Fruit and Vegetable Harvest

Lord Blencathra Excerpts

Thursday 30th April 2020 Lords Chamber

[Lord Gardiner of Kimble]

My Lords, that is precisely why we have launched Pick for Britain and the DWP Find a Job website. This will be escalated. We think that currently, there is sufficient labour on farms, but there will be a peak in late May and therefore much more work. A public-facing campaign will be launched so that many more people are aware of this and of the demand in their local areas.

[Lord Blencathra (Con)]

My Lords, in the short term it is vital that all steps be taken to make sure that crops are planted and picked this year, but has the Minister seen reports of a huge expansion in horticultural technology and automation in the United States because President Trump has curtailed cheap immigrant labour? What can the Government do to give a big boost to horticultural automation and technology in this country?

[Lord Gardiner of Kimble]

It is important that we advance technology to bring about improvements and more sustainable production. The government-funded transforming food production initiative and sustainable productivity schemes are all about increasing automation. I was interested to read of Tiptree and the University of Essex developing a robotic strawberry harvester, for instance.

England Coast Path

Lord Blencathra Excerpts

Thursday 16th January 2020 Lords Chamber

[Lord Gardiner of Kimble]

I may have to write to the noble Baroness on that precise stretch. I have not walked it yet; I have walked some of them. There are certainly advantages in terms of physical well-being and for local economies. I hope that farmers in rural areas will find this a useful part of diversification. There is a lot to be said for walking, which is why the new national trail pledged in the Conservative manifesto—the Coast to Coast trail in the north—is a very good part of that project.

[Lord Blencathra (Con)]

My Lords, as the deputy chair of Natural England, I support what my noble friend said. The money for this is ring-fenced. We were delayed slightly for 18 months because of the court case—that is the only reason why the path has not been completed according to the regional schedule—but we are on schedule to complete it properly and we look forward to more stretches being opened this year.

[Lord Gardiner of Kimble]

I am most grateful for my noble friend’s confirmation from Natural England. I want to confirm the enthusiasm within Natural England to secure this path and all that it represents: 2,711 miles.

Plans to Improve the Natural Environment and Animal Welfare

Lord Blencathra Excerpts

Thursday 7th December 2017 Lords Chamber

[Lord Blencathra (Con)]

My Lords, I congratulate my noble friend on his absolutely superb opening speech. I agreed with 99% of it and I particularly liked his stress on soil. Many years ago I used to listen to “Gardeners’ Question Time” with a Yorkshire gardener called Geoffrey Smith. No matter what he was asked, whether it was about aphids on roses or leaf drop, he would always say, “The answer lies in the soil, laddie”—even if it was a woman asking the question.

The 1% where I disagreed with my noble friend was on the need for a super-duper new environment agency. I will pop out in a wee while and fetch from my desk a superb op-ed piece from the Times written by my noble friend Lord Ridley. It points out that we already have all the best environment agencies in the world and that we do not need to create any more. However, almost every day we hear a new pronouncement by a worthy and knowledgeable body on the sort of animal welfare and countryside environmental regime that it wants to see once we are in charge of our own policy once again.

I read all of these reports and articles and I am concerned that far too many people and organisations have unrealistic ideas about how the whole countryside can be transformed overnight into a paradise where all farmers are farming organically but still making a profit, where they are running their farms as if they were in the upper tier of the Countryside Stewardship scheme, where all endangered wildlife returns to pre-war levels, where all non-native invasive species are exterminated and where there is unlimited money to satisfy the aspirations of every single-issue pressure group that is dictating how the countryside should be run. It is unrealistic and it cannot happen in the real world.

However, today I will focus briefly on animal welfare issues. I, too, welcome the introduction of cameras in slaughterhouses and I hope that ministry vets will be ruthless in closing down any and all halal slaughterhouses which are flagrantly breaching the law by slaughtering animals without even the slightest pretext of stunning. I know that this is a sensitive issue and I respect religious rights and freedoms, but the rest of us have the right not to eat meat which has been killed in this way. The public would be appalled if they knew about the massive amount of halal meat which actually gets into non-Muslim food chain.

The Government have said, quite rightly, that we will be able to enhance even more our animal welfare rules once we are out of the EU. Let us absolutely clear about one thing: the UK already has the tightest and most humane animal welfare rules in the whole of the EU, the whole of Europe and possibly even the whole world. While I am happy to consider tightening them further, we must not then let in meat products which have been produced under systems that we have banned here.

