Battery and Hydrogen-powered Aircraft
Baroness Scott of Needham Market Excerpts(5 months ago)
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Baroness Scott of Needham Market
To ask His Majesty’s Government what progress they have made towards achieving their aspiration to have battery and hydrogen-powered aircraft connecting different parts of the United Kingdom.
The Parliamentary Under-Secretary of State, Department for Transport (Lord Davies of Gower) (Con)
My Lords, zero-emission flight is one measure in the Government’s jet zero strategy to deliver net-zero UK aviation by 2050. The development of hydrogen and battery electric aircraft is technically challenging, and the Government are supporting the necessary innovation in the UK to overcome these barriers. Between 2013 and 2030, industry and government will invest over £5 billion to develop transformational aircraft technology and will continue to collaborate closely to drive progress through the Jet Zero Council.
Baroness Scott of Needham Market (LD)
I thank the Minister for that reply. Are the Government giving any consideration to using public service obligation flights as a test bed for these new technologies, given that they are essential services that are also short and domestic?
Lord Davies of Gower (Con)
The DfT has published a jet zero strategy setting out the Government’s approach to delivering net-zero UK aviation by 2050. The strategy anticipates that a range of measures, including sustainable aviation fuels, zero-emission flights, carbon market measures and greater efficiencies in aircraft, airports and airspace will be require in tandem to achieve net zero by 2050.
Merchant Shipping (Fire Protection) Regulations 2023
Baroness Scott of Needham Market Excerpts(12 months ago)
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Baroness Scott of Needham Market
At the end insert “that this House regrets that the draft Regulations represent a 20-year delay in the implementation of vital international safety resolutions; and calls on His Majesty’s Government to take urgent action to address the backlog of international maritime legislation awaiting implementation.”
Baroness Scott of Needham Market (LD)
My Lords, I have tabled an amendment to the Motion—unusually, not because I disagree with the content of the statutory instrument but for precisely the opposite reason. This is a very important instrument concerning the most serious occurrence that can befall a vessel at sea—namely, a fire. Despite everything the Minister has said, I find it incomprehensible that it has taken the UK Government 20 years to bring these international regulations into domestic law. I am not attacking the Minister, who I know to be diligent and committed to the maritime sector, and nor am I attacking her team of civil servants. However, many Ministers and very many civil servants have been in place over the last 20 years since these regulations needed to be incorporated into domestic law.
As the Minister referred to, the Secondary Legislation Scrutiny Committee’s report on this instrument describes the further 20 IMO regulations that have been agreed to apply to ships exceeding 500 gross tonnes. The Minister mentioned one regulation that was as recent as 2020—but that is still three years ago. The same report noted that the Maritime and Coastguard Agency said that UK ships were “mostly in compliance”. It then went on to say that the ships would have risked being unable to trade in other jurisdictions had they not been in compliance. In other words, the UK has been relying on other countries to enforce these regulations. I put it to the Minister that this is not only bad in itself but damaging to our reputation as a leading maritime nation.
In its most recent report, published earlier this week, the SLSC considered an SI relating to seafarers’ documents. Since 1958, the ILO’s Seafarers’ Identity Documents Convention has included fishermen in its definition of seafarers, but the UK has neglected to bring its regulations in line until now. This is not a theoretical matter—it caused great distress during the pandemic, when fishers were not treated as seafarers—so it is right that it should be corrected now. Again, for a seafaring nation, we have to ask why it was not dealt with sooner.
In October 2021, the then Minister Robert Courts was questioned by the Select Committee about the backlog. The following January, the committee commented on the inadequate information provided to it on a number of SIs. It is a different issue, but it is troubling nevertheless. The International Relations and Defence Committee of our House, in its March 2022 report on the United Nations Convention on the Law of the Sea, said:
“It remains unclear why the UK Government has not signed the 1986 Convention on Conditions for Registration of Ships, and we regret that this has not happened”.
