Offshore Wind Farms: Health and Safety
(1 year, 2 months ago)
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Kenny MacAskill (East Lothian) (Alba)
A just transition was proclaimed when COP26 was held in Glasgow in 2021. While that global jamboree may have underwhelmed in so many respects, it was at the forefront in one aspect, for as we transition from fossil fuels to renewables, not just countries but businesses, communities and workers were to be supported. Entire industries require to be run down or forsaken and decent jobs given up, even lifelong careers; however, financial support was to be given to assist nations in that journey. As for workers, assurances were made that in the transition to net zero, they would be protected and long-held rights would be assured—justice for workers, as well as for our planet.
Those assurances were echoed outwith the global gathering, endorsed by the UK Government—they have since been championed by them in the green jobs taskforce—and chorused by the Scottish Government in their just transition commission. The rhetoric has been fairness and equity for those whose work would require to change. In Scotland and in the UK as a whole, the sector most affected is in the North sea. Though extraction of oil and gas is still required, we are on a journey to decarbonise and to transition to renewables; it is a transition, but it must be a just one. That sector has provided huge wealth and benefit to our society, and many who worked hard in those difficult and often dangerous conditions are now moving into renewables. Where once it was oil and gas, it is now becoming wind, wave and tidal—let us not forget that we recently had a Prime Minister who championed the UK as the Saudi Arabia of wind. It is a move that matters for our nations and will create wealth, as well as provide hope for our planet.
However, recent events in the North sea have revealed that while there is a transition in the economy, there is no just transition for those working in that new and growing sector—primarily in the maritime sector, where minimum wage law does not apply consistently and immigration law is used as a crude instrument to profit from seafarer exploitation. That, though, is a debate for another day. Tonight, I want to raise the issue of employment rights, especially the effectiveness of health and safety legislation that is too easily avoided. The lack of consistent and effective offshore safety legislation has been brought to light by a recent tragedy. We must hope that from that sorrow there will come some solace, with the existing legislative gap being remedied.
That legislative gap affects hundreds if not thousands of workers in the offshore energy supply chain, sailing out of not just existing offshore hubs such as Aberdeen or Dundee but Eyemouth, Montrose, Fraserburgh, Wick, Buckie, and other Scottish ports involved in delivering a successful offshore wind industry. It also affects those in England servicing energy installations in the North sea from Humberside, Tyneside, Teesside or East Anglia, along with those who will be embarking from Holyhead, Milford Haven, Mostyn and other ports in Wales. At present, the framework of statutory employment and seafarer rights on which that workforce will depend for their health and safety is not fit for purpose. A just transition was promised, and a just transition there must be for our maritime and offshore workers, as well as our planet.
Let me detail the tragedy which brought those failures to light. On Sunday 22 January, a man went missing from Valaris 121, a mobile offshore drilling unit being towed to Dundee and located some 98 miles from Aberdeen. Police Scotland investigated and while satisfied that no criminal investigation was required, had concerns regarding wider health and safety issues, which they referred to the Health and Safety Executive. This is something that the HSE would not normally investigate. That it did so here is perhaps indicative of the concerns that the police had raised, for it is not the same as an industrial accident on land. Neither is it similar to that on an oil or gas rig on the UK continental shelf, or even on a fixed or floating wind turbine in the UK exclusive economic zone.
HSE legislation has rightly been extended to cover workers’ rights, but it is incomplete and, as a result, workers are at greater risk. Mobile drilling units such as Valaris 121 are classified as a ship or a vessel when towed, meaning that they fall outwith HSE jurisdiction and within that of the Maritime and Coastguard Agency. Accordingly, while the HSE could and very likely would have carried out a full investigation had this incident been on land, a rig or even a turbine, it is restricted in what it can do in this instance. Likewise, a report that may have seen a fatal accident inquiry in Scotland or a coroner’s court hearing in England and Wales will not happen. Why is that? It is because it is not classified as a health and safety issue, giving the HSE authority. Instead, it is considered a maritime safety matter, and the MCA has authority and leads these investigations through the marine accident investigation branch.
