Printed (by Authority) by Nelson Press Co. Ltd., St. George's Street, Douglas, Isle of Man REPORT OF PROCEEDONGS OF TYNWALD COURT
Douglas, Tuesday, April 14, 1981 at 10.30 a.m.
Present: The Governor (Rear Admiral Sir Nigel Cecil, K.B.E., C.B.). In the Council: The President of the Council (the Hon. J. C. Nivison, C.B.E.), the Lord Bishop (the Rt. Rev. Vernon Nicholls), the Attorney-General (Mr. T. W. Cain), Messrs. G. T. Crellin, R. E. S. Kerruish, G. V. H. Kneale, R. MacDonald, P. Radcliffe, A. H. Simcocks, M.B.E., 0 with Mr. T. A. Bawden, Clerk of the Council. In the Keys: The Speaker (the Hon. Sir Charles Kerruish, O.B.E.), Messrs. R. J. G. Anderson, W. K. Quirk, J. J. Radcliffe, J. N. Radcliffe, Mrs. C. M. Christian, Dr. E. J. Mann, Messrs A. A. Catlin, R. L. Watterson, J. R. Creer, E. G. Lowey, M. R. Walker, N. Q. Cringle, Mrs. E. C. Quayle, Messrs. G. A. Quinney, M.B.E., P. A. Craine, D. F. K. Delaney, E. C. Irving, Mrs. B. Q. Hanson, Mr. T. E. Kermeen 1.S.O., Dr. D. L. Moore, Messrs. J. J. Christian, G. C. Swales, with Mr. R. B. M. Quayle, Clerk of Tynwald
APOLOGIES FOR ABSENCE. The Governor: Hon. members, 1 haVe apologies for absence from the hon. member for South Douglas, Mr. Ward.
ANNOUNCEMENT OF ROYAL ASSENT. The Governor: I have to announce in accordance with the terms of section 2 of the Acts of Tynwald (Emergency Promulgation) Act 1916 that the Royal Assent was given to the following Act on 18th March 1981:— Welfare of Animals Act 1981.
BILLS FOR SIGNATURE. The Governor: Hon. members, according to the Agenda we only have one Bill for signature, the Industry Board Bill, but I understand that the Administration of Justice Bill is also ready for signature. Since there is some urgency for this to go forward for Royal Assent I hope members will agree that it can be signed now, rather than waiting for the May sitting. It was agreed. The Governor: If hon. members agree we will continue our business while these Bills are being signed. It was agreed.
Apologies for Absence. — Announcement of Royal Assent. — Bills for Signature. T1030 TYNWALD COURT, APRIL 14, 1981
PAPERS LAID BEFORE THE COURT.
The Governor: I call on the Clerk to lay papers.
The Clerk: Your Excellency, I lay before the Court:— Excise Duties— Excise Duties Order 1981. Value Added Tax and Car Tax— Value Added Tax and Car Tax Order 1981. Value Added Tax (Terminal Markets) (Amendment) Order 1981. Value Added Tax (Handicapped Persons and Charities) Order 1981. Car Tax (Amendment) Regulations 1981. Customs and Excise Acts (Application) Act 1975— Customs and Excise Acts (Application) (Amendment) (No. 2) Order 1981. Unemployment— Second Interim Report of Select Committee on Unemployment. Advocates' Fees— Second Interim Report of Select Committee on Advocates' Fees. Gaming and Amusement Machines— Report of the Gaming Board of Control. Licensing Act 1961— Licensing (No. 4) Order 198.1. Licensing (No. 5) Order 1981. Music and Dancing Act 1961— Music and Dancing Order 1981. Manx Decimal Coins Act 1970— Manx Decimal Coins (The Betrothal and Wedding of the Prince of Wales Crowns) Order 1981. Manx Decimal Coins (The Wedding of H.R.H. Prince Charles to Lady Diana Spencer (Gold Coins)) Order 1981. Road Traffic Act 1967— School Crossing Patrols (Prescribed Places) (Amendment) Regulations 1981. Fire Precautions Act 1975— Fire Precautions (Cinemas) Order 1981. Cinematograph (Safety) Regulations 1981. Burials Acts 1881 to 1965— Malew Parish Burial Ground Rate Order 1981. Arbory Parish Burial Ground Rate Order 1981. Mineral Workings (Offshore Installations) (Isle of Man) Act 1974-- Mineral Workings (Offshore Installations) (Isle of Man) Act 1974 (Appointed Day No. 2) Order 1981. Douglas Corporation Electricity Act 1981— Douglas Corporation Electricity Act 1981 (Appointed Day) Order 1981.