It feels to me that this is systemic; a pattern is emerging.
Baroness Scott of Needham Market (LD)
My Lords, I also thank everyone who has taken part in this short debate, particularly the Minister, who I believe is committed to dealing with this backlog, much as we all regret the fact that it appears. I remain bemused that, in effect, we will continue to rely on other countries to enforce our legislation for us because we do not have the resources, whether parliamentary or Civil Service time, to put it into domestic law. I am sure that the Minister would privately agree that that is not a satisfactory situation.
With the best will in the world, I hope that we do not have to come back to this again—I am sure the Minister hopes that too—but we will watch the progress with great interest. I beg leave to withdraw the amendment.
Seafarers’ Wages Bill [HL]
Baroness Scott of Needham Market Excerpts(1 year, 1 month ago)
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Baroness Scott of Needham Market (LD)
My Lords, I thank the Minister for bringing these amendments. I confess that when the Bill finished its passage through this House, I felt rather depressed that I had not been able to convince the Government that there were some fundamental flaws, but the changes today show that the Government were convinced. The problem, I think, was not quite understanding the nature of the relationship between harbour authorities and the vessel operators that use the harbour. Putting them in the position of trying very hard to get the business of operators and then leaving it up to them as to whether they take action against them just did not feel right, particularly in cases where the vessel operators and the harbour authority are under the same ownership—there is a direct conflict of interests. All these amendments that change powers into duties are a really welcome clarification, particularly the duty on the Secretary of State and not the harbour authority to set surcharges.
I have two questions for the Minister. On Amendment 36, spending funds on seafarers’ welfare facilities is a really smart idea, but has anything been considered to ensure that any money spent this way will be additional and will not simply replace money that the vessel operators or harbour authorities would have spent anyway? Finally, and in many ways most importantly, on Amendment 44 and the refusal of access to a port under certain circumstances, I know that the industry was concerned that this would not be lawful under international maritime regulations and would amount to impeding the right of passage. , Has the noble Baroness had any further discussions with the industry and has she been able to convince its members that they are on safe legal ground?
Bus Industry Support
Baroness Scott of Needham Market Excerpts(1 year, 1 month ago)
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Baroness Vere of Norbiton (Con)
My noble friend is absolutely right that the £2 bus fare cap is an important intervention for us to properly understand the relationship between bus fares and patronage. There are 140 operators over 4,700 routes that have taken up this bus fare cap and the Government are investing £135 million in it. We are evaluating it as we go along, and we will of course make public those findings as soon as we can.
Baroness Scott of Needham Market (LD)
My Lords, the noble Baroness will be aware that large parts of rural England no longer have a bus service and are dependent on community transport systems. In some areas, such as mine in Mid Suffolk, they have been set up in such a way that concessionary fares cannot be used on those services, nor do they qualify for the £2 bus fare cap. Can the Minister look at whether some sort of regulatory change might be in order so as to make sure that people who live in such areas are not disadvantaged?
Baroness Vere of Norbiton (Con)
The noble Baroness has written to me about this and I have responded. I cannot quite understand what might be going on in her area. It is fairly simple: if it is a Section 22 community transport service that is open to other people, concessions are allowed and the £2 bus fare applies. If it is a closed service under Section 19 that is not open to everybody then, rightly so, the national provisions do not apply. If she has any further information, I would be very happy to look into it.
Jet Zero Strategy
Baroness Scott of Needham Market Excerpts(1 year, 5 months ago)
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Baroness Scott of Needham Market
To ask His Majesty’s Government what discussions they have had with the Climate Change Committee about their Jet Zero strategy, published on 19 July, and whether it is consistent with the United Kingdom’s sixth carbon budget.
The Parliamentary Under-Secretary of State, Department for Transport (Baroness Vere of Norbiton) (Con)
My Lords, Ministers and officials regularly engage with the Climate Change Committee and its recommendations were considered alongside other evidence in the development of jet zero strategy. The jet zero strategy is aligned with the Government’s net zero strategy, which sets out our economy-wide plan for achieving net zero by 2050 and for meeting our carbon targets.