Jim Shannon (Strangford) (DUP)
I commend the hon. Gentleman for bringing this matter forward. When it comes to health and safety, we are all concerned. Given the fact that the offshore energy created comes on land in Scotland and England, is there some role for the Health and Safety Executive, even though, as he has clearly outlined, the MCA takes precedence? If the energy is coming here and the workers work out of Scotland and England, is there not a responsibility?
Kenny MacAskill
As I will come on to say, the HSE does a good job onshore, on oil and gas and on turbines, but we require that its powers be extended. It is the agency. The MCA and the MAIB do a wonderful job in preserving life and ensuring wider maritime safety, but they are not qualified in industrial accidents; neither are employment laws within their remit. Fundamentally, and worsening that handicap in expertise, the MCA does not even have responsibility for the investigation, or jurisdiction over this incident. That is because it occurred outwith UK territorial waters, which extend to 12 miles. Beyond that distance, even when within the UK exclusive economic zone of 200 miles and on the UK continental shelf, incidents are subject to international maritime regulations, which prescribe that the investigating agency is to be from the vessel’s flag state. That is the country where the ship is registered.
Valaris 121 is registered in Liberia, a flag state managed in Virginia, USA. Accordingly, we have the absurdity of responsibility for an investigation and jurisdiction in enforcement for an incident leading to the death of a UK worker resting not with police or Crown, HSE or MCA, or even with an organisation based in Edinburgh or London, but in the flag state of Liberia, a country located on another continent. That country is one of the world’s largest shipping registers and is categorised by the International Transport Workers Federation as a flag of convenience. That means that employment and safety standards are at the international minimum and ship owners pay no tax to the Liberian state. That alone is a concern, as questions are sometimes raised regarding registration, let alone supervision.
Despite my asking numerous questions, the Government are unable to tell me how many vessels operating in the UK sector are foreign flagged. That should be a concern, as anecdotally it would seem that the vast majority are not registered under the red ensign, despite the Government’s obsession with wrapping things in the Union Jack.
The Lord Advocate advised that a multi-agency meeting took place to discuss the incident; it involved representatives of the Maritime and Coastguard Agency, the Health and Safety Executive, Police Scotland, the Crown Office and Procurator Fiscal Service and the Republic of Liberia. They discussed who would have primacy in the various investigations. I do not know this, but I assume that it was a virtual meeting; likewise, I do not know who the representative from Liberia was, or what level of seniority they had. The Lord Advocate explained further that Police Scotland remains in charge of the missing person enquiry, though, sadly, the body may never be recovered.
The Lord Advocate confirmed that the HSE remained the lead agency for the investigation in Scotland and the UK—but doing what, and enforcing which laws? Is that because there is no one here from Liberia to do it, and because the only folk nearby are from the HSE? Will we simply see a report filed and no further action taken? More importantly, how does this address the failure to extend health and safety legislation for the oil and gas sector to the new world of offshore wind, other renewable energies and nascent green technologies such as hydrogen, carbon capture and storage and liquefied natural gas?
Leaving aside the good intentions of the Lord Advocate and the diligent work by the HSE, let us recall where jurisdiction and enforcement lie: with the flag state, Liberia. Let me again set out why that is—all this has been confirmed through repeated parliamentary answers from several Government Departments.
Health and safety legislation applies to workers on land and operating in UK territorial waters, as the hon. Member for Strangford (Jim Shannon) mentioned; those territorial waters extend for 12 miles. The Health and Safety at Work etc. Act 1974 (Application outside Great Britain) Order 2013 applies to oil and gas, and even turbines, but that is insufficient for the new sector, as I shall detail. Valaris 121 is classified as a vessel or ship, which means that it is not subject to that legislation. As the tragedy happened outwith UK territorial waters, it is classified as a maritime incident—hence the involvement of the flag state, and the absurdity of Liberian jurisdiction. The issue of the absence of health and safety rights goes far wider than this incident or this vessel. It goes to the very heart of how the new sector to which we are transitioning operates.
