Oral Answers to Questions

Debate between Nadhim Zahawi and Alan Brown

Monday 6th December 2021 Commons Chamber

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

It is a fact that hungry children cannot learn. The Scottish Government have implemented the Scottish child payment of £10 a week, which has already been described by charities as a game changer in supporting families across Scotland. It is getting doubled to £20 per week in April. Is it not time the UK Government did more to support vulnerable families and looked at reinstating the £20 a week universal credit uplift?

[Nadhim Zahawi]

I am very proud of the work we do on breakfast clubs and on the holiday activities and food programme, which I helped to set up when I was a Minister in the Department, and where there is now £200 million-plus a year.

Covid-19: Vaccinations

Debate between Nadhim Zahawi and Alan Brown

Monday 11th January 2021 Commons Chamber

[Nadhim Zahawi]

If people receive a letter from the national booking centre and it is more convenient for them to take up that appointment than to call and make an appointment, they should get their vaccination done through the national booking centre. If that is inconvenient, they can absolutely wait and the primary care network will contact them and give them an appointment to make sure that they are vaccinated. Our absolute pledge is to make sure that the four categories that are most vulnerable to coronavirus are offered a vaccine by mid-February.

[Alan Brown (Kilmarnock and Loudoun) (SNP) [V]]

In Scotland, care home residents have been tackled quicker than those in England, overall coverage in Scotland is similar to that in England, and pro rata Scotland has way more vaccination sites, yet the Chancellor of the Duchy of Lancaster has caused concern by stating that the Scottish Government are somehow sitting on supplies, and he did that by comparing coverage to actual allocation. As we tackle fake news, does the Minister agree that it is irresponsible to play politics with fudged figures on such an important subject?

[Nadhim Zahawi]

Scottish care homes tend to be much larger in profile than the 10,000 homes in England. We are very much focused on making sure that we vaccinate all care home residents by the end of January. We are working with the four CMOs, who are working very closely together, to make sure that that particular cohort is protected. As I mentioned earlier, if we protect 20 residents, we save a life, and that is what we do.

Alternative Fuelled Vehicles: Energy Provision

Debate between Nadhim Zahawi and Alan Brown

Tuesday 6th October 2020 Westminster Hall

[The Parliamentary Under-Secretary of State for Business, Energy and Industrial Strategy (Nadhim Zahawi)]

It is a pleasure to serve under your stewardship, Mr Betts. I thank the hon. Member for Warwick and Leamington (Matt Western) for initiating this important debate, as well as other colleagues present: my hon. Friends the Members for Gedling (Tom Randall), for Bracknell (James Sunderland) and for Rother Valley (Alexander Stafford), and the hon. Members for Ceredigion (Ben Lake), for Paisley and Renfrewshire North (Gavin Newlands) and for Bristol East (Kerry McCarthy). Of course, I also thank my hon. Friend the Member for South Cambridgeshire (Anthony Browne) for his eight-point plan. I also thank the shadow Minister, the hon. Member for Southampton, Test (Dr Whitehead), for the collegiate way in which he tackles this important national endeavour.

The transport sector is a vital part of our future prosperity. As we recover from the coronavirus pandemic, we have an outstanding opportunity to speed up the development of clean technology, which I guess is the theme of today’s debate. For decades, we have talked about the phasing out of fossil fuels from motoring, and now that is actually happening as we make the transition to alternative-fuel vehicles. This country has led the way in developing clean growth. Between 1990 and 2018, our economy grew by 75% while carbon emissions fell by 43%, faster than any other G7 nation, so anyone who says that it cannot be done is wrong. We followed that by making an ambitious commitment in 2019 to end our contribution to global warming by 2050, making that the law of the land, and countries around the world then began to follow suit. Of course, none of us here underestimates the scale of that challenge. Although battery electric vehicles represent nearly 5% of the new car market in the year to date, transport is still the sector in the UK that emits the largest amount of greenhouse gases, accounting for 28% of emissions in 2018.

It is clear to me that we need to go much further and faster to decarbonise transport. Throughout 2020, we have been working on a new, overarching transport decarbonisation plan, covering all modes of transport, which we expect to publish by the end of this year. That plan will set out the path that we need to take to deliver our net-zero objectives, together with our partners across the transport sector. The need for rapid renewal of the road vehicle fleet with zero-emission vehicles is well understood and will deliver substantial emissions reductions over the long term. We are already investing £2.5 billion to support the transition to zero-emission vehicles, with grants for plug-in vehicles and funding to support charge point infrastructure, which many colleagues from across the country have mentioned today.

