Showing posts with label Welsh Affairs Committee. Show all posts
Showing posts with label Welsh Affairs Committee. Show all posts

Thursday, 8 August 2013

SHALE GAS INQUIRY

As the summer progresses the Welsh Affairs Committee is quietly holding a series of short inquiries on our countries energy issues – the first energy issues that they are looking is focusing on shale gas. Shale gas is natural gas (mostly methane) found in shale rocks.

Natural gas produced from shale is often referred to as unconventional because of the methods used to extract it from rock beds. Advances in technology, notably hydraulic fracturing or ‘fracking’ over the last decade have made shale gas development economically viable. Shale gas is making a significant contribution to US gas production — having risen from around 2% of US production in 2000, to 14% in 2009, and it is forecast to continue rising to more than 30% by 2020.

There are serious concerns over the environmental impact both of the gas itself and the methods used to extract it. Unconventional gas development in the UK is at an early stage. Planning permission has been given at a number of sites in Wales for exploratory drilling for shale gas. 

Further planning permission would be required for a full-scale extraction process. Concerns have been raised from environmental groups about the local environmental impact of shale gas extraction, including the risk of earthquakes and the contamination of groundwater.

The Welsh Affairs Committee has invited written submissions and requests observations on the following issues:
  • the importance of gas to the UK’s overall energy needs and the potential role shale gas could play within it
  • The potential for shale gas exploration and commercial level extraction in Wales
  • The potential environmental and climate change impact of extraction and use of the gas
  • Whether the current regulatory regime covering such activity is adequate; and
  • The potential economic impact of shale gas production in Wales
  • The role of the Wales Office and the Welsh Government in developing a policy framework for the exploration of shale gas

The Committee asks for written submissions on this issue in accordance with set guidelines, and the deadline for written submissions is noon on Wednesday 14th August 2013.

Submissions for this inquiry should therefore be sent via the Welsh Affairs Committee website.

Monday, 31 October 2011

VETERANS INQUIRY

News that MPs are going to look at the services and support provided for our veterans and service personnel returning from active service duty is to be welcomed. Around 250,000 armed forces veterans live in Wales and their treatment will be looked at by the Commons' Welsh Affairs Committee. The inquiry will look at the support offered to former personnel and will ask whether government departments co-ordinate their activities. Medical and mental-health services will be considered by the MP’s. Evidence will be taken on the support services received by veterans and their families, including provision to help former military personnel resettle after completion of their service. Military housing for service personnel and their families still leaves a great deal to be desired. Our current and former service personnel and their families deserve better than they have got from previous Government. Will things get better? The precedents are not good, its worth remembering that sadly the bottom line is that live heroes, as ironically a predecessor Conservative - Liberal Coalition Government found out cost far more than dead ones.

Tuesday, 20 September 2011

ANYONE LISTENING?

The man from Admiral (chief operating officer and executive director, David Stevens) hit the nail on the head when talking to the Welsh Affairs Committee inquiry (last week) on inward investment about attracting and developing start-up businesses in Wales. Wales should chase and help to develop young businesses rather than spend time and money chasing big international firms. Start-up enterprises are more valuable to the Welsh economy and less likely to up sticks and pull out in times of economic austerity.

David Stevens from Admiral rightly pointed out that companies with their HQ's and senior management teams based in Wales were more valuable than "off-shoots of big companies based elsewhere". He also pointed out that "Businesses with only 'muscle' in Wales are more likely to withdraw in hard times or if cheaper location options emerge," and that targeting "glossy" adverts to attract "sexy sectors" of industry was not the best strategy for boosting investment. The importance of good infrastructure was highlighted, including railways, with the man from Admiral saying he supported the electrification of the Great Western rail line to Swansea. At present the UK Westminster government only plans to electrify the line as far as Cardiff.

There has been fat to much focus on attracting large scale single enterprises, which promise much but deliver significantly less than anticipated. The LG development near Newport, is a good example of an expensive disaster / fiasco [please take your pick] which promised the usual total of 6,000 jobs - accrued significant public funding - committed by the then Welsh Secretary, William Hague, yet never delivered anything like what was promised.

