Emergency Tug Vessels (West Coast of Scotland)

Angus Brendan MacNeil Excerpts

Monday 22nd February 2016 Commons Chamber

[Ian Blackford]

Thank you, Madam Deputy Speaker. I agree with the point made by my hon. Friend the Member for Caithness, Sutherland and Easter Ross (Dr Monaghan). I would argue that there is a wider point, because if we had responsibility for our marine environment in Scotland we would make sure that we had ships in place to protect our coastal community. Moreover, the unbelievable threat that we face from nuclear waste being moved by sea down the west coast of Scotland would certainly not be tolerated by an independent Scottish Government.

Let us think about the risks that we face on the west and north coasts of Scotland: extreme weather, treacherous coastlines and changing tidal patterns throughout the year. In those treacherous waters are general cargo boats and tankers, and there is even the threat of nuclear waste, as has been said. The thought of nuclear waste being transported down the west coast leaves me cold. The possibility of no emergency towing vessels being available horrifies me.

The need for such vessels was demonstrated clearly when two days after the announcement of the withdrawal of the vessels in 2011, the ship-towing vessel based at Stornoway was sent to the aid of a nuclear submarine, HMS Astute, which had run aground off Skye. We do not know whether Astute was carrying nuclear weapons—it is a moot point—but a nuclear sub colliding with the Isle of Skye was quite an incident. Who is to say such an event could not happen again? We need the security of an emergency towing vessel. I might add that the towing vessel would provide some security for us; a useless Trident nuclear submarine presents no security to the people of Scotland.

Where is the Government’s responsibility to my constituents—what will happen if there is another Braer, heaven forbid? We have learned that ETVs are not a statutory responsibility of the MCA and are not a budget priority. Even so, the MCA admits there is an increased risk if ETVs are not available. One almost could not make this up: there is acceptance of risk, but here is the rub, those of us in these far-off communities, well, we can take the risk—we are expendable. That is the message from this Government. Why should the Minister care? As a local MP, I care for my communities—I will fight for my communities—and I want the Government to take responsibility. What is the point of the MCA if such provision is not a statutory responsibility? Why will the Minister not make it a statutory responsibility?

Let me deal with the issue of vessels in the constituency of Ross, Skye and Lochaber. This wanton disregard for marine safety takes place at a time when the MCA is considering an application for ship-to-ship oil transfers in the Cromarty Firth. Here again, the Government seem to be coming up short in discharging their responsibilities to consult effectively and take environmental considerations seriously. It is environmental concerns that demonstrate the need for our marine safety to be taken seriously, and our communities need the comfort of knowing that emergency towing vessels are there as part of the Government’s responsibility.

The Scottish Government are responsible for marine safety yet, incredible as it sounds, we do not know whether Marine Scotland was consulted as part of the process. The application for the ship-to-ship transfer dated 5 November states that the MCA confirmed that the main consultees would be the local government authority, the Scottish Environment Protection Agency and Scottish Natural Heritage, with the appropriate wildlife non-governmental organisations. There was no mention of Marine Scotland. Why not?

That is why I tabled a question to the Minister dated 9 February, which was answered on 15 February, stating that Marine Scotland was consulted. I have not been able to clarify whether this was the case or not. Perhaps the Minister can do so this evening. Why was Marine Scotland not listed in the consultation document? Was it consulted? In the interests of transparency, will he publish any related correspondence?

I return to the clear need for ETVs both on the west coast of Scotland and in the north. I mentioned the Donaldson report from 1994. We also had the Belton report in 1995, which stated:

“Once a ship has irreparably broken down and is drifting towards the shore tugs represent the first and only line of defence.”

Well, that is pretty clear. We also need to examine the scale of the risk. The Minister has an issue with costs.

[Mr Angus Brendan MacNeil (Na h-Eileanan an Iar) (SNP)]

I am pleased to see in this Parliament so many attending such a debate. In the previous Parliament, before SNP Members were so numerous, there would be very few Members at a debate such as this.

The UK Government are playing fast and loose because of an event that might happen once in 25 years, once in 50 years or once in 100 years. They have no insurance policy because they are a penny-wise, pound-foolish Government who are playing fast and loose with the Scottish coastline, which my hon. Friend and I represent and care about. If the UK Government respected Scotland and genuinely thought of the UK as a family of nations, they would step up to the mark now, instead of abdicating their responsibilities.

