Oral Answers to Questions
Alistair Carmichael Excerpts(2 months, 1 week ago)
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Anthony Browne
I absolutely agree with the hon. Member that they are amazing companies with huge operations in the UK and enviable safety records. Not one of the 171 Boeing 737 MAX 9s operating globally operates in the UK or from the UK, so there was no need to ground them. The Department for Transport liaises closely with American authorities. The CAA follows very closely the work of the US Federal Aviation Administration to ensure that safety standards remain as high as possible.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
The Parliamentary Under-Secretary of State for Transport (Anthony Browne)
The right hon. Member will be aware that the Maritime and Coastguard Agency is conducting an analysis of recent incident data to examine whether the demand for the search and rescue helicopter service has changed since the launch of the UK’s second generation search and rescue aviation procurement. It is expected to be published by the end of 2024. I have had no recent discussions on this point, as the review is ongoing.
Mr Carmichael
I thank the Minister for his answer—he seems to be aware of the situation—but a new threat to search and rescue response times is emerging, namely the poor and deteriorating industrial relations between Bristow’s management and its staff. As we speak, members of the British Airline Pilots’ Association who work in SAR cohort 2 are on strike, having been driven to it by a management who are playing negotiating hardball on salary and on terms and conditions. Will the Minister call in the management and make it clear to them that, as the customer, the Government expect them to treat their search and rescue staff with the respect and consideration that their skill and bravery deserve?
Anthony Browne
I know how important search and rescue services are in the right hon. Gentleman’s constituency, and he has been a great champion for them. Good industrial relations are clearly vital to ensuring that they operate effectively, and I am sure that the MCA will keep that in mind during its review. I should add that just this morning, I agreed to meet the management of Bristow.
Exclusive Economic Zone: Maritime Safety
Alistair Carmichael Excerpts(3 months, 1 week ago)
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Mr Alistair Carmichael (Orkney and Shetland) (LD)
I beg to move,
That this House has considered maritime safety breaches within the Exclusive Economic Zone.
It is a pleasure, as ever, to serve with you in the Chair, Mr Efford, and I welcome the Minister to his place. He knows that I hold him in high regard as a very effective and diligent Minister, so I hope he will not take it amiss if I say that I was a little disappointed to hear that I was not getting a reply from the Attorney General or one of her staff. In fact, when I think about it, that change highlights one of the problems we are dealing with: this is an issue in which many Government Departments have an interest but for which nobody has overall responsibility. One thing that I hope we take away from this debate is a determination that somebody takes charge of the issue.
Essentially, I want to bring the House’s attention to a matter that arises from an ongoing conflict between fishing boats that operate static gear and those that operate mobile gear. There can only be better ways of resolving those conflicts and tensions than the ones that I am about to describe for the House.
There are two particular, well-documented incidents that I want to place on the record for the benefit of the House and for the Minister’s consideration. The first took place on 11 June 2020, and involved the Shetland-registered whitefish boat the Alison Kay. Skippered by James Anderson, it was fishing 30 nautical miles to the west of Shetland. Mr Anderson describes the roots of what was about to happen thus:
“The incident occurred on the 11th of June and when the vessel in question shot his gear”—
that is the Pesorsa Dos, which is a Spanish-owned but German-registered vessel—
“in the area he knew we were fishing. He chose to put his gear at risk. What he decided to do was to shoot nets”—
those are gillnets of quite industrial magnitude—
“in an area known to be used by trawlers and then subsequently tell the trawlers they can’t fish here now because his gear is now there! This is simply unacceptable terms for us and we have no intention of moving away when we have every right to continue fishing.”
This is an area of sea that has been fished for decades, if not centuries, by Shetland fishermen, so we can understand Mr Anderson’s strength of feeling. The skipper of the Pesorsa Dos then proceeded to tow a rope tied to a float across the bow, which was a clear attempt to foul the Alison Kay’s propeller or steering gear. It was an act of the most incredible recklessness for which there can be no excuse. It could have led to injury or death, or the loss of either or both of the boats. Of course, it was avoided because the skipper of the Alison Kay took evasive action.
The Pesorsa Dos is a Spanish-owned gillnetter that is flagged in Germany through SeaMar, a company based in Schleswig-Holstein. The Maritime and Coastguard Agency was made aware of the incident but declined to investigate because it said that it happened outside the 12-mile limit, and the 12-mile limit is the extent of its jurisdiction. That takes us into that area of sea between the 12-mile limit and the extent of the 200-mile exclusive economic zone. Notwithstanding the MCA’s describing the incident as extremely “concerning” and saying that the
“consequences could have been extremely serious”,
it was declared that the responsibility lay with the German investigating authorities, as that was where the Pesorsa Dos was registered—Germany was the flag state.
We pursued this matter in correspondence with the German authorities but, bluntly, they were not interested, even though Germany is the flag state. Why would it be? This incident involved a conflict between a Spanish vessel and a Scottish vessel in waters hundreds of miles away from the closest point of German waters. I do not believe this sort of behaviour was ever anticipated when the United Nations convention on the law of the sea—the governing statute—was entered into, but this is the reality with which fishermen in Shetland and other parts of the United Kingdom are now having to deal.
Jim Shannon (Strangford) (DUP)
As the Minister knows, I represent the constituency of Strangford, which has a large fishing fleet. The right hon. Gentleman has secured a vital debate and clearly outlined the two incidents. Does he agree that the sovereign rights that exist for our fishing fleet mean that the standards we set in that zone apply to every fishing vessel, not just British ones, and that we must enforce on any vessel the appropriate safety measures rigorously and authoritatively, with extended powers if warranted by the Maritime and Coastguard Agency? In other words, all vessels are subject to the same laws.
Mr Carmichael
The hon. Gentleman will not be surprised to hear that that is something with which I have no difficulty agreeing. The vessels are all subject to the same laws; the difficulty comes when we try to enforce them. In fact, the Irish Government have taken a rather more novel and, shall we say, direct approach from which we could probably learn some lessons.
The then Fisheries Minister, now the Attorney General, convened a Zoom call for me which had, while not exactly a cast of thousands, at least a dozen people on it. One by one, each of those people explained that although they understood the seriousness of the situation it was, in fact, always somebody else’s problem. At the end of the call, it was agreed that there would be further consideration and action would be taken, but I am afraid to say that, years later, we have heard effectively nothing since. It seems to just go from Department to Department, and is always too difficult for somebody to deal with.
