. Gentleman is right to point out that the south-east flexible ticketing scheme, to which the Government have committed £80 million, is being implemented. We are currently looking at the best way to roll that out across the train operating companies. It has already gone live on Southern, Govia Thameslink Railway and indeed on c2c, and we are talking to Southeastern about the right date to introduce it. I would be happy to meet him to work on this together.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

12. What recent representations he has received on the future of emergency towing vessels in the northern isles; and if he will make a statement.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

I have received a number of representations from those in Scotland with an interest in the future provision of the emergency towing vessel operating from the northern isles. The Government fully recognise the importance of ensuring shipping activities off the coast of Scotland remain safe. To that end, the Maritime and Coastguard Agency will consult interested parties shortly on the need for and scope of putting alternative towing arrangements in place beyond April 2016.

[Mr Carmichael]

The Secretary of State will remember the interesting and lively discussions we had leading up to the decision to retain that emergency towing vessel in 2011. He will recall that the people in the MCA and in his Department who wanted to remove it then argued that cover could be provided by the offshore oil and gas industry working in the region. He will also be aware that the price of oil has fallen sharply since then and that there is now much less activity in the north North sea. May I gently say to him that the case that led to the right decision in 2011 is even stronger today than it was then?

[Mr McLoughlin]

Just to put the record right, the conversations in 2011 that the right hon. Gentleman refers to were not held in the Department for Transport—they were held elsewhere. I very well remember both the case he made and visiting the vessel in the summer of 2013.

Oral Answers to Questions

Alistair Carmichael Excerpts

Thursday 29th October 2015 Commons Chamber

[Mr McLoughlin]

We are out to consultation, and I would have expected my hon. Friend to say what a great job we are doing as far as Crossrail 1 is concerned, However, as I have come to learn in this job, no sooner have we completed one major infrastructure project, than people are always talking about the next one. I am glad that he is in a position to talk about Crossrail 2, because it means that Crossrail 1 is being built.

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

Last week, the British Airline Pilots Association wrote to the management at Loganair, which operates air services throughout the highlands and islands, about its concern that aircraft are being returned to the line despite being unserviceable. It said:

“In some cases aircraft retain defects that clearly affect flight safety and in others have restrictions placed upon them which render the aircraft effectively unusable in our operating environment.”

These are lifeline services to some of the most economically fragile communities in the country. What can the aviation Minister do to ensure, either through his Department or the Civil Aviation Authority, that our local communities can retain full confidence in these crucial services?

[Mr Goodwill]

I regularly meet BALPA; indeed, its general secretary, Jim McAuslan, is a good example of how unions can work with Government to promote their members. Safety is our top priority for air travel in the UK, and all our airlines have to meet strict safety maintenance requirements. Compliance with these requirements is overseen by the Civil Aviation Authority. I understand that the CAA is aware of Loganair’s recent difficulties, but is satisfied that the company is operating safely and maintaining its aircraft in accordance with the necessary safety requirements. The matter will, of course, be kept under review.

Oral Answers to Questions

Alistair Carmichael Excerpts

Thursday 11th June 2015 Commons Chamber

[Mr Speaker]

May I say to the Secretary of State, given my knowledge of the hon. Member for Shipley (Philip Davies), that he is very wise?

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

The Secretary of State is aware that the funding for the coastguard tug currently stationed in Orkney is guaranteed only until the end of this financial year. Will he convene a round-table meeting, perhaps involving Scottish Ministers, local authorities and industry representatives, to see how we might find a way of keeping this most vital provision in place in the future?

[Mr McLoughlin]

I am aware of the vessel, partly because I visited it with the right hon. Gentleman in the last Parliament, and I am more than happy to meet him to discuss this matter.