As disclosed in parliamentary answer 139284 from the Department for Work and Pensions, under the 2013 order, health and safety protection applies to those operating in the offshore wind sector when on a “structure or machine”; the provisions apply to
“structures for the production of energy from wind”,
and to
“the operation of a cable for transmitting electricity from an energy structure.”
All well, one might think, but no; the legislation goes on to specifically state:
“Ships are not defined as energy structures for the purposes of this legislation.”
Therein lies the injustice of this North sea tragedy. It also shows that current provisions are incapable of providing the protections required for workers in this new sector. There are two clear reasons for that. First, few people work on a turbine; it is accessing, maintaining and supporting turbines that matters. Workers do not live on them, as they do on oil and gas rigs—or at least not yet, and if that changed, living accommodation would likely be confined to flotels, special operation vessels and other entirely separate solutions. If protection is provided only when people are physically working on the turbine, that totally ignores the nature of both the job and the sector.
Secondly, Valaris is classified as a vessel or ship, but she is not what most imagine a vessel or ship to be, as she is designed as a working platform. Some workers will be drilling, and others will be working while attached to a turbine. If they are physically attached to the turbine, then they are covered, but when they are travelling to the turbine or back, or even if they are proximate to it but not physically attached to it—that will likely be the bulk of the work—they are not.
The current legislation fails to take account of the operation of and working practices in offshore wind. It is an expanding and developing sector, which means that people are being denied cover in aspects of the work that lack protections. The danger is that this tragedy might be replicated, and oft times more, given the expansion of the sector. Health and safety protections that apply for oil and gas must be available for offshore wind and other renewables.
I have had discussions with Offshore Energies UK, which takes safety extremely seriously, as the House would expect, and it has indicated an acceptance of the gap and a willingness to assist in resolving the situation. To address it, the definition of energy structures under the 2013 order needs to be extended, and legislation to protect seafarers operating in the offshore wind sector needs to be enacted, but so far the DWP has failed to show any interest. Will the Minister agree to meet me and worker representatives to discuss this? There must be a just transition for our planet, but there must also be a just transition for workers, and this most certainly is not a just transition in the offshore wind sector.
The Parliamentary Under-Secretary of State for Work and Pensions (Mims Davies)
I am grateful to the hon. Member for East Lothian (Kenny MacAskill) for bringing this important debate to the House, and I appreciate and understand the passion and conviction he brings to this debate. The UK Government take very seriously health and safety on offshore wind farms in Great Britain’s territorial sea and the UK continental shelf, and I am keen to reassure the hon. Gentleman that my officials at the HSE confirm that we have a strong and appropriate existing regulatory regime, which applies the protection afforded by the Health and Safety at Work etc. Act 1974 to people working on offshore wind farms.
On the hon. Gentleman’s concerns, let me spell out that the Health and Safety at Work etc. Act 1974 (Application outside Great Britain) Order 2013 applies the provisions of the 1974 Act. This covers certain activities offshore, including work associated with offshore wind farms, as well as other offshore installations such as those for oil and gas. Therefore, the 1974 Act applies to offshore wind farms in the territorial sea and the UK continental shelf as well as to renewable energy zones, which are also defined in the 2013 order. The 2013 order also applies the provisions of the 1974 Act to offshore oil and gas installations in designated areas in the UK continental shelf—I really hope that pacifies the hon. Gentleman. I will say more about that and come on to some of his other points later.
Furthermore, the 1974 Act places a legal duty on employers to ensure, so far as reasonably practicable, the health, safety and welfare of workers and others to ensure that they are kept safe, whether they are working on oil or gas or, as I said, wind farm installations. In addition, other legislation that applies to work on offshore wind farms includes the Construction (Design and Management) Regulations 2015. This helps employers to ensure that their work is planned and that risks are assessed and managed. Those regulations also ensure that employers consult and engage with workers and make sure that information is communicated to all those who need to know it.