For my constituents and for the fishermen working in Shetland’s waters, it continues to be a problem. On 16 October last year, the Defiant, a Lerwick-registered whitefish boat, skippered on that day by Magnus Polson, was working 18 miles east of Unst—again, within the area of water between 12 and 200 miles—when it experienced a similar incident, involving the Antonio Maria, a Spanish-owned but French-registered longliner. Mr Polson established where the long lines were and that he could operate safely without coming into conflict with the static gear, but 15 minutes later the skipper of the Antonio Maria altered his course on to a direct collision course with the Defiant. The longliner came dangerously close to the port side of the Defiant, whose crew saw two crewmen appear on the Antonio Maria and one throw a rope into water—designed, we presume, to foul the propeller. Mr Polson explained that
“due to close proximity and the endangered safety of our boat, I had no choice but to begin hauling back our gear to make room.”
A few weeks ago in Lerwick, I met the other skipper of the Defiant, Robbie Jamieson, who showed me the screen grab of the course that he had plotted in the wheelhouse of the Defiant. He also showed me where the long lines had been laid by the Antonio Maria. It was clear that the course along which the Defiant was going to tow its gear was not actually going to come into conflict with the long lines that had been set by the Antonio Maria, and would have moved somewhere to the south of them. When I raised this with the Fisheries Minister, the right hon. Member for Sherwood (Sir Mark Spencer), on 19 October, he described it as outrageous behaviour, and said he would certainly raise it with his ministerial colleagues. Again, we have heard precious little since. Everybody knows that it is mad, reckless and dangerous behaviour, but somehow nobody ever seems to have an answer for how to stop it.
The Maritime Coastguard Agency has forwarded its report to the French authorities for investigation. The incident happened in October, and we are now well into April and have had no response. The Shetland Fishermen’s Association has asked for the opportunity to have sight of what was sent by the MCA to the French authorities, but it has been told that it cannot have that. I wonder whether the Minister might raise that again with the MCA, because I do not see what the MCA would have to lose by publishing the report. Frankly, it would go a long way towards restoring some trust and confidence between the fishing fleet and the MCA.
Essentially, the difficulty lies in the terms of UNCLOS and the decision to vest authority for investigation and prosecution with the flag state. I do not believe this was something envisaged at the time UNCLOS was agreed, but it is now the reality with which my constituents have to live and deal. This will keep happening unless and until it is stopped. As I see it, it can stop only in one of two ways: there either has to be meaningful action to deal with it, or we wait until there is a fatality when a boat goes down and a life is lost. When that happens, all the people who come up with the good, worthy and complicated reasons as to why it is somebody else’s responsibility will be left looking pretty shame-faced and embarrassed. I do not want any one of them to turn around and say, “I wish somebody had told us about this.” They have been well warned by me today and on many previous occasions.
What can we do? There are a few quick and easy wins. The executive officer of the Shetland Fishermen’s Association said shortly after the Antonio Maria incident that there was a need for a streamlined process of reporting, with an individual designated within the MCA to receive reports. This sort of thing happens, nobody wants to know about it and fishermen get pushed from pillar to post. There needs to be a hotline—a dedicated number—that skippers can phone to report an incident. The sooner that some sort of action can be taken, the likelier it is that that action will then be effective.
I would like to see our Government pursuing the matter with a bit more vigour than they have done. We go through the motions—we tick the boxes, write the report and send it off to the German and French authorities—but then what happens? I call on the Minister to raise the issue at a diplomatic or ministerial level with his opposite numbers when such incidents happen, so that prosecuting authorities in the other flag states understand that it is something we see as being important.
We could also see much better co-operation between the MCA, which is an agency responsible to the Department for Transport here, and Scotland’s Marine Directorate, which is responsible for fisheries management issues and fishery protection in Scotland. They are the people who have boats in the water and who will be able to attend such incidents and gather the necessary evidence.
To come to the point made by the hon. Member for Strangford (Jim Shannon), fishing boats operate in the exclusive economic zone under licence, as all boats do. Surely it could be a condition of the licence that if a boat is going to fish in our waters, it does so in a way that is safe and responsible. We may not be able to prosecute for safety breaches, but we could take action to remove the boats’ licences. That is something that would concentrate the mind.
It is worth comparing the treatment of the Pesorsa Dos in 2020 in Scottish waters, or British waters, with the treatment that it received in Irish waters. The Skipper’s website from January 2023 describes what happened to the Pesorsa Dos after it was detained by the Irish Naval Service for breaches of EU fishing regulations in Irish waters. The skipper, Juan Pablo Docal Rubido, was brought before a special sitting of Bandon District Court following the detention of the vessel for alleged fishing offences.
Mr Rubido, whose vessel is Spanish owned and fishes out of La Coruña but was detained at Castletownbere, was charged with a total of 12 fishing offences on various dates between 5 January and 24 January, while fishing within the exclusive fishing limits of the state. He was charged with two logbook offences: of failing to record the proper depth that his vessel was fishing at, and failing to record the proper soak times or times that he allowed his nets to stay in the water while fishing within Irish exclusive fishing limits. He was also charged with a total of nine separate offences of allowing his nets to exceed the permitted soak times of 72 hours allowed for the gear while fishing within the exclusive fishing limits of the state, contrary to section 14 of the Sea-Fisheries and Maritime Jurisdiction Act 2006.
The best part, though, is still to come. The boat was detained. It was kept in the quayside as a consequence of action taken to seize it by the Irish authorities. The skipper himself was allowed bail on production of a bond of €5,000. The period for which the detention was to be permitted was actually extended on the application of the Irish Government. These trawlers—these massive gillnetters—are big businesses, and they only make money when they are out at sea. That old American saying, “If you get them by their reproductive organs, their hearts and minds will follow”, really characterises the way in which these people have to be tackled. The presiding judge, Colm Roberts, granted bail on Mr Rubido’s own bond of €5,000. He said:
“We have to make sure people realise how serious these matters are.”
Well, amen to that.
We are dealing with an industry that is probably the most dangerous way to make a living. Everybody knows that when fisherman go to sea, they very often put their lives at risk, and the fishermen themselves know that better than anybody else. They understand that this is a contest that sets man against nature and its elements. That risk is acceptable and understood, but setting man against man in such a way cannot be understood or excused. We have an exclusive economic zone. I suggest to the Minister and his colleagues that it is about time we understood what it means to be exclusive and to exclude those who will not use it responsibly.