Papers Laid Before the Court. TYNWALD COURT, APRIL 14, 1981 T1031
European Communities— Applicable European Communities Secondary Legislation, February and March 1981. Accounts— Audited Accounts of the Government Treasurer for the year ended 31st March 1980. Diseases of Animals (Prevention) Acts 1948 to 1975— Disinfection (Foot and Mouth Disease) Order 1981. Importation of Vehicles and Farm Machinery (Foot and Mouth Disease) (Temporary Prohibition) Order 1981. Wage and Salary Agreements— Report by Finance Board for year ended 31st March 1981. Annual Reports— Annual Report of the Chief Constable of the Isle of Man for the year ended 31st December 1980. Annual Report of the Isle of Man Electricity Board for the year ended 31st March 1980. Annual Report of H.M. Prison for the year ended 31st December 1980. Report of the Isle of Man Assessment Board for the period 1st April 1976 to 31st March 1980. Annual Report of the Isle of Man Civil Defence Commission for the year ended 31st March 1980. Local Government Board's Approval to Petitions— Approval dated 20th February 1981 to the following Petition— (1) Petition of the Douglas Corporation for approval to the sale of the premises No. 5 St. George's Terrace; Douglas, to Charles Frederic Higgins and Ann Elizabeth Higgins of Anfield, 13 Upper Church Street, Douglas, for the sum of £350 plus all legal and other fees in connection therewith. Approval dated 6th March 1981 to the following Petition— (2) Petition of the Peel Town Commissioners for approval to the sale of a certain plot of land containing 522 square yards at the Ballaquane Estate to Ian MacDonald of Jurby Police Station, Jurby, for the sum of £3,132. Approval dated 20th March 1981 to the following Petition— (3) Petition of the Douglas Corporation for authority to borrow a sum not exceeding £4,000, repayable within 15 years, to defray additional costs in connection with the renewal of the submarine electric cable to the Tower of Refuge and decorative lighting.
APPOINTMENT OF BOUNDARY COMMISSION — QUESTION BY MR. KERMEEN.
The Goveror: We now turn to the Question Paper. Question number I. I call on the hon. member for West Douglas, Mr. Kermeen. Mr. Kermeen: Your Excellency, I beg to ask the Chairman of Executive Council:— Will you initiate action—as outlined in paragraph 45 in the report received by this hon. Court on 22nd April 1980 — for the appointment by the Governor in Council of a
Appointment of Boundary Commission—Question by Mr. Kermeen. T1032 TYNWALD COURT, APRIL 14, 1981
Boundary Commission of five persons, not being members of Tynwald, to the end that the provisions of section 1 of the Representation of the People Act 1951 as amended by sections 1 and 5 of the Representation of the People Act 1956 be reviewed and legislation for a desirable and equitable amendment thereof be presented to the Branches?
Mr. Irving: Your Excellency, I regret that the answer to the hon. member is no, sir. In view of the failure of the Representation of the People (Redistribution of Seats) Bill to receive a second reading in the House of Keys, I consider that no useful purpose would be served in initiating the action as proposed by the hon. member at the present time. I believe, too, that since it would require legislation in the House of Keys, and the second reading of the Bill I have referred to failed on 16th December last year, Standing Orders would prohibit the introduction at the moment of further legislation. I would like to say that personally I support the proposal of a Boundary Commission very strongly, and would hope that before long some action could be taken.
Mr. Kermeen: Just one supplementary, Your Excellency? Would the hon. Chairman of Executive Council keep under review, in view of the increasing disparity, as to the population between the seven constituencies electing to the House of Keys?
Mr. Irving: Yes, sir, with pleasure.
BRITISH MIDLAND AIRWAYS — WITHDRAWAL OF APEX FARES — QUESTION BY THE LORD BISHOP. The Governor: Question number 2. I call on the Lord Bishop. The Lord Bishop: Your Excellency, 1 beg to ask the Chairman of the Isle of Man Airports Board:— Will you— (1) Please indicate the reasons for the withdrawal of the Apex fares by British Midland Airways for travellers from the Island from the beginning of April where the return journey is made within a week — not staying over a Sunday? (2) Convey immediately to this company the deep concern of this hon. Court that this concession is no longer available? (3) Indicate what steps his Board is taking to ensure the cheaper fares for travellers can be obtained from either British Island Airways or from some other company which could be granted the franchise? The President of the Council: Your Excellency, during the past winter British Mid- land Airways have operated an advance purchase return fare on its routes to and from the Isle of Man. The reservation retrictions applicable to this fare were that bookings had to be made at least two weeks prior to the commencement of the outward journey, and were available only on the non-stop or through flights of British Midland. Full payment for the ticket had to be made at the time of reservation and the ticket was valid for the maximum stay of one month. No restriction was made on the return journey because the company was endeavouring to generate additional winter traffic. However, in answer to part (1) of the question, since 1st April 1981 the airline still offers the advance purchase return fare but because of the summer traffic expected and the necessity for the airline to increase its revenue - that is the important part—the necessity for the airline to increase its revenue during the period, it has imposed a restriction on the validity of the ticket by stipulating that the return journey is not permitted prior to
British Midland Airways—Withdrawal of Apex Fares—Question by the Lord Bishop. TYNWALD COURT, APRIL 14, 1981 T1033
01.00 hours on the Sunday morning following the day of the outward travel, but the ticket is still valid for a maximum stay of one month. If it is necessary to cancel the ticket prior to travel a charge of 50 per cent. of the full fare must be paid, and full refunds are only made in the event of death. No refund can be made after the travel is commenced. So, in answer to the Lord Bishop's question, the reason is that it is in order to increase the revenue. The cost of operating domestic airlines has risen enormously, particularly with fuel charges and other airport charges, et cetera. In answer to the second part about conveying immediately to the company the deep concern, we are constantly in touch with the various airlines on trying to get the maximum number of concessionary fares but they do add from time to time that they have also to try to make these domestic routes more profitable. Not more profitable, profitable is the word because most domestic airlines are running at a very severe loss. There are very few of them. Now, the third part of the question — would you indicate what steps the Board is taking to ensure the cheaper fares for travellers can be obtained from either British Island Airways . . .? As members of the Court will know, British Island Airways have been amalgamated with other airlines and are now called Air U.K., and we are constantly in touch with Air U.K., and I would say that my own view is that Air U.K. would not be able to' do as well, never mind better than, the present company, British Midland, which is operating. However, we are in touch with them and are constantly in touch with them, and we believe that the people who have the franchise at the moment on the London route are doing an excellent job and trying to keep the fares as low as possible, and do offer many concessionary fares. It is regrettable, however, that they have taken away this particular condition during the summer-time, but it is in order to increase revenue. I hope the Lord Bishop will accept the reasons. Although none of us will find it palatable we must accept the reasons why the company do it.
