Oral Answers to Questions
Nic Dakin Excerpts(4 years, 6 months ago)
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Nic Dakin (Scunthorpe) (Lab)
Mr David Davis (Haltemprice and Howden) (Con)
Jesse Norman
Let me correct my hon. Friend on the facts. We have been notified of three suicides that may have some connection with the loan charge, and which have been referred to the Independent Office for Police Conduct. In one case there has been a referral back to HMRC, but in all other cases there has been no further development, so I do not recognise the picture that my hon. Friend has described. Let me also remind him that although these effects have been much bruited, there is also the question of collecting the several billion pounds of back tax that is due.
Nic Dakin
What is clear is that the retrospective loan charge is causing huge pain and upset as people’s livelihoods and homes are threatened. Will the Minister ensure that the review hears directly from people who have been so affected, and will he either suspend the loan charge or at least tell HMRC that those who have signed a settlement agreement can pause their payments until the review has been concluded?
NHS Pensions: Taxation
Nic Dakin Excerpts(4 years, 9 months ago)
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Nic Dakin (Scunthorpe) (Lab)
The workforce are the No. 1 priority in the NHS, along with delivering the NHS plan, but we seem to be dealing here with a case of the right hand not knowing what the left hand is doing. When the right hand of the NHS is rightly commissioning Baroness Dido Harding to do a workforce plan, the left hand of Treasury policy is undermining that. Will the Chief Secretary make sure that Baroness Dido Harding’s work is fully integrated into the work she is doing on this.
Oral Answers to Questions
Nic Dakin Excerpts(4 years, 10 months ago)
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Jesse Norman
May I put on record my surprise that a former chairman of the Public Accounts Committee, with its concern for the public finances, should take that view? Some people may have been very adversely affected in mental health terms and we must protect them at all times using all proper measures. HMRC is attempting to do that. However, there is a much larger number of people who are simply seeking to avoid paying tax due.
Nic Dakin (Scunthorpe) (Lab)
People were told that they could work particular jobs if they took on this way of remuneration. Will that be considered? Will the Minister take on board what the right hon. Member for Putney (Justine Greening) said and just take a fresh look at this issue?
Jesse Norman
I remind the hon. Gentleman that there were other signs that indicated to people that they were in tax avoidance schemes—for example, a very low or relatively low effective rate of tax. The signs were there and people would have been right to pick up on them. Even if they were mis-sold, that does not have a bearing on the question of whether tax is now due.
Tax Avoidance, Evasion and Compliance
Nic Dakin Excerpts(5 years, 1 month ago)
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Mel Stride
It is very important for us to be extremely clear as to what disguised remuneration is all about. It is a situation where I, as an employer, instead of paying an employee in the normal manner, on which basis PAYE would be due—that would be income tax, employee’s national insurance and employer’s national insurance—I say to the employee, “Look, we’ll do it a different way. I’ll send some money out, typically into a trust in a low-tax or no-tax overseas jurisdiction. That money will then come back into the United Kingdom disguised as a loan”—not a real loan, as the hon. Lady and I would recognise, but one where there is no expectation that it will be repaid—“and, as a consequence because it is treated as a loan and not earnings, it attracts no tax at all.” This Government do not believe that is right.
Nic Dakin (Scunthorpe) (Lab)
Clause 95 of the Finance Bill 2019, which the Government accepted on Report, agreed a review of the loan charge. I have met constituents. They are ordinary folk who, when they were working for particular people, were told that this was the arrangement they had to make. They are now suffering huge penalties, although they are still not clear exactly what those penalties are because HMRC keeps changing the rules. Following the question of the hon. Member for Bromley and Chislehurst (Robert Neill), will there be a proper independent review that reports by 30 March and allows time before these things come in? I like the Minister a lot and I think he is a good Minister, but what he just said suggests that the Government have already determined the outcome of that review, which is not very helpful.
Mel Stride
I am sorry if the hon. Gentleman formed that opinion. We are certainly not going to prejudge any review on any aspect of tax, whatever it may be. I gently say to him, and to those who got involved in these schemes, that by and large when something looks too good to be true, it is too good to be true. Where hon. Members refer to very large demands for tax, we are, of necessity, looking at situations where very large amounts of money went through tax avoidance schemes. We have had debates in this House in which Members have raised tax demands, on behalf of their constituents, of up to £900,000. In those circumstances, about £2 million-worth of income would need to go through one of those schemes in order to result in an unpaid tax bill of that magnitude.
British Bioethanol Industry
Nic Dakin Excerpts(5 years, 3 months ago)
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Nic Dakin (Scunthorpe) (Lab)
I beg to move,
That this House has considered the future of the British bioethanol industry.
It is a pleasure to serve under your chairmanship, Mr Gapes, and it is good to have the opportunity to discuss the future of the British bioethanol industry when other matters today are focusing people’s minds. I am pleased to see so many hon. Members of different parties here to contribute to the debate.
The bioethanol industry is, regrettably, in a state of collapse. Should this collapse be complete, the industry is unlikely ever to come back again. We are at a seminal point in its life in the UK. I hope that we can convince the Minister to take, on behalf of the Government, the urgent steps needed to secure the future of this important industry. Should we lose it, there will be significant implications not only for the agricultural and transport sectors, but for the wider economy and the UK’s decarbonisation and renewable targets.
I particularly thank the hon. Member for Hereford and South Herefordshire (Jesse Norman), who unfortunately cannot be here to respond on behalf of the Government. He has agreed to meet the British bioethanol industry and me next week. Hopefully this debate will assist in setting out and examining the current issues, including the compelling case why his Department urgently needs to make E10 fuel mandatory at UK petrol stations. Next week’s meeting can get straight to how we can make that happen as soon as possible in 2019 in order to reverse the recent collapse in confidence, production and job losses and secure the future of this important industry.
