Volumetric Concrete Mobile Plants

Alistair Carmichael Excerpts

Thursday 22nd June 2023 Westminster Hall

[Mr Alistair Carmichael (Orkney and Shetland) (LD)]

I beg to move,

That this House has considered volumetric concrete mobile plants.

It is a pleasure to serve with you in the Chair, Mr Efford. I place on record my appreciation of the Backbench Business Committee for allowing us time to debate an important, if hopefully not the most contentious, area of political regulation.

We are doubtless all familiar with the sight of large conventional drum mixers carrying concrete around our streets and roads. Those drum mixers operate at 32 tonnes and carry loads of 8 cubic metres to building sites. They carry concrete that has been prepared in a fixed location and then loaded on to the mixers. Drum mixers are the dominant force in the market, and there are something in the region of 20,000 of them.

Volumetric concrete mixers are a much smaller part of the concrete sector but can operate in circumstances in which the conventional drum mixers do not, most notably in rural areas or where smaller batches are required. They can legally weigh up to 44 tonnes on five axles and 38.4 tonnes on four axles. That is at the heart of the matter that I wish to discuss. They deliver concrete to individuals and smaller businesses and mix concrete on site. They are particularly useful for reaching remote areas and tight urban sites, and compared with larger traditional concrete carriers they have a range of other benefits, notably their lower carbon usage.

There is a large element of time-sensitivity at play here. Once mixed, concrete has a shelf life of only two hours, which means that drum mixers must get to their construction site and pour the concrete within that two-hour period or it goes to waste and to landfill. The need for VCMs in rural areas—where there are fewer plants mixing concrete at scale, if indeed there are any at all, and hence longer road journeys to sites—is obvious, but the place of VCMs in the sector goes beyond that. They are particularly useful for emergency road and rail repairs, where the mixer may have to wait around. For a drum mixer, an expensive batching plant must be set up to avoid concrete becoming unusable at the two-hour mark, but VCMs have no such issues, which shows their benefits in such situations.

There is a very real danger that, if the Government’s regulation of the sector gets the balance wrong, the whole volumetric concrete sector could be placed at risk and a small but very important part of the construction industry could be lost, for little discernible benefit.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

I thank the right hon. Gentleman for securing today’s debate on volumetric concrete mobile plants and for allowing me to intervene. Having worked in the construction industry for about two decades, and having gained a dumper driver ticket to take ready-mixed concrete on a dumper to various parts of the construction site, I could not resist taking part in today’s debate. More to the point, my constituency is home to Mixamate, which is a ready-mixed concrete business. Mixamate highlights to me not only the impact on livelihoods but the environmental and economic damage that policy could create. Does the right hon. Gentleman agree that it is incumbent on the Government to undertake a full impact assessment of current legislation?

[Mr Carmichael]

Had I known that the hon. Gentleman had that level of expertise, I would have had him on the all-party parliamentary group for lower carbon construction vehicles a long time ago. I agree with him. I do not want to reheat old debates, but we are where we are today because there was not a proper economic and environmental impact assessment at the time. I hope the Minister will indicate that the Government are willing to revisit the issue. If we go through the process properly, we will find that there is a better way of dealing with the issue, but I will let the Minister speak for himself.

VCMs operate right across the United Kingdom. Their manufacture and use are estimated to contribute £380 million to the economy and employ more than 15,000 skilled workers. They operate the length and breadth of the country, and in communities such as those that I represent they are of prime importance to the local construction sector. Businesses such as Andrew Sinclair Ltd in Orkney and Tulloch Developments in Shetland tell me regularly about the desperately detrimental impact that the proposed changes will have on them.

Companies with VCMs operate in at least 134 constituencies and are a truly integral part of the country’s construction industry. For almost 50 years, they have operated within a proportionate regulatory environment. Until 2018, VCMs on four axles could run at the manufacturer’s design weight, which is often about 41 tonnes. However, in 2018, the Department for Transport decided to impose a 32 tonne limit for all VCMs, enacted through the Goods Vehicles (Plating and Testing) (Miscellaneous Amendments) Regulations 2017. The limit forces VCM operators to phase out their current VCMs by 2028, replacing them with the 32 tonne model, which is equally expensive but less effective. Lighter vehicles mean more journeys on the road and more carbon emissions as a consequence.