[Ian Blackford]

I thank my hon. Friend for that fine intervention. I look forward to hearing the Minister answering it, as we have not had an answer yet. Five of us went to see the Minister last November. We have been waiting quite some time for this Government to take their responsibilities seriously.

As I was saying, the Minister has an issue with costs. What the Government should be doing is looking imaginatively at making ETVs multifunctional in conjunction with other Government Departments to spread costs. There are many possibilities—for example, increased lighthouse dues, port dues or MCA inspection fees, as well as deploying the ETVs on other activities. Time does not allow a full exploration of potential revenue streams, but there are many opportunities for growing income.

In a letter to me and colleagues on 17 November last year, the MCA stated that there is no formal vessel traffic management system in the Northern and Western Isles region and that no mandatory reporting requirement exists in these areas. There is a voluntary reporting scheme. I find it remarkable that in this day and age we do not know what ships and what dangerous cargoes are afloat on our waters.

Be that as it may, the voluntary scheme showed that in the Northern Isles, the Pentland firth and the Fair Isle channel there were 81 tankers and 290 general cargo vessels over a 30-day period to 9 November last year. For the Minches and west of Lewis the respective figures were 66 tankers and 202 general cargo vessels. We are not talking about the odd cargo. As my hon. Friend the Member for Na h-Eileanan an Iar (Mr MacNeil) said, whether it is a one-in-25-year or a one-in-50-year risk or even a one-in100-year risk, these are risks that we cannot afford to take. That raises the issue of a mandatory reporting scheme, because we need to know exactly how many vessels are in our waters. The numbers I have given suggest that my communities need the protection that ETVs offer.

The same letter from 17 November lists the towage provided in the Northern and Western Isles since 2011. It includes, for example, an incident on 19 March 2012, when the MN Flinterspirit ran aground off North Uist. There is no ETV in the Western Isles, so the Orkney-based vessel was deployed, and the MN Flinterspirit was refloated. A month later, the Orkney ETV went to the aid of a fishing vessel that was on fire 50 miles from Orkney. On 7 April 2014, it went to the aid of MV Norholm, which had broken down off Cape Wrath.

More recently, the Orkney ETV went to the scene of the grounding of the MV Lysblink Seaways at Kilchoan, in Ardnamurchan. Interestingly, the report I have states that the location was well outside the ETV’s operational area, so there we have it: the MCA itself accepts that the vehicle in Orkney was not ideally situated to give succour to constituents in Ardnamurchan. Let us just dwell on that: the MCA concedes that the distance from Orkney is too great to offer security. If there is one thing that demonstrates the need to maintain one ETV in Orkney serving the Northern Isles and one serving the west coast, that is it. Are we just to sit back and hope for the best, or will the Government meet their responsibilities and provide security for the marine environment and our coastal communities?

[Mr MacNeil]

My hon. Friend asks a pertinent question. He says we do not know what boats are going up the west coast of Scotland at the moment. Actually, looking at a marine traffic app, we can see that an 11,000-tonne oil and chemical tanker is going up there just now—it is between South Uist and my hon. Friend’s home in Skye. There is no insurance policy for that boat travelling through the Minches, because of the UK Government’s negligence. He makes a salient point when he says that we do not know what is going up the west coast; in fact, we do, but the point is that the UK Government do not, because they are not looking at these apps, and they are not worried, because this is Scotland.

[Ian Blackford]

It is too far from Westminster. Why should they care? However, my hon. Friend makes an important point. The vessel that ran aground at Ardnamurchan—the Lysblink Seaways—was a general cargo vessel. Can we just stop and think for a minute about what would have happened if an oil vessel had run aground at Ardnamurchan? We should just think about the environmental damage that could have happened. We should think about the threat to the tourist industry in Ardnamurchan—this is a fragile economy that depends on tourism. We cannot accept that risk. The Government have to act to protect communities up and down the west and north coast of Scotland.

On 7 May 2015, the MV Industrial Kennedy broke down 94 miles north-west of Shetland and was towed to Lerwick. That and the other incidents I mentioned are just some of those in which the Orkney ETV was deployed. From my information, it appears that the ETV was deployed on 13 occasions between November 2011 and November 2015. That is a significant number of incidents. More importantly, however, we should remember that these vessels are required as an insurance policy, as my hon. Friend said.