Mrs. Hanson: Your Excellency, may I ask a supplementary question? Would you agree that the route from Heathrow to the Isle of Man is indeed very profitable? Is it not a fact that 65 per cent. occupancy of a 'plane is profitable, and that there are very few empty seats on the flights from Heathrow to the Isle of Man, or vice versa? And would you agree that indeed the domestic flights which are non-profitable are those from Heathrow to Manchester and Heathrow to Liverpool and, indeed, the Isle of Man route for the British Midland is subsidising the domestic routes of Heathrow to Man- chester and Heathrow to Liverpool'?
The Lord Bishop: Your Excellency, may I ask a supplementary question'? 1 find it extremely difficult to comprehend the mathematics of the company and I would like to ask the Chairman of the Airports Board how, indeed, does the company anticipate increasing its revenue by insisting that people are off the Island on a Sunday, or not returning to the Island on a Sunday? Is he aware that this is precluding people from travelling to London on a Monday or a Tuesday and returning on a Thursday or a Friday simply because there is another £20 at least on the air fare, and this is surely not the way to increase revenue, but to decrease revenue? There is great concern in this Island. I have had many people contact me as a result of my question. There is great concern that people who are retired are now being subjected to very heavy expenditure simply to visit families or, indeed, to fulfil business engagements, and am very unhappy at the answer that the Chairman has given on behalf of the company.
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Mr. Lowey: A supplementary, Your Excellency? Would the hon. Chairman not agree that the way in which the company has announced, or rather did not announce, the withdrawal of these concessions leaves a lot to be desired? And is his Board satisfied with the information made available to the travelling public by all the airlines?
The President of the Council: Your Excellency, in answer to the hon. lady from West Douglas, the profitability of the Heathrow/Isle of Man route was such that when British Airways were running it they were losing in the vicinity of £600,000 a year, and despite the pleadings that we made with them to continue it, they were unable to do it purely on economic grounds. So far as the Heathrow/Manchester run is concerned, that is run by British Airways. British Midland run to Liverpool and they also run to Belfast. Some of their more profitable routes are to the Channel Islands. It is true to say that the load factor on many aircraft, the break-even may be something like 65 per cent., and then all above that would be in the profitable sector. It is my information - which we derive not particularly from the air operators, from the Civil Aviation Authority — that many of these air operators are having extreme difficulty in making ends meet on their domestic lines. It is their international lines that prop up the domestic lines. It is not true to say that the Heathrow/Isle of Man route is propping up these others. If they are propped up at all they are propped up by their international routes which they run elsewhere. As far as my hon. friend, the Lord Bishop, is concerned, it is true we are all unhappy about concessions being taken away, but there are still for these people who want to visit their families . . . All it insists is you should stay over, go over the weekend, and the object is for the business people who are going on the short flights, they should well pay the whole fare, rather than give the concession. The concession is given to just the people you were talking about, my Lord Bishop, who want to visit families, and they could stay over the weekend, and instead of having a return fare of £92, which is the normal fare, they could get the Apex for £60. I would say that they do endeavour to provide concessionary fares for long stayers rather than the business traffic, and if the 'plane is too much diluted with cheap fares the break-even factor becomes higher. British Airways told us that even if all the aero- planes were flying to capacity they would still lose money with the fares that were being charged on the Heathrow, London route. So I regret that these concessions are taken away and I regret that fares do rise from time to time.
A Member: It is cheaper to go to America!
The President of the Council: Well, it is not really if you go on the scheduled flight. There will be routes running to the Isle of Man this summer where the fare factor in the holiday could well be something in the order of £35, but that is in packages. That is a different trade altogether than the scheduled line which has to go regardless of whether there are any passengers on it or not.
Mrs. Hanson: Your Excellency, could I ask a supplementary on a point of clari- fication? Am I wrong in saying that British Midland fly Heathrow to Manchester? I understood they fly from Heathrow to Liverpool and also from Heathrow to Manchester.
Members: No.
British Midland Airways--Withdrawal of Apex Fares—Question by the Lord Bishop. TYNWALD COURT, APRIL 14, 1981 T1035
Mrs. Hanson: Am I wrong there?
A Member: It is not Airways, anyway.
Mrs. Hanson: No, it is not British Airways.
The Lord Bishop: Your Excellency. I am most grateful to my hon. colleague for his answer.
Mr. Lowey: Your Excellency, I would be grateful if the hon. Chairman would reply to my question.
The President of the Council: On the question of publicity to any changes which are made, I think if you were to check with our friends from the press and if you check with our friends from Manx Radio, you would find that they are constantly giving information to the public about the fares that are available, and a lot of literature is obtainable in the travel agents. They do endeavour to make this as widely known as possible but it is a very expensive business to advertise everything, but full marks to British Midland with their "Flight Watch" which is on Manx Radio every day giving information on not only when the flights go but about the concessionary fares that are available. And space is taken in the leading Isle of Man papers from time to time advertising these particular concessions. We are satisfied that they are doing all they can, and we at the Airports Board, too, have taken space from time to time in order to advertise particularly some of these concessions.