If we are to meet our targets, there is no time to lose. That is why we have consulted on bringing forward the end of the sale of new petrol and diesel cars and vans from 2040 to 2035, or earlier if a fast transition appears feasible, as well as including hybrids for the first time. As part of that consultation, we asked for views on what package of support will be required to enable the transition and to minimise the impact on both consumers and, of course, manufacturers—businesses that have invested so much in the United Kingdom. The consultation closed on 31 July, and we will announce its outcome in due course.

Our approach to delivering our transport decarbonisation ambitions is technology-neutral—my hon. Friend the Member for Rother Valley quite rightly reminded us of the need to remain technology-neutral. As the market develops, it is becoming clear that it may be favouring different technologies for different applications. Today, electric vehicles are a small but fast-growing percentage of cars and vans on the road. Such vehicles are being adopted as a key technology for decarbonising road transport, particularly light vehicles, and over 300,000 ultra low emission vehicles are now registered in the UK. A fit-for-purpose infrastructure network is required for the mass uptake of electric vehicles—that is the message I will take away from today’s debate. Many more charge points will be needed, and we want improvements to the consumer experience when using the network.

In fact, our vision is to have one of the best electric vehicle infrastructure networks in the world. That means a network for current and prospective electric vehicle drivers that is affordable, reliable, accessible and secure. The Government and industry have supported the installation of more than 18,000 publicly available charging devices, as colleagues mentioned, including more than 3,200 rapid charging devices, giving us one of the largest networks in Europe. Our home, workplace and on-street charging schemes, and the £400 million charging infrastructure investment fund, will see thousands more electric vehicle charge points installed across the UK.

[Alan Brown]

Will the Minister give way?

[Nadhim Zahawi]

I do not have the time; I have so much to try to get through and to share with the hon. Gentleman. I apologise.

In May, we announced our vision for a rapid charging network. Today, a driver is never more than 25 miles away from a rapid charging point anywhere along England’s motorways and major A roads. By 2023, we aim to have at least six high-powered open-access charge points at motorway service areas—open access is an important aspect of this in England—with some larger sites having as many as 10 to 12 charge points by 2035, which was the challenge that the hon. Member for Warwick and Leamington gave to us. We expect the number to increase to around 6,000 high-powered chargers across the network. This vision will be supported by the rapid charging fund, announced in the March Budget by our excellent Chancellor, as part of a £500 million investment over the next five years.

It is vital that consumers can charge efficiently and safely. We will consult on using powers under the Automated and Electric Vehicles Act 2018 to mandate minimum standards, such as requiring contactless payment for rapid charge points, to improve the consumer experience. While the electrification of transport will increase demand for electricity, we are confident that energy networks will support this transformation. Hon. Members heard from the Prime Minister today about our ambitions for offshore wind. The Government are working with the energy industry to plan for future electric vehicle uptake, to ensure that the energy system can meet future demand efficiently and sustainably. We have set a clear ambition for almost all cars and vans to be zero emission by 2050, in combination with the recent consultation on bringing forward the end-of-sale date. Setting long-term targets ensures that there is enough time to ready the electricity system for the mass transition towards cleaner, more efficient vehicles.

Colleagues mentioned the opportunities of hydrogen. We see a real opportunity, so we will follow up the energy White Paper with an ambitious hydrogen strategy, because hydrogen is a game changer. Hon. Members have referred to the Prime Minister talking about the Tees Valley announcement today. We have a much bigger ambition for both blue and green hydrogen going forward. The role of green hydrogen in transport will be set out in full in the transport decarbonisation plan, which is due for publication at the end of the year.

On low-carbon fuels, which are important to colleagues, we are clear that our transition to zero-emission vehicles does not mean that we can ignore measures to reduce emissions from conventional road vehicles in use today. Increasing the supply of low-carbon fuel will continue to help us to reduce the environmental impact of every journey. It is equally clear that we should not ignore the potential for low-carbon fuels to decarbonise those transport modes that are harder to reach through electrification. Low-carbon fuels have played an important role in reducing emissions already. Through the renewable transport fuel obligation—the hon. Member for Kilmarnock and Loudoun (Alan Brown) asked about this—we have seen average greenhouse gas savings through biofuels increase from 46% in 2008-09 to 83% in the latest available statistics.

