RNLI Bicentenary

Anthony Mangnall Excerpts

Tuesday 26th March 2024 Westminster Hall

[Anthony Mangnall (Totnes) (Con)]

I beg to move,

That this House has considered the bicentenary of the RNLI.

It is my honour and privilege to open and close today’s debate on the Royal National Lifeboat Institution and to recognise its history, praise its work, celebrate and thank its volunteers. I want to put on the record the fact that this House understands, appreciates and values that magnificent, long-standing organisation.

Throughout 2024, across the country, communities will come together to mark the extraordinary 200 years of the RNLI. On 4 March, 1,800 crew of the RNLI assembled in Westminster Abbey for a service of thanksgiving. In May the month becomes mayday month, and 18 and 19 May will see a series of community activities, including a lifeboat festival in Poole and 25 July is World Drowning Prevention Day. On 1 August “one moment, one crew” encourages RNLI volunteers to celebrate in their communities. On 10 October, on the anniversary of the first ever street collection held in Manchester, the birth of the most successful fundraising campaign ever seen will be celebrated. There is also the 200 Voices podcast on the RNLI website, where we can listen to 200 people explain how the RNLI has impacted their lives. I strongly recommend it.

From its humble beginnings to the modern-day integrated network of volunteers, fundraisers and supporters criss-crossing the country, the RNLI is not just an emergency service, but a Great British brand that exhibits the very best of our spirit. It was on the Isle of Man in 1824 that Sir William Hillary proposed the concept of an organisation to save lives at sea. With an average 1,800 shipwrecks a year, Sir William proposed the Royal National Institution for the Preservation of Lives and Property from Shipwreck. Despite numerous rejections, including being pushed back by the Navy and Ministers of the day, he appealed to the philanthropic organisations of the time, which, with alacrity, took up the cause, and on 4 March 1824 they held a meeting in the City of London Tavern, officially forming and ratifying the institution—possibly the best idea ever to come out of a pub.

With royal patronage granted and the name changed in 1854 to the Royal National Lifeboat Institution, Sir William’s vision was undoubtedly recognised, although whether he would have imagined that the RNLI would have 238 stations, operate 440 lifeboats, provide lifeguards for 200 beaches and be responsible for rescuing some 146,000 people over its history, it is impossible to know. However, that ambition and determination created an organisation from which we all benefit and whose charter still stands the test of time, declaring that the RNLI

“will assist in saving life from Shipwreck”

and be

“supported by Annual Subscriptions and Donations, and other Contributions to its Funds”.

Today the RNLI holds legendary status. Those of us who have grown up in coastal communities or who are fortunate to represent one have long been moved by the tales of epic heroism in which volunteers—members of the community—have put their lives on the line for others. That includes the sinking of the Mexico in the Ribble estuary in 1886; the White Star Line’s SS Suevic, shipwrecked off the Lizard in Cornwall in 1907, where the RNLI managed to rescue all 456 passengers, including 70 babies, over 16 hours in an oar-powered boat; the RNLI’s support in the Dunkirk evacuation, where over 100,000 soldiers were said to have been saved by RNLI boats; to Henry Freeman and his innovative cork lifejacket; the iconic Henry Blogg; the heroism of Grace Darling in the 1838 crisis in Forfarshire; and Margaret Armstrong, who helped every single launch of the Cresswell lifeboat, saving lives for over 50 years until her death in 1928. The RNLI has without prejudice always come to the aid of those in danger on the sea, such as the enemy during the first and second world wars, merchant sailors in peril, holidaymakers who are caught out, or refugees crossing the channel.

[Mr Gregory Campbell (East Londonderry) (DUP)]

I congratulate the hon. Gentleman on securing the debate. On the diversity of the problems that the RNLI faces, including holidaymakers, Portrush in my constituency has an RNLI boat, and the crew and volunteers do excellent work, sometimes in treacherous waters off the north coast of Northern Ireland and the east coast of Scotland. Will he join me, as I know he will, in commending them and in ensuring that the wider public support is as great as it can be for all our RNLI crews and volunteers to maximise the return and to save even more lives in future?

[Anthony Mangnall]

I thank the hon. Member for making that point. Especially in high-tourism areas and where there has been a dramatic experience post pandemic, the RNLI has seen more shouts—more call-outs to rescue holidaymakers—so it is essential that right across the United Kingdom of Great Britain and Northern Ireland we support our RNLI crews, volunteers and fundraising efforts, and strengthen their hand in what they do.

The remit of the RNLI is simple: to help anyone in danger on the sea. The tales of events and individuals throughout the RNLI’s history not only inspire the next generation of volunteers, but help to explain why so many families across the country have served the RNLI throughout its existence. In doing so, those volunteers have provided a magnificent, quiet heroism and public service to their communities, country and fellow human beings.

The volunteer power of the RNLI is all the more remarkable when we consider that for almost the first 90 years, the lifeboats of the RNLI were powered by nothing other than the strength of man, and launched by hand and horsepower. The steady evolution of the RNLI has resulted in a modern and up-to-date fleet that has replaced oar power with engine power. The ability to upgrade the fleet and provide new equipment, however, has been brought about only by the generosity of the British public and by businesses.

The RNLI has always been independent of Government and will always remain so. As a result, it relies on the support of donors to meet the costs of lifesaving activities. As we politicians look on in envy, the RNLI has perfected the art of fundraising and has set exacting standards to develop long-standing relationships with supporters and to ensure financial stability. The figures speak for themselves: the RNLI raised £177.4 million in 2022 and £181.7 million in 2021. Along with the public fundraising, generous bequests have included, bizarrely, a set of gold teeth and two vintage Ferraris.

Regardless of what is donated, it all helps to ensure that the RNLI is able to respond to shouts anywhere along our coastline and to help those in danger with the most up-to-date equipment and facilities. We should consider the fact that in 2023, up to July, the RNLI had launched its lifeboats 9,192 times, the equivalent of 16 times a day; saved 269 lives; and assisted 10,734 people at sea—a remarkable number and giving remarkable significance to its work.

It is extraordinary to see businesses playing a role in the fundraising efforts. The Baltic Exchange, for example, has for more than 150 years supported the lifeboat based in Salcombe in South Devon, hence the subtle name of The Baltic Exchange III. Such fundraising efforts have allowed the RNLI to focus on what it does best and, perhaps most importantly, have ensured that the RNLI is immune from political interference and can be truly independent.

Just as the equipment and machinery have modernised so, too, have the provision and scale of what the RNLI offers. Starting originally with lifeboats and lifeboat stations, the RNLI now runs a safety-at-sea initiative with its Float to Live campaign, as well as providing lifeguards on 240 UK beaches. In 2023, those lifeguards carried out almost 3 million preventive actions, as well as attending some 14,000 incidents, helping 19,979 people and saving 86 lives. Its international arm is focused on making drowning prevention a priority worldwide and reducing the staggering 235,000 deaths a year caused by drowning.

The RNLI has been a key supporter of the National Independent Lifeboat Association, which I founded two years ago to represent the 54 independent lifeboat stations of the United Kingdom. Its steady progress to help both at home and abroad is in part why the RNLI is such a well-loved institution and why it carries the support and confidence of the British public and, I hope I can safely say, of this House.

The purpose of this debate is to recognise the RNLI as a national organisation and to celebrate its work across the country, but it would be remiss of me not to mention the RNLI stations in South Devon. Torbay RNLI lifeboat station, based in Brixham, was established in 1866 and has been busily protecting our channel waters ever since. I was pleased to attend a service of thanksgiving organised by the Fishermen’s Mission earlier this year, to reflect on its work protecting those at sea, and salute its volunteers, who have attended thousands of shouts since 1866, rescued thousands of people and saved countless lives.

The Salcombe RNLI lifeboat was established in 1869 and is tragically remembered for one of the worst lifeboat disasters in the RNLI’s history. In 1916, the returning lifeboat capsized on the Salcombe bar and 13 of the 15-man crew drowned, devastating the town and the close-knit community. Memorial headstones either side of the mouth of the estuary recall and mark that tragedy.

The Dart RNLI, established in 1878 but closed shortly after, was reopened in 2007. The reopening was fortuitous, as last year alone it had 46 shouts and aided 51 people in difficulty. It is currently fundraising for a new boathouse, which I expect to be greeted with the same level of generosity as that often received by the RNLI.

Those three lifeboat stations are a necessity to coastal living. Their crews and support staff number well over 100 volunteers, and they have battled against some of the most ferocious storms to save those at sea, as well as dealt with thousands of visitors who flock to our beaches each and every year. The people of south Devon owe them an enormous amount, and we do not for a single second forget their courage and bravery in volunteering for the RNLI.

I would like to thank the crew of RNLI lifeboat stations across the country. They are all part of a rich heritage in which they put others before themselves. They put themselves in harm’s way to rescue those in need, and too often friends, families and fellow volunteers pay the price. The 800 names on the RNLI memorial in Poole serve as a reminder of the dangers they face, but also the hope that must be felt by any individual in danger when they see the colours of the RNLI racing towards them. Sir William Hillary said:

“With courage, nothing is impossible.”

I would like to finish by paying tribute to the outgoing chief executive, Mark Dowie, who finishes his five-year term in June. Mark has been an extraordinary leader of the RNLI over the past five years. He has had to deal with covid, channel crossings, rising inflation, increase in demand, and even unfair and inaccurate political comments. He has risen above all those, and leaves the RNLI in an even stronger place, with his name alongside those pioneering, innovative founders and fundraisers who have made the RNLI what it is today.

Today we mark and celebrate in Parliament the 200 years of the RNLI. I pray for calm seas and fair winds, and that it will continue to perform its masterful brave work for the next two centuries.

--- Later in debate ---

[Dr Thérèse Coffey (Suffolk Coastal) (Con)]

It is a pleasure to speak in this debate under your chairmanship, Mrs Harris. I congratulate my hon. Friend the Member for Totnes (Anthony Mangnall) on securing it.

The RNLI has been an important institution in the United Kingdom since it was formed 200 years ago. The Suffolk association of lifeboats was formed in the same year, but it wisely handed over its assets and people to the RNLI in 1853. In 1824, boats were set up in Felixstowe, Bawdsey and Lowestoft, which is outside my constituency; a few years later, they were also set up in Thorpeness and Sizewell.