That is despite the fact that Highways England’s 2017 report endorsed the operation of VCMs at about 44 tonnes on five axles and 38.4 tonnes on four axles. That proposal had the support of the then Transport Minister, the right hon. Member for South Holland and The Deepings (Sir John Hayes). To be less than generous, this is a classic example of an obscure regulation changed by civil servants that causes a massive headache for businesses in the real world.

[Peter Grant (Glenrothes) (SNP)]

The right hon. Gentleman said that, if the proposal goes through, there will be more journeys by lighter vehicles. Has his APPG looked into how many additional drivers will be needed to drive those additional vehicles? Is there a surplus of such drivers in the construction industry? The advice I am getting is that very few parts of the construction industry have too many workers just now.

[Mr Carmichael]

Yes, indeed. I think the hon. Gentleman knows the answer to that question. The truth of the matter is that heavy goods vehicle and lorry drivers are in scarce supply, and that is being felt not just in the construction industry but throughout the supply chain for just about every possible sector. That is another of the operations of the law of unintended consequences.

The frustration that brings us to the debate is that there has been strong opposition to the plans, led by organisations such as the Batched on Site Association, which feel that, until today, they have not been able to get a hearing. I very much hope that, after the Minister’s response, they will feel that they are at last being heard.

The change has no support among the operators, will yield no benefits to the construction industry overall and threatens the very future of VCMs in this country and the benefits that come with them. The most direct consequence of the Government’s plan is that VCMs will be limited in the amount of concrete they can carry. Operators continuing after 2028 will have to carry less weight, which is inefficient for them, their customers and the overall economy.

Traditional drum mixers and VCMs can produce something in the region of 8 cubic metres of concrete. However, because VCMs carry all the extra equipment that turns them into mobile plants, including conveyor belts to mix the sand, mixing equipment, cement, water and aggregates, they weigh notably more. Forcing VCM weights down to 32 tonnes cuts their capacity to between 6.5 cubic metres and 7 cubic metres of any mix of concrete on one trip. That has a significant impact on their efficiency, with knock-on effects on cost-effectiveness and the viability of the industry to continue at its current capacity.

The industry predicts that the changes coming in 2028 will have a dire impact on the sector. The Minister will have heard dire predictions from sectors affected by change before—we all have—and scepticism when such interests bring forward their concerns is healthy and necessary in Government. There is, however, significant and objective evidence that points to the industry’s predictions being well founded, and possibly even understated. After the Department announced the weight limit reduction, sales of VCMs fell from 55 million in 2017 to 9 million in 2020—still some eight years ahead of the deadline. Operators have already started voting with their feet—or, more accurately, their wheels—to the detriment of the sector and the construction industry as a whole. If the industry suffers and shrinks because of the regulations, many of its benefits will be lost.

Furthermore, traditional drum mixers can carry only one strength of concrete at a time, whereas VCMs have the benefit of carrying multiple if required. Take this simple example: if a customer needs only 4 cubic metres of strong concrete and 3 cubic metres of medium-strength concrete, they will have to pay for two concrete mixers if heavier VCMs are banned. VCMs mix concrete on site and can do so at whatever strengths are required and, crucially, all on one lorry. Without VCMs, such situations would be much more difficult to manage. That is why VCMs are such an important, if small and perhaps slightly niche, part of the concrete sector and the construction industry.

I have had representations from right across the country since securing this debate a mere eight days ago. The message from every corner—from those who are charged with representing the sector as a whole, to individual companies—remains the same. Sonny Sangha, founder of iMix Concrete, who operates a 32 tonne VCM as well as his current fleet of four traditional 38.4 tonne VCMs, talked to me about the estimated impact of the Government changes. He said:

“We estimate an annual loss of turnover of around £100,000 per VCM at 32 tonnes. The loss of capacity also means the need for purchasing more vehicles to accommodate the workload now that we have VCMs on both weight limits...We can see a huge difference in output and economic performance between the vehicles. The new 32T vehicle is only able to carry around 6/7m3 of concrete (depending on mix type), whereas with the other vehicles we can carry a comfortable 8m3 of concrete.”

The root cause of the problem is that there has not been an adequate economic or environmental impact assessment. The consultancy group Regeneris was brought in by the Batched on Site Association to calculate the impact of cutting the weight of VCMs to 32 tonnes. It found that a 27% cut on a 44 tonne VCM and a 16.6% cut on a 38.4 tonne VCM is likely to add 14 million more lorry miles to UK roads and 598,000 more lorry journeys each year. There will be 200 more VCMs on the roads to make up for the carrying of smaller loads, pumping 120,000 additional tonnes of carbon dioxide into the atmosphere. There will be a 20% increase in CO₂, nitrogen oxide and particulates, generating extra carbon costs in excess of £7 million per annum. That will also require an additional 200 HGV drivers at a time of shortages. On top of that, because drum mixers have a two-hour production life for concrete, much of the concrete going to landfill comes from drum mixers.

