I thank all Members who have co-sponsored or signed the new clause. It indicates extensive support not just from Labour Members, but from Members from across the House and a variety of parties. I must declare my interest as a member of the National Union of Rail, Maritime and Transport Workers parliamentary group.

New clause 2 is very important to UK-based employment in the maritime sector.

Clause 25 of the Bill makes tonnage tax more flexible for ship owners but no corresponding adjustments for seafarer jobs and skills based in the UK. The tonnage tax’s original purpose—it was introduced by a Labour Government, by Gordon Brown—was to arrest the decline in training and employment opportunities for British seafarers in an increasingly deregulated labour market. We have seen the increasing dominance of flags of convenience.

At the time of the Falklands war—unbelievably, 40 years ago—there were 45,000 British-based ratings and officers in the UK. Today, that number is below 23,000. About a quarter of all seafarer jobs in the UK industry are UK-based. The Bill does not seek to improve the mandatory link to train officer cadets or to create a separate mandatory link for the training of ratings.

The comprehensive spending review Red Book commits the Government to “explore how best to make use of existing powers regarding the training commitment”.

However, I understand from discussions with the maritime unions that the process, which I inform the Treasury Bench is being taken forward by the Maritime and Coastguard Agency, is not considering any specific measures to train British ratings or to employ British seafarers, including those who were trained on the tonnage tax vessels. This is a real wasted opportunity. If there is to be a Brexit dividend, we really must address that.

Perhaps it is a case of the Government, without taking action, inadvertently damaging the UK maritime sector, but there is an opportunity to put it right. New clause 2 would require the Government to review the impact of clause 25—tonnage tax—on employment and training for British officers and ratings, including the effect of changes to flagging arrangements on qualifying ships.

The new clause’s proposal is not revolutionary; it is common sense. It is joined-up Government and application of the principle of trying to ensure benefits for British-based seafarers from the growth predicted for the maritime sector, particularly in relation to zero-carbon and offshore. That is particularly important, given that the Government could seek to use clause 25 to attract more flags of convenience into the tonnage tax scheme. Tonnage tax is a tax break that has already provided £2.165 billion in relief from corporation tax for UK and international ship owners.

In truth, the new clause would be a modest change. The real measure required to boost seafarer jobs and training, including in some of our most deprived coastal communities—including mine—would be a new mandatory link to ratings training, as well as officer cadet training, as advocated by the ratings’ union, the RMT. I do not propose that, however, because that is beyond the scope of the Bill.

Amendment 34, which is linked to new clause 2, seeks to provide the Secretary of State with the power to consult maritime trade unions over compliance with environmental safety and working conditions on non-UK flagships in the tonnage tax scheme. That would be consistent with the minimum standards on seafarer safety that everyone in the House would seek to support and which are part of the maritime labour convention to which the UK Government are a signatory along with all other maritime nations.