Sir Oliver Heald (North East Hertfordshire) (Con)
Will the hon. Gentleman be willing to let Members who are here today know the outcome of his meeting with Ministers? I remember attending a meeting on the subject of E10 fuel, which I think he organised. I thought that quite a compelling case was made, and it would be interesting to have some feedback.
Nic Dakin
The Minister has agreed to meet MPs of different parties who have an interest, particularly a local interest. I would certainly be very keen to update the right hon. and learned Gentleman on the outcome of that meeting. Should he be available and want to join us, I am sure that would be possible.
Sir Greg Knight (East Yorkshire) (Con)
I declare an interest as the owner of several older vehicles. Is the hon. Gentleman aware that the Government are right to be careful in introducing E10, which is not compatible with vehicles manufactured before 2000, so it is essential that E5 or less remains available?
Nic Dakin
Nobody is arguing that E5 should not be available. There was an excellent Radio 4 “File on 4” programme just before Christmas that featured Tony Wood, who runs a garage and owns 3 MGs. The reporter Simon Cox asked him about the impact of E10 fuel on older cars such as Wood’s MGBs:
“And if they brought in that E10 fuel, what effect—if any—do you think it could have on it?”
Mr Wood replied:
“Well, of course the jury is still out on that, because nobody really knows, but we’ve been running E5 for a number of years and there were stories when E5 came in of the sorts of effects it would have on your fuel hoses, but in real terms E5 has not proved to be much of a problem because most cars have already had their fuel lines changed at some point or another for more modern materials.”
Mr Cox then asked:
“So if the concern with bringing in E10 was the effect on old cars, it sounds like that doesn’t really stack up.”
Mr Wood replied:
“Well, in my opinion it’s probably less of an issue than it has been made out to be.”
Everybody would hope that that would be the case.
Sir Greg Knight
The hon. Gentleman is being very generous, and I hear what he is saying. Will he take it from me that there are cases of E10 dissolving sealants in fuel tanks and blocking fuel lines, which could be very dangerous in some cases?
Nic Dakin
I am drawing on the expertise in that “File on 4” programme. Obviously, any serious issues need to be looked at properly. Nobody wants the introduction of a new fuel to have disadvantages for people. It is very important that E5 remains available, as the right hon. Gentleman indicated.
The British bioethanol industry is perhaps not as widely known as it should be, but it is something of a British success story. Over £1 billion has been invested in the past decade, allowing British workers using British-grown produce to produce British bioethanol to help fuel British vehicles and feed British livestock, while reducing the UK’s carbon footprint and putting fewer pollutants into the atmosphere.
Until very recently, the UK had two of Europe’s biggest bioethanol plants: Ensus created a state-of-the-art facility on Teesside with an initial £250 investment in 2010, and Vivergo Fuels created a £400 million plant in Hull in 2013. Both distilled locally grown wheat to produce bioethanol, with protein-rich animal feed created as a by-product. The Ensus plant could produce 400 million litres of ethanol a year, and Vivergo Fuels 420 million litres. Each employed over 100 people directly as well as supporting a further 6,000 supply-chain jobs, including farmers and hauliers. The UK also has a further plant in Norfolk owned by British Sugar, which can produce 70 million litres a year.
As the Minister is well aware, Vivergo announced in September that it was closing its plant in Hull, and Ensus announced that it was pausing production at its plant on Teesside in November. It is not an overstatement to say the industry has collapsed in only a matter of months, and its future is dependent on the Government taking urgent action on the introduction of E10.
John Howell (Henley) (Con)
I want to know—the hon. Gentleman might be coming on to this—whether he has done a calculation of the effect on the savings on air pollution that these fuels will have. Maybe he could tell us what that is.
Phil Wilson (Sedgefield) (Lab)
I congratulate my hon. Friend on securing this debate, which is really important for Teesside and the south Durham area. I want to raise an issue about farming. The National Farmers Union has put out a report on the importance of bioethanol. My constituency covers 150 square miles and is an agricultural area of County Durham. Does my hon. Friend understand what the NFU has briefed on the implications of this for climate change? It could lead to 700,000 cars being taken off the road. We require an infrastructure that can secure that, especially in the agriculture industry, where we can grow the appropriate crops for this kind of industry to prosper. We are missing an opportunity should we not invest in it.
Nic Dakin
My hon. Friend makes the point very well and begins to answer the question from the hon. Member for Henley (John Howell) about the 700,000 cars that would be taken off the road if E10 were introduced, and on the impact on both air quality and carbon reduction. The bioethanol industry makes an important contribution to farming across the country.
In 2005, the Labour Government gave a very clear message to investors that they would support a substantial growth in demand for renewable fuels, announcing that 5% of petrol sold in the UK would come from renewable sources by 2010. The subsequent coalition and Conservative Governments retained these commitments. On the back of that, large scale investments of over £1 billion were made to ensure that the UK could produce high-quality and sustainable bioethanol to meet forecast demand. During the following decade the Government reduced target levels for renewable biofuels while addressing questions on the sustainability of biofuels. The installed capacity, which was put in place to meet the Government forecast of demand, was substantially higher than demand. Producers have suffered regular and sustained losses, which have led to recent plant closures. Higher demand has not materialised, because at present only E5 petrol with a 5% blend of bioethanol is available at British petrol stations, which is insufficient to support a viable British bioethanol industry as it currently exists.
There have been signals from the Department for Transport that suggested that E10 would be introduced imminently, giving the sector further false hope. The Department’s transport energy taskforce recommended lifting the blend level and reintroducing E10 in 2020. The industry interpreted that as meaning that the Government were fully behind it. Nearly four years on, the Government have still to act on that recommendation.