Anyone (even a Tory) with half a brain or even half an understanding of the state of the Korean and the Far Eastern economies at the time that might has hesitated, but not the then Tory Government. Anyone with a partial understanding of where technological developments in relation to PC monitor screens were going, would have put their hands up and said hang on a moment - but not obviously not in the the corridors of power in Cardiff.

A combination of what can best be described as fantasy island economic assessments, a fatally flawed business case and a forthcoming Westminster election led to one of the spectacularly duller decisions of recent years being made, something that ended up costing us millions of pounds worth of public money. The old WDA has in truth not really consistently delivered anything like long term economic stability and much needed long term job opportunities to our communities that it should have done considering the amounts poured into it.

How well any of this will go down with the dinosaurs making the decisions in WAG is another matter. In the last Government in Cardiff, Plaid's Ieuan Wyn Jones (AM) then Minister for Economic Development tried to change things and to focus on growing indigenous businesses. The Plaid driven One Wales Government made efforts to think and act differently when it came to economic development and support for small to medium sized enterprises, which are the only real thing that will put wealth into our communities, and develop and sustain longer term employment possibilities.

The lazy half-baked Brit Civil service / WDA continues to favour the option of attracting branch factory operations (some of which are only here for a relatively short time) which does little to develop our economy. We need to think differently and focus economic development priorities on attracting and developing start-up companies and smaller local businesses who will be rooted in our country and our communities and offer more flexible employment opportunities.

It's to early to tell whether Carwyn's Labour Government is capable of thought (let alone action) inside or outside of the box. One thing is true though, more of the same old twaddle from Whitehall and Cathays won't do at all, vastly expensive one egg, one basket schemes to generate the standard 6,000 jobs, just won't do.

The London based political parties, when they needed the votes talked the talk but have delivered little, rapidly abandoning any election promises that may have been made to Welsh voters. With a new government in Cardiff (even in times of austerity) we don't need talk, we need concrete steps to encourage growth, boost our manufacturing industry, support and grow our small to medium sized enterprises, otherwise it will just be a case of same old, same old combined with ill thought out out public sector cuts which will do nothing to boost our communities and our economy.

Wednesday, 22 December 2010

SEVERN BRIDGE TOLLS

I welcome the Westminster Welsh Affairs Committee recommendation that the Severn Bridge Tolls should be slashed on the Severn Crossings to as little as £1.50, once they revert to public ownership. This proposed reduction to little less than a fifth of current tolls has been suggested by the Welsh Affairs Committee from 2017 and it wants the toll cut "at the earliest opportunity".

The Committee and many other organisation and people see the tolls, which are due to rise for cars on the M4 and M48 to £5.70 as of 1st January 2011 as a barrier to business, a tax on jobs and tax on commuters. The old Severn Bridge was opened in 1966, with the £300m second Severn crossing being opened some 30 years later. The MPs noted that the bridges cost some £15m a year to run and maintain but raise some £72m in revenue.

Back in October 2010 Professor Peter Midmore's independent economic study of the Severn Bridge tolls recommended that the revenues should stay in Wales, once the crossings revert to public hands. The Professor's study found that Welsh businesses were unfairly penalised by the tolls and concluded that the money should be shared with the Assembly Government and used to improve Wales’ roads and public transport. Under the current stitch up (sorry set-up), once the cost of the Second Severn Crossing is paid off (by 2014 or 2016) the revenue stream will revert straight to Treasury coffers in Westminster.

The study of 122 businesses commissioned by the Federation of Small Businesses also found that the tolls had a negative impact on 30% of firms in South Wales, compared with 18% in the Greater Bristol area. While noting that the economic impact was not substantial for most, the study found that transport, construction and tourism-related companies reliant on regular crossings suffered increased costs and reduced competitiveness.

