Access to Education: South-East Northumberland

Debate between Ian Lavery and Jim Shannon

Wednesday 21st February 2024 Westminster Hall

[Ian Lavery]

I thank my hon. Friend again for his intervention, which had a number of questions. You are an excellent Chair, Mr Henderson, but there are only a few people here in Westminster Hall. [Interruption.] Ah, the hon. Member for Strangford (Jim Shannon) has just arrived.

It is really important to recognise the situation that my hon. Friend described, which is part of what I wanted to discuss here today. This issue is about giving all children equal opportunity and equal choice in schools that their parents went to or where their friends up the street are going to. Children in the same street are going to different schools.

This issue is all about trying to better the educational lives of young people in our constituencies. It is difficult. The constituency of my hon. Friend the Member for Hemsworth is very similar to mine: both have areas with high populations and lots of little areas on the outskirts with much lower populations, and that presents problems. Regardless of party politics, parental choice in education is an incredibly reasonable ambition, but until all parents are able to exercise parental choice it will remain only an ambition.

In recent years, my office has been dealing with an increasing number of cases relating to children who are not able to access their school of choice. That is not because they have sought to access schools in distant communities where they do not have any ties—indeed, as I mentioned before, the schools they are now unable to access are the ones their parents and grandparents attended. If someone was at one school, the next school used to follow; it was a generational thing. But that has been smashed to pieces by the new rules that have come into place for pupil allocation numbers, or PAN.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member on securing this debate. He and I are often in debates in Westminster Hall on issues of interest to him and me as well. Really well done on bringing this forward.

The issue of education is no different in south-east Northumberland and my constituency of Strangford, although this debate relates to south-east Northumberland. Does the hon. Member agree that access to high-quality education must be automatic—in other words, available to everyone? Should not central Government assist local councils in areas with additional needs by providing more teachers? Furthermore, classroom aids and assistants are essential in getting as many children into mainstream education as possible. I often say that education is vital for our children. If we get them educated, the future is open to them to achieve their many goals and dreams.

[Ian Lavery]

What the hon. Gentleman says is so true: this is about proper, real and good education. In my constituency, we have seen a number of schools turn the corner—they are now rated good, rather than the unwelcome ratings from Ofsted. That has focused parents’ minds. Instead of thinking that their kids should go to another school, they now want them to go to the school that is now rated good or better and that hopefully will improve further in the coming years.

Everybody should want their children to be part of the best potential educational facilities where the best results are obtained, but also in a really welcoming environment. I mentioned before that as a schoolboy I was at Ashington High School, which is now Ashington Academy. Two large cohorts used to be bused into Ashington High School from Pegswood, which is about two miles away; when my two sons attended the school, they experienced exactly the same. As recently as 2018, 100% of the 19 children leaving Pegswood Primary School, just one and a half or two miles away, were admitted to Ashington Academy, and that was the way it had been for generations. Last year, however, 24 children left the school at the end of year 6, but only 14 were admitted to Ashington Academy. Nine found their way to a different town altogether, six or seven miles away, and one went to the Blyth Academy—even further afield. We can see what has happened there. In the years in between, the number going to Ashington Academy has steadily reduced, with the destination of those not able to get a place varying greatly.

Pegswood Primary School is marginally closer to the King Edward VI School in Morpeth, known as KEVI. [Interruption.] I can see the Minister looking at a map. However, the system there still includes middle schools and the school is regularly oversubscribed. That means that this very sought-after school simply does not provide an appropriate opportunity for those kids to access education.

The reality of the situation is year groups and friendships are split up as children travel further to attend a suitable school. The same issue is in play at Bedlington Academy. In my office, we have been dealing with cases involving children from North Blyth, Cambois, Choppington, Guide Post and Stakeford who all have been unable to obtain a place at the school. This was their natural school.