The Minister’s Department issued a consultation and call for evidence on E10 in June last year. The consultation closed in September, but the Department has yet to publish its response to the submissions. Unfortunately, the consultation did not propose to mandate the introduction of E10. Instead, it proposed the introduction of a protection grade requirement to ensure the continued availability of E5 petrol, representing 95% of all petrol sold today. If implemented, that may be a disincentive to move to E10.
David Simpson (Upper Bann) (DUP)
Will the hon. Gentleman clarify, if possible, how competitive the fuel is, compared with diesel, petrol and so on? Is the pricing competitive?
Nic Dakin
Yes, it is competitive. It is probably slightly more expensive, but it is a very small expense. Most of the increase in expense would be from taxation.
The call for evidence on ideas to encourage the introduction of E10 was included in the consultation, but again that signalled only further discussion and delays. It is therefore not surprising that the industry appears finally to be losing faith. The Vivergo closure and the Ensus announcement demonstrate that jobs and investment in the bioethanol industry and the agricultural sector are hanging in the balance. When the Government announced the consultation, they said:
“This government is ambitiously seeking to reduce the UK’s reliance on imported fossil fuels and cut carbon emissions from transport. But drivers of older vehicles should not be hit hard in the pocket as a result”
of the introduction of E10.
On the cost, which the hon. Member for Upper Bann (David Simpson) mentioned, almost all cars built since 2000, and 95% of all cars on the road, are warranted to run on E10, and every new petrol car sold since 2011 is fully warranted to use E10, so about 5% of cars on the roads may have an issue. That includes classic cars, about which the right hon. Member for East Yorkshire (Sir Greg Knight) raised concerns. Any motorists uncomfortable with using a new fuel can always use the premium brands, which need to remain available.
When the fuel is introduced, the industry would be happy to work with the Department to support a public information campaign about E10, including a website with the compatibility details of all car makes and models. That information would also need to be provided at petrol pumps.
The cost of E10 would depend largely on tax levels. It is predicted that it would cost no more than 1p more per litre at the pump, or about £20 per day. Most of that is made up from taxation, rather than the additional cost. The Government could consider a reduction in vehicle excise duty to compensate for any small increase in running costs resulting from using the more premium fuel, so there is a way through this dilemma. There are straightforward solutions to the possible fuel price issue, but the Minister’s Department might be reluctant to introduce E10 due to concerns from a very small minority of motorists whose vehicles are not fully warranted to use E10. I hope that the Minister will clarify that.
On greenhouse gases, there are broader environmental issues to consider, as has been said. Transport represents 24% of total greenhouse gas emissions—higher than any other sector in the UK economy. It is 1.3% higher than it was in 2013. Bioethanol should be seen as a vital tool in helping to decrease those emissions. The UK is currently failing to reach its statutory targets on the amount of renewables used in transport, in line with the renewable energy directive and the UK’s Climate Change Act 2008. Bioethanol is one of the quickest, easiest and most cost-effective ways of meeting those targets. As has been said, the introduction of E10 would take the equivalent of 700,000 cars off the roads.
Up to its closure, Vivergo Fuels was working on projects with the University of Hull and Bangor University to explore the development of even more advanced biofuels, which would have delivered even greater environmental benefits. Ensus has been working with one of the winners of the Government’s advanced biofuel competition grants, Nova Pangea, to produce ethanol from biomass waste products. Unfortunately, the failure of the UK’s investments in first-generation bioethanol puts at serious risk further investments.
The introduction of E10 would also improve air quality by reducing particulates and carcinogens. In the light of the Environment Secretary’s recent announcements, it would make sense for E10 to be embraced. Benzene and butadiene emissions, both of which are highly carcinogenic, decrease with higher levels of ethanol blending in fuel. Additionally, the oxygen contained within ethanol helps the fuel to burn better and increases the efficiency of the engine, reducing the hydrocarbons that are released. E10 is clearly better for the environment than the current grades of petrol sold in the UK. The concerns over diesel have resulted in motorists moving back to petrol, and the growth in petrol hybrids means that addressing the carbon dioxide emissions from petrol cars is even more urgent.
Although a range of technologies, including electric cars, may play a complementary role in decarbonising transportation and improving air quality, the reality is that electric vehicles represent only a small percentage of overall car sales in the UK—currently around 6% of annual sales—and most are hybrid, so in the short to medium term bioethanol and E10 would make a significant contribution. To have the same environmental impact as the introduction of E10, we would need to replace 2 million petrol cars with electric vehicles immediately.
On foreign imports, the closure of the UK’s domestic production of bioethanol will mean a greater reliance in future on imports of bioethanol and soya bean meal, as a substitute for the high-protein co-product DDGS—distiller’s dried grain with solubles—animal feed, which is a by-product of the bioethanol process. Before its closure, Vivergo was the country’s largest single production site for animal feed. It delivered 500,000 tonnes of high-protein feed to more than 800 farms across the UK—enough for about 20% of the UK’s dairy herd. Incidentally, the fermentation process used at the Vivergo plant also made it the UK’s largest brewery.
Soya bean imports are already at about 1.8 million tonnes a year. The majority comes from non-EU countries, and therefore it is likely that it is from genetically modified crops. There will also be a negative impact on the domestic feed wheat market, as a valuable floor for farmers across the UK, which also enables a premium price in the north-east, will be removed. If Vivergo and Ensus were in full operation with mandatory E10, we would have a comprehensive bioethanol industry underpinning UK environmental progress and agricultural sustainability.
