Oral Answers to Questions

Debate between Douglas Chapman and Martin Docherty-Hughes

Tuesday 16th January 2024 Commons Chamber

[Martin Docherty-Hughes (West Dunbartonshire) (SNP)]

1. What recent discussions she has had with Ofgem on trends in the level of consumer energy debt.

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

11. What recent discussions she has had with Ofgem on trends in the level of consumer energy debt.

Defence Industry: Scotland

Debate between Douglas Chapman and Martin Docherty-Hughes

Tuesday 30th April 2019 Westminster Hall

[Douglas Chapman]

That is the line pointed out every time we have this discussion, but it really is time for an adult conversation. The figures in the “Trouble Ahead” report show that £3.5 billion is spent every year on the nuclear deterrent. There are conventional deterrents that we can use, and we must also look at how else we could utilise that money if we were not spending it on nuclear weapons.

[Martin Docherty-Hughes]

Does my hon. Friend agree that, as was said at the Defence Committee this morning, if we had that £3.5 billion to spend on hybrid warfare—a war that exists—that would be a better deterrent than nuclear weapons, which have no long-term impact?

[Douglas Chapman]

My hon. Friend has hit the nail on the head. There are huge pressures on the defence budget overall, but the Minister knows that if he had another £3.5 billion to spend every year on conventional weapons and the approach and posture suggested by my hon. Friend, that would put a big smile on his face. Perhaps then we could get some RAF contracts back into Scotland.

Oral Answers to Questions

Debate between Douglas Chapman and Martin Docherty-Hughes

Monday 22nd October 2018 Commons Chamber

[Martin Docherty-Hughes (West Dunbartonshire) (SNP)]

rose—

[Douglas Chapman (Dunfermline and West Fife) (SNP)]

rose—

Arctic Ambassador: Appointment

Debate between Douglas Chapman and Martin Docherty-Hughes

Wednesday 29th November 2017 Westminster Hall

[Douglas Chapman]

Exactly; I thank my hon. and learned Friend for that intervention. I will mention later the collaboration that we seek with all academic institutions. All the universities in Scotland were represented at the conference last week.

[Martin Docherty-Hughes (West Dunbartonshire) (SNP)]

Given that the majority of policy areas related to the Arctic and the High North, and to the boundaries with the United Kingdom, are predominantly devolved to our Parliament in Holyrood, does my hon. Friend agree that there needs to be more joint work and collaboration, and that the United Kingdom Government need to recognise the expertise in Holyrood and in the Scottish Government?

[Douglas Chapman]

My hon. Friend makes a really valid point. During the independence referendum, Scotland was asked to lead the UK, not leave the UK. That kind of argument makes it important that Scotland’s position and expertise, and the valuable contribution we can make to Arctic issues, are brought to the fore.

Orkney also has the highest uptake of electric cars in the UK. There are clearly lessons to be learned across borders in a region with some of the greatest potential for renewable energy in the world.

Although we are making huge leaps in harnessing wind and tidal power in Scotland, we still mainly use fossil fuels to heat our homes and businesses. Many other, more niche renewable energy sources, such as geothermal, can be exploited. Geothermal energy is already being used to heat homes in parts of Glasgow, which begs the question, how can that be expanded to other areas? That takes me to Iceland, which is a world leader in geothermal power. Where better than our near neighbours to seek guidance on further developing that form of energy in Scotland?

As sea ice coverage in the Arctic reduces, opportunities might open up for new global trade shipping routes, and those could be supported by Scottish ports. The Northern Isles, the Western Isles, the Moray firth and my home port of Rosyth are some of the locations identified as potential stop-offs for such shipping. To prepare ourselves to ensure that we have the capacity to exploit those opportunities, we must consider what investment is needed in new port infrastructure. The Scottish Government are already investing in land-based shipping infrastructure; national planning framework 3 considers opportunities for new and expanded ports at Scapa Flow, Stornoway, Shetland and the Moray firth. The hub port of Finnafjord in Iceland has undergone a transformation in recent years to enable it to take full advantage of new shipping routes opening up across the region, so we can look there for inspiration.