Oral Answers to Questions
Alistair Carmichael Excerpts(4 months ago)
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Mr Harper
I assure my right hon. Friend that National Highways works closely with local communities when delivering major projects, and it will continue to do so on the A12 widening scheme. My Department is committed to delivering the scheme, and granted consent for it on 12 January but, as she said, it is subject to an application for judicial review. I therefore cannot add anything further, but I will continue to work with her local residents. If at any time she wants to raise issues with the scheme with me, I will be delighted to meet her.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
I thank Ministers for facilitating discussions with the operators of the search and rescue helicopter service based in my constituency about the proposed response times. They have been fairly productive so far, and we will see what the outcome is. It is apparent already that the decisions are made solely on the basis of the number of calls and not the nature of the work undertaken. If the contract conforms to that, can we ensure that future contracts do not leave us exposed in that way?
The Parliamentary Under-Secretary of State for Transport (Anthony Browne)
I know how important the helicopter search and rescue services are in Orkney and Shetland. The right hon. Gentleman has been a big campaigner for them, and has asked various questions and secured various debates on the matter. A review is going on about the recent incident data which will report in the summer, and we expect to publish it by the end of the year. That should include the answers to his questions. We are investing more than £1 billion in the new search and rescue service. The number of bases will go from 10 to 12 overall, and there will be no closure of bases and no change to services in Orkney and Shetland before October 2026.
Oral Answers to Questions
Alistair Carmichael Excerpts(7 months, 1 week ago)
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Huw Merriman
Despite what I said about this being the season of good will, quite frankly that is complete and utter nonsense. As I have stated, there will be a very careful analysis of the property that will be released. The Crichel Down rules require tests to be met, and only once they are will we return the property to the original owner at its market value. This will be done properly. We have delivered certainty: we have said that the route will not go ahead. What I am sure everyone along the line of the route would like to know is whether HS2 would go ahead under the Labour Transport team, or whether it would not, because of the Labour Treasury team. Give them some certainty.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
The Parliamentary Under-Secretary of State for Transport (Anthony Browne)
The UK ETS Authority will publish a second consultation on the implementation of the UK ETS in 2024. We welcome any evidence in response to the consultation. We will publish a full analysis of the policy’s impact in the Government’s response to the consultation. The Department has not yet conducted a full assessment of the implications for domestic ferries.
Mr Carmichael
I am grateful to the Minister for that answer. He may be aware that there are many in the shipping industry who are concerned that including lifeline ferry services, such as those that serve my constituency, in the emissions trading scheme could hinder rather than help the process of decarbonisation. The EU has already recognised that by giving its lifeline ferry services a derogation until 2030. Will the shipping Minister—I know it is not this Minister’s responsibility—engage with operators in Scotland and elsewhere to ensure that we are not hit by the law of unintended consequences?
Anthony Browne
I very much welcome that question. The right hon. Member for Orkney and Shetland is a doughty champion for ferries in those islands and I know how important ferry services are for residents there. We have been very careful, across our transport decarbonisation plan, not to damage industries or sectors. We have given many billions of pounds in support for the whole range of different transport sectors and domestic ferries are very much a part of that. I am very happy to engage with the sector and to meet him to ensure that the ferries can carry on transporting passengers throughout Orkney, Shetland and elsewhere in the British Isles.
Helicopter Search and Rescue Service
Alistair Carmichael Excerpts(8 months ago)
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Mr Alistair Carmichael (Orkney and Shetland) (LD)
I beg to move,
That this House has considered the future design of the helicopter search and rescue service.
It is a pleasure to serve with you in the Chair, Dr Huq. I welcome the Minister to his new position. I know that this topic is not within his brief, but sits with his colleague in the other place, but I also know that he is a diligent Minister and will no doubt have full command of the facts for us today.
Dr Huq, if you were to stop anyone in Shetland and ask them what they thought of Oscar Charlie, you would get an almost universally positive response. If you were to test that in an opinion poll, Oscar Charlie would get the sort of approval ratings that I, you, the Minister and even the hon. Member for Strangford (Jim Shannon) would bite a hand off for. It is our good fortune, then, that Oscar Charlie is not a politician, but the search and rescue helicopter based at Sumburgh airport in Shetland.
Oscar Charlie was the call sign originally, but then became the name by which the helicopter service is known. The original Oscar Charlie was actually taken out of service in 2007, but in 2013 the operator of the service, Bristow, bowing to the inevitable, renamed the current helicopter Oscar Charlie—I know that because I officiated at the naming ceremony.
I say all that to illustrate that, for people in the northern isles, the helicopter search and rescue service is not somehow detached from us; it is not an anonymous service. It is a service that we value massively, and it is every bit as much of a blue light service for us as the police, fire or ambulance services are for other communities.
When Shetland has needed the service, Oscar Charlie has been there. In 1993, at the grounding of the Braer, Oscar Charlie was in the thick of it. In 1997, at the loss of the Green Lily, which led to the tragic loss of Bill Deacon, the winchman on Oscar Charlie, it was absolutely central to the rescue effort. Just a few weeks ago, when the Stena Spey drilling rig in the North sea broke free during Storm Babet, it was Oscar Charlie that came to the rescue. It is also an invaluable support for air ambulance services in the northern isles. When the air ambulance proper is not able to serve us, Oscar Charlie and the search and rescue service step in.
News of a proposed change to the way in which the service is delivered has caused enormous concern in the local community. The change came to light on 5 October this year when a whistleblower delivered two pages of a document prepared by Bristow, headed “UKSAR2G”. It is from a memorandum issued to all UK SAR personnel dated 20 September 2023. I only have pages 1 and 2, but according to the document itself, it runs to seven pages. I have asked Bristow for a copy of the memo, but it says, no, it cannot give it to us and that it has to come from the Maritime and Coastguard Agency. I asked the MCA, and it said, “No, no, it is Bristow’s document, so it has to come from them.” So my first ask of the Minister is, can we please have this document put into the public domain? I know it is not his to control either, but I suspect he has a bit more influence than I do.
It is worth reading into the record what the document says about the new generation of the search and rescue service. Page 1 says:
“The UKSAR2G system is designed to deliver greater capability at a lower price”—
it is the “lower price” thing that concerns many people—
“than today’s Aerial Surveillance and Verification (ASv) and UKSAR contracts. The Rotary element will consist of: 12 bases, two more than the existing service provision...Create two new seasonal bases (Nevis and Lakes) to cover areas of high-density SAR activity”—
I am guessing that that would be for mountain rescue—and have
“18 aircraft: 9 AW189, 3 S-92, 6 AW139.”
It is on page 2 of the memorandum that we see the news that most concerns people in my constituency: it is anticipated that, under the new service, the readiness state for the helicopter based at Sumburgh, which is currently 15 minutes, is to be increased at the end of 2026 to 60 minutes. That is a significant increase in the readiness state.