Baroness Scott of Needham Market (LD)
My Lords, the Climate Change Committee recently red-rated the Government’s aviation plan on the grounds that it
“relies heavily on very nascent technology scaling up quickly”.
Given that the Government’s targets are legally binding, will the Minister say what specific policy proposals are being developed to speed it up and to develop a plan B should that not be possible?
Baroness Vere of Norbiton (Con)
I appreciate that we do not agree with the Climate Change Committee on the imposition of limits to air travel. We believe the technology-led approach is correct. Within the jet zero strategy there are 62 policy recommendations and we are looking to put them in place as quickly as possible. One will be to support the development of a sustainable aviation fuel industry in this country which we believe could, at least in the medium-term, have a significant impact on reducing carbon emissions.
Seafarers’ Wages Bill [HL]
Baroness Scott of Needham Market Excerpts(1 year, 5 months ago)
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Lord Tunnicliffe (Lab)
My Lords, I will comment briefly. The Bill is an important first step in the nine-point plan. I am very pleased that the Minister has reiterated her commitment to proceed on that plan; we all wait to see early progress. I will be studying the words relating to the clarification. I thank her and her support staff for the way that she has conducted the Bill. I do not have as many people to thank on my side, but I thank my adviser—who wrote some excellent speeches that the House heard—for supporting this work, and all noble Lords who took part.
Baroness Scott of Needham Market (LD)
My Lords, we on these Benches are absolutely committed to the Government’s aim of improving the pay and conditions of our seafarers. During the passage of the Bill, we heard some egregious examples which gave evidence as to why we need the Bill.
However, we do have concerns about the Bill that remain, falling broadly into two categories. One is the issue of compliance with international conventions, a number of which are potentially challenged by this legislation; the second is over issues around implementation and enforcement, which have been raised by the chambers of shipping, the British ports authorities and the trade unions. All of these have been thoroughly debated; although we continue to have reservations, we saw no point in bringing forward any amendments at Third Reading. I know that the Minister is committed to dialogue with the stakeholders and, therefore, we still hope that some practical ways of dealing with some of these issues may yet emerge.
The general health of the shipping industry is addressed in the Government’s nine- point plan. I was encouraged to hear the Minister on Report talking about the annual report prepared jointly with industry; we can all look forward to reading and potentially debating that. I thank the noble Baroness, Lady Randerson, who has been affected by the rail strikes today and is therefore not here, and the Liberal Democrat Whips’ Office, as well as the Minister’s private office and her team of civil servants for her constructive and always helpful engagement with us.
Seafarers’ Wages Bill [HL]
Baroness Scott of Needham Market Excerpts(1 year, 6 months ago)
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“Detention of vessels for failure to pay surcharge
(1) A ship providing a service to which this Act applies may be detained by a person appointed by the Secretary of State for the purposes of this section if—(a) a harbour authority has imposed a surcharge on the operator of the service in respect of the entry into its harbour by any ship providing that service, and(b) the operator has not paid the surcharge in accordance with provision made by or under this Act.(2) It does not matter for the purposes of subsection (1) whether an objection has been made to the surcharge under section 8.”Member’s explanatory statement
This amendment would replace the penalty of refusal of access with a more conventional penalty of detention.
Baroness Scott of Needham Market (LD)
My Lords, in Committee we sought to deal with a number of operational issues that have been giving us concern. The harbour authorities—the port authorities—do not want the powers they are being given in the Bill; we covered that area very well. They do not think that it is appropriate or that they are equipped. We sought to make amendments to give those powers instead to the Secretary of State, so the irony of the debate we have just had is that if the Government had accepted our amendments, taken the powers away from the port authorities and kept them for the Secretary of State, they would have been in compliance with the instructions of the Delegated Powers Committee. There is a certain Alice in Wonderland quality about this debate—and not for the first time.