There is no doubt that the institution has been vital in saving lives, but it has also seen people losing their lives in saving others. The devastation that that can have in a community lives on for generations to come and is rightly recognised around the country. I pay huge tribute to all those who have served in the lifetime of stations around the country.

My constituency currently has two stations, in Southwold and Aldeburgh, and is served by the people of Harwich, just across the river in Essex. There is also a National Independent Lifeboat Association member in Felixstowe, which was set up more recently: just over 25 years ago. I know the dedication of the people, who are principally volunteers; they are on call and ready to move. The lifeguards who operate on some of our beaches have been integral in making sure that people are safe in the water. I also commend the RNLI guilds. Every branch and station has one: Aldeburgh’s was set up in 1962 and has been vital to the station’s ongoing operation.

I praised the operatives at Southwold station in 2013, because on 26 May 2013 a small group of the crew who were out on exercise gathered to deploy the single largest ever piece of peacetime recovery: 85 people, in just one event, where a swimming race had gone horribly wrong. Ben Lock and Lucy Clews were the lifeguards there who saw the issue straight away. The crew was mobilised by lifeguard supervisor Dan Tyler, and helmsmen Simon Callaghan, Paul Barker and Rob Kelvey came into action, later supported by Liam Fayle-Parr. It was absolutely astonishing. To date, I do not believe that there has been any other similar peacetime operation, although there may potentially be situations currently off the Sussex and Kent coast. It is right that we recognise the contribution of all these people in Hansard once more. Lives could have been lost.

I commend Simon Hazelgrove and the team today, who continue to operate the lifeboat station. I look forward to inviting them and the people from Aldeburgh to an event here in Parliament—hopefully in May, and if not, in June. At the Aldeburgh lifeboat station, it is slightly more complicated to launch a boat, because the town has a shingle beach, so the whole operation is even bigger. At the moment, they have a Mersey class boat. There is a significant operation, using a tractor and wooden poles to help the boat on and off; in many ways, it is a much bigger operation.

It is tremendous that a town the size of Aldeburgh can muster that sort of activity at pretty short notice. I am conscious that there has been some turbulence recently, but I want to celebrate the good things, including a service that was led by the Bishop of St Edmundsbury and Ipswich earlier this month to commemorate the 200-year anniversary.

Aldeburgh currently has an all-weather boat, the Freddie Cooper, which started operating in 1993, and an inshore boat, the Susan Scott, which has been operating since 2017. I want to turn to that for a sad moment, because a tale needs to be told of the recent leadership, which has been quite shabby. I am worried about aspects of the culture, and I am sad for the people of Aldeburgh, who themselves are sad about what has happened. We all know that change can be difficult, but one of the things the RNLI needs to understand as it looks ahead to the next 200 years is that it relies on the good will of the local communities, never mind the huge amount of work that goes into supporting it nationally. It needs to reflect on how it should do things differently when dealing with local communities, and I am not the only Member of Parliament affected in that respect.

One of the comments that really brought this issue to mind was made by somebody involved, who talked about an appalling betrayal of a community that has been nothing but supportive, as well as disgraceful management of the situation by RNLI headquarters, which raises concerns about the culture of the charity. By and large, the RNLI has been absolutely amazing, but it does need to learn from this sad situation.

Change was happening and a review was being undertaken. That meant that Aldeburgh would no longer have an all-weather lifeboat; instead, it would have a rigid inflatable craft, or RIB, as they are called. That was of concern to the local community, because it had been used to having an all-weather lifeboat. Unlike in Southwold, its boats had not been deployed as part of the Dunkirk operation, but they had been deployed during peacetime and wartime, and the crews recognised the local seas.

In terms of money, legacies had been left in the RNLI’s accounts to support it. It was indicated that these were restricted funds specifically to replace the all-weather lifeboat. The funds were in the RNLI’s accounts, and then all of a sudden the decision was made—with some internal consultation—that that would not happen. There was upset and uproar and, as a local Member of Parliament, I was asked to raise the issue with the RNLI. To my surprise, it refused to meet. I was somewhat shocked by that. As an elected representative, I am conscious that this issue has nothing to do with Government or with politics. Of course, the RNLI benefits from things such as tax relief in its fundraising, but that was not my reason for wanting to raise this issue. I wanted to do it because I am a member of the community, and the community felt shut out.

[Anthony Mangnall]

Will my right hon. Friend give way?

[Dr Coffey]

I will not give way yet, no. Eventually, following correspondence back and forth, it was only because I knew one of the trustees that I was able to get a phone call with the then chief executive. They insisted that the call could take place only if it was private and the details were not shared. I was prepared to take the call under those conditions, because it turned out that the chief executive had already been to the station. I turned up the day after the chief executive’s visit. Not all the volunteers had been informed that the chief executive was visiting. It turns out that that was part of a tour, which was proudly advertised, with photographs and similar in other stations on the tour, including the one at Southwold, but there was radio silence when it came to Aldeburgh.

I kept my part of the bargain; I did record the phone call, because I do not have the best memory, but I too had assumed that the conversation would be private. I was therefore sad to learn just last week that the chief executive in fact recorded the call and played it to another Member of Parliament. I am not going to say who they are—I do not need to embarrass them or the chief executive—but I am telling the story because I am concerned about the culture. Indeed, the chair of the trustees offered to meet me at some point, but then seemed to withdraw the meeting—certainly, we have not been able to find a time to do it.

None of this has been received well in the local community. Not all the volunteers were informed. I attended a subsequent meeting with Aldeburgh Town Council, and a member of the local leadership later complained to the council that I had been there, although I am not sure why—perhaps because I was concerned about the culture there. However, I have chosen not to reveal to the community some of the things that were said at that meeting, because that would embarrass the RNLI, and I do not seek to do that. It would also really upset the volunteers who go out, or are on stand-by to go out, on that boat every day. However, at the same time, people are wondering where the money has gone, and we can see in the RNLI’s accounts that the cost of wages, salaries and similar was £83.3 million in 2020 but is now £102.3 million.

As I say, this is a sad moment for me, and I have gone to the Charity Commission and similar. I really wish the RNLI success in the next 200 years, but it will need the strong support of its communities, and sadly some of those volunteer crew have now stepped away. I wish them and all the stations around the country well, but let us make sure that the RNLI is strengthened, and way to do that going forward is transparency, rather than secrecy.

--- Later in debate ---

[Anthony Mangnall]

If for no other reason, we can all rest easy: by frequently referencing the great work done by the stepmother of my hon. Friend the Member for North Norfolk (Duncan Baker), we have made his Sunday family gatherings that much easier.

In this tremendous debate, we have celebrated the magnificence of the RNLI’s 200 years and the extraordinary work it has done across the country. If you had been speaking in this debate, Mrs Harris, I know that you would have mentioned the fantastic work done by Mumbles lifeboat station in Swansea. I am pleased to put that on the record.

I thank my hon. Friends the Members for Torbay (Kevin Foster), for North Norfolk and for Ynys Môn (Virginia Crosbie) and the hon. Members for Wirral West (Margaret Greenwood), for Reading East (Matt Rodda), for Strangford (Jim Shannon), for Glasgow South West (Chris Stephens), for Sefton Central (Bill Esterson) and for Cambridge (Daniel Zeichner) for their extraordinarily kind words about an organisation that deserves far greater recognition and all the support we can give it for the next 200 years.

[Carolyn Harris (in the Chair)]

I add my congratulations to the stepmother of the hon. Member for North Norfolk (Duncan Baker).

Question put and agreed to.

Resolved,

That this House has considered the bicentenary of the RNLI.

A379 Slapton Line

Anthony Mangnall Excerpts

Wednesday 6th March 2024 Westminster Hall

[Ian Paisley (in the Chair)]

I will call Anthony Mangnall to move the motion. As he knows, there are no other speakers in the debate, although he can give way to Members if he so wishes. As an experienced gentleman, he will know that. There will be no wind-up opportunity.

[Anthony Mangnall (Totnes) (Con)]

I beg to move,

That this House has considered the future of the A379 Slapton line.

It is a pleasure to see you in the Chair, Mr Paisley. For residents and visitors to south Devon, there can be no better view than those momentary westward glances that are revealed when travelling through Stoke Fleming or Strete. For the unacquainted, it is perhaps one of the most magnificent views these isles have to offer: that of the Slapton line, which is a bar of shingle dividing the sea and the largest natural freshwater lake in the south-west of England, the Slapton Ley. Its simple beauty has captured the imaginations of generations and has encouraged people to retire to the area. It attracts hundreds of thousands of visitors each year. That bar of shingle has become not only of natural importance, but a vital link between the towns of Kingsbridge and Dartmouth and the villages in between.

The A379, which runs atop the shingle, is an arterial route that carries goods, schoolchildren, visitors, farmers, healthcare workers and emergency services across south Devon. It has become an essential link that the good people of south Devon cannot do without. The history of the area is as wide and varied as one would think: from the November 1824 storm that wrecked hundreds of ships and resulted in the Slapton line being breached, to Plymouth dredging the shingles of Slapton to expand its dock, and the destruction of the village of Hallsands in 1917, which was due to that very dredging. Perhaps most famously, in 1943 Slapton sands became the training ground for the D-day landings. The similarity of the topography to that of northern France made it the ideal training location for US troops. As a result, an area of 34,000 acres was evacuated of residents, and troops moved in to undertake their preparations for the invasion of Europe. Today, there stands a monument, presented by the United States, to recognise those who left their land to support the war effort, as well as a Sherman tank to commemorate Exercise Tiger and the hundreds of servicemen who died during the rehearsal in April 1944.

Since then, this special area has become a wildlife sanctuary and a site of special scientific interest, and a Field Studies Council centre has been created. The council has also helped to provide education and scientific research in the area. The area’s history and natural beauty are undeniable, but it is also a working environment. The villages of Strete, Slapton and Torcross are all adjacent to the Slapton line, and the local community depends on its existence and the ability to travel across the line on the A379.