Those who work in the sector and who know what they are talking about, including some who have worked in it and retired, tell me without any overstatement that this change could put lives at risk. That is why this issue must be dealt with properly; we cannot just rely on people making decisions about which the community has no prior knowledge and on which there is no meaningful consultation, and then find ourselves left without the service when we most need it.
Jim Shannon (Strangford) (DUP)
I commend the right hon. Gentleman on bringing this matter forward. He rightly said that His Majesty’s Coastguard provides 24-hour maritime and coastal search and rescue across the United Kingdom. His Majesty’s Coastguard has helicopter bases in every part of the United Kingdom apart from Northern Ireland. Although I support the right hon. Gentleman in what he is calling for, given the concerns he has raised about the waiting times, does he agree that consideration should also be given to funding a helicopter base in Northern Ireland, to ensure that there is protection from potential mountain and water incidents back home? I support him, but I also seek his support.
Mr Carmichael
I think we can make a mutual support case here. As always, the hon. Gentleman makes a sensible point, and it is grounded in the understanding that where communities need this service and local industries rely on it—I know from my work in the main Chamber that the hon. Gentleman has a significant fishing and maritime presence in his constituency—everybody should be given the assistance they require and nobody should be left behind.
I say again that we can only have this discussion because we now know what is being planned. If the hon. Gentleman and others were invited in to help to shape the service—bringing in the fishing industry in his constituency and other maritime interests—all these concerns could be put out and would not have to be dealt with in this way.
When I saw the proposed change, my immediate question was, where is the risk assessment? I thought that for one particular reason. The Maritime and Coastguard Agency has some form in this regard. Three times in the last 13 years, it has tried to take away the emergency towing vessel stationed in my constituency. The most recent time it tried, it was asked, “Where is the risk assessment?” It turned out that no risk assessment had been done. Eventually, time was taken and the MCA had a proper independent risk assessment done, and its conclusion was that it was not an acceptable risk to remove the emergency towing vessel, which remains there to this day. Will the Minister find out from the MCA whether a risk assessment has been done? If one has been done, will it be published? If one has not been done, will he ensure that one is?
I have raised this matter at business questions and in correspondence with Ministers. I received a reply from the former Minister, Baroness Vere, on 31 October. She said:
“I have spoken with officials at the Maritime and Coastguard Agency…who confirm that the transition to the new Search and Rescue Second Generation contract…takes place over a period of two years with Inverness being the first base to go live in October 2024 and Sumburgh the final base to transition on 1 January 2027.”
It should not have been a long phone call, because the Department issued a press release to that effect on 21 July last year. That does, however, contradict the Bristow memo, which says that Stornoway will be the final base to transition, on 1 January 2027—I think Sumburgh is due to transition at the end of November 2026. Again, it would be enormously helpful if the Minister could clarify that when he replies.
Baroness Vere goes on to say:
“With regards the proposed changes to the readiness state at Sumburgh, internal information from our contractor Bristow was released in error and subsequently a redaction has been issued.”
I confess: the words are all identifiably English, but I have no idea what that sentence actually means. First, the information was not released in error. It was released, quite deliberately, by a whistleblower. It was not released by Bristow; and what
“a redaction has been issued”
is supposed to mean is anybody’s guess. It would be useful if the Minister explained what the Government’s position currently is with regard to this information, and if he could ensure that it is put into the public domain.
Baroness Vere concludes:
“The MCA is at the first stage of assessing any proposed changes, and discussions with the contractor are ongoing.”
The contract has been signed; why these discussions were not held before the contract was signed is anybody’s guess. It does not look like something that would particularly impress the Public Accounts Committee. On 10 November, I met in Shetland—in relation to other stuff—the Scotland director of the Maritime and Coastguard Agency. He confirmed that the issue was being looked at again, and that it could be reopened if necessary. This is a novel approach to contract negotiation but, frankly, if at the end of the day we get to a place where my constituents, and other coastal and island communities, have the service that they need and deserve, I am not going to make too many complaints about how we got there. So has that review been carried out and who will be making the final decision?
Briefly, there are a few issues of wider concern about the contract. It is difficult, at present, to understand exactly which helicopters are going to be in service under the new contract. The Bristow memo that I have referred to speaks—on page 2, part 3, in relation to training—of a transition from the AW189, which is currently in use, to the AW139. There are also three Sikorsky helicopters—S-92s. It is believed in the industry that they are likely to be withdrawn from service; Sikorsky has apparently closed the facility that currently produces them.
It looks to me, and this is the understanding of many who currently work in the service, as if, under this new and improved contract—and there are improvements: mountain rescue is an obvious one—we are going to be relying on one type of helicopter. The service’s current resilience is due to there being more than one type of helicopter. If we are indeed going to be left with one type of helicopter, then there needs to be a plan B. We all know that occasionally accidents happen, and unforeseen design issues arise with helicopters or aeroplanes. When that happens, they are all grounded. If at some future stage—and we hope this never happens—there were to be a grounding of the AW139, and that was the only helicopter in use, where would our entire nationwide search and rescue service be left? Where is the resilience? Where is the plan B? If we were able to have an open and outward-looking consultation in the first place, we might know the answer.
The issue is not just that what is proposed is bad and dangerous—we know that—but the way in which it has been handled. If I could ask one thing of the Minister, it would be that when he goes back to his ministerial colleague who does have responsibility for this, he starts with a blank sheet of paper and says, “This has not been handled well. It is too important to be done badly, so let us have another go—and this time, let us get it right.”
Guy Opperman
The point is fairly made. My noble Friend in the Lords will answer him in writing and I am sure will very happily meet and discuss that with the hon. Gentleman on an ongoing basis. There is cover from a multitude of bases on an ongoing basis, and what we are dealing with here is obviously in respect of search and rescue over and above any air ambulances that operate locally.
To return to the points raised, there is also the use of fixed-wing surveillance aircraft, with fixed-wing bases being established at Newquay and Prestwick. These aircraft, which are equipped with state-of-the-art maritime search technology, are crucial in supporting search and rescue operations across the United Kingdom. There is also the introduction of the King Air B350 extended range, with which HM Coastguard will have the ability to deploy assets to the extremity of the UK search and rescue region in the mid-Atlantic. It also uses a number of technological innovations in the form of unmanned aerial vehicles and a novel communication called OneLink.