Way back in the late 1980s, I was a MAFF Minister. We were under enormous pressure to ban sow crates and tethers. We resisted, on the basis that the whole EU should do it, but the majority in the Commons was for a ban. So we had to ban them, and the rest of the EU looked on and laughed at our stupidity. What was the effect of the unilateral ban? Quite simply, more British pig farmers went out of business and we imported more pigmeat from the EU—produced under the same so-called cruel system that we had banned here.

One thing I learned in MAFF—now Defra—is that we have the finest vets in the world and some great chief veterinary officers. I liked the CVO’s statement last week that there was nothing wrong with proper battery cages. But apparently the supermarkets have said that they will not sell any eggs produced in battery cages in future—or will they? Is this another big lie? They said that they were not selling any of the eggs from Holland that were contaminated with the insecticide fipronil, but that was true only to the extent that they were not selling them in boxes of six or a dozen—all the poisonous eggs were in their ready-made sandwiches and meals.

So, if the supermarkets decide that they will not sell battery-cage eggs, putting some of our farmers out of business, they must not be allowed to import battery-produced eggs and hide them in ready meals and salads. I suggest that the same principle must go for all other foodstuffs. We need to concentrate on the real issues of trade, not on fripperies such as chlorine-washed chicken; so long as it is labelled and people have a choice, I do not see what the problem is. Quite frankly, I would prefer to eat chlorine-washed chicken than some of the stuff that was slopping about on the floor of the 2 Sisters Food factories that we read about a couple of months ago.

Similarly, if we ban live animal exports, we must ensure that we do not permit live animal imports. Let us be clear: we can move live animals round this country safely, without any problem. We can move them just across the Channel and still enforce standards of watering and feeding, and treat them humanely. However, we cannot enforce the rules in the rest of Europe, where animals are driven across Europe for days on end and are not fed, not watered and are treated cruelly. Of course, any ban on live exports should apply only to animals for slaughter and not to breeding or pedigree animals, where we need an exchange under the highest possible welfare standards. Perhaps, when we are in charge of our policy again, we can bring back the wonderful minimum value rule for horses, whereby horses or ponies worth under £300 could not be exported live for slaughter.

I believe in completely free trade—but it must also be fair, as other noble Lords have said. If we impose higher welfare standards on our farmers, there must be no question of any food or food products coming into this country that are produced under systems that we have banned here because we think that they are cruel. Brexit gives us a chance to impose that high level playing field across the board.

Air Quality: London

Lord Blencathra Excerpts

Monday 3rd July 2017 Lords Chamber

[Lord Blencathra (Con)]

My Lords, I congratulate my noble friend on securing this important debate and on the extremely knowledgeable way he gave us a complete dissertation on all aspects of air pollution. I cannot aspire to copy that, so I shall concentrate on diesels.

I would never buy a diesel car in a million years. Perhaps my noble friend the Minister may appreciate this, because when I was a little boy on the farm in the highlands of Scotland, we could go into the car shed, start up the petrol-engined car—the only type available in those days—and potter around in the shed for about half an hour before the fumes became a bit much. When one went into the tractor shed and started up a diesel tractor, one was overcome by noxious fumes in about 30 seconds flat. We all knew that diesel engines were filthy things and that they were only good for lorries, combine harvesters and tractors, where one wanted good traction and incredible pulling power at low engine revs. The poisonous fumes did not matter because the vehicles were out in the countryside in the open air.

So when Gordon Brown in the last socialist Government started to give huge incentives to people to buy diesel cars, I was astonished. I assumed that somehow the experts had cleaned up diesel and I was not aware of it. But they had not cleaned it up at all. It was typical in my experience of Parliament of single-issue pressure groups such as Friends of the Earth demonising one issue such as carbon and then blackmailing the Government—all Governments—into promoting diesel, even though it was a killer in other respects. So, before we hear too many demands that this Government must do more to deal with diesel pollution, can we have at least one word of apology from Gordon Brown, other socialist politicians and the lobby groups for the evils they inflicted upon us, all in the name of saving the planet?

Now we are stuck with far too many diesel vehicles, including all the criminal Volkswagens for which British drivers have not received one penny of compensation—I believe that Porsche vehicles are equally guilty. However, that is a matter for the Minister for Transport and not for my noble friend.