Over the years, the storms have resulted in man altering the landscape to deal with the impact of mother nature: first in 1944, when sea defences were built in Torcross, and then expanded and completed in 1980; in 2001, the road had to be repaired; in 2002, a 300-metre section of the A379 was moved and rebuilt; in 2015, 25,000 tonnes of shingle was moved on to the beach; and finally, in 2018, Storm Emma caused significant damage to more than 500 metres of the road and the middle car park. While the scale and viciousness of the storms have varied over the years, it was Storm Emma that resulted in my predecessor, Sarah Wollaston, securing £2.5 million of Government funding to realign further sections of the road and place rock armour along the Slapton line to protect the road.

We all know the fragility of the Slapton line, and we all recognise the increasing impact of storms. However, we also know that the line is integral to our rural economy and way of life and to ensuring access across the area. In 2001, the Slapton Line partnership was formed to co-ordinate policy for managing coastal change in the area. The group is made up of a range of public, private and third sector organisations; its current members are Devon County Council, South Hams District Council, Strete, Slapton and Stokenham parish councils, the Environment Agency, Natural England, the South Devon area of outstanding natural beauty, the Wild Planet Trust and the Field Studies Council.

Over the years, the group has helped to create a local strategy and evaluate what can and should be done to protect the line. Until 2018, the strategy was that the Slapton sands would operate on a policy of “retreating the road”, meaning that it could be rebuilt, moved and repaired. After Storm Emma, though, the policy of “retreating the road” was altered to “no further retreat”, which is, unfortunately, where the trouble began. When the policy for management of the line was quietly changed, no consideration was given to the needs of the local community or the economic and social impact of losing the road, nor was any thought given to what message it would send to Devon County Council, and indeed to central Government, when we ask for further funding or support.

In October 2019, the Slapton Line partnership published a strategy document, unsurprisingly and rather unexcitingly called the Slapton Line partnership policy document. The excellent work undertaken by Dan Field and Chris Brook—notwithstanding the title of that document—from South Hams District Council has helped to identify key areas of weakness on the Slapton line, areas of concern and recommendations of what should be improved. I will take a moment to put on record how very fortunate we are to have two of the best public servants working for South Hams District Council in the form of Dan Field and Chris Brook. They have done the most extraordinary work on shoestring budgets, for which I applaud them. I want to make that very clear on record in the House.

The Slapton Line partnership strategy document was updated in November 2023, with me as interim chair. The strategy document made a number of recommendations, including that the road should continue to be maintained as a highway and cleared of shingle and debris post storms. Most importantly for me in terms of this debate, it recommended maintenance of all sea defences and a review of the shoreline management plan to extend the “hold the line” policy across the line. It also recommended improved traffic planning and passing points on the back routes, increased car parking at both ends of the line, and ensuring the development of the adaptation plan.

The group recognises that we will not indefinitely be able to protect the line and road from ever-increasing storms and sea levels. However, we do believe that we need to strengthen the line against future storms, and that maintenance of the sea defences and reviewing the shoreline management plan, with the intention to extend the “hold the line” policy across parts of the line, will be the most cost-effective way of keeping the road open while minimising taxpayer cost.

For the moment, my ask of the Government is to help us to shore up those defences so that we can avoid a large cost later on. Having reached consensus, the Slapton Line partnership group produced a beach management plan in 2017, a vulnerability assessment and an economic assessment. Together, those reports have highlighted the impact that the loss of the road will have on the more than 30,000 people living in the area, along with the damage it will do to thousands of local jobs, the disruption to education, the limitations to healthcare and emergency services, and the potential danger it will do to the economy, which estimates its local value to be about £40 million gross value added. As I am sure the Minister knows, those figures are not small, but essential for rural communities like mine in south Devon.

What do we need? This year, Devon County Council is conducting the following surveys: in the first quarter, a data review; in the second quarter, what options and what the design should look like; in the third quarter, preliminary designs that can be presented to the Slapton Line partnership group; in the fourth quarter, consent and planning applications; and in the third and fourth quarters, the environmental assessments. Those surveys and applications are going to come at a cost of about £130,000 to £200,000. Will the Minister support my call for Devon County Council’s increased budget for its highway maintenance fund to help to produce those reports? We are not asking for new money; we are asking for the money that has already been allocated to Devon County Council to go towards funding those reports.

A question remains about what the extended and improved defences will look like. I believe we already have the answer. Beesands is the neighbouring village to Slapton. I welcome any hon. Members to come to see this, and I will even throw in lunch. I will extend that to civil servants, if they would like. In Beesands, after Storm Imogen, work began after South Hams District Council requested an innovative form of rock armour to be designed and trialled. Working with Landmarc and other local business, it came up with a new solution, using specialist high tensile stainless steel mesh that locked in rock and shingle and provided a solid, yet natural-looking, defence system. Doorkeepers are also invited to come and look, I hasten to add.

That prototype cell system was installed in 2016 and has worked so well that, in 2021, an improved TECCO system was commissioned and rolled out further along the beach at Beesands, protecting the village green and nearby properties. The initial work was funded by the Environment Agency, and the extension by South Hams District Council. It is my opinion, and that of many other members of the Slapton Line partnership and local community, that such technology would be more than appropriate to be installed on the Slapton Line. The successful trial at Beesands shows not only its durability but its appropriate aesthetic look.

To install that technology, those scoping documents and assessments need to be completed and planning consent approved. I am led to believe, because Slapton Sands falls under the category of a SSSI, that Natural England will block any proposals we put forward. I appreciate that Natural England has a fine balancing act to work on, but I believe it is counter-productive to reject any plans put forward, especially when the loss of this road would impact the local community so significantly. Does the Minister believe that highway maintenance should be able to circumvent application processes and allow us to proceed in a timely manner to introduce those defence measures?

The estimated cost of the measures we would like to put in place is still being worked out, but it is likely to be several million pounds. Although we might gulp at the prospect of that sum being spent, it is considerably less than what would have to be spent if the road were washed away, and we would have to focus all our attention on the back roads. The considerable back-road network would require a far greater sum to be spent on it, while being less effective.

Time and tide stop for no man. Although I recognise the brilliance of the Minister, I am not asking him to do that. What I am asking is whether he can make our defences fit for purpose, to help us extend the life of the line for the next three decades, ensuring that south Devon remains a community that is open and accessible, where businesses and residents can thrive together.

[Ian Paisley (in the Chair)]

I was transported to the shingles of Devon county by your speech. I call Minister Opperman.

Railway Ticket Offices

Anthony Mangnall Excerpts

Wednesday 13th September 2023 Westminster Hall

[Chris Loder]

I thank my right hon. Friend for his contribution and support.

There is a significant Access for All bid in for Dorchester South, for a new footbridge to make the station accessible. What company of any moral standing would propose a reduction in staffing hours of 55% when half the station is inaccessible, and when the company refuses routinely to change the platform to help those in the greatest need?

Typically, when we buy our tickets online through retailers such as the Trainline, we assume that they are working in our best interests as fare-paying passengers, and that they automatically search for the cheapest fare possible, perhaps through something called a split ticket. I can tell the House today that that is not the case, and I shall offer an example or two.

The cheapest way for rail passengers to get from London to Plymouth is to travel via London Waterloo and change at Exeter St David’s. They should buy a ticket from Waterloo to Axminster, and another ticket from Axminster to Plymouth, which in total will cost £93.90 for a return, and with a railcard just £64.50. Any Members present with a smartphone should feel free to have a look for themselves. I checked this before the debate. If they enter London to Plymouth on the Trainline, they will be given the option of taking the 10.04 am from Paddington to Plymouth, and offered a ticket for a staggering £158.70. That is almost £100 more than the cheapest alternative, which is actually on the 10.20 am from Waterloo to Exeter, and then change.

Why is that? It is because anti-competitive online digital algorithms have been set to block certain ticket combinations, in this case on the Waterloo to Exeter line. To be fair, it is not just on the Trainline app that this happens. Those who want to should have a look on South Western Railway’s website and try to book the same fare. Put in those details—why not even try specifically to put London Waterloo to Plymouth? It will not give them the cheapest combination either; it will send them to Paddington and make them pay more.

Do not think that the issue is reserved to the south-west alone. This time last year, I called out Avanti West Coast and the Trainline for similar behaviour on the route between Manchester and London, where the supposed walk-up fares were quota-controlled if bought online. If the ticket quota had sold out, the customer would be redirected to a more expensive online fare, or the cookies on their smartphone would tell the system that they wanted that ticket and it would automatically charge them more.

[Anthony Mangnall (Totnes) (Con)]

My hon. Friend seems to be describing my journey home this evening. He is outlining the reason why we need people in our ticket offices: so that we can ask for advice and guidance, how to get about, and how to navigate the system, which is so badly orchestrated for those buying tickets online. Can he go further in telling us how we might provide a solution for that system?

[Chris Loder]

My hon. Friend is taking the concluding words of my speech out of my mouth.

If a customer went to the ticket office, where the regulations require that the cheapest ticket is to be sold, they could indeed buy the cheapest ticket there at the advice of someone in the ticket office. What is really disgraceful about all this is that the issue I highlighted on the west coast main line this time last year happened during the period of Her late Majesty Queen Elizabeth II lying in state, when so many people wanted to travel to London. It is pure commercial disdain, and it makes me sick.

Frankly, this is a scandal. After the debate, I will be writing to the Competition and Markets Authority to ask it to investigate, and I hope the Minister will do so as well. If any other Member, regardless of which side of the House they sit, would like to co-sign my letter, I will be delighted to hear from them after this debate.

I remind the House that I am here to make the case for station staffing hours to be maintained, not just because we need these experienced and knowledgeable members of staff, but to ensure that, in this cost of living crisis, passengers can get the cheapest fare, rather than rely on manipulative apps and online digital prices that overcharge them. The one person who can be trusted to provide the cheapest fare is the ticket office clerk.

Proposals for reform should not just improve efficiency; they should enable a growing railway for the future and access for all. The Secretary of State kindly gave me the assurance last week in my Westminster office that the sort of duplicity that is being proposed could be vetoed. Those of us here are making that point on the record; I hope the Minister will be able to concur.

I am not averse to reform. In fact, it is important to recognise that I think it is good, but, as the constituency MP for West Dorset, I request that the Minister stops these ridiculous proposals from South Western Railway and ensures that we do not see a reduction in staffed hours at Sherborne or Dorchester South. I expect other Members will make similar requests.