The hon. Member for Warwick and Leamington asked about incentives for electric vehicle drivers. We are considering long-term future incentives for zero-emission vehicles alongside our consultation on bringing forward the end-of-sale date. In the meantime, the Chancellor announced in the Budget a further £530 million of extra funding to keep the plug-in vehicle grant for another three years.

The hon. Gentleman also asked what we are doing to ensure that people can access and pay for public charging points. That is a big focus for this Government. The system that we deliver—the system of systems, if I can describe it that way, as someone who was an engineer in a previous life—is important and will ultimately deliver on something that we both want to see happen rapidly.

Rolls-Royce (Redundancies)

Debate between Nadhim Zahawi and Alan Brown

Wednesday 10th June 2020 Commons Chamber

[The Parliamentary Under-Secretary of State for Business, Energy and Industrial Strategy (Nadhim Zahawi)]

I thank the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) for securing this important debate today. I note that my hon. Friend the Member for Pendle (Andrew Stephenson), whose two sites in Barnoldswick are impacted—I know that some of those workers actually live in your constituency, Mr Deputy Speaker—and my right hon. Friend the Member for Sherwood (Mark Spencer), the Chief Whip, have both made representations to me on behalf of their constituents.

I would like to begin by stating that Rolls-Royce is one of our most important manufacturers in the United Kingdom. It is the world’s second largest manufacturer of large civil aerospace engines and our largest civil aerospace company, and it accounts for about 2% of all UK exports of manufactured goods. On 18 May, the Business Secretary spoke to Warren East, the chief executive of Rolls-Royce, who advised that he would be making an announcement on restructuring plans involving job reductions globally. Warren East explained that this latest restructuring was a difficult but necessary decision to respond to the changed medium-term market conditions for civil aircraft resulting from the covid-19 pandemic and, of course, to ensure the long-term sustainability of the company. Although still uncertain of the number of job reductions at any particular location, he indicated that all of its civil aerospace sites were likely to be impacted, and assured us that Rolls-Royce would notify the MPs in the constituencies that would be affected. Warren East was grateful for the Government’s covid-19 business support measures, which are helping the company in the short term. However, he made it clear that no Government support could replace the lost global customer demand and reduced flying hours. Rolls-Royce made a public announcement on the restructuring plans on 20 May. It said that it would reduce its global workforce by at least 9,000, and that about two thirds of the job reductions would be in the United Kingdom.

[Alan Brown]

Did the Minister challenge Rolls-Royce on why the UK is losing workers so disproportionately, what the reasons are for that and what it could do to reverse that decision?

[Nadhim Zahawi]

I am grateful for the hon. Gentleman’s question, and I will come to that a little later in my speech. Essentially, the number reflects the proportion of civil aerospace jobs here compared with Rolls-Royce’s global footprint.

Rolls-Royce has now commenced its statutory consultation process, and on 3 June it opened a voluntary severance scheme that will reduce the number of compulsory redundancies. The Government fully appreciate that this news will come as a crushing blow—a crushing blow—to the Rolls-Royce workforce. We understand what a worrying time this is for its proud and talented workers who, through no fault of their own—and we heard the hon. Member for Paisley and Renfrewshire North eloquently describe the workers in his own constituency—will now be affected by this decision.

We now know that reductions are planned across all Rolls-Royce’s UK civil aerospace sites, and last week Rolls-Royce confirmed that at least 700 workers will be affected in Inchinnan in the hon. Member’s Paisley and Renfrewshire North constituency. The site in Inchinnan currently has about 1,300 employees, who manufacture compressor blades for civil aerospace and defence products, as well as performing maintenance, repair and overhaul services. I would like to use this opportunity to assure the hon. Member that my officials are in regular dialogue with colleagues in Scottish Enterprise, and will continue to work with them to support not only the Scottish Government’s effort to help those affected, but the broader aerospace industry that he spoke about in Scotland.

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[Nadhim Zahawi]

With respect to the hon. Lady, I completely disagree. At the beginning of this epidemic, when we were in the contain phase because the number of incidences was low, we had a triage at ports and airports for passengers coming from hot countries and places such as Wuhan and the rest of China, northern Italy and then the whole of Italy, Japan and of course Iran as well. But as we moved from contain to delay, because the virus began to spread in our communities, the scientific advice was very clear that having that sort of triage at airports was making very little difference. Now that we have the virus under control, and the numbers are reducing every single day and the spread in our communities is becoming very low, it is dangerous not to have a quarantine, because we could easily import the virus from other countries. We are reviewing this every 21 days, and, of course, working on the air bridges that we have heard the Prime Minister and the Secretary of State for Transport talk about for the future. That is important; lives are incredibly important, but so are livelihoods.