As of January 1st 2011, the tolls on Severn Bridges, will rise:

The toll for Cars and vehicles with up to nine seats will rise from £5.50 to £5.70

The toll for Minibuses up to 17 seats and goods vehicles up to 3,500kg will rise from £10.90 to £11.50

And the tolls for Buses and coaches with 18 seats or more and lorries above 3,500kg will rise from £16.40 to £17.20

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SEVERN CROSSINGS REPORT
  • Introduction of an "essential" contemporary payment method
  • Reduce the cost of the toll when the government takes ownership 
  • Implement "free-flow technology" as soon as possible
  • Concessions for those who depend on the crossings for their livelihood could be introduced
  • UK government should take responsibility for the "failure" of civil servants 20 years ago to future-proof legislation which determines toll fees
  • Government learns from the "inflexibility" of the Severn Bridges Act 1992 when agreeing future contracts
  • Government "must develop urgently" a future strategy for the crossings
Source: The Severn Crossings Toll - Commons Welsh Affairs committee

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Whilst the day when the Severn Bridges come back into public ownership cannot come quick enough along with the recommendation that the tolls be cut, there are a few other things that would be worth examining. The Welsh Affairs Committee chair David Davies, MP for Monmouth, noted that due to "the inflexible provisions of the 1992 Severn Crossings Act, neither the government nor Severn Crossings Plc is able to freeze or reduce the toll without incurring significant costs." It might well be worth inquiring how come the Act was so badly written, and whether or not anyone directly benefited financially by ending up with a seat on the board or with contributions to Party funds? Just a thought?

Monday, 8 November 2010

TIME TO ASK THE QUESTION?

Last week the Westminster Welsh Affairs Committee heard that most of the £77m tolls (which cost £15m a year to run and maintain, but generate a net revenue of £77m a year at today's prices) raised per year is currently being used to cover debts and that only maintenance and running costs would need to be covered after 2017. A potential big hint to the Committee that Severn Crossing tolls could be much cheaper once the concession to run them ends in 2017.

It was even suggested that tolls could fall to 20 to 30% of current levels. At the moment motorists fork out £5.50 for cars and up to £16.40 for HGVs. Just for the record since the Severn Crossing Plc took over the concession, they have spent £510m (1990 prices) between serving a debt on the existing crossing and building a new one. Over the period of the concession it is expected that the concession holders will raise £1bn in revenue (1989 prices).

The bridge tolls have become in a tax on jobs, a tax on commuters, a tax on growth and a tax on business in the south of Wales. Plaid Cymru's South Wales Central AM Chris Franks (back in June 2010) obtained figures under the Freedom of Information Act, which showed significant difference between the large amounts of money raised by Severn River Crossing plc from the toll, and the relatively small amount spent on treating the damage to the cables on the old crossing (M48).

Since 2006, some £15m has been spent on main cable work on the first Severn Crossing. The Highways Agency suggests that another £5.8m of repairs will take place over the next five years. Some £225,733,000 has been collected in bridge toll revenue since 2006. People may driven to wonder if they are going to get saddled with major work to maintain the bridges after the toll profits have been siphoned off by the concessionary company when the bridges are finally returned to public ownership in 2017.

Sadly just because something could happen does not mean that it will - I cannot for a moment imagine a Westminster Government forgoing this potential tidy little earner. One question that is yet to be answered is come 2017 who actually is going to own the bridge (or bridges)? The situation is potentially complex as the bridge (or bridges) sit on the border - with the toll on the newer bridge being collected in Wales, and the toll on the older bridge being collected in England. Will the bridge and the tolls simply revert back to the Department of transport?

Or does the National Assembly get a look in, by default? If the current tolls were halved then, what could be accomplished by using a percentage to cover maintenance of the bridge and using the remainder of the toll for ring fenced capital projects – such as new integrated transport systems, reopening railway lines, funding tram systems and investing in rail freight? This would be far more beneficial for all of us in Wales than the finance disappearing into the Westminster coffers or to bail out the bankers?