Buses: Funding

Anthony Mangnall Excerpts

Wednesday 17th May 2023 Commons Chamber

[Mr Holden]

I thank my hon. Friend for his point. I want to see people travelling not just from Accrington to Manchester but to Ramsbottom and Rossendale and out to Hyndburn and Burnley with the £2 bus fare. It is about driving connectivity, particularly for those on lower incomes, right across our country. I thank him for welcoming the scheme and I look forward to seeing him on the X43 soon.

[Anthony Mangnall (Totnes) (Con)]

I shall not take it personally that I think mine is the only constituency that the Minister has not visited. He is welcome whenever he wants to come down. We have launched a bus route in co-operation with GWR, which goes through Tally Ho. The 164 goes all the way from Totnes, through Kingsbridge, to Salcombe. It is a perfect example of services being joined up.

I welcome today’s decision on the £2 cap and the extension into November 2024, but I implore the Minister to use that time to create the landscape to allow more bus routes to be created. Within that, we need to look at deregulation and at more co-operation. On top of that, we need to launch the demand responsive transport pilot scheme in more areas across the country. Finally, we need to find a way not to charge 16 to 18-year-olds to go to school, because we want to keep them learning.

[Mr Holden]

I have huge sympathy for my hon. Friend’s comments about 16 to 18-year-olds. It was a decision made by the last Labour Government, when they increased the school leaving age, not to also increase the age of free bus travel. Sadly, that is a matter for the Department for Education. I encourage him to take it up with that Department, and I would be delighted to support him in doing so. Devon County Council will receive an extra £1.7 million outside the latest allocation, on top of the £14 million it has already had. I hope that it uses that extra money in the way my hon. Friend suggested: to bring together local services. Finally, I congratulate him on getting married at the weekend.

Lifeboat Services: Search and Rescue

Anthony Mangnall Excerpts

Tuesday 10th January 2023 Westminster Hall

[Anthony Mangnall (Totnes) (Con)]

It is a pleasure to serve under your chairmanship, Mr Davies. I am delighted to take part in this debate for the second year in a row. I start by congratulating my hon. Friend and neighbour, the hon. Member for Torbay (Kevin Foster), for securing this debate. We are of one heart and one mind when it comes to our coastline and making sure that we protect all those who are on the coastline or at sea, as well as supporting and promoting the important work that our UK search and rescue organisations do across the country.

I am always surprised that we call this a debate, because it is not really a debate. It is a moment for us to congratulate, recognise and thank those who put themselves in harm’s way to save others, to look after them and to promote the important work that, across the country, is often overlooked. I declare my interest, as I am the founder of the National Independent Lifeboat Association, which many Members have kindly mentioned.

[Jonathan Edwards (Carmarthen East and Dinefwr) (Ind)]

I thank the hon. Gentleman for his work in setting up the charity. I wish to inform him that my own independent lifeboat association in Ferryside will be joining the organisation soon. I also take the opportunity to thank it for all the work they undertake in the Carmarthen bay area.

[Anthony Mangnall]

I thank the hon. Gentleman for that intervention. It is particularly welcome news that his independent lifeboat is joining the organisation. As has been said, there are more than 50 independent lifeboat stations and 30 have joined the association. We would like it to be a full complement, so that every independent lifeboat station across the country has the recognition that it needs. Hon. Members across the Chamber have made a point about the important work of the RNLI. It is essential that we recognise the important apolitical nature of the RNLI and the fact that it does not ask for Government funding. The hundreds of RNLI lifeboat stations do fantastic work by raising their own money and through bequests, as well as by working with volunteers, who do an extraordinary job. The tales of their heroism are what make many of our coastal communities aware of the work of those lifeboat stations, which are part of the fabric of our community.

We are aware of the scale of UK search and rescue, which covers 2 million square miles of air, land and sea of and brings together multiple Government Departments. It brings together air ambulances, the National Coastwatch Institution, the RNLI and NILA. In my constituency, I am fortunate to have Torbay RNLI station, which is based in Brixham, Dart RNLI, which is in Dartmouth, and Salcombe RNLI which, unsurprisingly, is in Salcombe. The three stations cover more than 80 miles of coastline and have saved countless lives over the years.

The RNLI’s fantastic model has worked since 1824, saving an estimated 143,000 lives. Its work is unbelievably essential and, as the hon. Member for Caithness, Sutherland and Easter Ross (Jamie Stone) said, it will only increase over the coming years. We need to ensure that that model is recognised, supported and promoted wherever we go. We also have to be extremely clear that volunteers often work day jobs as well and that their employers need to be thanked for allowing them to take on the work.

I came to the position of founder of NILA because I have an independent lifeboat station in my constituency, in Hope Cove. Far from trying to compete with the RNLI, it works in co-operation with it; they work together to help people in danger at sea. It became clear to me that many of the independent lifeboat stations were not getting the attention or awareness that other UK search and rescue organisations to which people were donating were attracting, and that we should try and do something to promote them.

The result was that we formed NILA by contacting the 50 independent lifeboat stations and having a conversation about how we could secure greater recognition for their work and ensure that we were not taking away any funding abilities from them. Each independent lifeboat station is still self-funded, but we are able to ensure that they have access to the rescue boat code, the Department for Transport, the Home Office if necessary, best practices, and training procedures; they can also buy equipment collectively if necessary.

The whole purpose was not to hurt or harm those services, but to make their operations easier. I am really pleased to say that, since we had the idea, we have managed to create it. We have had the association registered with the Charity Commission. It has been in regular conversations with the Department for Transport, which has given it recognition. It has a chairman, Neil Dalton, and a vice chairman, Sean McCarry. The secretary is Wayne Monks and the treasurer is David Harvey. Together, they are creating the management structure that is going to be able to deliver for the independent lifeboat stations, not just now, but in future years, and to protect those independent lifeboat stations that do such fantastic work.

I will explain what we are asking for and what we would like to hear from the Minister. The first thing we ask for, as has been mentioned, is recognition through the rescue boat code. We understand that the Maritime and Coastguard Agency is going through the process of reviewing the rescue boat code, so we would like to ask whether it can engage with independent lifeboats to ensure that, when the rescue boat code is revamped and rewritten, that is done so in conjunction with independent lifeboats and that they are using it to make sure it is most effective.

Secondly, we would like some clarification over VAT relief and fuel duty. I know that there is guidance out there. It is not simple; it needs to be simplified for the RNLI and independent lifeboats. The third thing is official recognition for NILA. We are waiting—the application has gone in through UK search and rescue. I would be grateful for an update on how quickly that will happen. The fourth point—I have got two more points and then I will sit down—is about support for the campaign to promote independent lifeboats and raise public awareness. There is continued support from MCA for NILA to join UKSAR’s operators group. Lastly, I call for the reintroduction of the rescue boat grant fund, which is specifically for the independents. A £5 million fund was launched. It finished in 2020. That fund was essential in helping those independent lifeboats. It was not a huge amount of money, but it made all the difference to those independent lifeboat stations.

I will end with this. We are very lucky across our coastal communities and in our inshore areas. We owe those people a debt of gratitude and of thanks. I hope we can hold an annual event in Parliament to promote the work of the RNLI and NILA.

International Women’s Day

Anthony Mangnall Excerpts

Thursday 10th March 2022 Commons Chamber

[Jackie Doyle-Price]

I thank my hon. Friend for those comments. The fact remains that women are entitled to single-sex spaces for their own sake; this should not just be about risk assessment and danger. We should be able to make choices about when we want to enter spaces without men present, and that should be as important as any potential risk that any man might pose.

I will focus the substance of my comments this afternoon on the criminal justice system, though, as we are talking about breaking the bias. I do so in my capacity as chair of the all-party parliamentary group on women in the penal system. Without reiterating points made by my hon. Friends, this comes back to the point that men and women are different, and our laws and—in particular—our criminal justice system need to reflect that.

We have had a real move towards gender neutrality in how we approach public service delivery and how we produce law, but standing here in a debate to commemorate International Women’s Day, I tend to view gender neutrality as just another way of centring men, because it is making us all the same, and nowhere is that more obvious than in the criminal justice system. We have a penal system built on prisons and based on the principle that we incarcerate violent, dangerous men, and that has been the approach to women. We have seen study after study that has shown that prison is not the best place for women offenders, because more often than not, women offenders are more vulnerable than their male counterparts.

Call me a pink-hearted liberal, but I tend to view our prison population as being full of people who have been failed by the state, and that is a matter of shame for me. It is particularly the case when it comes to women. We know that there are high rates of illiteracy and innumeracy among our prisoners, so how are they going to get on in life? We know that there are a huge number of people who have been through the care system and then been left on the scrapheap. In the case of women, we know that many of them are victims of sexual abuse, and in that context, prison is not the best place for them, and study after study has shown that.

Every time we make progress in this area and we start to say, “This is an opportunity for a first intervention to support women and address that vulnerability”, we then seem to go backwards. I highlight the fact that this Government have a female offenders strategy but equally are investing in 500 more prison places for women, and we need to properly join the dots and use the opportunities to make interventions to support women and break the cycle of offending. We all know that once someone has been incarcerated, the chance that they then embark on a lifetime of reoffending and re-entering prison is very high. That is not good for them, but nor is it good for society or the taxpayer. We need to get this right.

We know also that many women do not belong in prison in the first place. One issue I have been taking up with the Ministry of Justice is the extent to which women are remanded in prison for their own protection. We have a mental health policy that has been removing police cells and prisons as places of safety—recognising that they are not good environments for people who are mentally unwell—but we are still remanding women in prison for their own safety. I thought it would be only a small number of women, probably no more than a dozen a year. Having raised the issue with the Government, I could not get any data on it. However, Her Majesty’s inspectorate of prisons visited three prisons last year and in total found 68 women who had been remanded in prison for their own protection. They were not people who had committed an offence, and it was not a punishment. It is totally inappropriate for a country such as this to be remanding women in prison for that purpose, and that was in just three prisons. Across the whole system, we know that women being remanded for their own protection are a significant proportion of the prison establishment, and frankly that is not good enough. I am ashamed of it, and I call on the Government to do better.