The Health and Safety Executive enforces the 1974 Act and subsidiary health and safety legislation on offshore wind farms. The HSE does not have the legal basis to enforce activities that are not specifically covered by the 2013 order. In those situations, however, other regulators and organisations will enforce health and safety legislation or investigate accidents. For example, in a situation where a ship is in transit and the HSE’s regulations do not apply, such a ship will still need to comply with national and international maritime standards.
The Maritime and Coastguard Agency is responsible for enforcing all merchant shipping regulations in respect of occupational health and safety, the safety of vessels, safe navigation and operation. This includes manning levels and crew competency. Merchant shipping health and safety regulations extend to all those working on the ship and any work activities undertaken on board. These powers of the MCA extend to UK ships anywhere in the world and to non-UK ships that are within UK territorial waters.
The marine accident investigation branch investigates marine accidents involving UK vessels worldwide and all vessels in UK territorial waters. Its role is to help prevent further avoidable accidents from occurring, not to establish blame or liability.
For foreign flagged ships in the UK continental shelf, the responsibility for investigating accidents lies with the flag state. A memorandum of understanding between the HSE, the MCA and the MAIB ensures effective collaborative working. Each organisation has differing responsibilities for health and safety enforcement and accident investigation. An operational working agreement provides clarity and consistency where the jurisdiction of the HSE, the MCA and MAIB overlap. It outlines the key and supporting principles to be adopted when selecting the lead organisation for health and safety enforcement and accident investigation.
The HSE’s energy division has a team of inspectors dedicated to the regulation of work activities at offshore wind farms. They are supported by various onshore and offshore specialists who provide technical advice on a range of relevant subjects during inspection, investigation and enforcement of high-risk activities. This addresses poor health and safety performance and provides reassurance that there is good health and safety management of such activities.
Kenny MacAskill
I spoke earlier with Offshore Energies UK and the National Union of Rail, Maritime and Transport Workers, and this is not a criticism of any existing or past Government. There is a legislative gap because technology has moved so fast and nobody anticipated it. We now, however, have a situation, which I think is accepted by employers and employee representatives, where those working in the sector are not getting the proper coverage that should apply. Does the Minister not accept that there is something wrong here in primacy resting with Liberia, and that we need to extend the 2013 order to the new operations as they exist now, and indeed as they may be in a few years?
Mims Davies
I thank the hon. Gentleman. I will make some further points, and I hope we can then come to a mutual arrangement and I can reassure him on the issues he raises. The points he makes can come into the conversation.
I have spelled out that the HSE energy division has inspectors dedicated to the regulation of work activities at offshore wind farms, but I accept the hon. Gentleman’s point that a lot is going on in this sector and there needs to be reassurance. I have spelled out some of the regulatory activity. The HSE works with industry bodies and UK regulators to ensure that sensible solutions are found to emerging risks.
On shipping standards, where the HSE regulations do not apply to work activities on ships because they fall outside the scope of the 1974 Act and the 2013 order, international shipping regulations provide a broadly equivalent level of safety to international shipping. International conventions on shipping, such as the international convention for the safety of life at sea, the international convention for the prevention of pollution from ships and the maritime labour convention 2006 set a level playing field, as all ships are surveyed by their flag and can be inspected by port states against the internationally agreed standards. Under this regime Valaris was inspected by the MCA when it reached port in the UK, but I do appreciate the hon. Gentleman’s points on that.
On Valaris 121, the Health and Safety Executive has served an improvement notice on Ensco Offshore U.K. Ltd relating to incorrectly installed gratings on Valaris 121 when it was in port in Dundee.
On the flag state investigations of accidents occurring on the UK continental shelf, the flag state of the ship involved is responsible for ensuring that an investigation is conducted and completed in accordance with the casualty investigation code. The code mandates that certain incidents set out in chapter 1, part A, of the 1974 international convention for the safety of life at sea—or SOLAS—are investigated.
The hon. Member for East Lothian mentioned flags of convenience. Open registries can pose a challenge to maritime security and the enforcement of laws on the high seas. That is because some flag states do not, or cannot, exercise effective oversight of the ships on their registers, as I think the hon. Member pointed out.