[Alan Brown]

Will the Minister give way?

[Nadhim Zahawi]

I will try to make headway, without abusing your patience, Mr Deputy Speaker. I have given way before, so now let me try to make some headway with my speech.

We will do all we can to support every worker affected at each location, including through the Department for Work and Pensions, Jobcentre Plus and, of course, the Partnership Action for Continuing Employment in Scotland.

Rolls-Royce has confirmed that it will work with those bodies and other regional organisations, such as local enterprise partnerships, local authorities and the unions, to help those who will be affected to get back into employment as quickly as possible.

I have also kept in close contact with my counterpart in the Scottish Government, Fiona Hyslop and Ken Skates in the Welsh Government, and Diane Dodds and the Northern Ireland Executive. During these challenging times, we have a weekly call as a team looking at the shocks of covid-19. I will be meeting with the Minister for Business, Fair Trade and Skills next week to have an in-depth discussion on the Scottish aerospace sector. At a national level, we are working closely with the aerospace industry, particularly through the Aerospace Growth Partnership. My colleagues were asking what support we will be delivering to assist companies through the pandemic and into recovery—

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[Nadhim Zahawi]

I hope to address the hon. Gentleman’s point in my concluding remarks. Suffice it to say that the most valuable resource in any organisation—I have spent more years being in business than I have as a Member of Parliament and a Minister—is the human resource and that any leader, and chief executive, would be minded to think long and hard before behaving in a way that makes their people, the family who make up their business, feel as though their leadership are not listening to them.

In addition, we are supporting investments in new green aviation technologies, which will not only help us to deliver on our net zero commitments, but keep the UK at the forefront of the aerospace sector globally. We continue to back Rolls-Royce’s export campaigns, including, where needed, through UK Export Finance. The recovery of the aerospace sector is, of course, dependent on the wider aviation sector, as has been mentioned in this debate, and on getting aircraft flying again. The Government are committed to getting this crucial sector restarted. Led by my right hon. Friend the Transport Secretary, we are in active discussions with industry through an expert steering group, as part of an international aviation taskforce. The group has been instrumental in the development of the health measures guidance for passengers and operators, which my Department for Transport colleagues will be publishing as soon as possible. The border health measures that we spoke about earlier will be subject to review—currently this will be every three weeks—to ensure that they are in line with the latest scientific evidence, and remain effective and necessary. We are examining the possibility of alternatives to the international passenger self-isolation rules, including air bridges, where countries have managed the virus and we are confident in their measures for departing passengers—I spoke about that earlier. We will continue to work with industry on this concept and, ultimately, we will be guided by the science. I am sure the House will appreciate that the health of the public will always come first.

[Alan Brown]

I thank the Minister for giving in and giving way. Let us go back to the welcome support he outlined, which he is saying the Government are putting in for the future of aviation and cutting-edge technology, and being ahead of the world. If the UK is going to be so far ahead of the world and the Government are providing all that long-term certainty, can he explain why Rolls-Royce is still laying off so many workers in the UK? That still does not square. Let us go back to back the earlier intervention about small modular reactors. This is an unproven technology and good money is being thrown after bad. If we are looking at diversification, should it not be into green renewable energy? Should we not be looking to throw money into this in that way, to help sectors diversify, instead of looking at more nuclear energy?

[Nadhim Zahawi]

The hon. Gentleman makes a powerful point, but I did address it earlier in my speech—I hope he will read it in Hansard tomorrow morning.

I know that workers at Rolls-Royce who risk losing their jobs will be in a state of shock at the way events have unfolded. Just a few months ago, the sector was thriving. Apart from the financial impacts and worries, this news will take its toll on the overall wellbeing and health of individuals and families. I know that Rolls-Royce will act in a responsible way—colleagues mentioned corporate social responsibility—in assisting those affected and, as I have committed, we will also do all we can to support them.