Turning to the service provision in Scotland, I want to address the key point raised by the right hon. Member for Orkney and Shetland in respect of the situation going from 15 to 60 minutes. That was supposed to be the situation going forward, but I can confirm that the Department for Transport has been informed by His Majesty’s Coastguard that it has begun an analysis of the SAR incident data compiled after the UKSAR2G procurement commenced. That work has begun and is ongoing, and obviously the results will be conveyed in the future to all Members who are particular concerned by it—the right hon. Member for Orkney and Shetland and the hon. Member for Na h-Eileanan an Iar (Angus Brendan MacNeil), who have raised this particular point in correspondence.
The analysis is in recognition of the fact that the UKSAR2G procurement was undertaken at a time of considerable societal and economic upheaval during the pandemic, and that may have had a lasting impact on demand for the service. There is no doubt, if one looks at the statistics—and I have the statistics—that on occasions, over the last few years, the numbers have clearly been potentially lower than they may be going forward.
Mr Carmichael
In fact, the briefing given to me by the Shetland Fishermen’s Association this morning said that there had been something in the region of 180-plus call-outs of the Sumburgh-based Shetland helicopter—over what period that is, I do not know. But the issue is not just about the number of call-outs; it is about the fact that, because of where we are, we are that much further removed from other opportunities for rescue services. Also, we do get some of the worst weather in country—and not just in the form that the Minister has experienced.
Volumetric Concrete Mobile Plants
Alistair Carmichael Excerpts(1 year, 1 month ago)
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This information is provided by Parallel Parliament and does not comprise part of the offical record
Mr Alistair Carmichael (Orkney and Shetland) (LD)
I beg to move,
That this House has considered volumetric concrete mobile plants.
It is a pleasure to serve with you in the Chair, Mr Efford. I place on record my appreciation of the Backbench Business Committee for allowing us time to debate an important, if hopefully not the most contentious, area of political regulation.
We are doubtless all familiar with the sight of large conventional drum mixers carrying concrete around our streets and roads. Those drum mixers operate at 32 tonnes and carry loads of 8 cubic metres to building sites. They carry concrete that has been prepared in a fixed location and then loaded on to the mixers. Drum mixers are the dominant force in the market, and there are something in the region of 20,000 of them.
Volumetric concrete mixers are a much smaller part of the concrete sector but can operate in circumstances in which the conventional drum mixers do not, most notably in rural areas or where smaller batches are required. They can legally weigh up to 44 tonnes on five axles and 38.4 tonnes on four axles. That is at the heart of the matter that I wish to discuss. They deliver concrete to individuals and smaller businesses and mix concrete on site. They are particularly useful for reaching remote areas and tight urban sites, and compared with larger traditional concrete carriers they have a range of other benefits, notably their lower carbon usage.
There is a large element of time-sensitivity at play here. Once mixed, concrete has a shelf life of only two hours, which means that drum mixers must get to their construction site and pour the concrete within that two-hour period or it goes to waste and to landfill. The need for VCMs in rural areas—where there are fewer plants mixing concrete at scale, if indeed there are any at all, and hence longer road journeys to sites—is obvious, but the place of VCMs in the sector goes beyond that. They are particularly useful for emergency road and rail repairs, where the mixer may have to wait around. For a drum mixer, an expensive batching plant must be set up to avoid concrete becoming unusable at the two-hour mark, but VCMs have no such issues, which shows their benefits in such situations.
There is a very real danger that, if the Government’s regulation of the sector gets the balance wrong, the whole volumetric concrete sector could be placed at risk and a small but very important part of the construction industry could be lost, for little discernible benefit.
Mr Tanmanjeet Singh Dhesi (Slough) (Lab)
I thank the right hon. Gentleman for securing today’s debate on volumetric concrete mobile plants and for allowing me to intervene. Having worked in the construction industry for about two decades, and having gained a dumper driver ticket to take ready-mixed concrete on a dumper to various parts of the construction site, I could not resist taking part in today’s debate. More to the point, my constituency is home to Mixamate, which is a ready-mixed concrete business. Mixamate highlights to me not only the impact on livelihoods but the environmental and economic damage that policy could create. Does the right hon. Gentleman agree that it is incumbent on the Government to undertake a full impact assessment of current legislation?
Mr Carmichael
Had I known that the hon. Gentleman had that level of expertise, I would have had him on the all-party parliamentary group for lower carbon construction vehicles a long time ago. I agree with him. I do not want to reheat old debates, but we are where we are today because there was not a proper economic and environmental impact assessment at the time. I hope the Minister will indicate that the Government are willing to revisit the issue. If we go through the process properly, we will find that there is a better way of dealing with the issue, but I will let the Minister speak for himself.
VCMs operate right across the United Kingdom. Their manufacture and use are estimated to contribute £380 million to the economy and employ more than 15,000 skilled workers. They operate the length and breadth of the country, and in communities such as those that I represent they are of prime importance to the local construction sector. Businesses such as Andrew Sinclair Ltd in Orkney and Tulloch Developments in Shetland tell me regularly about the desperately detrimental impact that the proposed changes will have on them.
Companies with VCMs operate in at least 134 constituencies and are a truly integral part of the country’s construction industry. For almost 50 years, they have operated within a proportionate regulatory environment. Until 2018, VCMs on four axles could run at the manufacturer’s design weight, which is often about 41 tonnes. However, in 2018, the Department for Transport decided to impose a 32 tonne limit for all VCMs, enacted through the Goods Vehicles (Plating and Testing) (Miscellaneous Amendments) Regulations 2017. The limit forces VCM operators to phase out their current VCMs by 2028, replacing them with the 32 tonne model, which is equally expensive but less effective. Lighter vehicles mean more journeys on the road and more carbon emissions as a consequence.
That is despite the fact that Highways England’s 2017 report endorsed the operation of VCMs at about 44 tonnes on five axles and 38.4 tonnes on four axles. That proposal had the support of the then Transport Minister, the right hon. Member for South Holland and The Deepings (Sir John Hayes). To be less than generous, this is a classic example of an obscure regulation changed by civil servants that causes a massive headache for businesses in the real world.
Peter Grant (Glenrothes) (SNP)
The right hon. Gentleman said that, if the proposal goes through, there will be more journeys by lighter vehicles. Has his APPG looked into how many additional drivers will be needed to drive those additional vehicles? Is there a surplus of such drivers in the construction industry? The advice I am getting is that very few parts of the construction industry have too many workers just now.
Mr Carmichael
Yes, indeed. I think the hon. Gentleman knows the answer to that question. The truth of the matter is that heavy goods vehicle and lorry drivers are in scarce supply, and that is being felt not just in the construction industry but throughout the supply chain for just about every possible sector. That is another of the operations of the law of unintended consequences.