We have spent many hours seeking a solution for a girl living in North Blyth. For those unfamiliar with the geography of the area, North Blyth is a small community on the north shore of the River Blyth, looking on to the town that shares its name, with the river running in between. The girl has gone through a primary school that was formerly a feeder school to both Bedlington Academy and its predecessor Bedlingtonshire Community High School. By any reasonable measure, given that the girl cannot conceivably cross the river, her closest secondary school is Bedlington Academy, but she has not been able to gain a place there. Her parents do not wish her to attend her next nearest school, which is a faith school. As such, she is out of education, awaiting a place at the academy. These are the issues that are important to families and children in their early stages.

We have spent a lot of time trying to help a kid from Stakeford who, again, having gone through the academy’s former feeder schools, has been unable to obtain a place. He is an incredibly bright young fella, but he is six months out of any formal educational setting, and we cannot just continue. One of the reasons why the debate is happening is to ask the Minister for some sort of support in south-east Northumberland. The boy’s next nearest school is the oversubscribed Ashington Academy, so he is forced to choose from options that are, again, further afield. The two children are not alone; indeed, we are aware that Bedlington Academy is oversubscribed for the next academic year by more than 20 pupils.

I previously alluded to former feeder schools. In 2020, the schools admissions criteria of both Ashington and Bedlington academies, both run by the North East Learning Trust, were amended. Rather than using feeder schools in their over-subscription criteria, they changed to using the distance from the school as the determining factor. Under usual circumstances, that could be seen at first glance as a reasonable change and one that is entirely legal under the legislation. It should be noted, however, that it was against the then advice of the local educational authority—Northumberland County Council —as was North East Learning Trust’s decision to cut the number of places available each year in both their academies.

There are more issues at play in the local area that cause problems. Ashington and Bedlington are towns containing two secondary schools. In Ashington, there was traditionally a split down the middle of the town that decided which schoolchildren attended which school: one side was the Church of England, the other the Ashington Academy. Children from the surrounding villages were split between the two schools, with those from Newbiggin and Lynemouth attending one and those from Pegswood, Linton, Ellington and Ulgham the other. The change in oversubscription criteria alone would have made little difference, but combined with different outcomes for the children, there is a swell in the number of pupils seeking to attend Ashington Academy.

Ashington Academy is at the centre of the town. Its results, as I have mentioned twice already, are very much on the increase, and therefore more people want to go there from the semi-urban areas and from Ashington itself. Every child in Ashington, regardless of where they live, lives closer to Ashington Academy than a child from Pegswood or the other villages. Pupils who would have travelled to Ashington Academy from Pegswood, Linton and Ellington now have fewer options, because people in Ashington town who perhaps would have gone to the other school live closer, and that means the admission criteria is in their favour.

Again, though there are two schools in Bedlington, the traditional split between them is slightly more complex due to one of them being a Catholic academy, but parents from wider Bedlingtonshire increasingly find that parental choice is unavailable to them, too. Children in Stakeford, Choppington, Guide Post, East and West Sleekburn, Cambois and North Blyth are at a disadvantage in attending their closest secondary school because they live too far away. Perversely, though I am not aware of any cases yet, there will come a time when even children living in Bedlington could find attending their closest non-faith secondary school difficult, with parts of Blyth closer in distance to the school than parts of Bedlington.

There is some positive news for those wishing to attend the Ashington Academy next year, as the school has been able to increase admissions to ensure that all those who have chosen it as their first choice can get in. We have made a little bit of progress thanks to Lesley Powell and her team at the at the North East Learning Trust. It does not help those who have been forced out of the traditional school progression in previous years nor, unless something can be sorted, will it help anyone in the future.

Bedlington Academy, however, has not had such luxuries. The school operates in a purpose-built facility that is restricted due to size. There are simply very few options for it to take a similar approach without building work, and obviously building work means more investment into the academy, something that the North East Learning Trust has been seeking. However, that has not been agreed by the education authority.