Mr. Anderson: Just very briefly, Your Excellency, a supplementary to the hon. Chairman. Is it not correct that what hon. members are trying to say this morning is that they are pointing out what the advantages are but when they withdraw those advantages the public are not informed about them?
The President of the Council: It may be a practice that is used commonly in business, I do not know. But I do not think it is done intentionally. It is true to say that the fare structure has to be submitted to the Civil Aviation Authority and publications are issued, but whether they should do it widespread, an unprofitable exercise of this kind, it is a very difficult thing, but they do advise people accordingly and the travel agents know about it.
The Speaker: A supplementary, Your Excellency, with your permission? In respect of the third part of the question presented, would the hon. Chairman agree in respect to this element of the question that the airline policy in respect of Manx routes is now in shreds, and would he undertake with his Board to produce for the guidance of this Court, by July of this year, a policy which might be adopted for the future so that we may all have an indication of what is the best type of service to really effectively serve the interests of the Isle of Man?
Mr. Lowey: Very briefly, Your Excellency, really this expands a little on Mr. Speaker's supplementary, has the Airports Board taken up with the airline concerned their concern that other air operators are slashing their fares to encourage traffic, where our main air firm, British Midlands, is, in fact, increasing its fares?
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Mr. Christian: May I ask a supplementary, Your Excellency? Noting that this with- drawal takes effect from 1st April, and knowing that all the airlines have to apply to the Civil Aviation Authority for any variations which take place on the 1st April, do the airlines notify the Airports Board in advance of what alterations they are seeking? And if they do not, would the Chairman of the Airports Board seek to ensure that they do in future so that this Court, as well as the Board, could be informed when alterations are being contemplated by the different airlines, in advance? The President of the Council: Your Excellency, in reply to the hon. member for Ramsey, it is true that the Civil Aviation Authority, under the Act under which they work, are obliged, not out of courtesy, but they are obliged to advise the Isle of Man Airports Board of any alterations in schedules or fares, and this is done. We have almost a set reply to this, that we oppose every increase that does come forward, but we have to admit that when they give us figures showing a 200 per cent. increase in the cost of fuel over a period of about 18 months, the enormous cost of other equipment, the enormous cost of repairs, but in answer to the hon. member for Ramsey, they do advise us and we, in turn, have to reply to them whether we concur with it or whether we disagree with it, and we invariably give information about it. It is true to say that the prices are all on the up-and-up over the years. I would say, in answer to my hon. friend, Mr. Speaker, that we do not agree that the air services to the Isle of Man are in the state he described. I do say that it is very difficult to get airlines to operate these services regularly which, incidentally, not only go 4o London/Heathrow, London/Gatwick, but to Blackpool, Edinburgh, Glasgow, Leeds/Bradford, Manchester, Newcastle, Dublin. Belfast. It is remarkable the number of aeroplanes we do have flying to this Isle of Man and one sometimes wonders if it justifies quite so many, and whether in the future it may well be that we will have a shuttle service from Manchester and everyone has to get to a place like Manchester. It may well be something of that nature. But I do say, the people who have been trying for the franchise, and the Lord Bishop mentioned the franchise, they have said that they would run Short 330's, little ones, or Bandeirante, little 17-seaters, and so forth, and we said perhaps these were not acceptable. The cost of one 30-seater 'plane is just about £1 million. There is a very big capital required to run these services, and we greatly regretted when we came out of the national grid because they had the ability to get the necessary equipment, the more modern aero- planes. But I can assure Mr. Speaker that the policy of the air routes to the Isle of Man is constantly under review and I will assure him, too, that we will give a report before July as to the way we see it regarding the future. With regard to my hon. friend, Mr. Lowey, I am almost missing him again. What was it again, if I can answer? Mr. Lowey: Will the Board make representations to the airline where other airlines are slashing their fares to encourage traffic? The President of the Council Yes, we are aware of this, and the slashes invariably are done on particular special flights which they are trying to fill up. But on the scheduled services these fares, mile per seat, we are advised, are very comparable to other domestic scheduled services, if not cheaper, than many of the European routes. Mr. Lowey: All I am asking for is our share of slashing prices. The President of the Council: Well, we are endeavouring to get those through charter companies, and you do know that the Tourist Board and the Airports Board are eagerly
British Midland Airways—Withdrawal of Apex Fares—Question by the Lord Bishop. TYNWALD COURT, APRIL 14, 1981 T1037
anxious to get, particularly for tourists, parties coming over whereby we can avail ourselves of the charter trade. Mr. Christian: May I ask another supplementary, Your Excellency? Would the hon. Chairman agree that the main problem at the moment is that all these airlines make block bookings to the big firms such as Cooks, et cetera, and there are returnable on one month's refusal, so people are being told the aircraft is full and they cannot get seats on it, and when, in fact, it arrives often it is half full or less? I know that in particular, and I can inform him of one 'plane which I knew people could not get on to the first Sunday in August from Glasgow, and 1 went to meet it and seven people got off it, that is all that were on it because all the other seats had been handed back by the big travel agents on their right to return them on one month's refusal. Would he please try and do something perhaps in conjunction with the Tourist Board to see whether this could not be overcome. The President of the Council: 1 think this matter, Your Excellency, is being rectified. The operators themselves are very conscious of this and, naturally, as business people they were losing money through this. It is not so prevalent as it was hitherto and they are watching very carefully. The position for the future is not so much about people not being able to get on, but getting as many people on as they can. This is the state of the business today.