I would like to return to one issue. I see that the noble Lord, Lord Forsyth, is not in his place, but in the 22 years I have been in this House the common practice is to have debates in Committee in which we listen to each other, then a gap in which we reflect on what has been said, talk to stakeholders and, crucially, have meetings with and letters from the Minister. Then we come back on Report. If taken seriously, his suggestion that this is somehow too late would render this House completely impotent. Despite his not being here, I wanted to make that point.
I turn to the point about denial of access to a vessel as a punishment for various transgressions under the Bill. Detention in a port is the accepted international way of dealing with all sorts of transgressions. It is well understood and has been done for many years. As the Minister pointed out in her letter to us, it is a considerable inconvenience to the port and therefore never undertaken lightly. The main impact is on the shipping company, which gives it an absolute incentive to comply in the first place.
Denial of access, as opposed to detention, raises a whole host of issues. The International Chamber of Shipping does not believe that it complies with international law. The British Ports Association believes that it would break long-standing UK law by denying access to such a vessel. The Government are expecting harbour authorities to take the risk of costly legal action, at their own expense, when there is this legal uncertainty hanging over them. It is even more ridiculous to expect port authorities owned by ferry companies to deny their own ships access. It is simply not going to happen. As we have just heard in Clause 11, the Secretary of State could overrule the port authorities for a wide range of reasons, which leaves the harbour authorities no comfort all. What possible incentive does the Minister see for port authorities to ever deny access to a vessel? Given the Government’s assertion that this is the ultimate compliance measure, it is really hard to see how it will ever be effective as a deterrent.
If—just assuming for the moment, and giving the Government the benefit of the doubt—a ship is denied access, what might the result be? Presumably the Minister does not expect ships to be bobbing around between Dover and Calais with passengers and crew onboard. In all seriousness, I would like it confirmed that that would not be the way the Bill would work. Denying access in advance is still a massive inconvenience to the passengers who have booked on the ferry. Many will have cars; they might find it impossible to make alternative arrangements. Moreover, the port in which the vessel is docked, unable to leave because we will not take it, is going to be put to significant inconvenience. That is likely to be in another country, almost certainly France. There will be significant diplomatic ramifications if a ship is not allowed to leave the harbour, which could result in all sorts of retaliatory action. I really cannot believe that the Government think this is a sensible way to proceed. I beg to move.
Lord Hendy (Lab)
My Lords, I support this amendment for the reasons put forward by the noble Baroness. In the Minister’s letter to us of 21 October, she said that sufficient notice will be given of a contravention that will result in refusal of access, so that a vessel will not start its voyage. If that is so—which many doubt—the same notice that the vessel will be detained for transgression will no doubt preclude it coming to port as well. If adequate notice is not given, detention is safer for the vessel, its cargo, its passengers and other vessels than if the defaulting vessel is refused access just outside the port in question. The arrest of ships for non-payment of debts that are payable to seafarers, the port or third parties is a common and international practice. I for one am at a loss to understand why the Government do not accept that practice here.
Baroness Vere of Norbiton (Con)
The noble Lord is absolutely right. It would be costly to the ports and disruptive to passengers.
Baroness Scott of Needham Market (LD)
I thank the noble Baroness for that reply, which was not wholly unexpected. I happen to think that the Government are wrong. Being an optimist at heart, I still hope that, by the time this gets to the Commons, there will have been an outbreak of reality and that we might come up with something different, in not just this but other parts of the Bill. If not, then the next amendment that we come to discuss, which is about monitoring, will be really important. With that, I beg leave to withdraw the amendment.