Without a British bioethanol industry, the UK will likely become increasingly reliant on imported bioethanol and bioethanol equivalents, predominantly using cooking oil, which is itself shipped many thousands of miles to the UK from China and the US. By contrast, Vivergo sourced its wheat an average of 34 miles from its plant in Hull, which supported sustainability by minimising transportation. The fact that more and more countries are starting to use their own wastes locally calls into question the long-term strategy of being very reliant on imported waste materials from across the planet to meet our decarbonising challenge. A greater reliance on imports will not just represent a missed economic opportunity.
Having addressed some of the clear economic and environmental benefits of introducing E10, I would like to reflect on where the UK sits in comparison with the rest of the world. E10 is already widely available across continental Europe, including in France, Germany, Belgium and Finland, and further afield in the USA, Australia, New Zealand and Brazil. In a real sense, the UK is lagging behind the rest of the world when it comes to the use of bioethanol-blended fuel. In some countries, including the USA and Brazil, much higher versions are available, including blends of up to 85%—E85—so the steps we are asking the Department to take are in no way radical or untested.
At a time of increasingly uncertain international trading circumstances, and in the context of leaving the European Union, E10 increases domestic supply for feed and fuel while lessening Britain’s reliance on foreign markets for both. The introduction of E10 would bring certainty to British businesses, investors and arable and dairy farmers, while supporting economic growth and securing thousands of existing high-skill, high-STEM jobs, and the creation of many hundreds more. Further research could make Britain a world leader in even cleaner and greener bioethanol.
The sustainability concerns over E10 are now resolved, and the renewable transport fuel obligation has resumed its trajectory and has doubled this year. Bioethanol is the cheapest means of meeting the renewable transport fuel obligation, but its contribution is constrained due to the fact that the UK has not yet introduced E10. Although a transition from E5 to E10 is regarded as inevitable and environmentally desirable, it has not yet happened, and the industry has endured years of delay. The DFT’s consultation process late last year did nothing to accelerate it and reassure the industry.
UK-produced bioethanol has excellent environmental credentials and makes an important contribution to the agricultural and food sectors. Without E10 in the British bioethanol industry, the UK will become even more reliant on imports of fuel, proteins and liquefied CO2, recent shortages of which, particularly during the World cup, have exposed the UK’s precarious supply position.
British motorists should have the freedom to make greener choices at the petrol pump. Any remaining concerns at the Department can be resolved and addressed with relatively simple solutions—getting the most polluting cars off our roads can only be a good thing. Many other major developed countries around the world either have already implemented E10 or plan to, and its introduction in the UK has been widely anticipated since 2013.
I urge the Government to now support the sector and mandate the introduction of E10 as a matter of urgency. If not, there is a real risk that the environmental and economic benefits, along with the significant investment and associated jobs created by the UK’s bioethanol industry, will be lost.
Several hon. Members rose—
Alex Cunningham
It was indeed—better than Brexit.
As we have already heard, legislating for E10 would bring us into line with other European countries, including Germany, France, Belgium and the Netherlands, and other countries much further afield such as Canada, Australia and New Zealand. Others have talked about the advantages of E10, which are numerous and clear and have been outlined very well by my hon. Friend the Member for Scunthorpe. I will reiterate some of the things he said.
Transport is the biggest offender when it comes to greenhouse gas emissions, contributing 28% of the UK’s total, but that figure can easily be reduced. With regards to emissions, in 2013, the use of biofuels was equivalent to taking hundreds of thousands of cars—some say as many as 1.35 million—off the road, and it is predicted that many more could come off the road as well.
E10 produces fewer carcinogens, lower particulate matter and fewer nitrogen oxides, and helps to improve air quality. The public health benefits are massive. All those things have a direct impact on my constituency, where there are seven farms. When people think of my constituency, they see industry and pipes and things, but it is quite rural and seven of my farms—I do not own them personally—sold their wheat to the Vivergo plant, which produced bioethanol, but has closed. The farmers were paid a £10 a tonne premium compared with what they would have got on the export market, so many of my constituents are losing money from the industry’s decline. They have to find new markets abroad, which are generally less stable for them because of currency fluctuations—we have had plenty of them of late—demand, and even Brexit.
The Navigator Seal Sands storage facility, where Ensus stores and redelivers its ethanol, is also in Stockton North, as are Intertek Cargo and analytical assessment branches that provide services to Ensus. In the neighbouring constituency of Middlesbrough, Stockton North employees are employed by a logistics organisation, AV Dawson, which provides supply chain services for the industry. So the people I represent have quite a stake in any decision by the Government to move to E10 and allow that industry to be redeveloped, with a tremendously positive impact on jobs and farmers’ income.
Mandating the use of E10, as we have already been told, would help us fulfil our commitment to the Climate Change Act 2008, in which the UK led the way in a legally binding 2050 target to reduce emissions by at least 80%. Furthermore, the EU renewable energy directive set a target for the UK to produce 15% of its energy from renewable sources by 2020.
The Government launched a consultation on E10 last summer and evidence was submitted on whether and how to best introduce E10 petrol. However, the consultation ended four months ago and still the Government have not stated whether they will support it. The perception is that the Government have been dragging their feet on this issue. For me, implementation of E10 is a no-brainer, as it is for others. Support for fuel with a higher bioethanol content is widespread, from farmers and car manufacturers to environmental campaigners and motorists. It is a puzzle to me why the Government have not made it mandatory at UK pumps before now.
The National Farmers Union also supports the call for E10 as it provides vital opportunities for thousands of farmers, including the seven in my constituency. Without the bioethanol industry, farmers who sell crops for bioethanol production would be forced to export their crops and they would lose, as I said earlier, £10 a tonne if they did that. There are plenty of reasons for the Government to stop dragging their feet and make a positive decision to benefit people in my constituency and further afield, and hundreds of jobs could be created in my constituency.
