Fuel Prices

Jim Shannon Excerpts

Wednesday 21st January 2015 Westminster Hall

[Mr McKenzie]

The hon. Gentleman makes a good point, which I will emphasise later in my speech. We need to focus on that issue as much as on competition.

Not all the independent retailers that closed were small fuel outlets; in my area many were owned by well-known oil companies such as BP, Texaco and Esso, whose outlets are now scarce. In fact, some have vanished entirely from our roadsides, and it can be difficult to understand the pricing of those that remain. A classic example is the two BP filling stations in my constituency, which are within three miles of each other. Unbelievably, their prices vary by 3p. Work that one out. However, BP tells me that it franchises the filling stations and allows the franchisees to set their own pump price, and therefore there are differences, although the public will look at the name on the forecourt and assume that they are run by the same organisation. Remarkably, the prices at those two franchise filling stations are always higher than at the supermarkets. How much longer will they be trading?

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Gentleman on securing the debate. This issue burns for people in my constituency, because the cost of fuel is enormous for those who need a car to get to work, social activities or school. Does he share my concern that, whenever fuel prices rise, within 24 hours the forecourt prices go up, yet when there is a massive decrease in fuel prices—oil is down by some 60%—we do not see a drop in prices at the forecourt? Why is there such an emphasis on cost when fuel prices go up but not when they come down?

[Mr McKenzie]

The hon. Gentleman makes a good point. We have seen that in the energy market, too. The blame is always placed on the wholesaler, but the problem is that we do not have evidence to substantiate whether that is where the blame should lie. I will go on to ask the Government to investigate the wholesale price of petrol.

The supermarkets have a much-voiced three-mile radius of competition—they tell us that they will match prices within three miles of each large supermarket. Of course, for my constituents that realistically means matching prices with themselves, because there is no one in that radius to challenge them on their pricing. Is that competitive? No, because competition was killed off many years ago.

In early November 2014, Asda, Tesco, Sainsbury’s and Morrisons all rushed out plans to cut prices at the pumps by 1p a litre. In stark contrast, the RAC called for a further 4p cut in unleaded and 2p cut in diesel, to be fair to motorists. The campaign group FairFuelUK has called for a Government inquiry to get to the bottom of the price fluctuations in fuel. Will the Minister consider adopting Labour’s calls for the Competition and Markets Authority to start the process of launching an inquiry into petrol pricing on the forecourts? She might want to support the Road Fuel Pricing (Equalisation) Bill, which the hon. Member for Wyre Forest (Mark Garnier) introduced yesterday using the ten-minute rule. At a time when we are asking the Government to look favourably on protecting dairy farmers from supermarkets, why not protect motorists, too?

The next area that I would like to explore is the supply chain from extraction, refining and transport to the pump. Just where are profits and investments being made? Can we identify where the price is being hiked? As we have seen in the past couple of months, the oil price per barrel has dropped significantly. My rough analysis of the supply chain suggests that exploration costs make up about 5%, capital costs—leasing buildings and rigs, and so on—make up 20%, and paying staff and transport costs and so on makes up 10%. Then there is tax of some 40%, and oil company profits make up the final 25%.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Energy and Climate Change (Amber Rudd)]

It is a pleasure to serve under your chairmanship, Sir Roger. This has been a very interesting topic to debate. It has attracted a lot of attention, and I hope I can answer most of the questions that the hon. Member for Inverclyde (Mr McKenzie) asked.

Let me begin by saying that the evidence is that at a national level the UK fuel sector represents a very competitive market. It is as a direct result of that competition that we see the fall in crude oil prices being passed on to consumers at the pumps and in their homes. The hon. Gentleman particularly wanted to address the issue of whether competition is working nationally and in his constituency, so I will comment on the role and what I believe is the success of competition in the road fuel market.

The downstream fuel market served by UK petrol stations and forecourts is a market in which competitive forces should operate to deliver a fair deal for customers. It is subject to UK competition law, and the Government do not have a direct role in setting the price of petroleum products in an open and competitive market. As the hon. Gentleman said, in January 2013, the Office of Fair Trading published the results of its call for information, which found no evidence that oil price rises are passed on to motorists more quickly than oil price falls; that issue was also mentioned by the hon. Member for Strangford (Jim Shannon). The OFT national analysis suggests that the so-called “rocket and feather impact”, whereby prices rise like a rocket and fall like a feather,

“does not appear to be a significant feature of the road fuel sector in the UK.”

The OFT report continued:

“Our estimates of the speed at which upstream price changes were passed down the supply chain when upstream prices rose was not found to be statistically significantly different from the speed of pass-through when upstream prices fell indicating that this pass-through is, on average, symmetric, both for diesel and petrol.”

As we have discussed, movements in pump prices are driven by crude oil prices, and analysis by the Department of Energy and Climate Change suggests that, once crude price changes are converted into sterling, they are fully passed through into pumps within six to seven weeks, which largely represents the time required to refine crude oil into petrol and diesel, and to distribute petrol and diesel. Although we have already seen some price falls, I am hopeful that we may see more in the future, after the time lag of six to seven weeks.

[Jim Shannon]

I have not seen that in my constituency. What my constituents have seen is an increase within 24 hours every time oil goes up in price, but certainly not the equivalent downturn when oil prices fall. May I respectfully make a suggestion to the Minister? I am not saying that it is always the case, but in some cases the petrol tanks were full of fuel that was bought before the price increase, and I suggest that that practice would result in exorbitant profits for the person concerned.

[Amber Rudd]

It is interesting to hear the hon. Gentleman’s views and his account of the experience in his constituency. In fact, as I say, it has been six to seven weeks since the oil price fell, so I would be very surprised if he did not start to see that fall reflected in the forecourt price in his constituency. Perhaps he would keep me posted, because the Government are committed to making sure that that happens.