The frustration that brings us to the debate is that there has been strong opposition to the plans, led by organisations such as the Batched on Site Association, which feel that, until today, they have not been able to get a hearing. I very much hope that, after the Minister’s response, they will feel that they are at last being heard.
The change has no support among the operators, will yield no benefits to the construction industry overall and threatens the very future of VCMs in this country and the benefits that come with them. The most direct consequence of the Government’s plan is that VCMs will be limited in the amount of concrete they can carry. Operators continuing after 2028 will have to carry less weight, which is inefficient for them, their customers and the overall economy.
Traditional drum mixers and VCMs can produce something in the region of 8 cubic metres of concrete. However, because VCMs carry all the extra equipment that turns them into mobile plants, including conveyor belts to mix the sand, mixing equipment, cement, water and aggregates, they weigh notably more. Forcing VCM weights down to 32 tonnes cuts their capacity to between 6.5 cubic metres and 7 cubic metres of any mix of concrete on one trip. That has a significant impact on their efficiency, with knock-on effects on cost-effectiveness and the viability of the industry to continue at its current capacity.
The industry predicts that the changes coming in 2028 will have a dire impact on the sector. The Minister will have heard dire predictions from sectors affected by change before—we all have—and scepticism when such interests bring forward their concerns is healthy and necessary in Government. There is, however, significant and objective evidence that points to the industry’s predictions being well founded, and possibly even understated. After the Department announced the weight limit reduction, sales of VCMs fell from 55 million in 2017 to 9 million in 2020—still some eight years ahead of the deadline. Operators have already started voting with their feet—or, more accurately, their wheels—to the detriment of the sector and the construction industry as a whole. If the industry suffers and shrinks because of the regulations, many of its benefits will be lost.
Furthermore, traditional drum mixers can carry only one strength of concrete at a time, whereas VCMs have the benefit of carrying multiple if required. Take this simple example: if a customer needs only 4 cubic metres of strong concrete and 3 cubic metres of medium-strength concrete, they will have to pay for two concrete mixers if heavier VCMs are banned. VCMs mix concrete on site and can do so at whatever strengths are required and, crucially, all on one lorry. Without VCMs, such situations would be much more difficult to manage. That is why VCMs are such an important, if small and perhaps slightly niche, part of the concrete sector and the construction industry.
I have had representations from right across the country since securing this debate a mere eight days ago. The message from every corner—from those who are charged with representing the sector as a whole, to individual companies—remains the same. Sonny Sangha, founder of iMix Concrete, who operates a 32 tonne VCM as well as his current fleet of four traditional 38.4 tonne VCMs, talked to me about the estimated impact of the Government changes. He said:
“We estimate an annual loss of turnover of around £100,000 per VCM at 32 tonnes. The loss of capacity also means the need for purchasing more vehicles to accommodate the workload now that we have VCMs on both weight limits...We can see a huge difference in output and economic performance between the vehicles. The new 32T vehicle is only able to carry around 6/7m3 of concrete (depending on mix type), whereas with the other vehicles we can carry a comfortable 8m3 of concrete.”
The root cause of the problem is that there has not been an adequate economic or environmental impact assessment. The consultancy group Regeneris was brought in by the Batched on Site Association to calculate the impact of cutting the weight of VCMs to 32 tonnes. It found that a 27% cut on a 44 tonne VCM and a 16.6% cut on a 38.4 tonne VCM is likely to add 14 million more lorry miles to UK roads and 598,000 more lorry journeys each year. There will be 200 more VCMs on the roads to make up for the carrying of smaller loads, pumping 120,000 additional tonnes of carbon dioxide into the atmosphere. There will be a 20% increase in CO2, nitrogen oxide and particulates, generating extra carbon costs in excess of £7 million per annum. That will also require an additional 200 HGV drivers at a time of shortages. On top of that, because drum mixers have a two-hour production life for concrete, much of the concrete going to landfill comes from drum mixers.
Dr Philippa Whitford (Central Ayrshire) (SNP)
Is the two-hour issue not absolutely critical? Some communities, particularly in remote constituencies across Scotland and rural parts of England, are simply outwith the two-hour distance, and therefore the concrete will end up hardened and generating more waste in landfill.
Mr Carmichael
It is absolutely critical, and it adds massively to the already significant extra costs for construction projects in those remote communities. Indeed, as the MP for Orkney and Shetland, I probably know that better than most.
I am not going to steal the Minister’s thunder; he has kindly been in touch with me.
Sir George Howarth (Knowsley) (Lab)
Before the right hon. Gentleman concludes, I want to congratulate him on securing this debate. We have a presence of VCM operators in Knowsley, which is important to our local economy. I endorse the powerful he has made, and I hope that when the Minister responds, he acknowledges the force of that case.
Mr Carmichael
I very much hope so, too. The Minister’s office has been in touch with me to very kindly give me notice of some of what he intends to say. This may be a new way of introducing disappointment into my life after 22 years as an MP, but for once I approach this debate with a smidge more confidence and optimism than usual. The Minister has given me notice of some of what he intends to say in his speech, but I suggest that there is substantial evidence out there that would support a different approach if the Department were minded to harvest it in a systematic way.
There is also important context involving other HGV regulation. In February, the Under-Secretary of State for Transport, the hon. Member for North West Durham (Mr Holden) announced the abolition of the 32 tonne limit for electric HGVs, allowing them to run up to 34 tonnes. On 23 April, the Minister announced that the 4 tonne increase in weight for HGVs—taking the limit from 44 tonnes to 48 tonnes—was being trialled to cut lorry numbers and to save carbon. On 10 May, the Minister announced that the Government are allowing haulage lorries an additional 2-plus metres in length, with the aim of cutting the numbers of such HGVs on the road by 8%, and reducing 70,000 tonnes of carbon emissions. All that suggests to me that the thinking of the Department may have been different in 2018, and that there is now a need for the approach to VCMs to catch up with that new thinking and to benefit from the same approach.
As I have said, I am grateful to the Backbench Business Committee for giving me this debate at such short notice. I am grateful also that a good number of colleagues from around the House are present on a Thursday afternoon. I place on record that I have received a lot of apologies and representations from Members right around the country, including the hon. Members for Warrington North (Charlotte Nichols) and for South Derbyshire (Mrs Wheeler), the right hon. Members for Ashford (Damian Green), for Alyn and Deeside (Mark Tami), for Dumfriesshire, Clydesdale and Tweeddale (David Mundell) and for Warley (John Spellar), and the hon. Member for Rother Valley (Alexander Stafford). They would all have been here had they had a bit more notice, but we all know that when a Member gets an offer of time to debate something like this, they do not quibble; they take it. That is what we have done. I look forward to hearing what the Minister has to say.