Ms Ghani
Indeed; that is why the consultation took place. As the hon. Gentleman knows, he can take up those issues further with the Minister of State, which is why we need to ensure that when we respond, we take into account all the issues raised in this debate.
The taskforce report to Government noted not only the potential benefits of E10 in helping the UK to meet our renewable energy targets, but the barriers and risks associated with its introduction, not least in respect of ensuring consumer acceptance. It is clear that UK suppliers, including of bioethanol, have made great progress in ensuring that renewable fuel delivers reductions in greenhouse gas emissions.
Since the RTFO was introduced in 2008, savings in greenhouse gas emissions have increased significantly from 46% to 70% in 2014-15. Latest data suggest that current biofuels provide an average 71% reduction in greenhouse gas emissions even when land use change impacts are included, but it has always been essential to evolve the policy on biofuel. That way, we maintain the integrity of the schemes that promote its use, such as the RTFO.
Following the work of the taskforce and building on the success of the RTFO, in September 2017, the Government set out a 15-year strategy for renewable transport fuels. The strategy established an investment platform to develop sustainable advanced fuels for automotive, aviation and road freight. I am proud to say that, as part of our strategy for renewable fuels, in March 2018, regulations were agreed that make the UK the first to set targets for renewables in transport beyond 2020, all the way to 2032; and the first and only country to set development fuel targets to drive a market for advanced low carbon fuels. For the first time, we have made aviation fuels eligible for reward under the RTFO. Our 15-year strategy for renewable transport fuels is designed to maximise the industrial opportunities to be gained for the UK while maintaining public confidence in the value of renewable fuels.
The hon. Member for Scunthorpe has previously shown support for increased biofuel supply targets in the 2018 regulations. He has also been clear in calling for a mandated introduction of E10. As I said, I am not in a position here and now to update colleagues on when we will publish a response to last year’s consultation on whether and how to introduce E10, but E10 is our main focus in the biofuels policy area. We are working hard to publish the Government response as soon as possible.
Nic Dakin
I thank all hon. Members who contributed to the debate. As the hon. Member for Kilmarnock and Loudoun (Alan Brown) pointed out, 11 Members contributed in speeches and interventions. I have underlined the importance of the industry for high-quality jobs, green jobs, farming, air quality and carbon reduction targets. It is a very important issue, which has been properly underlined.
I welcome the fact that in her conclusion the Minister said that she and the Government want to work with the industry to deliver an E10 roll-out, if that is what comes out of the consultation. I hope she heard my hon. Friend the Member for Redcar (Anna Turley), who asked her to take a rocket from the debate, so we can get a date and know what is happening. I look forward to meeting the Minister of State next week, with colleagues across the House and representatives of the British bioethanol industry. We will further the argument and hopefully get good responses from him, on behalf of the Government, so we can go forward effectively and make sure that the British bioethanol industry is one not only for now, but for the future, and will contribute significantly to what is happening.
Question put and agreed to.
Resolved,
That this House has considered the future of the British bioethanol industry.
Oral Answers to Questions
Nic Dakin Excerpts(5 years, 4 months ago)
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Elizabeth Truss
My hon. Friend is exactly right. We also need to make sure that we are sharing the best practice of those authorities that are successfully helping to keep children out of care. We are also using the initiative of the children’s Minister to ensure that we are using independent school facilities better and helping with mental health problems. We need to do all those things.
Nic Dakin (Scunthorpe) (Lab)
Elizabeth Truss
I regularly meet the Secretary of State for Education to discuss school and FE funding issues. We have protected the base rate of funding for 16 to 17-year-olds between 2015 and 2020.
Elizabeth Truss
What is important is that we are achieving better results for 16 to 18-year-olds. We are seeing more young people from disadvantaged backgrounds going to university and improvements in the quality of apprenticeships that are being taken up by young people. We are also putting extra money into the new T-levels, which are due to improve technical education.
Local Sporting Heroes
Nic Dakin Excerpts(5 years, 5 months ago)
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Nic Dakin (Scunthorpe) (Lab)
It is a great pleasure to follow my hon. Friend the Member for Blaenau Gwent (Nick Smith), who I congratulate on securing this debate.
As my hon. Friend the Member for Islwyn (Chris Evans) said while we were gathering for this debate, a famous pub quiz question is this: which three England captains played for Scunthorpe United, the Mighty Iron, whose tie I am wearing this afternoon? Of course, the answer is Ray Clemence, Kevin Keegan and Ian Botham. I understand, Mr Pritchard, that Ian Botham played for Scunthorpe against Hereford United, not always successfully.
There are many local sporting heroes that we should celebrate—that is a very important thing to do—and I would like to talk about two of Scunthorpe’s sporting heroes, from different generations and different sports: Tony Jacklin and Tai Woffinden.
Tony Jacklin, as people will probably know, was the first person to hit a televised hole in one in Britain, at the 16th at Royal St George’s, Sandwich. That was an achievement, but Tony achieved much more in his life as a professional golfer. Scunthorpe born, he became the first British/European player to win on the Professional Golf Association—PGA—tour since the 1920s. He ended a 17-year British drought by lifting the British Open championship trophy at Royal Lytham & St Annes, and the following year he won the US Open. He is the only British golfer to hold both the British and the US Open.
Jacklin should also be remembered for rejuvenating the Ryder cup. We recently had a very successful Ryder cup series that would not have happened but for the inspirational leadership of Tony Jacklin, who led the European team to win the tournament in 1985, 1987 and 1989. The 1987 victory was the first ever on US soil by a European team.
Jacklin deservedly entered the world golf hall of fame in 2002, but he is perhaps one of those sporting heroes who has been overlooked in honours from his own country. In former times, people often had to wait until they were older to get their honours, but in these times they often get them fairly close to their achievements. Next year will be the 50th anniversary of that amazing sporting occasion when, in the Ryder cup, Jack Nicklaus conceded to Tony Jacklin on the 18th hole, and it would be an absolutely ideal year in which to recognise Jacklin’s massive achievement and his contribution to the world of golf and sport, and to this nation.