The data from the local authority for children in the Bedlington schooling system shows that the problem is likely to subside in the coming years. People believe that in the coming years it might change for the better, but that does not take into account any other factors. The progress made in recent years by Ashington and Bedlington academies is absolutely remarkable—their reputations have been so transformed that parents are desperate to get their children into the schools. Regardless of any other factors, the schools are likely to continue to be oversubscribed and children from more distant villages, for whom previously these were the appropriate schools, being split up from their peers and pushed into secondary schools that are even further away than the Ashington and Bedlington academies.

As the MP for the area for more than a decade, I have deliberately sought not to interfere in planning issues and I have no formal role in the process. By and large, that has been a sensible decision, but I have been told on multiple occasions that the explosion of house building in the constituency will have no impact on local services. Specifically, I have been told that there is no issue with school places and I have been shown figure after figure that supposedly proves that. However, with the benefit of hindsight, that does not appear to have been correct.

There is no wonder that local people are angry with the failure of local services to keep up. It is they and their children who are forced to deal with the consequences. The role of the local authority in all this is severely weakened by the academisation of so many schools in the area. Where once it would have had the responsibility to act to ensure fairness, it is now left to pick up the pieces. The warning that Northumberland County Council officers made to NELT in 2020 were not heeded and they have no powers to do anything in response. That is a huge difficulty. Part of the academy chain, the North East Learning Trust, is setting the rules. It has been agreed that it is not doing anything illegal, and the county council advises it that that should not be the case. It is not listening to the evidence from the county council. We have kids falling through the cracks. Nobody has done anything wrong; it is just not working for a number of young people, and it is set to get worse. Where once a local authority would have the responsibility to act to ensure fairness, it is now left to pick up the pieces.

Council officers have concluded that the trust’s change in admission policy disrupted long-established educational pathways, causing much confusion. Students and their families are left upset and uncertain. They report that students are being forced to go to schools outside their communities and away from long-standing friends, often involving unacceptably long journeys. I understand that council officials have met with the North East Learning Trust on an annual basis to try to convince them that the distance criteria are unfair and causing hardship. They are sometimes able to, in their words, “wrestle” some additional places in order to assist some students, but the distance criteria continue to disadvantage many, especially those in the villages in the former catchment areas that are furthest away.

Since 2010, austerity has ravaged parts of my constituency. In some areas, child poverty has gone through the roof. Schools clearly have not escaped that, with funding cuts being patched up by staff commitment. They remain shining beacons of opportunity in our communities, but for too many they are now unable to be accessed. Opportunity must be there for everyone.

I want to end by posing a number of questions to the Minister. Does the Minister understand that the changes made by the stroke of a pen to decades of settled school progression is incredibly hard for a community to take? Does he agree that any system where parental choice is possible for people in Ashington, but less so for those in the villages around it, is unfair? Does he agree that it is unfair that parental choice for some parents in Bedlingtonshire now amounts to choosing a school devoted to a faith to which they do not belong, or a school in a community where they have no connections at all? Does the Minister agree that additional funding to Bedlington Academy to increase its capacity appears to be the only real option? Finally, does he agree that more rigorous checks on the impact of development are needed, and that they should be revisited year on year, so that the students—the kids—are first, second and third?

P&O Ferries Redundancies

Debate between Ian Lavery and Jim Shannon

Tuesday 28th March 2023 Westminster Hall

[Ian Lavery (Wansbeck) (Lab)]

I beg to move,

That this House has considered lessons learned from redundancies at P&O Ferries.

I refer to my entry in the Register of Members’ Financial Interests, with regard to my trade union membership. It is a pleasure, as always, to speak under your chairmanship, Sir Gary.

It is worth looking back at what actually happened to the 786 staff who were dismissed by P&O Ferries and DP World on 17 March 2022. We remember watching staff on the television who reported being sacked in a pre-recorded Zoom call, without prior warning or indeed any consultation whatsoever. P&O had callously prepared beforehand, recruiting handcuff-trained private security guards in balaclavas to frogmarch employees off the P&O vessels.