In London, the problem is even more severe, for two reasons: an over-preponderance of filthy London buses and unprecedented congestion caused by cycle lanes. Last Saturday afternoon, traffic around Westminster was completely snarled up—I suspect that it may have been some of Mr McDonnell’s anti-democratic henchmen marching to try to bring down the Government. On Horseferry Road, I counted eight open-topped tour buses with a total of six passengers between them, each bus belching out a mass of diesel fumes. Add to that the five ordinary buses, which had about 12 passengers between them, and then the half-dozen tour coaches, and the air in Horseferry Road was positively toxic.

We hear demands to penalise diesel car drivers—but they are not the main problem. The average MPG of a diesel car is 40 to 50—some are now even up to 70—whereas the MPG of a bus is six, with a 10 to 13-litre engine. When we get more hybrid and electric buses, buses will cease to be a problem—but all older buses will then most likely be converted to open-topped tour buses. I can accept that commuter buses, carrying passengers to and from work, should access bus lanes and have a favourable tax regime, but I can see no justification whatever for tour buses to carry on blocking London streets, not paying considerably more for the privilege and causing incredible pollution. I challenge any noble Lord tomorrow, even if it is a wet day, to find a single tour bus that is even half-full. There are too many of them and they are killing Londoners.

From January next year, I understand that all new London cabs will have to be battery powered. That is a noble aim, but I fear that TfL is not nearly ready; there are not sufficient charge points and the battery distance of 100 miles is not good enough. A trip to Heathrow and back will put cabbies out of action for an hour, even if they can find a charge point to recharge their batteries. I suspect that we will see a large drop in the number of taxis. They will be replaced by—I am quite happy to use these words—the rotten and corrupt Uber company, whose drivers will face no penalty for driving diesel cars. TfL may end up putting decent London cabbies out of business and letting them be replaced by unqualified, uninspected drivers who have no clue where they are going.

I also feel strongly because, if Uber succeeds in putting London cabbies out of business, people like me and others in wheelchairs will never get a taxi again, since Uber does not have to provide a single wheelchair-accessible taxi. It is not allowed to discriminate if you book such a taxi, but it does not have to provide any, whereas all London cabs—current diesel ones and the new electric ones—are wheelchair accessible. I am conscious that I am treading on dangerous ground in talking about taxis in the presence of my noble friend Lord Borwick, who is an expert, but I hope that my remarks are not too wide of the mark.

I have the great privilege to serve on the Council of Europe. I missed all the Queen’s Speech debates last week because I was attending the Council of Europe in Strasbourg. There, as in Paris, I saw tens of thousands of cyclists and not a single one in Lycra and a racing helmet—except for tiny little toddlers wearing a helmet in a sort of wheelbarrow attachment on a bicycle, and they were quite cute. It was a pleasure to watch those cyclists: men and women of all ages, in normal clothes, riding elegantly with their heads held high. It was almost reminiscent of those pictures one saw of people riding penny farthings in the old days.

In France, they can ride on the pavement, and I have never felt so safe in my life—as opposed to taking my life in my hands when trying to cross to 1 Millbank and encountering some of the thugs on bikes mowing me down on the pedestrian crossing. How have we got it so wrong in this country and the French so right? I did not see a single racing bike handlebar in Paris or Strasbourg. Everyone rode with their head held high and their head much higher up than their bottom—there is nothing more repulsive than the sight of the Lycra-clad louts in London with their bum in the air and their head between the handlebars. That is not an air pollution problem, but it leads to an attitude whereby some cyclists regard London and other parts of the country as a racing track.

I have lived and worked in London since 1979 and have always considered it the greatest capital city in the world. Now our dedicated cycle lanes are destroying it and completely jamming up traffic. A former 20-minute taxi ride from here to Euston station now takes 45 minutes. To go to London City Airport, I instruct the driver to go south of the river and use the Rotherhithe Tunnel. It is many more miles and costs me more, but at least I get there in half the time it takes trying to use the Embankment, which is now a no-go zone. Most of the time, the cycle lanes are empty. Vehicles cannot use them because they have huge kerbstone barriers.