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

I congratulate the hon. Member for Ross, Skye and Lochaber (Ian Blackford) on securing this debate on the subject of ETVs. Only the Department for Transport could come up with a three-letter acronym for a three-letter word—tug. Let me be clear from the start that I share the hon. Gentleman’s passion for protecting the Scottish coast. The hon. Member for Na h-Eileanan an Iar (Mr MacNeil) said that I did not care about Scotland. I assure him that Scotland is every bit as much part of my country as is Yorkshire or any other part. I do care for the environment around Scotland and for the welfare of seamen on that part of our seas.

[Mr MacNeil]

I am grateful to the Minister for mentioning me and for giving way, as is the convention in the House. Will we see his concern and his fine words manifested not only in the retention of the ETV in the Northern Isles, but in the return of the ETV to Stornoway, in the Hebrides?

[Mr Goodwill]

Let me develop my argument, and I will return to that point. Scotland is not only a stunning landscape but the home of important industries such as agriculture and fishing, which are economically important to Scotland and the whole United Kingdom. Protecting the environment and safety at sea are our top priorities. The hon. Member for Ross, Skye and Lochaber mentioned the Cromarty firth oil transfer licence. Marine Scotland was directly consulted on 10 December, and on 8 February, when the consultation ended, it had not responded. When it was asked whether it intended to respond, the answer was no. I hope that that clarifies that point.

Shipping has a good safety record, but we must guard against complacency, because incidents happen. The last major environmental tragedy to befall the Scottish coast was the loss of the oil tanker Braer in the early ’90s. We are very lucky that because of the seascape, much of the oil was dispersed. As a member of the European Parliament Committee on the Environment, Public Health and Food Safety, I, like the right hon. Member for Orkney and Shetland (Mr Carmichael), visited the Galicia area and saw some of the devastation caused to the beaches, the marine environment and the marine ecosystem by the heavy oil. The oil clogged up the beaches, and it was heartbreaking to see the seabirds that were affected by it.

That was 23 years ago, and it is to the credit of the shipping industry and the skills of its seafarers that we have not had an incident on the same scale since. As we have heard, the late Lord Donaldson of Lymington conducted an extensive review of safety after the Braer incident. His report, “Safer Ships, Cleaner Seas”, was published in May 1994. It is easy to select quotes from Lord Donaldson’s excellent report. He recommended that the Government set up a system to ensure that tugs with adequate salvage capacity were available at key points around the UK’s coast. He also said that salvage was, and should remain, a primarily private sector service. That is, of course, what happens around the UK’s coast, with the exception of Scotland. The shipping industry pays directly for towage where it is required, at no cost to the public. Lord Donaldson was equally clear that the costs of pollution prevention should be met by potential polluters rather than by the Government and the public.

[Mr MacNeil]

The Minister’s arguments are all well and good if there are tug boats available to do that work, but what if there are no tug boats available? Where coastal communities and our coastline are at risk, a responsible Government would make sure that that capacity was there where the market and the private sector were failing. The market and the private sector are failing in that on the north and west coast of Scotland. My hon. Friend the Member for Ross, Skye and Lochaber (Ian Blackford) has secured the debate because of that failure and the lack of those boats.

[Mr Goodwill]

If the hon. Gentleman will relax a little, I will come on to some of those points. He might find that he need not be quite as irate as he is, because I share his concerns.

The world has moved on in the more than 20 years since Lord Donaldson wrote his report, and shipping safety has moved on, too. We have seen the introduction of the new global maritime distress and safety system, electronic charts, bridge watch systems, integrated bridge navigation systems, automatic identification systems, better standards of training for seafarers, improved and more reliable ship propulsion and engine systems, and the international safety management quality code. Those have all added to the tools available to support safer navigation practice.

--- Later in debate ---

[Mr Goodwill]

The hon. Gentleman’s point is absolutely valid. I am talking about some of the other vessels that we have been able to remove from around the coast because of other factors.

There is improved automatic monitoring of ship movements from the shore, both by Her Majesty’s Coastguard and by port authorities. That is why we felt it was right in 2011 to decide to withdraw the Government-funded tugs operating in the Dover strait and in the south-west approaches off Falmouth. The savings were substantial. Withdrawing the ETVs elsewhere in the UK saved the public purse approximately £32.5 million over the last spending review period. The ETV based in Orkney in the Northern Isles is funded until 31 March, at a cost of roughly £2 million to £3 million per year.