That is Tony Jacklin. We have the appropriately named Jacklins Approach in Scunthorpe, which is a street in Bottesford, and recently, when I was visiting my parents in Leicester, I passed Jacklin Drive, so there are street names, but it is time to recognise Jacklin’s achievement even more.
Tai Woffinden was also Scunthorpe born and, riding for the Scunthorpe Scorpions in 2006, he completed a clean sweep of conference league trophies, winning the championship, the conference trophy, the conference shield and the knockout cup. It was clear back in 2006 that Tai was someone special. Since then, in 2013, he has won the speedway grand prix to become world champion. Woffinden was the eighth British rider to become world champion, and the first since 1992 to hold the British championship and the world championship in the same year. He is also the youngest world champion in the modern-day grand prix competition.
In 2018, Tai became the first British rider to win three individual speedway world championships, and he is the current world champion. That is a fantastic achievement, in a sport that is sometimes a little overlooked but one that many people enjoy in the same way as many enjoy football, rugby—I should mention the wonderful people who play for the Greens in Scunthorpe—and, of course, golf, which is where I started, with Tony Jacklin.
Mims Davies
Runners get very affected by their times, whether fast or slow. Seconds really count, so congratulations to the hon. Member for Scunthorpe.
Racehorse Protection
Nic Dakin Excerpts(5 years, 6 months ago)
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Rachael Maskell (York Central) (Lab/Co-op)
It is good to see you in the Chair, Mr Wilson. I thank my hon. Friend the Member for Hartlepool (Mike Hill) for introducing the debate, and I also thank those constituents of mine who have written to me and encouraged me to attend it.
York is home to Britain’s second oldest racecourse—it was established in 1731—and on Saturday I had a behind-the-scenes tour and saw all that occurs on race day. The racecourse plays a significant role in York’s economy, bringing in about £58 million. It hosts races for 18 days a year and it also hosts many events on the Knavesmire stand. I thank William Derby, the racecourse chief executive, as well as his staff, for the programme he laid on for me and Councillor Jonny Crawshaw, who represents Micklegate ward.
I observed many aspects of the racecourse hosting an event, including security and policing—particularly for antisocial behaviour and terrorism—as well as stewarding, chaplaincy services, hospitality and gambling, but I also paid particular attention to the welfare of the horses, toured their new facilities and met the vets. The racecourse upgraded its facilities in 2015, including building new tepid and cold water showers for horses post-race; installing a mist fan, based on data from the Olympics that showed how best to keep horses cool; and building an equine hospital facility on the site. York also has an equine hospital, to which injured horses can rapidly be transferred should the need occur. I witnessed the horses warming up for a race and cooling down afterwards. Clearly, I did not see the entire impact of a race on a horse, but I discussed some examples with the vets, such as the potential impact of the stress placed on a horse’s lungs, and internal and soft tissue injuries.
On Saturday, when speaking with the lead vet from Minster Equine veterinary clinic and others, I was reassured that animal welfare is of prime importance to the racecourse, and that the recent investment demonstrated such a commitment. Of the 1,300 horses that have raced this season, there has been one fatality. In 2016 there were three fatalities; in 2014 there were two; in 2013 there were two; in 2012 there were three; and in 2011 there was one. That is 12 fatalities in seven years, which is clearly devastating. Moreover, given that York hosts flat racing, they are also 12 fatalities too many. I should also like to point out that this feeds a gambling industry.
It is clear that much more research is needed on animal welfare and horse welfare. I observed the rehabilitation of horses from injuries resulting from races. As a physiotherapist, I was particularly interested in how horses are rehabilitated and in why more research is not done to ensure that those that sustain such injuries are given more intense rehabilitation to increase their chances of survival. However, it is only by having a comprehensive understanding of the causation of injury that risks can be eliminated. I therefore believe that an independent regulator, which could explore why injuries occur, would be invaluable to the industry. The fact that it would be independent would be helpful for the British Horseracing Authority, as well as to those people working throughout the industry. We should welcome the opportunity for more, rather than less, scrutiny in horse-racing: if there is nothing to hide, there is nothing to fear. We have heard about the conflicts of interest that occur within the BHA, so having an animal welfare champion at the core of horse-racing would be a positive step forward.
On Saturday, I observed a delay at the start line. The horses were in the starting stalls when one decided to dip under the stall and escape. That horse experienced only minor injuries, but the other horses were clearly distressed. I would like to examine what more can be done to limit the distress and stress experienced by horses at the start of a race. One horse, for instance, tried to gallop out of the stalls but it was constrained by the gates; its stress increased with each moment but the gates remained closed. Other horses were taken out of the stalls, calmed down, and then placed back in them, but the stress was clearly building. The cases of Mukaynis and Commanding Officer demonstrate that more work needs to be done on that particular pinch point. An independent body could consider those issues and improve safety for horses.
I followed the race with a doctor, to observe what their role was and how fast medical support was provided. I was puzzled as to why doctors were ahead of vets in the queue and why they did not move around the racecourse in tandem. Vets should be able to reach the scene of an injured horse with the same expediency as doctors are able to access injured individuals. Perhaps that issue could also be looked at.