RADAR SPEED-CHECKING EQUIPMENT — QUESTION BY MR. CRAINE. The Governor: Question number 3. 1 call upon the hon. member for South Douglas, Mr. Craine. Mr. Craine: Your Excellency, I beg to ask the learned Attorney-General:— In the light of the recent successful appeal by a motorist at Newport Crown Court after electronics experts had said false readings could be given by hand-held radar speed- checking equipment, particularly if a police car radio was operating nearby, are you prepared to advise the Chief Constable to suspend the use of such equipment until it has been shown to be fully dependable? The Attorney-General: Your Excellency, the apparatus which was recently the subject of comment by the Judge in the Gwent Crown Court was a Muni-quip hand-held radar which is manufactured in Kent. This apparatus is used by a number of police forces in the United Kingdom and is also used by the Isle of Man Constabulary. I have not seen a transcript of the proceedings before the Gwent Crown Court, but I am informed that the Judge in that case recommended that police forces should carry out certain checks on this apparatus to ensure that there are adequate safeguards against error occurring in its use. I am informed by the Chief Constable that he has given directions to all traffic police officers in the Island using this apparatus that the following recommen- dations of the Judge in the Gwent Crown Court, which have been endorsed by the manufacturers of the apparatus, be observed. Those directions are (1) that before commencing a speed-checking operation at any site the officer should move the radar through 360 degrees and observe that no spurious readings occur, thereby checking that the area is free from radio transmissions which may interfere with the accuracy of the Muni-quip apparatus; (2) the officer should ensure that no police radio in the immediate
Radar Speed-Checking Equipment—Question by Mr. Craine. T1038 TYNWALD COURT, APRIL 14, 1981 vicinity is transmitting while speed-checking is being undertaken; (3) the officer should observe the speed for a reasonable length of time before locking the reading into the memory. I am satisfied that provided these precautions are observed, this equipment may continue to be used by the police in the Isle of Man. The Speaker: Could I ask a supplementary, Your Excellency? May 1 ask the learned Attorney-General how it comes that he is answering a Police Board question? The Attorney-General: I have answered the question because the question was addressed to me on the Order Paper. The Speaker: Would Your Excellency note that when questions are directed they are placed in the appropriate channel, and in this case surely it would be the Police Board who are responsible for police activities.
MANX-LINE / SEA LINK — MANX EMPLOYEES — QUESTION BY MR. CALLIN. The Governor: Question number 4. I call upon the hon. member for Middle, Mr. Callin. Mr. Catlin: Your Excellency, I beg to ask the Chairman of the Isle of Man Harbour Board:— In this Court in November 1977 you stated that the proposed Roll-on/Roll-off service between Heysham and the Isle of Man would be "Manx based, run and operated and financed and flying our flag with Manx seamen." (I) How many Manx seamen do Manx-Line/Sea Link employ on their service? (2) What proportion of the total number of seamen employed on the route do they form? Mr. MacDonald: Your Excellency, the hon. member, unfortunately, 1 am sure com- pletely unintentionally, selected the question from part of the November 1977 debate which was dealing with monopolies on the sea routes, and to put it in its true context, what I actually said was: "My Board have studied this situation and I would prefer another Manx company, Manx based, run, operated, financed and flying our flag with Manx seamen to operate it on the sea routes." He could have quoted from another section of the Hansard where I actually said "I hope". However, it would help the Manx public, who I am sure are pleased with the competition and the attendant benefits they ere now deriving, certainly with regard to the fares on the sea routes and the choice that is being offered, to get the true facts of this situation regarding Manx-Line which are— of Masters and deck officers, nine out of 12 are Manx; of engineering officers, seven out of 15 are Manx; of catering officers, five out of nine are Manx. So in officer manning, 58.33 per cent. are Manx. Deck ratings — I will enlarge on this later — here there is a problem. Deck ratings, able seamen, this company does employ qualified able seamen. They have trained men at their own expense, they have paid for their accom- modation whilst they are training and taking their exams. Unfortunately, those they have sent so far have failed and are employed elsewhere as ordinary seamen. Engine- room staff, one out of eight; catering staff, 12 out of 40; shore staff, 36 out of 36. A total of 73 out of 144 are Manx, or 50.69 per cent. of the total staff. Most shipping companies, Your Excellency, as I know you will be fully aware, including our local companies, are members of the General Council of British Shipping. They all contribute to the seamen's labour exchange operation which most members will know is called
Manx-Line/Sea Link –Manx Employees—Question by Mr. Callin. TYNWALD COURT,\ APRIL 14, 1981 T1039
"the pool" which operates in conjunction with the National Union of Seamen, and all recruitment is dealt with by the pool at Liverpool. Contrary to the hon. member's inference, the availability of Manx able seamen is virtually nil, and at 10.30 a.m. yester- day there were 148 officers and 892 rating on the seamen's list at Liverpool. These are all British seamen, and Manx seamen carry a British seamen's identification card. Only four registered as Manx residents — one able seaman who returned from deep sea on 28th March, last month, who was with the Isle of Man Steam Packet Company in 1979 and is currently on leave from deep sea; one other able seaman who returned from deep sea in February; one waiter who left Townsend Thoresen in October last year and was also formerly employed by the Isle of Man Steam Packet Company; one fireman who registered in February last on return from deep sea. All these men are operating deep sea. It therefore follows that even if vacancies should occur, the Manx-based staff are not always available, and if they are any attempt to suggest that other United Kingdom- based staff should be dismissed by the company to make way for new men joining the list could have very serious repercussions on our Manx deep sea mariners, very serious repercussions. I am quite certain the hon. member would not like that to occur. We have more men permanently deep sea than we have running on the local ferry service, apart from in the summer when the bulk of the staff picked up are from the Liverpool pool. To sum up, although operating only one ship at present, this company is providing employment for 144 persons, of whom 73 are Manx residents and its crewing compares almost equally with other Manx-based shipping companies. In fact, one other ship signing on only recently had pretty well the same ratio, about 50 per cent. Manx, 50 per cent. other United Kingdom, British. Mr. Callin: Your Excellency, I wish to thank the hon. Chairman for his very informative reply.