The availability of commercial tug and salvage operations in such areas persuaded us that it was no longer appropriate for the UK taxpayer to fund that provision. That decision has been borne out by the fact that commercial tows have provided assistance where that has been necessary. However, we recognised that the picture was different on the Scottish coast, where there is a lack of larger commercial tugs. One Government-funded tug has been retained since then, based at Kirkwall in the Orkneys, and can operate both to the north and to the west.

The positioning of the ETV was carefully considered and was based on the density of shipping across the Northern and Western Isles region, notably of tanker vessels; the availability of shelter during inclement weather; and the ready availability of effective logistics support. On balance, the density of shipping, particularly of tanker vessels, carried the greatest weight and predicated the stationing of the tug in and around the Orkney Islands. That provision costs the taxpayer between £2 million and £3 million annually, as I have mentioned.

Since its retention in 2011, the emergency towing vessel Herakles has been used to offer a tow just four times. The tug has been asked to stand by and ready itself for potential towage on other occasions purely as a precautionary measure. At no time has any ship needing a commercial tow failed to secure one, nor has there been any occurrence of pollution within the marine environment through a lack of a timely and effective towing service. It is therefore right that we consider whether it is appropriate for the UK taxpayer to continue to fund that provision. We have not included the provision in our current spending plans.

[Mr MacNeil]

In fairness to the Minister he is genuinely allowing us to have an exchange of views. However, I find his argument akin to saying, “My house was built in 1906 and it has not been on fire since, and therefore I do not need fire insurance for my house.” The reality is—this is the point made by the hon. Member for Ross, Skye and Lochaber in this debate—that we should have an insurance policy. The Minister is telling me that, no matter the age of my house, I do not need insurance for my house—or, in this case, coastal insurance. In that, the UK Government have been found short and very wanting.

[Mr Goodwill]

The hon. Gentleman is quite correct to raise the issue of risk. The right hon. Member for Orkney and Shetland talked about the MCA looking at all potential risks. Indeed, the risk assessment by the MCA looked at all factors, including mechanical failure, collision risk, traffic volumes and the weather, including the very severe weather that can affect that part of the world. The stakeholder meeting on 10 February scrutinised the risk assessment, and all parties agreed with the assessment, including the fact that risk levels increase without ETV provision. The MCA will carry out further refinement of the risk assessment in the light of stakeholder discussions.

--- Later in debate ---

[Mr Goodwill]

I certainly hear what the hon. Gentleman says. The provision of the ETV and the steaming times to get to certain locations where it may be needed is something we need to address. I urge all those with an interest to seize the opportunity this extra time brings to work with the MCA to implement a longer term strategy to meet this need. I hope right hon. and hon. Members will give their encouragement for that.

As I have said in response to questions from hon. Members, the Government recognise the importance of ensuring shipping activities off the coast of Scotland remain safe.

[Mr MacNeil]

I am very grateful for the Government U-turn, although it is only for six months. We have concentrated a lot on pollution, but two months ago the cruise ship Star Pride ran aground at 6.15 am on 22 December near Isla de Coiba, Panama. In such a situation many lives are in peril. Luckily, the climate was better there. There is increased cruise traffic off the west coast of Scotland. Where are the tug boats or the security to ensure that such a situation would not turn into a human catastrophe? We talk about environmental catastrophes, but we have to be aware of human catastrophes. The Government are making a U-turn, but I hope that they carry on steaming further south and think of the Hebrides and the west coast too.

[Mr Goodwill]

I have already made it very clear that we have two considerations in terms of the marine environment and pollution, particularly from vessels carrying oil, but there is also the potential loss of life from vessels that cannot receive timely assistance.

I will make a final decision about whether it is right for the UK taxpayer to continue funding the emergency towing vessel provision in the light of the MCA’s advice before the end of September. We look forward to colleagues giving evidence and giving their views on that consideration. I will, of course, be consulting Scottish Ministers on those options before a final decision is made. As I have said, I am happy to meet island councils to hear their ideas for the future. Indeed, I look forward to travelling north, if the diary allows and now there will be a bit more daylight up there, to visit some of the locations and hear at first hand from people on the ground.

Question put and agreed to.