My criticism is not with the Ministry of Justice. One of the issues is that the Ministry of Justice is sweeping up the failings of other organisations within the public sector. It is sweeping up the ability of local authorities to offer safe spaces for women to be sent to when they are at risk. Mental health services are sweeping up that failure by the Department of Health and Social Care, and I encourage the Ministry of Justice to be rather more robust in its dealings with other Departments and say, “You know what? These are not our problems, they are yours.” We should not be dealing with vulnerable people within our estate.

The other side of the criminal justice system where women are particularly negatively impacted is as victims, and we have had a number of debates in recent weeks about the poor prosecution rates for sexual violence crimes and rape in particular. Having spoken to victims, I understand that one of the reasons for that is that they are treated as a piece of evidence in that prosecution. If someone has gone through trauma, constantly reliving that in a dehumanising way is not the best way to ensure that we bring people to punishment. We really have to look at that.

There has been a lot of investment in services, but we have still not got it right. My biggest challenge on that point is that the likelihood of a victim getting justice depends on who they are. Victim-blaming, which we heard reference to earlier in the debate, is at the heart of that. Over and over again, assumptions are made about victims that impede their ability to get justice. White working-class girls in northern towns and cities were victims of abuse for many years before public authorities would pay proper attention to it, because they were not prepared to make that challenge.

I also highlight what we loosely describe as “honour killings”. What kind of a phrase is that to describe people being murdered? They are murdered by their families, who should love them and keep them safe, and we call that an honour killing—“honour”, which is a positive word, and “killing” for murder. That very phrase is an illustration of the discrimination against those victims; I am getting emotional just thinking about it.

In the context of the list that the hon. Member for Birmingham, Yardley (Jess Phillips) read out, we do not have to do much of a study to realise the socio-economic background of most of those victims. The only ones that we ever read about in the papers—the ones who the media get excited about—are nice white middle-class people with professional backgrounds. People who engage in prostitution disappear every week and do not get a column inch, but they are victims. They are women who are victims of male violence against women and girls.

Let us not pussyfoot around it: this is a gendered crime. My hon. Friends who are present—my hon. Friends the Members for Boston and Skegness, for Devizes, for Harwich and North Essex, for Totnes (Anthony Mangnall) and for Worthing West—will not take offence when I point out that those crimes are committed by men, which is exactly what we need to face up to. We will not tackle that issue unless we tackle it as a society, which means men stepping up too.

[Anthony Mangnall (Totnes) (Con)]

My hon. Friend is making an extraordinarily impassioned speech. She is absolutely right to make the point that men are 99% of the problem, but we can be 50% of the solution.

[Jackie Doyle-Price]

I welcome that comment from my hon. Friend and I am not surprised to hear it from him. I would go further than that, however: we will not fix the problem until men become part of the solution. I am afraid that the Government need to stop pussyfooting around by talking about violence against women and girls and call it what it is—male violence against women and girls.

UK Maritime Sector

Anthony Mangnall Excerpts

Thursday 16th September 2021 Westminster Hall

[Mr Kevan Jones (North Durham) (Lab)]

I beg to move,

That this House has considered the UK’s maritime sector.

It is a pleasure to see you in the Chair, Sir George. May I first draw the House’s attention to my declaration of interests? I am also chair of the all-party parliamentary group for shipbuilding and ship repair. I thank the Backbench Business Committee for allocating time for the debate, and the 16 Members from across all parties in the House who supported the application.

It is right that we meet today, in London International Shipping Week 2021. This is an opportunity to discuss the maritime sector, which is worth some £46 billion to the UK economy, ranging from shipbuilding and ship repair to ship brokerage in insurance, in which we are world leaders. It is an opportunity to speak up for the sector, which we need to do. I am a passionate believer in a bright future for this country, and the sector supports 1 million more jobs than air and rail. Further, 95% of UK imports and exports are transported by ship.

During the pandemic, we took it for granted that we could order on Amazon or similar sites, and that the package would arrive, but few people consider how that package actually comes to their doorstep. I know Mrs Jones certainly does not give much thought to that. However, it is important, and other aspects are in play—48% of our food supplies come through the maritime sector, as does 25% of our energy needs.

The sector is vital to the resilience of our economy and is also a wide-ranging industry. Ports, for example, generate £600 million in private sector capital each year. It is a source of highly skilled, well-paid jobs. There is an important issue here across the industry, which is mentioned in the briefing note I received from the National Union of Rail, Maritime and Transport Workers: we must invest in those skills and ensure that we have not only individuals with the right set of skills, but the right numbers of workers. As the RMT quite rightly points out, its membership is an ageing population. It is important that we focus on that and make the sector attractive to young people as an industry to come into.

Internationally, the sector will be worth around £3 trillion by 2030 and it is a great source of exports from the UK. Indeed, many businesses throughout the UK are providing not only products for the marine sector around the world, but services. My own region, the north-east, has a long tradition of service industries working around the world. When the Dubai flight from Newcastle recommences at the end of November, marine engineers will be flying all round the world to service ships, but their companies are based in the north-east. It is important that we recognise that fact.

The sector’s problem, certainly in shipbuilding and in other areas, is that there is a view among the public that this is a smokestack industry—an industry of yesteryear. It is quaint that we are involved, but the sector is not the future. Well, nothing could be further from the truth. I do not know how we can do this—the debate obviously allows Members to highlight the issues—but we must promote the sector and say that it is not only important to our economy in the present but can be more important in growing our economy in the future. That is where the Government come in; they have a key role to play in.

Let me turn to the shipbuilding and ship repair sector, where there have been welcome moves by the Government, such as the national shipbuilding programme. We have a shipbuilding tsar—the Defence Secretary—and to be fair to him, I think he is committed to this, but does he actually believe that we can be a world-leading shipbuilding nation again? I think we can, with the right support.

It is a mistake to think that there is any shipbuilding industry around the world that is not reliant on the state—either directly owned by the state or provided with huge subsidies. We should not get into the mindset that if we have to put money into the shipbuilding and ship repair industry or help it with finance, that is somehow a bad thing. It is a good thing if we can grow the industry. The Koreans do not bat an eyelid at putting in huge amounts of money, nor do our European neighbours—the Norwegians, the French, the Germans or anyone else.

The other key issues are port infrastructure, which will be important, and skills. I will talk later about research and development, because the next thing that will change radically in this area is the green agenda. This country has an opportunity to get ahead and be world leaders there.

I welcome the national shipbuilding strategy, but we are still waiting for the refresh, which was promised in August. Its main emphasis—this is self-evident to anybody who knows the industry—is that the industry needs a drumbeat of work running through it. The strategy committed to a 30-year drumbeat of work, but we must ensure that that is a reality, and the Ministry of Defence, which is obviously constrained by the Treasury, is still not laying out that clear pathway for the industry. We saw that with fleet solid support ships, which I will refer to later.

There have been some welcome moves in defence and elsewhere, whereby people are looking at how the UK shipbuilding industry underpins prosperity. The Royal United Services Institute study of aircraft carriers said that 36% of the money that went in came directly back to the UK taxpayer in tax and national insurance, and that is not counting the knock-on effect of the local economic boost generated in those areas. We should not just look at the top line when we are considering contracts; we should look not just at the price, but at how that money comes directly back to the Exchequer.

We need a whole-Government approach to ensure that, when we procure ships, we look to the UK. There was an announcement last week or the week before about Border Force’s new cutters. The existing ones were built in Holland, and I think one was built in Finland or Estonia. That is a £200 million contract, and the default mechanism should be to get them built in the UK. If 30-odd per cent. comes straight back to the Exchequer, that is an opportunity.

A throughput of work is important because that allows industry and business to invest. It is a way to draw in capital to the industry. The problem is that the Ministry of Defence is still in competition mode, which no other country in the world is into, so we have a farcical situation with a fake competition going on between four consortia for the FSS contract. We had a great example of how to do it when we procured the aircraft carriers. Yes, there was a shotgun marriage between various UK yards to provide them, but it worked.

Let us look at those contracts. There was a lot of controversy about the cost, but the build was on time, on budget and world beating. There is nothing like it. We should be proud of that. That was an opportunity to get a consortium of companies together to produce world-beating ships, but what did we do? We broke up the alliance afterwards, which was absolutely shocking. It should have continued.

From the point of view of the taxpayer, should we give out contracts to various companies no questions asked? No, we should not, but we should have a partnership approach rather than competition. The partnership approach should ensure that we have a skills agenda and that we get value for money. Also, the partners put their own shareholder capital into the business. I was speaking to businesses this week at DSEI, the defence and security equipment international exhibition. They do that, but they want certainty. We have the strategy in a nice glossy document, but there is an old mindset of false competition. If we can get that drumbeat of work running through the industry, we will be world beating not only in providing great first-rate ships for our Royal Navy, but in being able to compete for work regarding other vessels. That will be key.

I am not talking about only the bigger yards. The Wight Shipyard Company, which recently won a Queen’s award for international trade, is a small company on the Isle of Wight that produces great vessels. Companies such as that should be the first call, rather than throwing contracts open to international competition, because no other country would do that. There is certainly an opportunity to look at that sector for Border Force ships. Again, that would give security to individuals.

We need some joined-up thinking. We need to ensure that the Treasury not only looks at every single contract, but that the work is there for the long term. The easiest thing in terms of the build programme would be to get on and order the FSS vessels. If we did that, we would have a throughput of work in Rosyth and other places, and we would retain skills. An important thing in the shipbuilding report is that if we are to retain skills or get an influx of new skills into the industry, we need a continuation of work. What we do not want is stopgap areas where we are not employing new apprentices and the workforce get older and older. That point was made by the RMT about its members who work on ships. Oversight is needed. What other skills do we need and in what areas? That is a role for Government as well.

[Anthony Mangnall (Totnes) (Con)]

I am sorry to interrupt. The right hon. Gentleman makes an excellent point about the skills that we need to create a workforce who can work in the sector. I am interested in his thoughts on retrofitting, because a lot of merchant vessels out there need to be retrofitted with modern technology that allows us to meet our green ambitions. That goes hand in hand with the way in which we want to train a new generation of skilled workers, especially on tackling climate change.

[Mr Kevan Jones]

The hon. Gentleman speaks with a great deal of knowledge, and he raises an interesting point. I think the understanding is that we cannot ever compete with the Koreans or others in the far east, because they will do the work cheaper. He knows as well as I do that the country that is doing more retrofitting than anywhere else is Norway. Let us be honest: Norway is not paying poverty wages to its workforce, and it has different overheads from other countries, so if Norway can do it, we can do it, but we need a strategy for that. I will come to green shipping in a minute, but the hon. Gentleman is right to say that there is a huge market. New green technology will come in, but a lot of it will be retrofitted to existing vessels.