While there is some evidence of poor practice taking place under open registries, there is no direct correlation between poor-performing ships and open registries. However, Liberia, the Bahamas and the Marshall Islands are all open registries and were at the top of the 15 countries for low detention rates under the 2021 Paris memorandum of understanding on port state control.
It is an important issue that some flag states do not have independent investigation bodies that may investigate accidents in UKCS. The marine administrations for the Isle of Man, Bermuda, the Cayman Islands and Gibraltar do not have independent investigation bodies, and therefore have difficulty in ensuring that safety investigations are impartial and objective. A memorandum of understanding has therefore been reached, which the UK’s Marine Accident Investigation Branch has agreed to, to investigate incidents involving ships registered with those marine administrations. The procedure for those investigations set out in the legislation in force in the relevant marine administration’s territory will apply.
I will cover two other points, then hopefully start to conclude. The hon. Gentleman will be keen to know that the responsibility for regulating the health and safety of workers travelling to and from offshore workplaces—wind farms or oil and gas installations—rests with the MCA within the territorial sea and for UK-flagged vessels.
The responsibility for health and safety enforcement activities and accident investigation is described in the MOU between HSE, the MCA and the MAIB. That is supported by an operational working agreement that provides clarity and consistency where the jurisdiction of the respective agencies overlap.
In terms of those transiting to and from offshore workplaces, the responsibility for regulating those transits rests with the MCA within the territorial sea and for UK-flagged vessels. Again, the responsibility for health and safety enforcement activities and accident investigation is in the MOU between HSE, the MCA and the MAIB. Again, that is supported by an operational working agreement that provides clarity and consistency where the jurisdiction of the respective agencies overlap. I understand the point that the hon. Gentleman was making. Does he want to come in on that?
Kenny MacAskill
I hope the Minister would accept that the technology is changing and that most of the new turbines will be outwith UK territorial waters in many instances, which changes the nature of the jurisdiction. The organisations she referred to, the MAIB and so on, have skills, but they are not skills relating to health and safety at work. The fundamental difficulty is that the nature of the operation is not attached to the physical turbine. The nature of the activity is either accessing it or working in close proximity to it. This man went off a ship that had been doing that and yet we are faced with Liberia. It is on that basis, because of the new world we face, that I seek for the Government to extend the 2013 order. We are anticipating a new world and we do not know what the North sea will look like, but it will be a very busy workforce and a very busy workplace that is very different from what we have at the moment.
Mims Davies
The hon. Gentleman makes a really important point about learning from what happened and ensuring it is fit for purpose, and, above all, ensuring that he and the workers involved feel reassured. I want to reassure him that the HSE works closely with G+ Offshore Wind Health and Safety Organisation and its members to promote an understanding of the offshore wind farm regime and the regulations I have spelled out tonight.
On EU retained law, which the hon. Gentleman covered, the HSE remains focused on ensuring that regulatory frameworks maintain the UK’s high standards on health and safety protection, while continuing to reduce burdens on business. The HSE’s approach closely aligns with the Government’s pledge to do more for businesses to promote growth by removing disproportionate burdens and simplifying the regulatory regime. Our standards of health and safety protections are among the highest in the world. The HSE will continue to review retained EU law to seek opportunities to reduce those burdens and promote growth, but not reduce health and safety standards.
In conclusion, I have, I hope, set out the regulatory framework in place to ensure the health and safety of people working at offshore wind farms, and have detailed that the HSE is one of a number of regulators and organisations that work together to ensure that employers maintain health and safety standards in this sector and protect their workers. I reassure the hon. Gentleman that the UK Government continue to take health and safety on wind farms very seriously, and recognise the contribution made by this sector to energy security and the net zero programme. I hope that that goes some way to reassuring the hon. Gentleman that the current regulatory regime and framework in place is sufficiently robust to protect the health and safety of workers, but I appreciate —he has made some excellent points this evening—that it is a complex, growing and challenging picture. I offer to facilitate a meeting between him and HSE officials, along with other relevant Departments and officials, so that we can further reassure him, the sector, employers and those who work in it that his concerns are fully understood and addressed.
Question put and agreed to.