There are also red lines everywhere. Wheelchair users cannot flag down a taxi on the Embankment because it is down to one lane either way, with red lines. If a cabbie breaks the law to stop, they will jam up the traffic for ages as wheelchair users get into the taxi. Why in the name of goodness did TfL not do with cycle lanes what it did with bus lanes, with a big white line separating the cycle lane from the rest of the road and a requirement that cyclists have priority from 7 am to 10 am and from 4 pm to 7 pm? That would have worked perfectly. Instead, London has created dedicated racing tracks for cyclists who ignore red lights and pedestrian crossings, while tens of thousands of motor vehicles—buses, lorries and cars—sit jammed in traffic and belching out petrol and diesel fumes. It is probably too late to change the system now. We cannot adopt the French system because our cycling culture is now so ingrained. It seems to me, as a victim on various pedestrian crossings, that cyclists feel that they have a God-given right to cycle as fast as they can on dedicated tracks, and to hell with pedestrians and other road users.

It is not often—if ever—that I have praised the French in the past, but I envy them their cycling and pedestrian culture, where we all share the same space and respect each other’s right to use the road. Thus I am afraid that air quality in London will not improve until we tackle polluting London buses and change our cycle-lanes policy. But can we hold our breath that long?

Equine Welfare Standards

Lord Blencathra Excerpts

Wednesday 11th January 2017 Lords Chamber

[Lord Blencathra (Con)]

My Lords, when I served as a junior Minister in MAFF under my noble friend Lord Deben, I had responsibility for horses on farms. My noble friend Lady Trumpington had responsibility for racehorses—a duty which required her to make weekly inspections of Newmarket Racecourse, or so she said.

The one big gap in policing welfare standards was that horses kept in livery yards or stables were not inspected by any government or local government department. I think that that is still the case today and I suggest that is where we have a welfare problem. My concern is based on the evidence of my own eyes, which I see from the train window every week. I see scruffy bits of land alongside the railway tracks which have been carved up into little “pony paddocks” with a couple of horses in each. I am appalled at the state of these paddocks. I was born and brought up on a farm, and I do not have a townie’s misplaced view of fields of knee-high, flowering meadow grass. But I know that horses cannot survive on bare mud and patches of grass half an inch long. The stabling may be an old portakabin or container, with some bales of hay scattered about. The supplementary food is grossly inadequate. I see horses standing ankle-deep in freezing mud, with a tatty bit of canvas as a warming rug. The conditions I see fall way below the welfare standards Defra would tolerate in farm animals.

It is left to the RSPCA to enforce welfare, but I think it is a politically motivated organisation and I do not trust it to conduct impartial prosecutions. Therefore, I urge my noble friend that either Defra or local government should take responsibility for this gap.

I turn now to the slaughter of horses at the end of life. I cannot find accurate statistics on the numbers slaughtered in UK slaughterhouses—they seem to range from 3,000 to 8,000. There are demands for CCTV in all horse slaughterhouses, and I support that demand. However, let us be clear that, whatever abuses may occur in UK slaughterhouses, they pale into insignificance in comparison to Europe, where standards of transport and slaughter are not a patch on those in the UK. We used to have the wonderful minimum value rule in the UK, whereby no horse or pony could be transported to Europe unless it was valued at more than £300. That rule permitted valuable racehorses to be moved, with owners knowing full well that horses would receive excellent welfare treatment because they were valuable.

On the other hand, the rule also stopped end-of-life horses and past-it ponies being treated cruelly, since they could not be transported for days on end from England to Italy and Spain for slaughter. But the rule fell foul of the EU, where horses are just another trading commodity. Will the Minister therefore investigate putting a complete ban on the live movement of end-of-life, low-value horses so that we can stop cruelty of movement and slaughter on the continent when we leave the EU? There is absolutely nothing we can do to enforce the animal transport laws in Europe, as lorries drive for days on end to Italy and Spain, the main consumers of live horsemeat. I conclude that the only way we can save our horses from cruelty is not to export them live.

I suspect it is the case, however, that we have now lost the capacity to deal with all end-of-life horses ourselves. The knackers’ yards that we used to have could utilise horse carcasses, but they are largely gone. If end-of-life horses and ponies are not sent for meat, there is a disposal cost of anything from £200 to £1,000, which horse owners may not be willing to pay. It is no good saying that we should slaughter them here and export the meat, because the Italians and the Spanish want them killed locally, irrespective of where the horses came from originally. Will my noble friend tell me whether we could, theoretically, bring back the minimum value scheme when we leave the EU? Do we have the capacity to slaughter all our end-of-life horses here, and, if we do, would we be able to export the meat so that there is no disposal cost to horse owners at the end of life?