That brings me to research and development. What we need from the Department for Business, Energy and Industrial Strategy is an R&D fund that is ringfenced for the industry, because that would ensure that we got the innovation we need. One area that I have spoken to several Members about is hydrogen, which will need a large amount of R&D. Some good companies are already doing that type of work, but we perhaps need to provide them with Government assistance and access to capital.

We have some great brains thinking about green technology in shipping, but I fear that we will get foreign investment coming in to buy out some of those companies and to provide the capital, but they will then take all that abroad. What we need to do—it can be done by the Government—is give support to the new technology here in the UK, so that we can retain not just the technology, but the jobs that will be done now and in the future in a host of areas in green shipping, as well as the new technologies that will come through. I accept that some of those might not work, but we should be brave enough to invest. It is not a great scandal if, at the end of the day, something does not work. It is important that that is done, which is why marine research and innovation need to be at the forefront of any initiative we undertake.

We have the maritime enterprise working group, but it remains on a non-permanent basis. I do not wish to criticise the Minister, because he is passionate about the sector, and about aviation as well. If I remember correctly, he is a bit of a plane spotter when it comes to knowing different types of aircraft. He announced the £20 million investment in the clean maritime demonstration competition, which he described as a turning point. That was welcome, and it is great that he did it, but he must get more money out of the Treasury for the sector. If we do not get more money to the sector, we will be at a disadvantage.

The opportunities are there. We talk about the carbon targets that we want to meet, which are good. If we do this right, however, we can get jobs out of it as well, so it is important that we invest now and that we ensure that the talk about net zero and so forth has some real teeth. It would be sad if we had new and innovative companies working in the sector, but the technology went abroad, and we ended up importing it or allowing other countries to develop it. That technology will be very important.

Within this new agenda, we must take a legislative stance as well. We are a world leader in working with the International Maritime Organisation and others on standards and regulations for the future. Those will be new concepts, so ensuring that we have regulations and international governance that are in our favour, not that of the Chinese and others, will be important. I do not underestimate the Chinese in particular, in terms of their wanting to have international rules that favour their industries rather than ours, so it is important that we play a key part in that process.

I will finish where I started. This is an industry of the future. We need to talk more about it, and we need to invest in it. Yes, the private sector involvement is hugely important, but if Government money and strategies can be put in place at the key point, they could be huge levers, not only to lever in more private sector capital, but to grow the sector. Perhaps we just need to say to people, “Just think when you are ordering things—how do they get to your doorstep?” That is the basis of it.

I am a passionate advocate for the sector. It is not yesterday’s industry; this is the industry of tomorrow. What it needs is a direct and clear strategy, and money behind it. Now is the time to provide those things.

--- Later in debate ---

[Anthony Mangnall (Totnes) (Con)]

I congratulate the right hon. Member for North Durham (Mr Jones) on securing the debate. It is curiously unique that we have not had many of these debates, but, going back through Hansard, we find that, all too often during London International Shipping Week, the topic is ignored. As a former shipbroker who worked in Singapore, then London and Nigeria, I really do believe I have seen some of the finer sides of the UK shipping industry and what it means to our economy.

I must start by saying what a fantastic opportunity this is to get together in this Chamber and see the common-sense agreement across the House about the value of the maritime sector—in coastal communities, ports, infrastructure and pay—and what needs to be done across the country to see it thrive.

I pay particular tribute and attention to the shipping services of this country. Although a significant proportion are based in London, I hope that colleagues will also reflect that across all four corners of the UK there are burgeoning businesses benefiting from the UK’s leading shipping services, whether that be in accountancy, arbitration, classification, consultancy, education, finance, insurance or legal—it is all based here. Be it in Singapore, Nigeria, Geneva or the middle east, people always talk of the UK as the capital of the shipping industry. This is something that we need to protect, not be complacent about; we must reflect on that and recognise that if we do not compete, if we do not challenge those around the world, we will lose our status.

I hope my hon. Friend the Minister recognises that this is a debate not for us to have a go at him, but for us to encourage him. We know him to be a highly energetic Minister to whom we offer a great deal of support to take this issue up. We also have what I believe to be a very ambitious maritime strategy, the 2050 strategy, which touches on several of the right points that have been raised in the debate. The third or fourth point in that report states that if we are not turbocharged and are not active in supporting and securing businesses in the UK, they will move abroad. Singapore and Geneva are competing every day to take businesses away from this country to be based in theirs.

Therefore, we must recognise the need to point out our failures, where necessary, to support our successes where available, and to look for opportunities that Government policy can support. The right hon. Member for North Durham talked about research and development, and I am so pleased that he did. We have rightly committed 2.4% of GDP to research and development in our manifesto, as Government policy. We talk about the invention of the telephone; I think now about the inventions we can put hand in hand into shipping services to allow us to tackle climate change, to look at the new inventions that will help us create a truly 21st century and green maritime sector that can be traded not just across the UK and our coastal communities, but across the world to be used by others.

I am particularly delighted that the right hon. Gentleman also talked about Norway. We are not necessarily expecting the UK to be building oil tankers and container ships, but we must look to try to retrofit vessels with new, high-end technology that allows us to capitalise on the work of the International Maritime Organisation and its ambitions for carbon neutrality by 2040. It is eminently possible and should go hand in hand with our levelling-up agenda.

We are home to companies such as Lloyd’s, the Baltic Exchange, Platts and numerous brokerages, two of which I have served with. I think they were probably rather pleased to see the back of me. However, there is a sense that this is an industry that is open to people from all walks of life. In some cases, there is no requirement for a degree, it can be entered into at any stage. When we talk about the levelling-up agenda, it is something that we must recognise as eminently achievable and that allows us to attract more people.

I have a few pleas to the Minister. We need to look at tax regulation and incentive schemes. We need to look at how our maritime flag is used both in the UK and abroad. We need to look at how we can champion maritime security. We need to talk more about supply chain resilience. We also need to think about how to get more people into maritime colleges. I am very pleased to say—and there will be an invitation to follow—that Noss on Dart in my constituency is setting up a maritime college within South Devon College, with the express purpose of getting people into the maritime sector at every level. There are opportunities coming up, and I would say there is broad thinking in further education colleges about how we can support this sector.

We have the history of being a very strong, globally leading trading nation with an extraordinary maritime history. We must return to that thinking, because it will help us in our ambitions of global Britain. It will help us in our ambitions as we join new organisations like the comprehensive and progressive agreement for transpacific partnership, which I hope we will be doing next year. It is perfectly fair to think of my hon. Friend the Member for Thurrock (Jackie Doyle-Price) as Helen of Troy—she could launch a thousand ships. That is what we should be aspiring to do in the years to come.

The motto of the Baltic Exchange is, “Dictum meum pactum”—my word is my bond—and we must be very conscious that there is huge opportunity for us to develop the sector, to support it, to grow it and to encourage people to enter it. We can, once again, rule the waves.

Taxis and Private Hire Vehicles (Safeguarding and Road Safety) Bill

Anthony Mangnall Excerpts

2nd reading
Friday 10th September 2021 Commons Chamber

[Peter Gibson (Darlington) (Con)]

I beg to move, That the Bill be now read a Second time.

This Bill may look familiar to some hon. Members, particularly the hon. Member for Cambridge (Daniel Zeichner), who introduced a similar Bill in the 2017-19 Parliament. I am pleased to see him in his place today and thank him for his hard work on the earlier Bill, and I thank all members of the all-party parliamentary group on taxis, which he now chairs.

I am also indebted to my right hon. Friend the Member for South Holland and The Deepings (Sir John Hayes) and my hon. Friend the Member for Wealden (Ms Ghani), both former Transport Ministers, who have worked hard on this issue and whose assistance in recent weeks has been invaluable.

I am also grateful to those three Members for co-sponsoring the Bill, along with my right hon. Friends the Members for Romsey and Southampton North (Caroline Nokes), for Scarborough and Whitby (Mr Goodwill) and for Tatton (Esther McVey), the hon. Member for Rotherham (Sarah Champion), the right hon. and learned Member for Camberwell and Peckham (Ms Harman) and my hon. Friend the Member for Ashfield (Lee Anderson).

This Bill has a very simple purpose, which is to ensure that only those fit to hold a licence are entrusted to carry the public. It will enhance public safety by mandating the sharing of relevant and necessary information. Simply put, better decisions are made when more information is available.

Although the Bill’s focus is to protect the public, it will also protect the hundreds of thousands of decent, hard-working drivers from having their reputation tarnished and their profession diminished by the abhorrent behaviour of a small minority who would seek to abuse their position of trust.

Just under 343,000 taxi and private hire vehicle driver licences are currently issued in England. Decisions on licensing are made by 276 licensing authorities. In each case, the authority must reach a decision as to whether a person is fit and proper. Although this is not defined in law, there is, by and large, consistency in safety-related criteria and processes. All licensing authorities require an enhanced Disclosure and Barring Service criminal background check, and virtually all have the enhanced DBS checks carried out. This is reassuring, but it is only part of the picture.

There will be many cases across the country where the conduct of an individual has been unacceptable. However, these incidents might not result in the involvement of the police, let alone a prosecution or conviction. Some incidents may potentially be a criminal offence, but I am sure we all accept that not every crime reported ends with a conviction. That is not to say these incidents did not happen.

This Bill does not trespass into the realm of the Disclosure and Barring Service; rather it provides an additional means to enable the sharing of relevant information. Neither does it alter any of the existing processes that enable a driver to challenge the decision of a licensing authority. It will require licensing authorities to keep registers of licences issued and to make this information available on request. There is no mandatory requirement to share information with other licensing authorities on revocations, refusals or suspensions. Some licensing authorities do use the voluntary national register of taxi and private hire licence revocations and refusals—quite a mouthful, but it is commonly referred to as the NR3. It is commissioned by the Local Government Association and operated by the National Anti Fraud Network. Although some licensing authorities check information on NR3, others rely on applicants self-declaring whether they have had a licence refused, suspended or revoked. As one might expect, those with something to hide are unlikely to declare it, even if they face a greater sanction for not doing so.