The P&O chief executive, Peter Hebblethwaite, admitted to the Transport Committee that the company had deliberately ignored the law and that some of the agency crew replacing those sacked would be paid below the minimum wage; and astonishingly, he said that the company would do it again, given the opportunity.

[Jim Shannon (Strangford) (DUP)]

Will the hon. Gentleman give way on that point?

[Ian Lavery]

The hon. Gentleman will have to be very brief.

[Jim Shannon]

I commend the hon. Gentleman for securing this debate. Does he not agree that the disgraceful treatment of P&O Ferries staff, which he outlined, has reminded this House of the importance of employment legislation, that any loopholes must be sealed, and that no one should be able treat decent and hardworking people so contemptuously, with no redress and complete legal impunity? As I say, I commend the hon. Gentleman; he does well and congratulations to him on securing this debate.

[Ian Lavery]

I thank the hon. Gentleman very much for that intervention; I will cover the points he has raised.

To get back to Mr Peter Hebblethwaite: Minister, how on earth is he still in position? I must ask that, as my first and probably most interesting question. A man who agreed that he was breaking the law; a man who said that he would not expect the trade unions to agree with what he was doing; a man who said, despite the fact that he was breaking the law, he would do it again —and he is still in position. Why? That is the question.

The right hon. Member for Uxbridge and South Ruislip (Boris Johnson), the former Prime Minister, claimed from the Dispatch Box on 23 March last year that the Government were taking legal action against P&O Ferries, but they have not done so as yet. So my next question to the Minister must be: why has no action been taken against P&O for how it acted back on 17 March 2022? Parliament must correct that injustice. The purpose of today’s debate is to learn the right lessons from P&O’s breathtaking act of corporate aggression against British workers, and to take the right actions, particularly where they are missing from the Government’s response.

My concern and that of colleagues is that the Government’s responses to date will neither close loopholes nor, crucially, challenge the anti-trade union mindset at the heart of P&O and DP World’s despicable actions. Ex-P&O seafarers and their trade unions—the National Union of Rail, Maritime and Transport Workers, and Nautilus—are increasingly frustrated at the Government’s failure to penalise P&O Ferries, DP World or the flag states involved in this injustice, as early-day motion 954 highlights. As a result, UK seafarers and trade unions across the maritime industry cannot be certain that a similar assault on jobs and employment rights will not happen again.

The first anniversary of the Government’s nine-point plan in response to P&O Ferries is on Thursday. Although the Seafarers’ Wages Act 2023 is welcome, it is unnecessarily narrow and will not come into full legal effect until next year. The Transport Committee has correctly observed that, on its own, the Act

“will not be sufficient to ensure proper treatment of seafarers.”

I ask the Minister: where is the review of the Equality Act 2010 (Work on Ships and Hovercraft) Regulations 2011, which provide limited protection for seafarers from nationality-based pay discrimination? That is what P&O, Irish Ferries and Condor Ferries and other businesses base their model on. That review was supposed to have started by the end of 2020. Minister, when will it start?

For all other employment conditions, including tackling roster patterns of up to 17 weeks on P&O’s fleet, the Government propose a voluntary seafarers charter. The agreement was to base standards in the charter on the collective agreements between the RMT, Nautilus International, Stena Line and DFDS. The charter still has not been agreed, and there are very real concerns among the unions that it is not fit for purpose. Repeated efforts to amend the Seafarers’ Wages Bill to give the charter legal force were defeated by the Government on the grounds that it would effectively mandate collective bargaining. In reality, that is what we need now, and not another review in a year’s time.

As the Transport Committee’s excellent report on the “Maritime 2050” strategy observes of the seafarers’ charter,

“the Government’s current plan to ask operators to sign up voluntarily will not give the assurances and protections that seafarers want and deserve. We therefore call on the Government to make signing up to the charter a mandatory requirement for all UK maritime operators.”