ELECTRICITY CONCESSIONARY TARIFF SCHEME — QUESTION BY DR. MOORE. The Governor: Question number 5. 1 call on the hon. member for Peel, Dr. Moore. Dr. Moore: Your Excellency, 1 beg to ask the hon. Vice-Chairman of the Electricity Board:— Whereas Tynwald Court on 9th December 1980 approved a concessionary tariff scheme for assisting certain needy consumers. (a) What steps were taken to make consumers aware of the scheme and the procedure for application? (b) In cases where consumers were not aware of the scheme and paid their bills without the reduction for which they were eligible, will you make arrangements to credit subsequent bills with that amount? Mr. Quirk: In reply to the first part of Dr. Moore's question, this is a scheme which commenced in 1977, and to find out who were to benefit from assistance we decided at that particular time to circularise the 15,000 of our consumers. From that inquiry we received answers from probably just over 1,000-1,023. These were carefully scrutinised and the qualification standard at that particular time was, and still is, £2,000 a year, £40 per week. In that particular year assistance to the amount of £12,036 was paid. For the following periods, 1978/79, 1979/80 and 1981, the allowances were made in the first instance to the people who were concerned with the original scheme but we did take steps in other ways to find out if there had been any changes in circumstances of the
Electricity Concessionary Tariff Scheme—Question by Dr. Moore. T1040 TYNWALD COURT, APRIL 14, 1981 particular consumers for that time. The people in our showrooms, our meter readers and all concerned with this were asked to submit to us the name of any person who they considered was to qualify under this scheme. And, indeed, since February 1981 we have had a total of 39 further inquiries. In answer to the second part of the question, in cases where consumers were not aware of the scheme and had already paid, it has been the practice to credit bills within the current quarter but not earlier. That means that people who had paid for January and February would be credited in March and accordingly they would get their money reimbursed the following month. It was estimated, I may say this for your information, that approximately 700 customers have applied who will, we believe, be entitled to this support during the two winter months.
Mr. MacDonald: Could I ask a supplementary, Your Excellency? Would the hon. member, when he is looking again possibly at the discretionary tariff system also have a look at the standing charge arrangements he has got because what I find people are complaining about is that the cost of the standing charge, where people are being very careful, is often much greater than the actual cost of the electricity they are using.
Dr. Moore: Could I ask the Vice-Chairman a supplementary, Your Excellency? Next winter quarter, would he consider circulating a small piece of paper with the routine electricity bills pointing out that this scheme does exist?
Mr. Lowey: Your Excellency, may 1 ask a supplementary? Would the Vice-Chairman not agree that the reply given is totally unsatisfactory? In effect, he has said that 1977 was the last time they actually sent out any applications to their consumers. We are now in 1981. Would he not agree that this should be an annual event, and not once every four years?
Mr. Quirk: As far as the standing charge is concerned, 1 do not think this really affects the case, but I can say to the hon. member for Peel that the standing charge is levelled out over everybody, and this is a charge which is set out to actually reduce the cost to the people who really need it most. We have had an exercise taken in the past where on one side you have a private estate and on the other side has been a public estate, and we have found that the people on one side who use more electricity are benefiting by the standard charge scheme. That is something which you can argue all day and probably not get to any satisfactory conclusion. In answer to Dr. Moore's question, and I think Mr. Lowey was on the same beam, that we should circularise once more, we do thank you for your suggestions. We do try and find all the needy persons we can. It is almost impossible because there are occasions when people very independently deem it an imposition to pry into their affairs, and we would welcome anybody who knows of any needy persons, we would welcome any information on this particular point. But we will take your suggestions and next year include with our bills a little note to that effect.
FINANCIAL AID TO BASIC ECONOMIC SECTORS — QUESTION BY THE SPEAKER.
The Governor: Hon. members, the next three questions are for written answer. Question number 6.