We also have great potential to attract the cruise industry to the north. Scotland is well placed to embrace the economic opportunities presented by that expanding global market; it already attracts 45% of passenger day calls across the UK. At the Arctic Circle forum last week, we heard from Domagoj Baresic, a polar research and policy initiative fellow at University College London, who believes that Scotland could become a hub for the cruise liner industry. Let us not allow that golden opportunity to pass us by.

Besides attracting cruise liners to Scotland’s coast, there are plentiful opportunities for smaller-scale blue growth through marine and coastal tourism. At the Arctic Circle forum, Giancarlo Fedeli spoke about the success of his Cool Route project, a sailing route with more than 300 stops along the coasts of Ireland, Northern Ireland, Scotland, the Faroe Islands and Norway. That cleverly mapped-out route has the benefit of sustaining small coastal enterprises, often in remote communities, and helping them to extend their market reach. Cool Route has been ranked the No. 1 most adventurous cruising route in the world.

To give another example, North Coast 500 in the Scottish highlands successfully attracts tourism to remote areas. However, that project has taught us a valuable lesson: maintaining the integrity of our natural resources is part of the challenge of sustainable tourism. Iceland has that particularly in mind, given the rising popularity of its stunning Blue Lagoon as a tourist hotspot. Like Iceland, Scotland is home to some of the world’s most beautiful scenery and natural wonders, which attract millions of visitors to our shores every year. We must ensure that those valued resources are protected so that they can continue to be enjoyed by Scots and tourists alike for generations to come.

National Shipbuilding Strategy

Debate between Douglas Chapman and Martin Docherty-Hughes

Wednesday 8th February 2017 Westminster Hall

[Douglas Chapman]

The hon. Gentleman makes a good point. We are constantly told that the Type 31s are also for the export market. I have asked parliamentary questions on whether the Government could provide details of their homework on what that export market might look like. I am afraid that, to date, there are no answers. We need to make progress with the information we have, which is why we are questioning the Minister today.

Anyone who has taken an interest in this matter will know that BAE Systems has two possible designs. It is important that we get on with picking one, so that we can ensure—to follow up on the hon. Gentleman’s point —that we have an exportable product that we can take to market. However, we are falling behind. The Franco-Italian Aquitaine class frigates are already in service with La Royale and have been exported to Egypt and Morocco, so we are already missing the export boat with regard to the Type 31s.

[Martin Docherty-Hughes (West Dunbartonshire) (SNP)]

My hon. Friend should also note the Danish Absalon class frigates, which have proved to be very versatile, reliable and affordable ships for a valuable ally’s navy.

[Douglas Chapman]

Of course. That just makes the point that while the Government sit back, dither and try to work out what the strategy might be, we have great examples of other countries—small countries—that are able to export their own products into the markets that they want to serve.

Quite simply, we have been waiting for the future surface combatant, be it the Type 26 or the Type 31, since 1994. Sir John’s report may seek a “sea change” in naval procurement, but the fact is that we had a defence industry strategy in 2005, a 15-year terms of business agreement signed by BAE Systems in 2009 and a consolidated shipbuilding plan for the Clyde, with support from the Government and the trade unions, in 2013. How on earth has it taken the Government so long to get to a strategy? Why do they still not have one by 2017? Surely that is a damning indictment of their competence to run the country. Again, I plead with the Minister: let us get on with it.

My second question for the Minister is about ensuring that when HMS Queen Elizabeth enters service, it will do so with a carrier group worthy of a next-generation Navy. Those carriers—the largest ships ever built for the Royal Navy—are being built on time and on budget in my constituency by the superb workforce in Rosyth. It would be a great disappointment to those workers, those men and women—

[Douglas Chapman]

I thank the hon. Gentleman. That is a bit of a non-question for me, but I am sure the Minister will be happy to add it to her extensive list of questions already put.

The ships in Rosyth are the biggest that the Royal Navy has ever built, and various people have been involved in building them from day one and bringing the parts from all areas of the UK to Rosyth, but we must ensure that when those ships sail down the Forth, they are adequately protected. At the moment, I struggle to see how that battle group will fit together.

