Emergency Tug Vessels (West Coast of Scotland)

Debate between Angus Brendan MacNeil and Robert Goodwill

Monday 22nd February 2016 Commons Chamber

[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.

Oral Answers to Questions

Debate between Angus Brendan MacNeil and Robert Goodwill

Thursday 10th July 2014 Commons Chamber

[Mr Goodwill]

I am sure Treasury questions will be along very soon, when my hon. Friend will have an opportunity to ask the Chancellor that very question.

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

The regional airports of Munich and Barcelona have been named as two of the best airports in Europe and the world. Both have direct links to emerging economies throughout the world. The situation in Scotland is very different, with the UK Government imposing the demand-management, London-centred approach of having the highest air passenger duty in the world, which they have no intention to devolve. Could not Scotland do an awful lot better if it had the powers to help its airports to catch up with the likes of Barcelona and Munich?

[Mr Goodwill]

I suspect that this matter will be decided in September, but I am pleased that the Government have taken the opportunity of offering public service obligation flights to London. Dundee has put a deal together, and I hope other airports will come forward with good proposals to tap into that fund.

High Speed Rail (Preparation) Bill

Debate between Angus Brendan MacNeil and Robert Goodwill

Thursday 31st October 2013 Commons Chamber

[Mr Goodwill]

The trains do not stop at Manchester and Leeds; they keep going. In terms of the connectivity of this new system, it is important that we take traffic away from the existing rail network and allow more freight and passenger services so as to address the problem of the 5,000 people every weekday morning who are standing as they arrive at New Street in Birmingham. To address that problem we need to ensure we have the connectivity.

Limiting this legislation to a particular phase, or to particular phases, would simply mean that a further Bill would be required to be placed before Parliament to prepare for any potential future phase.

On Scotland, I would simply say that officials from the Scottish Government made clear during this Bill’s Committee stage that they are content with the Bill as it is, and see no need for the naming of any locations in Scotland. The critical point is that the network is defined as “at least” including the named locations in the Bill. Therefore, not including locations in Scotland will not be a barrier to high-speed rail extending there at some point in the future. The locations named are limited to those which have been named in public consultation documents issued by the Department.

Again I must stress that while some rolling stock will run exclusively on the high-speed network, so-called classic compatible gauge trains will run through to Glasgow and Edinburgh. These new trains are part of the £7.5 billion rolling stock investment in the project and their arrival in Scottish cities will demonstrate how HS2 will benefit Scotland at an early stage.

[Mr MacNeil]

Can the Minister confirm that once this rolling stock reaches Edinburgh it can go further north up to Aberdeen and cities in between?

[Mr Goodwill]

That will be for the railway companies to decide; it will be up to them to decide how best to utilise this stock. Obviously, the rolling stock will be rolled out as it is produced, but having trains arriving in Glasgow and Edinburgh at that early stage of the project will make a major contribution to helping to keep our kingdom united.

Aviation Strategy

Debate between Angus Brendan MacNeil and Robert Goodwill

Thursday 24th October 2013 Commons Chamber

[Mr Goodwill]

The commission will publish its interim report before the end of the year, and the Government will respond to it by the spring. There may be some action that we can take at that stage, perhaps in respect of surface connectivity, but I think it is important for the commission to have a chance to do its work properly, and that means giving it enough time. If we are going to do this, let us do it right.

I am pleased by the support for the commission’s work that Members have given today. The Government welcome the publication of its discussion papers on issues such as connectivity, climate change and noise, and we look forward to receiving its interim report by the end of this year. That report will outline the scale of the additional capacity that is needed, shortlist the places that the commission thinks can best provide that capacity, and make recommendations for the effective use of existing capacity in the short term. We have also asked the commission to consider the findings of the report on our trial of operational freedoms at Heathrow, so that, too, will be covered in the interim report.

The Government look forward to the interim report, and we will give it full consideration, but we shall not be in a position to comment on the scope or content of our response—which, as I have said, we intend to issue in the spring—until the report’s publication at the end of 2013. I hope that the hon. Members for Liverpool, Riverside and for Poplar and Limehouse (Jim Fitzpatrick) will understand the need for the work to be done thoroughly, and the time that that will take.

I am pleased to be able to tell my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst) that I will visit Stansted soon, so I will learn about some of the issues there first hand. He said there has never been a strategy, but I hope that the Davies commission addresses that failing.

The hon. Member for Blackley and Broughton (Graham Stringer) has considerable experience of this subject through Manchester Airports Group, and I hope he welcomes the fact that I spent an Industry and Parliament Trust year with MAG, when I learned a lot about the operations of airports. He mentioned the vexed issue of APD, which the House had a good opportunity to discuss yesterday. Although I am new to the job, I am not so wet behind the ears that I would encroach on the Treasury’s territory, but I would make the point that there are other barriers to visitors coming to the UK, including the issue of visas for people from China, so I was pleased that my right hon. Friend the Chancellor addressed that on his recent visit there.

[Mr MacNeil]

I would hope that the Department for Transport would have a fairly robust view on this and that it would communicate its thoughts to the Treasury if it felt that APD was limiting the numbers of passengers, although we know it is—by about 2.1 million per annum in Scotland. Surely the Department for Transport will not sit back and let the Treasury take the lead.

[Mr Goodwill]

The Government are determined to stay on track with our deficit reduction plans, and it is important that the aviation sector continues to play its part. A number of Members in the House should shoulder some of the blame for the deficit that we are having to reduce.

On CAA costs, I assure the hon. Member for Blackley and Broughton that I intend to have regular meetings with its chair, Dame Deirdre Hutton. Indeed, one such meeting is already in my diary. Of course, under the Civil Aviation Act 2012, there is a requirement on the CAA to consult on charges.

The right hon. Member for Greenwich and Woolwich (Mr Raynsford) raised the issue of noise and air quality, as did the hon. Member for Hayes and Harlington (John McDonnell), whose views on this matter are well known. The right hon. Gentleman referred to recent research by Imperial college and others about heart attacks and strokes in areas affected by aircraft noise. We need to do further work on that because other factors may also be in play.

My hon. Friend the Member for Harwich and North Essex (Mr Jenkin) made the case for London to be better connected, so I look forward to his support next week as we push forward with plans for the High Speed 2 rail network, which will connect London with the north of England so effectively. The hon. Member for Poplar and Limehouse raised concerns about some of the initial press coverage following my appointment. May I assure him that he should not read too much into the meeting I had with the Scarborough Greenpeace people? Indeed, I was relieved that the coverage was not portrayed as the Chancellor having another of his chums in a Government Department watching his back. I assure the hon. Gentleman that I come to this with an open mind. Indeed, when the Secretary of State appointed me he said, “You’ll be just the person for aviation as you’re 250 miles away from the south-east of England.”

Looking outside London, the Government’s aviation policy framework, which was published earlier this year, supports the growth of regional airports, and we recognise the importance of regional air connectivity to London in supporting regional economies and contributing to national cohesion. In fact, domestic airport connectivity across the UK increased in 2012. We now have a flight from Leeds Bradford to Heathrow, which is becoming a boon to the Yorkshire economy.

Aviation is a challenging topic. Successive Governments have struggled with how best to continue to gain the economic benefits it brings while restraining its impact on local people. I hope that the House agrees that the Government have established the right foundations to move forward, gain consensus and secure the benefits aviation brings for the nation.