Jesse Norman
That is a separate question, and, of course, local authorities may or may not choose to do such things. This is about what the view of National Highways was, and as I have said, its view was that there was a particular risk to bridge structures and that that was one of the constraints on the durability and longevity of this arrangement.
An initial assessment into road wear by the Department suggested that increasing the weight limit for four-axle volumetric concrete mixers from 32 tonnes to 38.4 tonnes could increase average road wear by between 110% and 220% per vehicle. The exact impact is heavily dependent on the vehicle’s loading.
The Department recently announced the introduction of longer semi-trailers into general use because many operators run out of trailer space before reaching the permitted maximum gross vehicle weight. These longer semi-trailers are up to 2.05 metres longer than a standard trailer, but are designed to carry the same weight as standard trailers. Therefore, there is no increase in the normal maximum weight or axle weights for vehicles using the longer semi-trailers.
The Department recently announced regulations to implement an increase in weight limits for certain alternatively fuelled or zero-emission vehicles. The weight limit increase is up to a maximum of 1 tonne for an alternatively fuelled vehicle and a flat 2 tonnes for a zero-emission vehicle. In all cases, the maximum weight limit for individual axles—again, the key measure—remains unchanged. The vehicle types that are having their weight limits changed by this regulation include articulated lorries and road train combinations with five or six axles normally limited to 40 tonnes and four-axle combinations normally limited to 36 or 38 tonnes. No additional weight allowance will apply to the heaviest articulated lorry and road train combinations of 44 tonnes or four-axle rigid motor vehicles of 32 tonnes.
Mr Carmichael
I am genuinely grateful to the Minister because a number of people in the debate have said, “We do not understand how the decision was reached”, and he has given us an insightful account of how that happened. Those of us who have served in Government know how it often works: the focus is on the process rather than the outcome. That is exactly what has happened here. If he were to compare the outcome—the consequences of the changes that were made—with the consequences of the previous regulations, on any cost-benefit analysis, would it not look like a slightly unusual move to make?
Jesse Norman
It is not true to say there has been a focus on process rather than outcome. On the contrary, it is specifically the concern that there may be an adverse outcome on road wear and tear and safety that sits behind the concern to maintain the position as it is, or has been, on vehicle axle loadings.
Let me come to the wider point that the right hon. Member touched on. I note the points about the value of the industry and that the use of VCMs has important commercial advantages over alternatives, such as allowing an exact quantity of concrete to be produced. That has influenced the implementation of the temporary weight arrangement. However, the 32-tonne maximum weight for four or more axle goods vehicles used in normal service is important in the context of maintaining the roads. It is not possible to allow the general circulation of large numbers of overweight rigid goods vehicles freely on the roads. That would risk substantial structural damage and failure.
For heavy loads, some other construction-related vehicles, such as tippers, are available as six-axle articulated combinations. They can carry higher loads legally. For VCMs, there has been some design development. Part of the earlier reason for the exemption was to allow a period in which there could be design development, but I appreciate that the unladen weight cannot be reduced by the difference between the temporary arrangement and the standard weight limit.
The Department recognises the high level of concern expressed in the debate about the businesses of those operating VCMs. I do not think it is true to say that those businesses have not received a good hearing. They have been extremely effective in making their case over the years, in my experience. The number of colleagues referenced by the right hon. Member for Orkney and Shetland testifies to the effectiveness of the APPG and the sector in mobilising political opinion. Those concerns rightly include the viability of what are, in many cases, small businesses, and we understand that. It is important to recognise, as many Members have today, the contribution made by the industry more widely in the construction sector.
The Department proposes—the right hon. Member alerted us to this key point—to seek evidence about whether the current temporary arrangements for special maximum weights for VCMs should be amended. That comes just over halfway through a temporary 10-year period. The intention is to review the temporary weights and the criteria for them, including how long they will last. The volumetric concrete mixer arrangement is, after all, unique.
In conducting that call for evidence, it will be important to consider whether there are other situations that are in any way similar to the one we have discussed today. National Highways will be commissioned to properly re-examine the bridge load assessments, which have been raised in the discussion, as they relate to VCMs. It is important that all potentially interested parties are able to comment and are reached. We therefore intend that a public call for evidence should be launched during the autumn, and I expect a wide range of parties to be interested and potentially to make submissions.
Mr Carmichael
First, I very much echo the comments of the hon. Member for Glenrothes (Peter Grant) about the sad passing of Winnie Ewing. Winnie Ewing was the first elected parliamentarian I ever saw in the flesh, probably in 1981. She turned up—I was never quite clear whether it was at her invitation or the invitation of the school; either was possible with Winnie—and addressed the assembled school. Even as a 12, 13 or 14-year-old—however old I was—her passion and commitment for standing up for the communities across the highlands and islands that she represented was obvious, almost palpable. Her passing is a sad loss to all of us in Scottish politics and, indeed, politics across the whole of the United Kingdom.
All those who have contributed to the debate have made powerful and compelling cases. I am grateful that the Front-Bench spokespeople acknowledged that and for the call for evidence that the Minister announced. That is the way that Government should work, and I am delighted that we now have the opportunity to make this case. I have no doubt that the companies whose effective lobbying has led to the setting up of the APPG—Nigel Griffiths is spearheading that in his professional capacity—will continue to do their work. I see this as an opportunity and not as a conclusion, and I hope that what we have taken here is the first step along the road. If it is, we have done something that will benefit all our constituencies and the wider construction industry.
Question put and agreed to.
Resolved,
That this House has considered volumetric concrete mobile plants.
Electric Vehicles: Infrastructure
Alistair Carmichael Excerpts(1 year, 5 months ago)
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Steve Brine
Yes. In my constituency, as I am sure is the case in my hon. Friend’s constituency, charging at home is obviously the ideal, but there are lots of challenges to people being able to do that, because the three-point plug is not always the answer; a three-point plug can lead to a 30-hour charge. Of course, if someone does not have a nice secure driveway where they can park their Tesla and plug it in to charge overnight from the solar panels on their roof, it is difficult. That is all very tidy and ideal, but it is not the reality.
May I tell my hon. Friend the Minister that that is a kind of a theme of the debate? The ambition is great, but I worry about the practicalities of the roadmap to get there, and my hon. Friend the Member for Central Suffolk and North Ipswich (Dr Poulter) has expounded that very well.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
From our end of the country, we see things through the other end of the telescope. We have an enormous surplus of renewable energy generated in Orkney but no way to feed it into the grid because of grid constraints. Using the availability of that energy to charge cars and other electrical devices is a real opportunity for us. We have the ReFLEX project, which was born of that very opportunity. However, does this situation not tell us that we need to have a fundamentally different way of thinking about the grid and how we use energy, and a greater degree of decentralisation than we have ever had?