Labour’s prescription of mandatory rights and standards cuts to the heart of the problem. Restoring trade union collective bargaining agreements, safe roster patterns and dislodging the supply of cheap agency labour on flag of convenience vessels is the way forward and will increase seafarer jobs in this country.

I would like to ask the Minister a whole number of questions. Forgive me; I am sure he will not have the time to respond to every one from the Dispatch Box, but I will put them in writing so that we can get a written response. When will the Government make the seafarers’ charter a mandatory requirement for all other operators in the ferry sector? Will the Minister give the trade unions a formal role in assessing the compliance of operators’ policies with the standards in the charter? What assurances can he give that the charter will not undermine existing collectively agreed terms and conditions in the ferry industry? When will the independent research on roster patterns from the Department for Transport report to Ministers?

The P&O scandal affects the 19,000 mainly retired seafarers in the merchant navy ratings pension fund, a multi-employer scheme to which P&O Ferries owes around about £130 million. It is a liability that it is trying to avoid. What are the Government doing to ensure that DP World meets its liabilities to the members of the MNRPF?

P&O Ferries knowingly and unashamedly breached section 188 of the Trade Unions and Labour Relations (Consolidation) Act 1992. It has benefitted from weaknesses elsewhere in the Act, especially in the Government’s interpretations of sections 193, 194 and 285. Section 285 was cited in the Insolvency Service’s decision not to proceed from the evidential test to the public interest test of prosecuting P&O Ferries for criminal offences, because it was said that section 285, in the judgment of the Insolvency Service, provided only an “even chance” of a successful prosecution. Yet there is nothing in the nine-point plan to close the loopholes in the 1992 Act, despite the urgent need to equalise redundancy rights, as a starter, for land-based workers and seafarers.

The protections that P&O breached were introduced in 2018, with the support of the trade unions, with the express intention of strengthening seafarers’ basic employment rights. There were no protections before, which is why P&O Ferries’ decision to breach them must be the start of a fightback against this despotic approach to industrial relations in the ferry industry. Will the Government therefore commit today to strengthening the Trade Union and Labour Relations (Consolidation) Act 1992 by amending section 188 to ensure that it clearly applies to seafarers working regularly from UK ports on international routes, and commit to outlawing ex gratia payments to employees connected with an intentional breach of section 188 of the Act ?

Will the Government amend section 193A(2) to legally require employers to notify the Secretary of State for Transport, regardless of the flag of the vessel, of an intention to make more than 20 seafarers redundant, and amend section 194(3) to ensure that the definition of “body corporate” applies to overseas owners, such as DP World? Will they also amend section 285 to provide these protections against instant dismissal for all seafarers working regularly from a UK port, regardless of nationality or the flag of the vessel? Will the Minister make absolutely sure that the Retained EU Law (Revocation and Reform) Bill does not strike out these minimal protections for seafarers in the 1992 Act?

I return to the shocking decision of the Insolvency Service not to pursue criminal damages and charges against P&O Ferries, effectively letting the company and its chief executive Peter Hebblethwaite off absolutely scot-free. It is essential that we get to the bottom of this chronic regulatory failure, so will the Minister commit to looking at that? Will the Minister commit to reforming the Insolvency Service so that a public interest test informs the evidential tests in cases like P&O where a company director blatantly breaks the law to dismiss directly employed seafarers in collective bargaining agreements, and even say they would do the same again? When do the Government expect the Insolvency Service’s civil investigation of P&O Ferries to conclude? The RMT estimates that UK seafarers hold around only half of the 5,300 ratings jobs on cargo and passenger ferries regularly working on a number of international routes, including Crown dependencies. The union believes we are heading in the wrong direction.