Financial Aid to Basic Economic Sectors—Question by the Speaker. TYNWALD COURT, APRIL 14, 1981 T1041
Question:— The hon. Mr. Speaker to ask the Chairman of the Finance Board: Will you please state, in respect of each year's operation during the life of the present House of Keys, the estimated financial aid afforded to, and ptiblic revenue attributable to, each of the Island's basic economic sectors, namely, tourism, agriculture, finance, fishing, manufacturing, construction, etc. — as listed on page 17 of the Current Statistical Digest — indicating separately any proportion of such revenue figures hypothesised as being derived from the Common Purse, or calculated as being a "multiplier effect" thereof? Answer:— The answer to the first part of the question is shown on the attached sheets, which include figures from 1969/70 to 1980/81. There are a number of obstacles to overcome if an attempt is to be made to attribute public revenue to each economic sector. The revenue from Customs and Excise, which represents over half Government's total receipts, is provided, either directly or indirectly, on the basis of the spending by consumers on the Island on dutiable or taxable items. Under the Customs and Excise S Agreement, excise duties on spirits, wine, tobacco and matches and mechanical lighters are paid according to the size of the fiscal population, which is determined by the Decennial Test, the Island's estimated population and the number of arrivals in a par- ticular year. Revenue from hydrocarbon oil and beer duty, a proportion of value added tax and car tax is based upon actual receipts, while the remainder of value added tax and various other revenues, such as those from the Agricultural Levy and the Con- tinental Shelf, are based upon the Island's resident population. It is not possible to attribute receipts of indirect tax to economic sectors on a pro rata basis according to the numbers employed or to income levels because a high proportion of those receipts is generated by the spending of people who are not economically active. Also, contribu- tions to indirect tax are influenced by the propensity to save and by patterns of expenditure. The relative importance of each economic sector is generally measured by examining national income statistics because, although these may be derived from receipts of income, they are not distorted by the differences in tax allowances that may be claimed by individuals and companies. For example, a company in the manufacturing sector may make considerable profit and distribute the total profit to shareholders. In such an instance, the manufacturing company would pay no tax, and if receipts from tax were to be used as an indication of the value of that manufacturing company to the economy, the results would be misleading. Similar distortion can occur as regards employees. Two employees undertaking identical work and receiving the same pay will almost certainly pay different amounts of tax because (a) tax allowances can vary — one man may be single, whilst the other may be married with children; and (b) the employees may have sources of income other than their employment. The information relating to national income is used for analysing the structure of the economy and for making intertemporal and international comparisons. When more specific information is needed, for example, the importance of tourist spending, this is acquired by survey. The "Common Purse", now officially termed the "Customs and Excise Agreement", is an arrangement whereby various taxes and duties are collected jointly by the United Kingdom and the Isle of Man, and subsequently shared on an agreed basis. The "Multi- plier Effect" is produced by an increase in expenditure, while the receipts from the Customs and Excise Agreement are merely the moneys paid to the Isle of Man in return for spending that has taken place. It is not possible and would be totally misleading to ascribe a "multiplier effect" to the aggregate of these revenues when their origins are so diverse.
Financial Aid to Basic Economic Sectors—Question by the Speaker. CAPITAL GRANTS AND FIXED CAPITAL FORMATION BY GOVERNMENT 1969-81 (to the nearest £ thousand)
Fi 1969/70 1970/71 1971/72 1972/73 1973/74 1974/75 1975/76 1976/77 1977/78 1978/79 1979/80 1980/81
n (0,(ii) (0,00 (i) anci Agriculture and Fisheries 23 17 4 20 12 27 80 163 62 417 244 239 al Manufacturing 41 73 132 17 64 226 500 750 775 700 1,000 1,100 A Tourism 180 42 23 24 24 69 118 348 830 398 1,379 1,236 id Public Utilities 25 41 198 76 38 36 60 55 169 898 1,792 TYN
t Transport 146 79 145 115 71 125 359 1,352 1,111 537 796 1,762 o B
6,130 WA asi TOTAL 416 253 503 252 209 483 1,117 2,668 2,947 2,052 4,317 c LD
E (i) Post Budget Estimates C con (ii) Re-classification of certain items took place in this year OURT o mi c S ect , AP SUMMARY OF GOVERNMENT NET LOANS IN SUPPORT ors OF ECONOMIC SECTORS 1969-81 RI —
Q (to the nearest £ thousand) L 14 uesti Sector 1969/70 1970/71 1971/72 1972/73 1973/74 1974/75 1975/76 1976/77 1977/78 1978/79 1979/80 1980/81
(i) (i) , 1 on b
Agriculture and Fisheries 16 59 71 44 258 156 291 318 291 537 1,021 1,256 98 y
Manufacturing —5 —21 —39 —31 2 47 68 100 400 400 600 750 1 th Construction NIL NIL NIL NIL NIL NIL NIL NIL 1,205(iii)1,100 1,025 967 e S Banking and Finance NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL NIL pe Tourism 89 67 89 72 489 890 900 580 680 1,533 1,970 1,386 ak Public Utilities NIL NIL NIL NIL NIL NIL NIL NIL NIL 631 2,135 3,925