During the day, I also made inquiries about the use of the whip, because that has been raised with me on a number of occasions. I understand that whip safety has improved over time. It was pointed out that use of the whip has two functions: first, for steering the horse, which can prevent injury; and, secondly, for “encouragement”. I understand that the air cushion on the whip provides protection, but evidence from Animal Aid indicates a lack of confidence about whether a whip injures or hurts a horse. Again, therefore, I believe that an independent body could look into such issues, building confidence whichever way the debate falls. Evidence from an independent regulator could settle an issue such as that of use of the whip in a race. In Norway, to ensure animal welfare, a whip is not used. We need to understand how “encouragement”, if it does not hurt a horse and is to continue, can be made subject to good regulation, because the current penalties hardly discourage the use of the whip. That, too, should be reviewed.
The vet also highlighted risks to the horse once it leaves horse-racing, because that environment is less well regulated, and raised one or two issues. In the afterlife of horses, I want to ensure that we take the greatest care of these precious animals, particularly in their breeding. This House has had many a debate about dog breeding. In order to ensure that animal welfare is upheld, it is clear that regulation of the number of foals that a mare may produce needs to be tightened, and the same applies to regulation for stallion welfare.
Nic Dakin (Scunthorpe) (Lab)
I apologise for arriving slightly late—I was on a Statutory Instrument Committee. My hon. Friend makes an important point about unregulated breeding. The situation has changed significantly in recent years and an independent regulator would make a real difference.
Rachael Maskell
I thank my hon. Friend for his observation. I trust that the Minister will respond to that particular point.
Many organisations are doing phenomenal work to oversee the welfare of retired racehorses. In Yorkshire, the charity New Beginnings has been registered in the past few years. It relaxes and settles horses before retraining them for a further career, domestic purposes or other uses. I have also visited the Hillside animal wellbeing centre, which gives phenomenal support to animals, but we need to understand what percentage of animals have the opportunity for a second life. It is the horses that we do not hear about that are the cause of most concern and that the petitioners have brought to our attention.
We need tight regulation, so what is wrong with having an independent regulator to log not only the injuries and fatalities while horses are in racing, but what happens to them after racing? Enthusiasts and people in general would be able to follow the horses’ life course. Transparency is all that is being called for, but it could make such a difference to confidence in horse-racing, instead of everything being left to the BHA, which, as we have heard, already has many responsibilities placed on it. Greater scrutiny would build confidence, and the petitioners are therefore wise to call for it.
Before I close, I want to make a couple of other points about horse welfare associated with the sport. The BHA or an independent regulator might also have a perspective on these issues. First, as we move into a Brexit scenario, given the 26,000 horse movements across European Union borders, delays at a border will clearly have an impact on horse welfare. It would be good to hear from the Minister how he will ensure against animal welfare issues arising. Secondly, given that so many trainers and stable staff come from eastern Europe or Ireland, and that they are not, as we have heard, well paid by the industry, what opportunity will they have to continue to work? Any sudden exit by staff would jeopardise horse welfare, too. What preparations are the Government making to protect horses in such an environment?
I again thank York racecourse for opening its doors to me so that I could look behind the scenes and have better understanding of issues appertaining to horse welfare. I thank the petitioners for raising this important issue and for the measured proposal for independent regulation in horse-racing. We should all reflect on the value of horse-racing to the horse—we need to put the horse at the centre—as well as to other parts of the industry.
Taxation (Cross-border Trade) Bill
Nic Dakin ExcerptsMonday 16th July 2018
(5 years, 9 months ago)
Commons ChamberRead Full debate Taxation (Cross-border Trade) Act 2018 View all Taxation (Cross-border Trade) Act 2018 Debates Read Hansard Text Read Debate Ministerial Extracts Amendment Paper: Consideration of Bill Amendments as at 16 July 2018 - (16 Jul 2018)
Greg Hands
I am going to use my three remaining minutes.
The fourth area—again, it is remarkable that Labour is ignoring this—is the potential regulation of the NHS and other public services. I think that Labour Members have forgotten the TTIP debates of four or five years ago. They got very agitated about TTIP and the prospect of granting access to the NHS and other key public services in this country via a EU trade agreement. Now they seem to be happy for the EU, through a customs union, to negotiate potential access to the NHS and our markets. Even worse, we would not have a seat at the table when that trade agreement was set up. I find it remarkable that the Labour party is prepared to do that.
My final point has also not been raised in this debate, but it is a vital aspect of the Bill: trade preferences for the developing world. Again, I think that there is cross-party support for this country doing more and better in this area. The Bill allows for the transition of the scheme of trade preferences, meaning that the UK will have its own scheme of trade preferences. It will transfer overnight the European Union GSP—generalised scheme of preferences—and GSP+ and include everything but arms. Crucially, there will be the ability to improve on that scheme. If we stay in a customs union with the European Union, we will strangle in its infancy that ability to do better than the European Union on trade preferences.
The Trade Ministers to whom I have spoken in the Governments of countries such as India, Pakistan and Bangladesh—they are all really important markets for this country and really important friends—would welcome the UK having the ability to offer better access for their goods than the European Union currently does. I am not saying that we will make a policy decision today, but it is extremely important that the Bill contains the ability for us to do that, and it is an underrated aspect of the legislation. Whatever we think of the access currently offered by the European Union, I do not think that anybody would say that the UK would be unable to offer better access if we had our own preference scheme under the Bill. That has been neglected in this debate.
Whatever we think of the original decision in June 2016, it would be a grave error to enter into a customs union with the European Union. It is not just a question of formalities and practicalities at the border; there many other really important issues, such as trade remedies and trade preferences with the developing world, that make entering a customs union with the European Union a very bad idea. I very much support the Bill and urge the House to reject the new clauses.
Nic Dakin (Scunthorpe) (Lab)
I apologise for the fact that I had to attend a Statutory Instrument Committee, but I was present at the beginning and I am here now. It is a pleasure to follow the right hon. Member for Chelsea and Fulham (Greg Hands), who brought us back to the detail of the Bill, which is where I wish to focus my remarks.