The picture across all sectors of shipping is still worse. The Government’s own impact assessment for the Seafarers’ Wages Act 2023 observed that over the past decade UK-resident seafarers have held, on average, 17% of the total number of ratings jobs across the UK shipping industry. That is a national scandal. This rampant profiteering from exploitative crewing contracts is a fundamental lesson from the P&O scandal, and it has serious safety implications. We need to know what action has been taken to assess seafarer fatigue levels on the P&O Ferries fleet, and what the Maritime and Coastguard Agency is doing to monitor the effectiveness of DP World’s safety incident reporting tool, H-SEAS?

P&O Ferries moved its fleet of six ROPAX—roll-on roll-off passenger—ferries from the UK ship register to the Cyprus register in 2019. The Cyprus register has said nothing on the unlawful sackings, in a clear indication of the effects of deregulated shipping registers on decent employment standards. Will the Minister tell us why the Government have signed an agreement with the Shipping Deputy Ministry of Cyprus to co-operate on shipping matters, including seafarer employment and welfare conditions? The Cyprus register is increasingly popular with ferry operators, which is a real source of concern for those UK seafarers working on Cyprus-registered vessels. Is the Minister promoting the Seafarers’ Wages Act 2023 and the seafarers’ charter as part of this agreement?

It is hard to square that with the ambition in the nine-point plan to grow the UK ship register, unless Ministers intend to further deregulate the red ensign. Earlier this month, DP World reported record profits with £3 billion in dividend payments and £15 million in bonuses to directors, including those at P&O Ferries. It is a scandal that the £11.5 million that P&O Ferries received in furlough payments from the UK taxpayer has not been repaid and that DP World will benefit from lucrative Thames Freeport contracts. I also ask the Minister to investigate urgently the delay in P&O Ferries Ltd submitting accounts for the year to 31 December 2020-21, as my hon. Friend the Member for Sheffield, Heeley (Louise Haigh) raised in a written question.

The future of the UK as a maritime nation, with secure ferry operations supporting full seafarer employment, is at stake here. P&O is introducing new sailings and ferries, and others, such as Cobelfret, are introducing new services that are likely to fall outside the scope of the Seafarers’ Wages Act. How can anyone have faith that the correct lessons will be learned from last year’s scandal while this injustice is allowed to persist?

Britishvolt

Debate between Ian Lavery and Jim Shannon

Wednesday 25th January 2023 Commons Chamber

[Ian Lavery]

That is very, very well put. People in our region are very much aware that there has been investment in Teesside. I welcome every penny coming into the region, by the way—every single ha’penny of investment we can get—but it has to be further afield than just one particular pocket of the north-east region. As my hon. Friend says, there has been a complete lack of investment in our region and it has been left behind for decades now. That is just not acceptable any more. This is the idea that could have transformed and changed that for a lot of the people we proudly represent. People were excited by the thought they actually had the potential to get a decent job with good wages, terms and conditions.

[Jim Shannon (Strangford) (DUP)]

I commend the hon. Gentleman for bringing this issue forward. He has been really active on this issue and he was active in the Chamber last week during questions, so well done to him.

I am sure the hon. Gentleman will agree that the news of an Australian company’s intention to potentially purchase Britishvolt, which I heard about today when talking to the hon. Member for Hemsworth (Jon Trickett), is truly good news. Does he agree that the Government must invest in British business, manufacturing and engineering? I see our highly skilled aerospace workers constantly fearful for their jobs and managers reluctant to expand. Further, will he join me in asking the Minister for the Government to focus—they must focus—financial investment in our manufacturers throughout all of the United Kingdom of Great Britain and Northern Ireland?

[Ian Lavery]

Yes, of course. I will come on to the nub of the questions the hon. Gentleman raises during my speech—I have only got through two paragraphs up till now.

The Britishvolt site has been kept alive for years. It is not just something somebody has come up with; it is to the credit of the former Labour-run council, which had the foresight to recognise the site’s advantages. It insisted on maintaining the site for industrial use to create thousands of potential jobs in the future, a prophecy that Britishvolt promised to make a reality. We should remember that projects on the scale Britishvolt was proposing do not just appear from thin air. They go through decades of decision making and planning. That was largely done by the Labour group on Wansbeck Council, which made the site so attractive to potential builders over decades.