Where an authority does not use NR3 to ensure a complete picture, a licensing authority would have to individually contact every one of the other 275 licensing authorities, somehow provide a unique identifier, and await all relevant or nil responses. Such a process is clearly impractical. I am informed that this has resulted in instances where a driver, having been refused a licence for safeguarding reasons by one authority, has then had their application accepted by another, in ignorance of the original safety concern. Once a licence has been granted, it is only the licensing authority that issued it that can revoke or suspend a driver’s licence. Although the expectation is that licensing authorities in one area will report concerns that they may have about a driver licensed by another authority and that those concerns will be acted on, there is currently no legal requirement to do so.

This Bill builds on the approach set out in the statutory taxi and private hire vehicle standards issued by the Government in 2020, which recommends that licensing authorities share information with other authorities, as better information will mean better decisions. The objective is to improve the knowledge of the tax and private hire vehicle trade’s gatekeepers and enforcers: the licensing authorities.

The first part of the Bill is intended to ensure that in their role as gatekeepers to the trade, licensing authorities have as much relevant information as possible when considering new or renewal licence applications. The second part is intended to ensure that, in their role as enforcers, licensing authorities are aware of any incidents involving their drivers, even when they are working in other areas.

I appreciate that there are those here and elsewhere who would like to see wider reforms to our legislative framework, under which taxis and private hire vehicles are licensed, but more substantial changes cannot be done through this Bill. Indeed, in my engagement with industry bodies and operators, many suggestions have been put forward to me about what other wide-ranging improvements could be made, but this Bill simply focuses on passenger safety, which is a key concern to all of us in this House.

The Bill would require all licensing authorities in England to record and input into the database instances where they have refused to grant or renew a driver’s licence, or have suspended or revoked a licence, because of a certain safeguarding or road safety concern. When processing applications, licensing authorities will be required to search the database for any relevant entries made and request any relevant information that the first authority relied on to make their decision. The authority processing the application must then have regard to the previous information when making its own licensing decisions.

[Anthony Mangnall (Totnes) (Con)]

I congratulate my hon. Friend on bringing this Bill to the House. I noticed that clause 1(g) includes as “relevant information”, whether an applicant

“has threatened, abused or insulted another person”.

That is quite a broad position, which could be misinterpreted by different local authorities. I am quite interested in what my hon. Friend thinks needs to be done in terms of an appeals process in case someone is taken off the road, because that is how a local authority has interpreted whether someone is suitable to be a licensed vehicle driver, taxi driver or whatever it may be. Is there more to be done on the appeals process?

[Peter Gibson]

My hon. Friend raises an important concern. The Bill would not change or constrict licensing authorities’ existing discretion to grant licences to drivers.

Future of the Coach Industry

Anthony Mangnall Excerpts

Thursday 10th December 2020 Westminster Hall

[Anthony Mangnall (Totnes) (Con)]

It is a pleasure to be able to speak in the debate, which I congratulate the hon. Member for Easington (Grahame Morris) on securing. I speak on behalf of all the Devon MPs who were unfortunately unable to get on to the call list.

The Government understand the importance of the tourism sector, which is valued at £106 billion, the hospitality sector, which is valued at £130 billion, and the leisure sector, which is valued at £200 billion, so they must surely understand the value that coach companies and services play in those sectors in their supporting role. That is what I want to speak about today. Coach companies, in all our constituencies across the whole country, play an integral role in supporting those sectors, and if we wish our economy to bounce back in the coming years, it will be essential to support businesses that play a supporting role to those major parts of our economy.

I hope that the Government will look very carefully not at what they have already done, but at what they can do in future. There is no doubt that the Government have been extraordinarily generous in their support schemes to businesses across the country, from the grant schemes to everything else, but loans alone will not secure the future of businesses. We need a forward-looking approach to ensure that they have the economic breathing space to thrive in the months to come.

I hope that the Government will look at the CPT’s requests of extending finance holidays by 12 months, ensuring that greater access to support packages is made available to the tourism and hospitality sector, providing an aid-to-trade grant to operators to help boost the return of the coach sector towards tourism—hopefully working with VisitBritain to encourage a new era of domestic tourism would achieve that—and topping up the home-to-school payments to meet the true cost of the work for so many of the coach companies that have struggled over the years.

I am very fortunate in my constituency to have AB Coaches, Tally Ho and Millmans, all of which have struggled through the last seven months. I hope that in looking at how we can support them now we might also look at historical issues that have blighted the sector. Let us see if a suspension of fuel duty for two years to allow companies to reinvest that money into an environmentally friendly new fleet of vehicles would be beneficial. Let us look at ways in which we can rework the working time directives to allow people to work more hours, and to go out there for business and opportunities. I want to see us stand up for businesses that are here today so that they are there tomorrow, and I hope that the Government will act on that.

--- Later in debate ---

[Rachel Maclean]

I thank the hon. Gentleman very much indeed, and if the CPT is watching this debate, I want to say to it that we are grateful for its work. We work closely together, so it will know that my colleagues have had a number of discussions with people in the sector and with the CPT itself, and we will continue to have those discussions. We keep under close review all the measures we provide, not just for this sector but across the economy.

[Anthony Mangnall]

Will the Minister give way?

[Rachel Maclean]

With the greatest respect, I do not think I can, because I need to get to the end of my speech and I think I need to allow time at the end. Do I have time, Dr Huq, for another intervention?

--- Later in debate ---

[Rachel Maclean]

Then of course I will give way.

[Anthony Mangnall]

I do not mean to eat into the time left for the hon. Member for Easington, but I just want to make the point about the economic viability of these businesses. The fact is that if we support them now, it will pay dividends long into the future. I appreciate the level of support that has been given, which really makes a huge difference to all those sectors that pay so much into the Treasury, but action now will help us to bounce back quicker.

[Rachel Maclean]

My hon. Friend makes that point incredibly well, and it is the thinking behind all the support that has been given, is being given now and that will be given in the future, because we want all these businesses to come back in the future. Also, we absolutely want them to come back in a green and decarbonised way. Many Members referred to that point, which is at the heart of the Government’s agenda in the transport sector more broadly. However, I will come to my concluding remarks and allow the hon. Member for Easington to come in.

This has been a year like no other, and I thank all the transport workers in the coach sector, who have shown remarkable resilience over the last 10 months, and I hope and believe—as I am sure that everybody does—that 2021 will be different from 2020. I am encouraged by developments in the production of vaccines against covid-19. There are no certainties associated with that process, but it seems that there may be some light at the end of the tunnel.

In the meantime, I assure anybody who is watching this debate, and of course people in the Chamber, that we will continue to work with the coach sector. We will continue those conversations; this is not the end of them. We want to understand and provide the best available support that is necessary.

As we have discussed, we have an ambitious and achievable long-term environmental plan to deliver on greening our transport sector and reducing and removing vehicle emissions, and the coach industry is a very important part of that plan.

I want to reassure coach operators and their employees, and all hon. Members present here in Westminster Hall today, that we remain committed to safeguarding the future of the coach industry. I know that the concerns that have been raised today are being heard by Ministers, by the Chancellor and by Members across Government.

RNLI and Independent Lifeboats: Covid-19

Anthony Mangnall Excerpts

Tuesday 13th October 2020 Westminster Hall

[Anthony Mangnall (Totnes) (Con)]

I beg to move,

That this House has considered the future of the RNLI and independent lifeboats after the covid-19 outbreak.

It is a pleasure to serve under your chairmanship, Mr Hosie, and I thank you for being here. Across the United Kingdom, there are 60 independent lifeboat stations and 238 Royal National Lifeboat Institution lifeboat stations, covering more than 19,000 miles of our coastline. Each of those stations protects and serves coastal communities and those who choose to visit our spectacular coastline. Any Member of Parliament who is fortunate enough to represent a coastal community has become well accustomed to the sight of lifeboat crews on training exercises or responding to an emergency call-out. We should all be aware of the important work that the RNLI and our independent lifeboats do, and comprehend how incredibly difficult 2020 has been for that frontline emergency service. There can be no more emotive sight than witnessing the launching of a lifeboat with its crew of volunteers responding at speed from their day jobs, and heading at pace to an emergency situation of almost unknown proportions. A single call from the coastguard operations centre puts into action months and years of training. Crews are mustered, boats are launched in record time, and victims are reached at eye-watering speed. That rapid response system, delivered by volunteers who are on call 24/7, 365 days of the year, is supported by a comprehensive lifesaving network of stations covering the whole United Kingdom.

The purpose of the debate is to recognise the challenges that covid-19 has placed before independent lifeboats and the RNLI, but also to celebrate the important and extraordinary work done by our lifeboat crews across the country. I have a number of suggestions for the Government, and for Members of Parliament, and I hope that we shall be able to build on today’s debate to give further support, and act to ensure that our lifesaving coastal coverage is never compromised.

I should probably start by highlighting the differences between the RNLI and our independent lifeboats. As we all know, the RNLI is a long-standing organisation founded in 1824 by Sir William Hillary. Its establishment has led to the saving of more than 143,000 lives, the creation of an international arm that seeks to prevent drowning, and the setting up of 238 lifeboat stations comprising 445 lifeboats, including 164 all-weather lifeboats, 274 inshore lifeboats, and seven hovercraft. According to its latest statistics, in 2020, up to July, the RNLI had launched its lifeboat crews 3,143 times—equivalent to 16 times a day—saved 95 lives and assisted 584 people at sea.

Remarkably, those results come at absolutely no cost to the taxpayer. The RNLI, as a charitable body, is reliant on donations from members of the public, and generous legacies. In 2019, it raised £52.4 million through donations, and £126.5 million through legacies, while it has an expenditure of £181.5 million. However, the RNLI expects a 20% decline in annual income by the end of 2020. As a result of covid, fundraising activities have been restricted. RNLI shops have been closed, and the legacies that make a significant proportion of its budget are expected to decline. Alongside that, there has been a significant fall in expenditure—17%—with the temporary closure of the RNLI college, and reduced lifeguard cover on beaches because of a shorter season. Thirty per cent. of RNLI staff have been put on furlough or other wage subsidy schemes, and there has been a halt to building development, and a pause in boat construction. The RNLI has, as an organisation, been able to build up healthy reserves over the years.    While it is fiercely independent without Government funding, I would like to make it clear that the purpose of this debate is not to change any part of the RNLI’s funding structure. My concern is not the provision of the services that the RNLI is able to roll out this year, but what will be the impact of 2020 in 2021, and what lessons we have learned from this period over 2020. Expenditure will have to rise again, as training, infrastructure development and new equipment purchases cannot be put off indefinitely. Ensuring that the RNLI continues to benefit from strong public support will be essential in maintaining those services.