I was concerned that the proposed dumping methodology might not address the UK steel industry’s concerns, so I am pleased that the hon. Member for Stafford (Jeremy Lefroy) has tabled amendment 25. I am also pleased that the Government have engaged with Members from all parties and that last week, in response to a written parliamentary question from the hon. Member for Middlesbrough South and East Cleveland (Mr Clarke), they underlined their commitment to
“protecting UK industry where it is suffering injury as a result of dumped imports.”
The Government went on to say that they would not allow that to happen and would use mechanisms for the calculation of dumping methods that, on the face of it, seem to have the support of industries such as steel and ceramics. I very much welcome the fact that the Government have listened and have worked with key industries during the Bill’s progress through Parliament.
I am less convinced by the situation in relation to the economic interest test. I was rather hoping that, in line with the rhetoric that we heard throughout the whole argument for leaving the European Union, we would take advantage of the opportunity that leaving the European Union offered to reduce any bureaucratic pressure on industries such as steel, rather than adding to their bureaucratic pressures. The economic interest test in the Bill adds extra layers compared with what currently exists in the European Union, so we have the genius of a Government bringing forward something even more complex than what we already have in the European Union. I did not think that was the purpose of what we were doing; perhaps I was naive.
In Committee, we expressed concerns about the proliferation of economic interest tests that have been built into the regime and that measures must pass before tariffs can be introduced. Of particular concern was the fact that such tests will first be conducted by the independent Trade Remedies Authority and then again by the Secretary of State, theoretically on a completely different basis. As such, we have pushed for the Secretary of State’s power in relation to the tests to be curtailed and at most to act as a sense-check on what the TRA has conducted. Anything more than that will introduce an unacceptable level of potentially political interference into the process. It will be an unnecessary block on what is happening. The real worry is that it will delay the introduction of trade remedies and thereby potentially subject industry to more damage. However, the Government have tabled amendments 103 and 108, which go some way towards addressing the concerns I have just outlined.
Government amendments 110 to 112 and 116 to 118 seek to deal with the replication of tests, but they would not do that sufficiently well, so I shall support amendment 21, tabled in the name of the Leader of the Opposition, which would achieve a better outcome.
Finally, let me say a little about safeguard measures and adjustment plans. I am concerned that the Government intend to require any industry that requests safeguard measures to submit adjustment plans to demonstrate how it will adjust to new market circumstances, before any safeguard investigation can be launched. In essence, that would require an industry to demonstrate what changes it was making to its operations, including efficiencies and rationalisations, before a safeguard investigation could even start. UK Steel and others have pointed out that in situations such as those we currently face in relation to US section 232 tariffs, such a requirement would be unjustified. Industry should not have to make major adjustments to deal with what is likely to be a temporary situation introduced by the non-WTO-compliant actions of another Government. I am therefore pleased that the Government have tabled amendment 113 to modify the requirement, allowing the TRA to waive the requirement when it deems it necessary or suitable. It would, though, be better if that pressure on industry—at a point at which it is already under significant pressure—were not there.
I wanted to put those concerns on the record so that the Government have the opportunity to make further improvements to the Bill as it makes progress in the other place and before it comes back to this House.
Craig Mackinlay
I rise to speak to amendment 73, tabled in my name and the names of my right hon. and hon. Friends, and which I wish to move at the appropriate time.
It now has to be a settled will that in future we are not going to be in the, or a, customs union with the European Union. That became clear during the hours of debate on the European Union (Withdrawal) Bill in this place and the other place, and that Bill became an Act. It is clear in the Chequers deal and the White Paper on the future relationship. The statement “We will not be in the customs union” has passed through the Prime Minister’s Lancaster House and Mansion House speeches, and through her statements on the Floor of the House on occasions far too numerous to mention.
We are not to be in a customs union. That was clearly the compact with the public made by the Conservatives and the Labour party in their manifestos last year. It is clearly the will of the people, as expressed in the June 2016 referendum. I do not think there can be any doubt about the clarity, because it was mentioned by all involved in that debate, no matter what side they supported. It is clearly the will of the people, of the Prime Minister and of the Cabinet. Similarly, when we negotiated and passed the European Union (Withdrawal) Bill, it was the will expressed by a majority of this place.
My hon. Friend the Member for North East Somerset (Mr Rees-Mogg) said earlier in an intervention that, were it necessary for there to be a customs union with some part of the world, there would need to be, at the right time, primary legislation that would also incorporate any requirements in the Government’s proposed new section 16A, which I am trying to nullify with amendment 73. I certainly hope that, given those settled wills, my amendment will be supported by the Government because anything else does not square with the manifesto on which we were elected and it certainly does not square with the manifesto on which the Labour party was elected either.
Oral Answers to Questions
Nic Dakin Excerpts(5 years, 11 months ago)
Commons ChamberRead Full debate Read Hansard Text Read Debate Ministerial Extracts
Mr Hammond
As my hon. Friend will know, the Chief Secretary to the Treasury has a great interest in that proposal. Without even needing to consult her, I can say without hesitation that she will be delighted to meet him and his colleagues.
Nic Dakin (Scunthorpe) (Lab)
The Chief Secretary to the Treasury (Elizabeth Truss)
From 2002 until the crisis, young people saw their real wages grow more slowly than the UK average. In fact, their wages fell more during the recession. Since 2014, young people’s wages have been rising faster than the UK average.
Elizabeth Truss
The most important thing is that those young people are in jobs, and under Labour we saw unemployment rise to 20%. Youth unemployment has reduced by 40% since 2010. I recognise that we need to see those young people get better skills. That is why we are investing in IT training, that is why we are developing the maths premium so that more students study science, technology, engineering and maths, and that is why we have developed the apprenticeship levy to get more people into apprenticeships.