Steve Brine
Without question, and the right hon. Gentleman makes his point well. That is another reason for my wanting to have this debate. I am pleased to see so many colleagues here today, because I think the ambition was set out and some things were done, such as the grants that I talked about and the way in which they increased the number of sales, but I am not sure that enough thought has been given to the wider picture of how we make these electric vehicles available, how we charge them and how we find the energy sources to do that. In a massive constituency such as his, I can see why the scheme he talked about works and I would like to hear more about it, if he would tell me more; I am sure that he has already told the Minister about it.
The subject of production has been raised and I will say more about it. The Government have stated that they have plans to set out a legally binding annual target that manufacturers must meet in the form of a zero emissions vehicle mandate, or ZEV mandate; in saying that, I recognise that this debate has become even more nerdy than I had imagined.
The Department for Transport states that auto manufacturers will be required to produce a certain number of zero-emission cars and vans from 2024, and it launched a ZEV mandate consultation in 2022. Next year, which is 2024, that would equate to a 22% uptake for cars and an 8% uptake for vans; in 2030, it would equate to an 80% uptake for cars and a 52% uptake for vans; and both cars and vans would reach a 100% uptake in 2035. The mandate also details the arrangements for a tradeable element, which will allow manufacturers to buy credits to make up for any shortfalls in the required production of electrical vehicles.
However, we have not heard about any real progress since then. The consultation website states that the Government are still analysing the responses. As stated, the ZEV mandate is meant to be implemented by 2024, so we need further details of what will be required from manufacturers and what exactly the targets will be, because—dare I say it?—2024 is fast approaching. Can we have an update on that from the Minister?
Oral Answers to Questions
Alistair Carmichael Excerpts(1 year, 6 months ago)
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Huw Merriman
The operator of last resort does a great job, but I also hear criticisms from Members across the House with regard to Northern Rail, which also has higher than average cancellations, and Northern Rail is operated by the operator of last resort. I am also keen to ensure that the operator of last resort has a manageable portfolio. Nothing I have said in the House today or in the Select Committee yesterday absolves the management of any blame. I have said that this situation requires action from all in responsible positions, and if it cannot be turned around, decisions will be made.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)
The DVSA is recovering after the pandemic. The theory test service is performing well. There are 620,000 practical test appointments in the booking system. Since April 2021, the DVSA has created an extra 695,000 car practical driving test appointments and the average waiting time to take a car test is at 15.1 weeks, with more than 80,000 slots currently available. The average waiting time for an HGV or other vocational driving test is currently just over two weeks. The heavy vehicle testing service is operating normally and enforcement operations continued throughout the pandemic.
Mr Carmichael
If the Minister were to go online to book a test in my constituency today, he would find that in Shetland, the earliest date is 18 weeks away and in Orkney, there are no test dates available. That is quite apart from the continued lack of availability of off-road motorcycle testing. The history of the DVSA in Orkney and in Shetland in particular in recent years has been frankly pitiful. When it comes to the next performance appraisal interview with the chief executive of the DVSA, could the Minister prevail upon her to find a day or two to come north and see for herself the effect that her stewardship has had on our communities?
Mr Holden
My understanding is that in Shetland, the average waiting time is 18 weeks, but in Orkney the waiting time is significantly less. I do not understand the discrepancy between us, so I shall write to the right hon. Member about that. I was surprised that he did not also welcome the £26.7 million that has just been announced today for transport funding for the Shetland Islands Council for the Fair Isle infrastructure project, showing how much this Government are investing in his constituency.
Oral Answers to Questions
Alistair Carmichael Excerpts(1 year, 8 months ago)
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Mr Harper
I am grateful to my hon. Friend for reminding us of the work that the UK Government do across the whole United Kingdom. The work at SaxaVord is very exciting and I hope to have the opportunity to visit it in due course. UK spaceports will launch highly skilled jobs across the United Kingdom while providing greater resilience for our critical national infrastructure capabilities.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
The news that the Secretary of State will visit Shetland, I think for a second time, will be welcomed by all in the county and particularly in Unst. SaxaVord has three European companies testing their facilities for a launch, and it is an exciting development. When he visits, however, he will see the difficulties in developing something such as that on an island that requires the service of two ferries. When he leaves, he might therefore be prepared to support our campaign to have fixed links to replace the ferries in the future.
Mr Harper
I would be very pleased to visit Shetland again, which my right hon. Friend—I will call him that, as we worked together in government a number of years ago—represents so ably. On his specific point, those issues are devolved to the Scottish Government. However, as has been said from this Dispatch Box, I look forward to working in partnership with colleagues in the Scottish Government to focus on the priorities of people across the United Kingdom, including his constituents in Shetland.
P&O Ferries
Alistair Carmichael Excerpts(2 years, 3 months ago)
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Grant Shapps
My hon. Friend is absolutely right about the reputation of P&O Ferries being ripped to shreds in 14 days in a way that I cannot think of with any company in corporate history. It is important that its owners understand that they are welcome to invest in this country and create employment, but that we take employment law seriously. They need to understand that and deal with this P&O situation, otherwise that will not be smooth.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
I very much welcome the Secretary of State’s statement today. It is one of the most substantial and significant statements I have heard in almost 21 years as a Member who has taken a close interest in matters of the merchant marine. I hope that this is the start of a very different practice from what we have seen in recent decades. One of the problems we have had over the years is that when successive Governments were introducing the tonnage tax and refining it, there was a link to training, but not enough of a link to post-training employment. That is the sort of thing that has to change. Protection has to be given not just to officers, but to ratings. When the Secretary of State is constructing the next round of the tonnage tax, will he listen first to the unions representing the ratings and the officers, and not just the shipping companies?
Grant Shapps
Needless to say, I am very grateful for the right hon. Gentleman’s comments on this statement. It is a serious attempt to sort out something that internationally has not been satisfactory for a very long time, because of the global nature of shipping. He is absolutely right to zero in on the tonnage tax. As he knows, there will be an opening for the tonnage tax—from 4 April, I think—for the first time in many years. If we can get this right, we can use the tonnage tax not only to improve the industry, but to drive the right kind of behaviour. With more ships flagged under the British flag, we can lead—as we do as a maritime nation—with the IMO here, and use the tonnage tax to pull those ships along.