[Dr Philippa Whitford (Central Ayrshire) (SNP)]

Is the two-hour issue not absolutely critical? Some communities, particularly in remote constituencies across Scotland and rural parts of England, are simply outwith the two-hour distance, and therefore the concrete will end up hardened and generating more waste in landfill.

[Mr Carmichael]

It is absolutely critical, and it adds massively to the already significant extra costs for construction projects in those remote communities. Indeed, as the MP for Orkney and Shetland, I probably know that better than most.

I am not going to steal the Minister’s thunder; he has kindly been in touch with me.

[Sir George Howarth (Knowsley) (Lab)]

Before the right hon. Gentleman concludes, I want to congratulate him on securing this debate. We have a presence of VCM operators in Knowsley, which is important to our local economy. I endorse the powerful he has made, and I hope that when the Minister responds, he acknowledges the force of that case.

[Mr Carmichael]

I very much hope so, too. The Minister’s office has been in touch with me to very kindly give me notice of some of what he intends to say. This may be a new way of introducing disappointment into my life after 22 years as an MP, but for once I approach this debate with a smidge more confidence and optimism than usual. The Minister has given me notice of some of what he intends to say in his speech, but I suggest that there is substantial evidence out there that would support a different approach if the Department were minded to harvest it in a systematic way.

There is also important context involving other HGV regulation. In February, the Under-Secretary of State for Transport, the hon. Member for North West Durham (Mr Holden) announced the abolition of the 32 tonne limit for electric HGVs, allowing them to run up to 34 tonnes. On 23 April, the Minister announced that the 4 tonne increase in weight for HGVs—taking the limit from 44 tonnes to 48 tonnes—was being trialled to cut lorry numbers and to save carbon. On 10 May, the Minister announced that the Government are allowing haulage lorries an additional 2-plus metres in length, with the aim of cutting the numbers of such HGVs on the road by 8%, and reducing 70,000 tonnes of carbon emissions. All that suggests to me that the thinking of the Department may have been different in 2018, and that there is now a need for the approach to VCMs to catch up with that new thinking and to benefit from the same approach.

As I have said, I am grateful to the Backbench Business Committee for giving me this debate at such short notice. I am grateful also that a good number of colleagues from around the House are present on a Thursday afternoon. I place on record that I have received a lot of apologies and representations from Members right around the country, including the hon. Members for Warrington North (Charlotte Nichols) and for South Derbyshire (Mrs Wheeler), the right hon. Members for Ashford (Damian Green), for Alyn and Deeside (Mark Tami), for Dumfriesshire, Clydesdale and Tweeddale (David Mundell) and for Warley (John Spellar), and the hon. Member for Rother Valley (Alexander Stafford). They would all have been here had they had a bit more notice, but we all know that when a Member gets an offer of time to debate something like this, they do not quibble; they take it. That is what we have done. I look forward to hearing what the Minister has to say.

--- Later in debate ---

[Jesse Norman]

That is a separate question, and, of course, local authorities may or may not choose to do such things. This is about what the view of National Highways was, and as I have said, its view was that there was a particular risk to bridge structures and that that was one of the constraints on the durability and longevity of this arrangement.

An initial assessment into road wear by the Department suggested that increasing the weight limit for four-axle volumetric concrete mixers from 32 tonnes to 38.4 tonnes could increase average road wear by between 110% and 220% per vehicle. The exact impact is heavily dependent on the vehicle’s loading.

The Department recently announced the introduction of longer semi-trailers into general use because many operators run out of trailer space before reaching the permitted maximum gross vehicle weight. These longer semi-trailers are up to 2.05 metres longer than a standard trailer, but are designed to carry the same weight as standard trailers. Therefore, there is no increase in the normal maximum weight or axle weights for vehicles using the longer semi-trailers.