I started by speaking about the importance of Rolls-Royce to the UK. Although this restructuring is hugely painful, it is intended to make sure that the company remains competitive and can return to growth in civil aerospace as we come out of the covid-19 challenge. Rolls-Royce remains committed to the UK, evidenced by their investment of over £2 billion in UK infrastructure over the past five years. We will continue to support the company and the wider UK aerospace industry to get back on its feet and back it into a position of growth, protecting high-paid jobs across the length and breadth of the United Kingdom.

The workforce was mentioned. The leadership at Rolls-Royce have made it very clear to us that they are being sensitive to their workforce, which is why they have introduced the voluntary scheme first of all. I will end by saying that we continue to look at what other countries are doing around the world in supporting aerospace and aviation, and we will review our support in the light of the global environment.

Construction Industry: Cash Retentions

Debate between Nadhim Zahawi and Alan Brown

Thursday 27th February 2020 Westminster Hall

[Nadhim Zahawi]

The hon. Gentleman makes a powerful point. He is right that we have to make a decision, but it is complex and we do not want to create perverse incentives in a different direction. Consensus is necessary, as costs are driven by the extent to which industry adopts or resists change. If the industry does not adopt it, one sees a perverse incentive. It is clear that cash retentions in construction are a complex issue. I may be new to this job, but I spent many more years in business than I have spent being a Member of Parliament or a Minister. Sometimes the wrong decision can create a perverse incentive.

[Alan Brown]

As the right hon. Member for Warley (John Spellar) pointed out, are the Government not incentivising companies to dig their heels in and keep saying no? If the Government wait for consensus, that incentivises the wrong behaviour for contractors. As has been outlined in this debate, this situation has been going on for decades. We are not getting anywhere because the Government are waiting for a magic, 100% consensus.

[Nadhim Zahawi]

I opened by saying that the Government are committed to tackling the problem of late and unfair payments, so I hope that answers the question whether we are going to do something about the issue.

To respond to other points that were raised, the hon. Member for Kilmarnock and Loudoun and my brilliant hon. Friend the Member for Waveney both mentioned their private Members’ Bills. It is important that any action we take is robust, proportionate and evidence based, which is where we are at the moment. Several policy options are under consideration, including the retention deposit scheme. It would be premature to commit to anything at this stage while several policy options are under consideration.

--- Later in debate ---

[Nadhim Zahawi]

I do not agree. I hope I have built a reputation over the past decade of being someone who is evidence led; it is important that we do that. My hon. Friend the Member for Kettering talked about the inability of small firms to pursue unpaid moneys because they do not have the time or the resources. The 2011 amendments to the Housing Grants, Construction and Regeneration Act 1996 were introduced to ensure fair and prompt payment through facilitating better payment, adjudication and arbitration processes, particularly for small businesses. I wanted to put that on record as well.

[Alan Brown]

Going back to timescales, the Minister is not willing to commit to a month—forget that—but surely to goodness he could give us an idea of a programme and also explain why it took two years, following the responses to the consultation, for them to be published? That does not give confidence that there is any clear programme for the Government.

[Nadhim Zahawi]

I refer the hon. Gentleman to the answer I gave earlier. We are absolutely committed, but it is a complex issue. My hon. Friend the Member for Waveney rightly asked the Government to agree that action should be taken. It is important to remind ourselves that we have now published the summary of responses to the consultation on the practice of cash retention. We will continue to work with him, with others and with industry on these issues and on policy options to address the problem. We are committed to addressing it.

My hon. Friend’s final question was about a pilot scheme. My officials have met with representatives of Pay2escrow on several occasions to discuss the proposal for a deposit retention scheme, and the meetings have been helpful in clarifying and understanding its work. We remain in dialogue with industry to try to build consensus on the future policy. As I said, given the complexity, it is important that we make the commitment when we think it is the right thing to do. I want colleagues to understand that we are committed to that process.

Draft Electricity Supplier Obligations (Excluded Electricity) (Amendment) Regulations 2019

Debate between Nadhim Zahawi and Alan Brown

Monday 3rd February 2020 General Committees

[The Parliamentary Under-Secretary of State for Business, Energy and Industrial Strategy (Nadhim Zahawi)]

I beg to move,

That the Committee has considered the draft Electricity Supplier Obligations (Excluded Electricity) (Amendment) Regulations 2019.

The draft instrument, which was laid before the House on 9 September 2019, amends the Electricity Supplier Obligations (Amendment & Excluded Electricity) Regulations 2015. The existing legislation supports the competitiveness of energy-intensive industries by providing for a scheme exempting eligible businesses from a proportion of the cost of funding renewable electricity. The draft instrument will amend the existing legislation to include the manufacture of grain mill products; clarify the application of state aid requirements, which exclude undertakings in difficulty from the scheme; and improve the scheme’s overall operation.

