English Wine Industry

Debate between Kevin Hollinrake and Lord Mackinlay of Richborough

Wednesday 16th November 2016 Westminster Hall

[Craig Mackinlay (South Thanet) (Con)]

It is a pleasure to serve under your chairmanship this afternoon, Sir Edward. I congratulate my hon. Friend the Member for Tiverton and Honiton (Neil Parish) on securing this debate.

We may be the fifth largest economy in the world, but sadly we are only the sixth biggest wine-drinking country, so there is some making up to be done. Let me cite some figures that I have found on the English Wine Producers website: there are 502 vineyards over 4,500 acres throughout the UK and production is growing—it is now at 5 million bottles a year, but that is really just a drop in the vat, because 1.6 billion bottles per year are consumed in the UK. The average size of our vineyards is just 10 acres—they are very small and very niche, which may prove to be a weakness rather than a strength. However, we are seeing stratospheric growth: in 1975 there were just 600 acres under vine, but we are now at 4,500 acres, and the figure has doubled in the last eight years alone.

As we have heard already, competitions repeatedly rate English sparkling wine as a world-class product. Despite what we have heard about vineyards in the north of the country, much of the production is around Kent and Sussex, which share the soil and chalk characteristics of the Champagne region. We have a long way to go to reach the production levels of France, but let us aim to get there.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

My hon. Friend mentions vineyards in the north. Like my hon. Friend the Member for Colne Valley (Jason McCartney), I represent a northern constituency—probably the most northerly English constituency that is represented in this Chamber today. I am happy to represent Ryedale Vineyards, which produced the fantastic Strickland Estate 2013—an award-winning vintage. I join other hon. Members in asking for a small producers scheme like the one we have seen in the beer industry, because that could turbo-charge the wine industry and accelerate the fantastic growth in wine production in England.

[Craig Mackinlay]

I thank my hon. Friend for his intervention. There are a lot of tax proposals that could be introduced, such as small producers schemes, which would get a lot of small producers off the ground.

I want to mention the experience of Phillip and Sally Watts, who took over Barnsole vineyard, which is situated in the village of Ash, between Sandwich and Canterbury. They are new producers; they have invested heavily and are now producing a significant premium product. They produce just 10,000 bottles of still wine a year, both red and white—the industry has to recognise that still wine is a problem for UK producers generally. It is the sparkling wine market that is growing: production in Phillip and Sally’s small vineyard is now up to 12,500 bottles per year and they hope to get to 20,000 in a year or two.

When I spoke to Phillip this afternoon, he highlighted the problem in competing with bigger producers. At the heart of that problem, as we have heard from many hon. Members, is the duty rate. The duty rate since 20 March this year—not including VAT, which is added to it—is £2.08 per 75 cl for still wine and a staggering £2.67 per 75 cl for sparkling wine. We have to recognise how much duty is lost to the Exchequer because of legal importation by consumers from the EU, as well as the illicit market, which I have been concentrating on lately for tobacco. Too often, after bonding their products and paying lower duty rates in EU countries, larger producers in the UK and the rest of the world are then selling to UK customers. For instance, the duty rate in France is just a few euro cents per bottle, and my understanding is that in Portugal and Spain there is no duty. Small producers cannot take advantage of that cross-border circular trade arrangement, which frankly I think we must recognise as daft. It is certainly to the detriment of our small niche producers.

In summary, English wine has a great future. It has the opportunity to enhance UK agriculture, away from the increasing threat of monoculture, of which we are seeing far too much. It also has the opportunity to create employment and to bring business to rural areas, which often need that support, and we should salute those investing in it. I pay particular tribute to Phillip and Sally of Barnsole vineyard and I wish them well in the future.

GPS and Heavy Goods Vehicles

Debate between Kevin Hollinrake and Lord Mackinlay of Richborough

Tuesday 22nd March 2016 Westminster Hall

[Craig Mackinlay]

On the Navteq website, the public have the ability to put in new data as they arise. The company will then check those data and, if it is satisfied with their quality, they will become a new variant of future maps that it produces. Everybody is able to update those maps on a regular basis. It comes down to the fact that the data are out there if one could only find them.

For anybody who uses such systems, other data sources can be laid over the map data—often speed camera information or locations of points of interest such as museums, restaurants or even petrol stations—but, again, another problem creeps in. There is a huge black market out there of free downloads across so-called torrent sites, and that is becoming a huge industry. Therein lie the problems of accuracy and reliability, and questions about whether the data driving the devices are actually up to date at all.

Within a huge majority of the systems with which we are now becoming familiar, choices are available, including voice type and whether the data are required in metric or imperial. One can set up advanced warning alerts, choose whether travel is on foot or by car and decide whether one wants to take the shortest route, the fastest route, or a route with or without tolls. Wrong data or out-of-date devices are issues. If that is applied just to driving in a car, the worst that could possibly happen is that it could lead to a fine if entering a changed road layout, for example. In HGVs, the problem—and this is at the heart of the debate—can be infinitely more serious.

On that point, I come to the key issue. The use by HGV drivers of those cheaper car devices—available for £50, as I mentioned earlier—is all too common. That is compounded by smartphone software that is designed for car use only and, overlaid on that, the use of out-of-date map data that are perhaps downloaded illegally or from dubious sources. I am pleased to say that the problem is not largely seen across the UK lorry fleet. I pay tribute to the Freight Transport Association for its attempts to encourage its 15,000 members to buy HGV-compliant devices. It even has its own industry specialist shop, and provides a high level of advice to its members. I am pleased to say that common sense prevails across its wide membership and influence.

I do not particularly want to single out foreign drivers as the main culprits, but the example I want to present is from Sandwich in my constituency. I am sure that in almost every constituency in the country there are instances—such as those that have been raised by hon. Members today—of HGVs too often using inappropriate roads. A common excuse is usually advanced, and it always runs something like, “Oh, my sat-nav told me to.” After that, there is often a mad struggle for Google Translate to solve the communication problem.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

I congratulate my hon. Friend on securing the debate. These issues might sound trivial to some people who do not have constituencies that are constantly affected by them. In my constituency, the A170 runs up Sutton Bank and there are two one-in-fours divided by a hairpin bend. There are two incidents there a week with lorries having to back up all the way into the village, often causing damage to property and huge tailbacks for several hours. Does my hon. Friend know the combined economic costs of all these issues nationally?

[Craig Mackinlay]

My hon. Friend makes a very good point about not just the physical damage that occurs to road structures and historical buildings, but the economic cost of hours of tailbacks. One could probably make a reasonable guesstimate of what that cost would be in an individual place but, as my hon. Friend points out, this is happening in virtually every town in every constituency on a weekly basis.