As I said, although 2017 may be the year of the Navy, 2023 will be far more significant, because in 2023 we will know whether the strategy has done what it set out to do in the first place. By 2023, the initial tranche of 24 F-35Bs should be in place to fly operations from the carriers, and the first Type 26 should be entering service to replace HMS Argyll, which will be the first Type 23 to leave service.

The Defence Committee highlighted the question of the carrier group in our November report and I hope we will press the Minister further on it, but quite simply the Government are running out of time to uphold their end of the bargain. Quite honestly, I am not holding my breath.

I expect many right hon. and hon. Members will talk today about the state of the Navy, but going over some of the history again might be worthwhile. At the time of the infamous Nott report, the Royal Navy had 60 frigates and destroyers, and even by the end of the Falklands conflict, it still had 50. In the 1998 strategic defence review, long after the cold war had ended, a floor of 32 ships was constructed. However, the Government now crow about their commitment to 19 frigates and destroyers.

Even as we move to an era of fewer and more powerful ships, 19 is still too low a number and has seen the UK fail in many of its commitments to its allies. I am not alone in finding it unacceptable that the UK has often been unable to provide a ship for NATO’s standing maritime groups; that we had to miss the recent anniversary celebrations of the New Zealand navy because a suitable ship was not available; and that offshore patrol vessels are having to fill in on tasks relating to the fleet ready escort and the Royal Navy’s presence in the Caribbean.

[Martin Docherty-Hughes]

My hon. Friend makes a good point about the 75th-anniversary celebrations for the royal navy of New Zealand. In November, our allies the United States, Canada and Australia sent ships to the international naval review—even Tonga and the Cook Islands sent ships to the naval review—but the United Kingdom Navy sent nothing. That is not exactly the best start to a brave Brexit diplomatic offensive, is it?

[Douglas Chapman]

Again, I cannot help but agree with my hon. Friend. He makes a very valid and good point, but if our backs were to the wall and we needed to provide ships for NATO, that would be a much more serious commitment that the UK would have to make. If we do not have enough ships to fulfil those commitments, that is even more concerning.

I said that the current fleet was 19 in number. Two ships, HMS Diamond and HMS Lancaster, are being used as training ships, so that reduces the number from 19 to 17 usable frigates and destroyers.

I hope that the Minister will break the habit of a lifetime today and actually give us the answers to the questions that we have asked. Quite simply, the Royal Navy and the carrier programme demand that. It starts with a contract for the Type 26 programme being signed, so let me reintroduce an old slogan: “We want eight and we won’t wait!” If we were to add anything to that, it would be that we cannot afford to wait any longer.

I hope that the Minister can also answer my last question. How can we ensure that surface shipbuilding does not suffer as a result of the proliferation of big-ticket items going through the order book over the next decade? The headline from Monday’s Financial Times says it all: “Spiralling cost of UK defence projects signals hard choices”. I raised this issue at the most recent Defence questions. With the years 2020 to 2023 being the most critical in the equipment procurement plan, I fear what Professor Malcolm Chalmers of the Royal United Services Institute highlighted in the FT article:

“the historic response at MoD has simply been to push programmes to the right and allow service dates to slip.”

That story followed last month’s excellent National Audit Office report, which highlighted, among other things, that the “headroom” used to account for any potential overspend had already been spent. The report stated that

“any further capability requirements during the lifetime of the Plan period will have to be met through a reprioritisation”.

I know that all those situations put the Minister in a really difficult position, but the clear questions that I must ask again are these. When will we see the national shipbuilding strategy? Can the Minister assure us that, by 2023, the Royal Navy will be able to form a fully functioning carrier group, with Type 26s, Type 45s and the requisite Royal Fleet Auxiliary ships? Finally, how will the shipbuilding strategy ensure that surface naval ships are prioritised in future procurement decisions? Let us hope that today we get some answers and that 2017 does become the year of the Navy, not the year that the Navy wants to forget.