The Department recently announced regulations to implement an increase in weight limits for certain alternatively fuelled or zero-emission vehicles. The weight limit increase is up to a maximum of 1 tonne for an alternatively fuelled vehicle and a flat 2 tonnes for a zero-emission vehicle. In all cases, the maximum weight limit for individual axles—again, the key measure—remains unchanged. The vehicle types that are having their weight limits changed by this regulation include articulated lorries and road train combinations with five or six axles normally limited to 40 tonnes and four-axle combinations normally limited to 36 or 38 tonnes. No additional weight allowance will apply to the heaviest articulated lorry and road train combinations of 44 tonnes or four-axle rigid motor vehicles of 32 tonnes.

[Mr Carmichael]

I am genuinely grateful to the Minister because a number of people in the debate have said, “We do not understand how the decision was reached”, and he has given us an insightful account of how that happened. Those of us who have served in Government know how it often works: the focus is on the process rather than the outcome. That is exactly what has happened here. If he were to compare the outcome—the consequences of the changes that were made—with the consequences of the previous regulations, on any cost-benefit analysis, would it not look like a slightly unusual move to make?

[Jesse Norman]

It is not true to say there has been a focus on process rather than outcome. On the contrary, it is specifically the concern that there may be an adverse outcome on road wear and tear and safety that sits behind the concern to maintain the position as it is, or has been, on vehicle axle loadings.

Let me come to the wider point that the right hon. Member touched on. I note the points about the value of the industry and that the use of VCMs has important commercial advantages over alternatives, such as allowing an exact quantity of concrete to be produced. That has influenced the implementation of the temporary weight arrangement. However, the 32-tonne maximum weight for four or more axle goods vehicles used in normal service is important in the context of maintaining the roads. It is not possible to allow the general circulation of large numbers of overweight rigid goods vehicles freely on the roads. That would risk substantial structural damage and failure.

For heavy loads, some other construction-related vehicles, such as tippers, are available as six-axle articulated combinations. They can carry higher loads legally. For VCMs, there has been some design development. Part of the earlier reason for the exemption was to allow a period in which there could be design development, but I appreciate that the unladen weight cannot be reduced by the difference between the temporary arrangement and the standard weight limit.

The Department recognises the high level of concern expressed in the debate about the businesses of those operating VCMs. I do not think it is true to say that those businesses have not received a good hearing. They have been extremely effective in making their case over the years, in my experience. The number of colleagues referenced by the right hon. Member for Orkney and Shetland testifies to the effectiveness of the APPG and the sector in mobilising political opinion. Those concerns rightly include the viability of what are, in many cases, small businesses, and we understand that. It is important to recognise, as many Members have today, the contribution made by the industry more widely in the construction sector.

The Department proposes—the right hon. Member alerted us to this key point—to seek evidence about whether the current temporary arrangements for special maximum weights for VCMs should be amended. That comes just over halfway through a temporary 10-year period. The intention is to review the temporary weights and the criteria for them, including how long they will last. The volumetric concrete mixer arrangement is, after all, unique.

In conducting that call for evidence, it will be important to consider whether there are other situations that are in any way similar to the one we have discussed today. National Highways will be commissioned to properly re-examine the bridge load assessments, which have been raised in the discussion, as they relate to VCMs. It is important that all potentially interested parties are able to comment and are reached. We therefore intend that a public call for evidence should be launched during the autumn, and I expect a wide range of parties to be interested and potentially to make submissions.

--- Later in debate ---

[Mr Carmichael]

First, I very much echo the comments of the hon. Member for Glenrothes (Peter Grant) about the sad passing of Winnie Ewing. Winnie Ewing was the first elected parliamentarian I ever saw in the flesh, probably in 1981. She turned up—I was never quite clear whether it was at her invitation or the invitation of the school; either was possible with Winnie—and addressed the assembled school. Even as a 12, 13 or 14-year-old—however old I was—her passion and commitment for standing up for the communities across the highlands and islands that she represented was obvious, almost palpable. Her passing is a sad loss to all of us in Scottish politics and, indeed, politics across the whole of the United Kingdom.

All those who have contributed to the debate have made powerful and compelling cases. I am grateful that the Front-Bench spokespeople acknowledged that and for the call for evidence that the Minister announced. That is the way that Government should work, and I am delighted that we now have the opportunity to make this case. I have no doubt that the companies whose effective lobbying has led to the setting up of the APPG—Nigel Griffiths is spearheading that in his professional capacity—will continue to do their work. I see this as an opportunity and not as a conclusion, and I hope that what we have taken here is the first step along the road. If it is, we have done something that will benefit all our constituencies and the wider construction industry.

Question put and agreed to.

Resolved,

That this House has considered volumetric concrete mobile plants.