The Government can play their part. By bringing the RNLI into the fold and upgrading the channels of communication, we can improve its ability to respond rapidly to situations. I propose that the RNLI be included in the fold with the four paid emergency services regarding the level of information and communication it receives. That information and communication must come before policy implementation. An example over the summer could not be more clearcut: the RNLI came under sustained attack by the media for not being able to provide 100% lifeguard coverage on our beaches. The Government were at fault, because they failed to give significant advance warning to the RNLI about changes to lockdown measures. The RNLI was not at fault, and responded in an extraordinary way. Fortunately for all of us, its response ensured that 177 beaches had lifeguard coverage: a remarkable achievement that shows not only the RNLI’s resilience but its flexibility in responding at times of crisis.

[Caroline Ansell (Eastbourne) (Con)]

My hon. Friend is making a most excellent speech, and will know that my home coastal community of Eastbourne has one of the oldest and busiest stations in the United Kingdom. Does he share my dismay that, when the RNLI was challenged over the summer period in maintaining that secure presence on the beaches and out at sea, it came in for criticism for picking up those who had become stranded or distressed in small boats? The RNLI has a policy of preservation of life at sea. We would want it to be recognised as the hero that it is, and in no way come in for any public criticism for its work in that area.

[Anthony Mangnall]

My hon. Friend says it better than I could, and I will only say that I wholeheartedly agree with her. Perhaps in the near future I can come on a visit to her lifeboat station. Excluding an emergency service from information that is likely to increase the demand on its services is not only inexplicable, it is dangerous to members of the British public. Before I come on to independent lifeboats, it is particularly welcome to hear that the RNLI recently signed a memorandum of understanding with the Maritime and Coastguard Agency. After hundreds of years of working together, that official step formally affirms the collective aspiration to save lives at sea, and emphasises the dedication and determination to provide the UK and its people with another century of coastal coverage.

This year has seen an incredible rise in domestic tourism. My own constituency has never felt better. The town of Salcombe in my constituency saw a turnover of 35,000 people per week, and the figure for Dartmouth was only slightly lower. The dramatic increase in coastline visitors undoubtedly heaps pressure and demand on our independent lifeboats and the RNLI. The whole House will agree with me that they have responded in a manner that is a credit to their professionalism, training and structure. Our independent lifeboats are derived from the RNLI and the Maritime and Coastguard Agency. As the RNLI and the MCA have changed their structures, communities have often stepped forward and maintained their lifeboat stations and crews as independent, self-funding entities. My own constituency is home to the Hope Cove Life Boat, one of the UK’s 60 independent lifeboats. I joined it this summer to discuss the impact of covid on its operations, and committed to holding a Westminster Hall debate. I am delighted to be able to deliver on that promise. That said, I am now acutely aware of the challenges faced by our independent lifeboats: the lack of recognition for lifeboats independent from the RNLI, organisational issues, lower levels of funding with the phasing-out of the Government’s grant scheme and, of course, the impact of covid. I will address each of those points. Identity is key, and identity challenges are just that: challenging. Our independent lifeboats have great difficulty stepping out of the shadow of the RNLI. More often than not, those who donate to the RNLI think they are contributing to all lifeboat stations across the United Kingdom. This is not the case. Today’s debate is, I hope, the first in many steps in helping to raise awareness about our independent lifeboat stations and to inform members of the public about the difference between independent lifeboats and the RNLI.

My hon. Friend the Member for Mid Sussex (Mims Davies) held an event in Parliament a few years ago that was attended by many members of the independent lifeboat community. I understand that at that meeting proposals for an independent lifeboat association were raised. I would like to build on this idea, but rather than create another bureaucratic body that ties down hard-working volunteers, I would respectfully ask that each Member of Parliament whose constituency is home to an independent lifeboat meets me and other representatives from independent lifeboats, to discuss how we might ably and effectively embolden the voice of our independent lifeboats.

Such an association might initially just record the data of each station from the operating expense to the capital expense cost, from budget submission to call-out information and response times. From there, the information could be collated, documented and centralised, to create a clearer picture of the work done by our incredible independent lifeboats.

That association—which, for brevity’s sake, we shall call the ILA—would create an informal organisational structure around independent lifeboats and help to ensure that their voice is heard by the UK Government and members of the public. We could go one step further and encourage the nomination of a representative from one of the 60 independent lifeboats, so as to be able to educate, inform and engage members of the public and Members of Parliament. Such a representation could then represent all independent lifeboats on the UK search and rescue body, rather than the current system where the representation of independent lifeboats is made through the RNLI. I hope everyone is keeping up with this.

I hope the Minister will consider supporting these proposals. I am conscious of the time and I know that a number of hon. Members want to contribute to this debate. I have two quick final points. First, we have all recognised that fundraising efforts have been significantly curtailed due to covid-19, and for small, independent lifeboats fundraising is a lifeline, year on year. Coupled with the expensive cost of personal protective equipment, which has to be more durable at sea, they have suffered huge impacts on their budgets.

I wrote to the Minister on this matter over the summer, with a great deal of support from hon. Members attending this debate. I thank him for his response. The letter raised my concern around PPE costs for independent lifeboats and the RNLI. The RNLI is not calling for any form of reimbursement, but many of the independent lifeboat stations are. I ask the Minister to look again at that letter and to set up a fund that can be made available to independent lifeboat stations, so that they can recoup their costs around PPE. A temporary fund would not only be a significant step in the right direction but would be widely welcomed.

Secondly, the rescue boat grant scheme was set up in 2014 as a five-year scheme of £5 million. The last phase of bidding ended last year. If my information is correct—or my spies are correct—I understand there is a possibility that the scheme could be reintroduced. I hope the Minister will recognise, given the attendance today, that our lifeboat stations are of significant importance to many hon. Members, and reintroducing that rescue boat grant scheme would be welcomed on both sides of the House and across the country. Groups such as the Severn Area Rescue Association have told me that another five years of that grant would provide the breathing space for independent lifeboats to recover from 2020 and plan long into the future.

Of course, the work of independent lifeboat stations and the RNLI would not be possible without the extraordinary help of the National Coastwatch Institution. With 57 stations and over 2,500 watchkeepers, it works intimately with lifeboat stations to maintain a watchful eye across our coastline. If any Member of Parliament finds themselves walking along the south west coastal path, as I did this summer, I urge them to visit Prawle Point Coastguard station. Not only will they be greeted by a magnificent view, but they will see the extraordinary work done by the NCI. I hope that any decision made today and in the future will consider how integral these networks are and why we need to maintain them.

I have spoken at length about the value of the RNLI and our independent lifeboats. I hope the Minister will recognise the necessity of ensuring clear channels of communication with the RNLI and to bring it into the fold with the four other paid emergency services. As for the independent lifeboats, there is a great deal of work that we can do as Members of Parliament. The Government should support our steps to create this new ILA, renew the rescue boat grant scheme and, of course, cover the costs of PPE.

As one Twitter user said to me in response to Parliament’s digital engagement on this topic, we should always support those who risk their lives to save others. I am in awe of the volunteers who brave the harshest elements to rescue those who find themselves in trouble at sea. These key-sector workers need our support, our applause and our commitment. I hope this will be the first of many debates, and I look forward to the Minister’s response.

[Stewart Hosie (in the Chair)]

Before we continue the debate, I will say two things. First, if the hon. Member for Hastings and Rye (Sally-Ann Hart) wants to take a seat in the horseshoe, she is more than welcome. Secondly, 11 Members are due to speak before the summing up, which will begin at 3.30 pm, so if everyone could speak for just shy of four minutes, everything will be perfect.

--- Later in debate ---

[Anthony Mangnall]

I do not need long to sum up, because every single word uttered by Members in this Chamber today shows the strength of feeling that we all have for the RNLI and our independent lifeboats.

I thank the Minister for his response. It is extremely reassuring to hear about the coverage from Her Majesty’s coastguard, and extremely gratifying to know that lessons will be learned and that information sharing can be developed with regards to the RNLI and how it functions alongside the emergency services.

Many of us were aware of the £750 million available for the charities. I hope that we might be able to find something tailored more specifically for the lifeboats, on the basis of the complaints that came through. It is fair to say that these are no ordinary charities; they are part of our emergency services, one way or another, and they have to have a special position as a result.

With regard to the rescue boat grant fund, I am glad that it is under review. I have a willing group of volunteers in this Chamber to push on that and to make the case to the Minister and to the Chancellor—I certainly have form on doing that.

One of the most important parts of our RNLI and independent lifeboats is the volunteers. By standing up today to speak about the need to support those vital lifeboat stations across the country, and their crews, I hope that we have the opportunity to encourage more volunteers in the years to come.

Given the words of all Members, this debate has been a wonderful opportunity to say how much we appreciate what those volunteers do for us. I heard Members calling them heroes, and telling us about them braving the elements and doing the things that none of us would do—they were undeniably right. With work on this in future, we can create a network for a steady flow of volunteers to come through to support such sectors.

I should add that two Members were unable to attend the debate: my hon. Friends the Members for Dover (Mrs Elphicke)—and Deal—and for East Devon (Simon Jupp). They send their apologies. They have been strong advocates in their respective communities, and I will work with them as part of the group.

As I said at the beginning, the idea of what we can do for our independent lifeboats is to create an independent lifeboat association, and that is something that we as Members of Parliament should lead on. We should not take up the time of volunteers, but engage in creating that structure so that they can come to us. We can help in the formation of such an association. In the words of Gilbert and Sullivan, “I’ve got a little list”, and it has all of our names on it. I will contact Members individually about what we can do to ensure that we build this structure.

Question put and agreed to.

Resolved,

That this House has considered the future of the RNLI and independent lifeboats after the covid-19 outbreak.