er Transport NIL NIL NIL NIL NIL NIL NIL 125 500 904 NIL NIL . TOTAL 100 105 121 85 750 1,093 1,257 1,123 3,076 5,105 6,751 8,284
(i) Post Budget Estimates (ii) Re-classification of certain items took place in this year (iii) From 1977/78 includes Government loans for purchase of new houses SUMMARY OF NET ECONOMIC SUPPORT OPERATIONS 1969-81 BY ECONOMIC SECTOR (EXCLUDING LOANS, INCLUDES CAPITAL AND LOAN CHARGES) (to the nearest £ thousand) Fi n anci Sector 1969/70 1970/71 1971/72 1972/73 1973/74 1974/75 1975/76 1976/77 1977/78 1978/79 1979/80 1980!81 (i) (0,00 (i) (i) al
Aid Agriculture and Fishing 493 583 652 505 641 1,070 1,443 1,428 1,237 1,828 1,273 1,851 Manufacturing 122 172 242 181 189 305 432 851 923 1,021 1,190 1,445
1 1 1 2 2 3 3 3 21 28 34 31 I
t Construction o B
Banking and Finance ------IA 4,333 4,798 asi Tourism 677 462 733 613 885 1,369 1,761 2,187 3,070 3,052 Public Utilities 80 97 267 122 128 113 165 147 314 480 1,115 2,165 MN c E Transport 773 764 919 810 886 1,292 1,998 3,240 3,345 3,880 3,880 5,594 rIV co 2,146 2,079 2,815 2,232 2,710 4,142 5,802 7,856 8,910 10,377 11,825 15,885 C
nomi TOTAL op
c S (i) Post Budget Estimates Lun ect (ii) Re-classification of certain items took place in this year `, ors— Q uesti
NET ECONOMIC SUPPORT OPERATIONS BY SECTOR T `17 o 1980-81 - POST BUDGET ESTIMATES n b T y Regulation Research Provision Land Loan 186 th and Admini- Development of Building Subsidies Charges Capital Loans e S stration & Promotion Services Equipment peak £ £ £ £ £ £ £ £ er Agriculture 308,960 50,070 (70,110) 30,700 1,110,820 182,510 238,880 1,256,000 . Manufacturing (51,435) (25,395) 60,450 140,000 221,240 1,100,000 750,000 Tourism 325,500 675,640 765,569 286,194 1,459,495 49,720 1,236,261 1,385,680 Transport (172,045) 2,065,935 801,202 689,255 447,170 1,762,441 - Public Utilities 91,750 - 53,890 227,130 1,792,150 3,925,000 Construction 31,250 - - 967,000
SUMMARY OF NET ECONOMIC SUPPORT OPERATIONS 1969-81 BY TYPE OF EXPENDITURE (to the nearest £ thousand)
Type of Expenditure 1969/70 1970/71 1971/72 1972/73 1973/74 1974/75 1975/76 1976/77 1977/78 1978/79 1979/80 1980/81 IA1 (i) (i),(ii) (i)
Regulations Administration -34 -38 -16 -90 -175 -165 -320 296 297 274 194 411 IVMN Research/ Development/ Promotion 205 236 325 345 389 552 727 487 509 584 626 700 Provision of Services 595 656 882 782 1,040 1,683 1,967 1.582 1,900 2,423 1,909 2,884 Provision of Land, Buildings Equipment, Amenities (including acquisitions) 304 218 279 261 362 519 818 354 1,076 847 1,185 1,179 'IMOD G Subsidies 659 756 844 683 896 1,090 1,695 2,469 2,181 2,907 2,704 3,453 Capital Grants and Fixed wav
Capital Formation 416 253 503 252 209 483 915 2,668 2,947 2,052 4,317 6,130 ri - - TOTAL EXPENDITURE 2,146 2,079 2,185 2,232 2,710 4,142 5,802 7,856 8,910 9,087 10,935 14,757 7T
LOANS ACCOUNTS 100 105 121 85 750 1,093 1,257 1,123 3,076(iii)5,105 6,751 8,284 `t TOTAL 2,246 2,184 2,936 2,318 2,461 5,235 7,059 8,979 11,986 14,192 17,686 23,041 6I
(i) Post Budget Estimates T8 (ii) Re-classification of certain items took place in this year (iii) From 1977/78 includes Government loans for purchase of new houses TYNWALD COURT, APRIL 14, 1981 T1045
HOUSING LISTS — NUMBERS, ETC. — QUESTION BY MR. CRINGLE. The Governor: Question number 7. Question:— The hon. member for Rushen, Mr. Cringle, to ask the Chairman of the Isle of Man Local Government Board: (1) What is the total number on the Local Government Board housing list? (2) What numbers are on other housing authority lists? (3) Is there any element of duplication in the lists? (4) How many have been over six months on any list? (5) What is the average "waiting" period? Answer:— The answers to the five parts of the hon. member's question are as follows:— (1) and (2) Total number on list Local Government Board ... 146 Douglas Corporation 367 Castletown Town Commissioners ... 24 Ramsey Town Commissioners 127 Peel Town Commissioners ... 47 Onchan Village Commissioners 70 Port St. Mary Village Commissioners 30 Port Erin Village Commissioners ... 68 Braddan Parish Commissioners ... 38
Total 917
Note: The size of the housing list reflects the number of qualified applicants desiring local authority housing. It is not necessarily a reflection of individual need. The lists include a proportion of applicants of low priority who would be offered accommodation only if no applicants of greater priority were available. (3) It is the agreed policy of all functioning housing authorities that an applicant cannot be included on more than one housing waiting list at any given time. Liaison does take place between housing authorities to try to ensure that whenever an applicant has a "split" residential qualification or is fully qualified for acceptance on to the lists administered by different authorities that there is no duplication. (4) No. of applications on list more than six months Local Government Board ... 106 Douglas Corporation 313 Castletown Town Commissioners 15 Ramsey Town Commissioners 102 Peel Town Commissioners ... 42 Onchan Village Commissioners 50 Port St. Mary Village Commissioners Port Erin Village Commissioners ... 55 Braddan Parish Commissioners ... 38
Total 741
Housing Lists—Numbers, etc.— Question by Mr. Cringle T1046 TYNWALD COURT, APRIL 14, 1981