Volumetric Concrete Mobile Plants
Debate between Alistair Carmichael and Jesse Norman(1 year, 6 months ago)
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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.
Taxation (Post-transition Period) Bill
Debate between Alistair Carmichael and Jesse NormanWednesday 9th December 2020
(4 years ago)
Commons ChamberRead Full debate Taxation (Post-transition Period) Act 2020 View all Taxation (Post-transition Period) Act 2020 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Committee of the Whole House Amendments as at 9 December 2020 - (9 Dec 2020)
Jesse Norman
VAT in Northern Ireland will be subject to the EU principal VAT directive, and for that purpose the ECJ will be the judicial body. I cannot comment as to whether or not there will be anything more than staff, except to say that excise processes in Northern Ireland will be carried out by Her Majesty’s Revenue and Customs.
Mr Alistair Carmichael (Orkney and Shetland) (LD)
The Minister was asked by his right hon. Friend the Member for Wokingham (John Redwood) whether the ECJ would be the ultimate arbiter, and the Minister replied that it would be the judicial authority. Is that the same thing?
Jesse Norman
Yes, I was simply paraphrasing the point that my right hon. Friend made.
Under the terms of the protocol, we need to treat goods at risk of such onward movement into the EU differently from those groups that are not at risk. On the specific details of what will be defined as at risk or not at risk, the House will be aware of the EU-UK joint agreement made this week setting out that an agreement has been reached in principle regarding the implementation of the Northern Ireland protocol. In accordance with that statement, the draft texts will now be subject to further consideration in both the EU and the UK. Once that is complete, a joint committee will be convened to adopt them formally. Further details will be set out in due course, and before the end of the year.
Oral Answers to Questions
Debate between Alistair Carmichael and Jesse Norman(4 years, 3 months ago)
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Mr Alistair Carmichael (Orkney and Shetland) (LD)
The Financial Secretary to the Treasury (Jesse Norman)
The Chancellor has regular discussions on a range of topics with Cabinet colleagues. As the right hon. Gentleman will know, the Government are committed to a fundamental review of the business rates system in England and have launched a call for evidence inviting views on reform. That review will also consider the merits and the risks of introducing an online sales tax.
Mr Carmichael
Online shopping offers a range of choice and opportunities for many of my constituents and other people throughout the highlands and islands that they simply cannot get from local shops, but it often comes with the whammy of delivery charges that make the purchase itself look small, or a refusal to deliver at all. An online sales tax could be an opportunity to give a small tax break to those making online sales who deliver as a universal service with a single price across the whole country. Will the Minister consider that along with his other considerations?
Jesse Norman
I am very grateful for the suggestion. Now that the right hon. Gentleman has placed it on the public record, I will ask my officials to look more closely at it and to engage with him on it. He will know that we have already introduced, in a quite different context, a digital services tax. We are open to these potential ideas. We will be looking very carefully at this area. Intelligent and well thought through feedback is always of great interest to us.
Oral Answers to Questions
Debate between Alistair Carmichael and Jesse Norman(4 years, 9 months ago)
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Jesse Norman
I thank the hon. Gentleman for his question. He will be aware that those businesses will fall under the VAT announcements that have already been made for the next quarter and that they are also already the beneficiaries of grants of £10,000 for the smallest businesses and of £25,000 for larger ones in the hospitality, leisure and retail sectors.
Mr Alistair Carmichael (Orkney and Shetland) (LD)