Britishvolt arrived on the scene in late 2020 and was full of promise and potential. While many of the industry professionals I spoke to, along with others, expressed scepticism about its lack of experience and long-term plans, it continued to exceed expectations and gather support. I recall the chief executive ringing me up before Christmas that year, just out of the blue. He said, “I’m the chief executive of Britishvolt”—I had not heard of it—“and we are bringing 8,000 jobs to your constituency.” They were going to be well-paid, secure jobs—green industrial jobs. I promise you, Mr Deputy Speaker, I could not believe it. It was like all my Christmases had come at once. Since then, I have been heavily involved, only to be devastated by the current position.

As I say, Britishvolt arrived on the scene in late 2020. It impressed people so much that it managed to secure a £100 million grant from the Government’s automotive transformation fund. To many, that seemed to legitimise the company. There were still many people—many, many people, in fact—who doubted it, but they were confounded by glowing reports from the then Business Secretary, the then Chancellor and the then Prime Minister.

At the time, the then Business Secretary, the right hon. Member for Spelthorne (Kwasi Kwarteng), announced:

“I’m delighted to confirm we have now provided Britishvolt with a final grant offer through the Automotive Transformation Fund. The Blyth gigafactory will turbocharge our plans to embed a globally competitive electric vehicle supply chain in the UK and it is fantastic to see how the project is progressing.

The vast site will ensure Britain can fully capture the benefits of the booming global electric vehicle market. The well-paid jobs and growth it will generate for the North East of England will be transformational and are exactly the reason we are investing to make the UK the best place in the world for automotive manufacturing.”

In an interview with national media when the grant had been confirmed, he also claimed:

“It is absolutely what levelling up is all about. In fact, I can’t think of a project that demonstrates levelling up better than this one.”

The then Prime Minister, the right hon. Member for Uxbridge and South Ruislip (Boris Johnson), claimed:

“Britishvolt’s plan to build a new gigafactory in Northumberland is a strong testament to the skilled workers of the North East and the UK’s place at the helm of the global green industrial revolution.

Backed by government and private sector investment, this new battery factory will boost the production of electric vehicles in the UK, whilst levelling up opportunity and bringing thousands of new highly-skilled jobs to communities in our industrial heartlands.”

Last summer, before his departure from office, he gave me further guarantees in this House that support for Britishvolt was in the post and that the Government remained 100% behind the project.

The then Chancellor, who is now the Prime Minister, also took the opportunity to jump on the bandwagon, boasting:

“Once complete, this factory will produce enough batteries for over 300,000 electric vehicles each year…Our #PlanForJobs is working.”

So he claimed. At the time, everybody wanted a piece of Britishvolt, which was hailed as the poster boy of levelling up and as a tribute to the vision of life post Brexit held by this new-look Conservative party.

So where did it all go wrong? What actually happened? Why are we in this situation now? At what point did the Government go cold on Britishvolt, which was hailed only a year ago as the jewel in the crown of their levelling-up plans and vision for Britain? As ever, the Government will be keen to blame the cost of soaring energy bills and the knock-on effects of the illegal invasion of Ukraine, but that does not add up with the story across Europe. The website Sifted is tracking the development of 33 gigafactories across Europe, many of which are due to be up and running imminently. Germany has plans for 12 gigafactories, while the UK has plans for only three, one being the Cambois gigafactory we are discussing, which is now in great peril at best.

The underlying issue with Britishvolt is that as a start-up it had no capital to work with, and a range of issues meant it was not able to attract sufficient investment and meet the milestones that would have unlocked the Government funding that was promised—not a penny was ever received by the company, despite the benefits explained by the Prime Minister, the former Prime Minister and the former Business Secretary.