[Alan Brown (Kilmarnock and Loudoun) (SNP)]

The Minister says that the exclusion relates to renewable energy. Will he confirm that it does not relate to the cost of nuclear energy, including the strike rate mechanism for Hinkley Point C?

[Nadhim Zahawi]

I was coming to the importance of the energy-intensive industries that are excluded. We exclude sectors that apply for that exclusion from any renewable obligations by up to 85%. I will address that further later on.

[Alan Brown]

The draft impact assessment says that this exclusion will be worth around £2.8 million per business in terms of the contract for difference mechanism for energy-intensive industries. I am just trying to get a handle on the total cost. Does that include the strike rate mechanism for Hinkley Point C? While the Minister is at it, will he explain whether this includes future capacity market auctions? There will obviously be a further round of CfD bids in the future. Will these industries be automatically exempt from them as well?

[Nadhim Zahawi]

The regulations deal with the cost of current renewables. Obviously, in the future, other mechanisms will be in place.

The sectors eligible for the existing exemption scheme employ around 350,000 workers and account for more than a quarter of total UK exports. Many are located in areas of economic disadvantage and provide good, well-paid jobs in those areas. While our industrial gas price is internationally competitive, our electricity prices for medium and large industrial users were the highest in western Europe in 2018. Clearly, electricity costs have a significant impact on the competitiveness of such enterprises. The industries affected operate in international markets, so higher electricity costs place them at a competitive disadvantage, resulting in the risk of carbon leakage, as it is referred to, where companies move production to countries with a less ambitious climate policy.

The existing legislation covering energy-intensive industries allows eligible businesses to receive an indirect exemption of up to 85% of the cost of funding renewable electricity schemes. Where an eligible business applies successfully for the exemption, its electricity supplier receives a reduction in its costs, which it passes on to the eligible business. This approach mitigates the cost of renewable electricity schemes, supports industrial competitiveness and provides certainty for business. The costs of the exemptions are distributed to all other electricity users.

“What does this SI do?”, I hear you ask, Mr Paisley. The regulations add the grain mill products sector to the list of eligible sectors and clarify the application of state aid requirements, which exclude undertakings in difficulty from the scheme. The regulations will also improve the scheme by ensuring that a business that uses a new meter will have to accrue only three months of data before applying, instead of having to wait until they have data from the previous year, as they have to now.

Where electricity meters are shared by more than one business, the proportion of electricity exempted will be updated more rapidly—it is currently done on an annual basis—making the system much more agile and responsive. Certificates will expire at the end of June, rather than March, reducing the risk of business facing a gap in the exemption. Businesses will also be able to submit quarterly reports on any day in that quarter, resulting in increased flexibility for them.

[Alan Brown]

When the Minister was clarifying what the regulations do, he mentioned that the scheme now includes grain mills and flour businesses. How many additional businesses will apply for an exemption? Will he estimate how many jobs that will protect?

[Nadhim Zahawi]

I am grateful to the hon. Gentleman for that question. For clarification, I want to return to his earlier point on the nuclear CfD. The EII applies to renewables costs only and not to the indirect cost of the nuclear CfD. Of course, it does apply to future renewable CfD auctions.

On the hon. Gentleman’s question, it will depend on the sector and the companies that apply from that sector. We are adding grain mills and, if they apply, they will be eligible. More than 200 UK businesses already benefit from energy-intensive industry exemptions, and we estimate they save about £300 million in electricity costs. We anticipate that about 15 businesses will be eligible through this further extension of the scheme.

The regulations will extend and improve the existing legislation supporting the competitiveness of energy-intensive manufacturing industries in the UK. I commend them to the Committee.

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[Alan Brown]

Obviously there has always been an argument that Hinkley Point C is required to provide the baseload, but when the original case was made for it we were told that if it was not commissioned by December 2017 the lights would go out, because there would not be sufficient baseload in the UK to keep the lights on. We are clearly way past December 2017. I think that the very earliest it will be commissioned, with a good tailwind, is 2025. It could be beyond that, so it kind of negates that argument for baseload, does it not?

[Nadhim Zahawi]

Not quite, because obviously the baseload is still needed. We have been able through efficient and safe operation to mitigate the delay, but obviously we do not want further delay.