Baroness Scott of Needham Market (LD)
My Lords, I added my name to this amendment because the concerns that we have raised in this House have been quite wide ranging, from the principles of the Bill and its compliance with international law to details of its implementation. We are all agreed that we need to do something about the pitifully low wages being paid to seafarers. I think we were all probably quite shocked to hear from the noble Lords, Lord Hendy and Lord Berkeley, just how low they are. But wages are by no means the only problem; rosters and pensions and so on are equally problematic. So we commend the Government for giving this some thought, particularly in the nine-point plan; the difficulty is that if the Bill does not work as intended, nobody is a winner.
We know that the International Chamber of Shipping is very concerned about compliance with international conventions, and we have heard from both the RMT union and the port authorities that they just do not see how the Bill is going to work in practice. We know that the Government do not accept those concerns. That is fine. But it is slightly troubling to me anyway that the key stakeholder groups have not really been listened to.
Rather than re-table amendments on all those issues, I think we have settled on this amendment being the best way forward because it provides an opportunity to review how the Bill is operating in practice and, crucially, how it is fitting with the nine-point plan and with the progress we are making on international wage corridors and so on. We can see how the international shipping community is responding and where the port authorities have found ways of delivering what the Government ask. Crucially, we might be able to work out whether this legislation is resulting in a better deal for seafarers.
Lord Woodley (Lab)
My Lords, this amendment is needed to put the seafarers’ charter in the Bill. There is no doubt about that. Voluntary agreements do not work with employers such as P&O which have shown complete and utter contempt for the law and have avoided working with trade unions fighting to preserve local jobs that really keep the economy going. As a good example, the agency crew on P&O ferries are denied the basic ILO right to organise.
We have mentioned often in this debate the Dover-Calais route, and that must be an absolute priority for imposing conditions that P&O and Irish Ferries have to abide by, stopping them exploiting foreign seafarers on poverty pay for long and exhausting roster patterns. We need more ratings to be trained, but it is disappointing to see that only 60 new ratings have been trained since 2020. It is scandalous at a time when demand for ratings is increasing. The number of UK ratings employed in the industry has plummeted, with almost all the jobs operating in and out of UK ports now held by foreign workers.
Will the Government act now to protect our depleted and declining maritime workforce or are they prepared to see UK seafarers suffer and struggle for survival at the hands of law-breaking profiteers such as P&O? I urge everybody to support this important amendment.
Seafarers’ Wages Bill [HL]
Baroness Scott of Needham Market Excerpts(1 year, 6 months ago)
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Lord Hendy (Lab)
My Lords, I begin by apologising for not being able to be present at Second Reading on 20 July. I am not just sorry to have missed your Lordships’ contributions on the Bill; it is a deep personal regret that I did not hear the valedictory speech of Lord Mackay, who was in my view one of the greatest of our Lords Chancellor. Of course, I was able to read the proceedings in Hansard and watch them on television. I thank the Minister for her Teams seminar yesterday. Again, I apologise that my equipment failed me and I was able to participate for only the first two minutes.
Naturally, the Bill is to be welcomed but it is a matter of regret that it is confined to the national minimum wage equivalent. This is just one of the nine points in the Government’s response to the P&O Ferries calamity on 17 March and, even in that regard, it may not achieve the purpose stated by the Minister in point one of her letter of 31 March, which said that this will ensure that P&O can derive no benefit from the actions it has taken in paying staff less than the minimum wage and it must reverse the decision. The fact is that, even paying the national minimum wage equivalent, P&O will in fact save money over the previous regime.
Apart from the egregious flouting of the law on 17 March, one striking feature of the P&O Ferries saga is that it also threw overboard all the collective agreements that the company had reached with the trade unions over the previous 100 years or so. These contained provisions about, among other things, procedures to achieve changes to terms and conditions, dealing with redundancies, and procedures to resolve disputes. That is why the Minister’s ninth point in the letter was so gratefully received: the creation of “minimum wage corridors” and asking unions and operators to agree a common level of seafarer protection on ferry routes. The Bill could have given legislative support to these excellent proposals and I ask the Minister, first, how the Government will achieve them and, secondly, where she and her department have got to in their bilateral discussions.
Noble Lords need not fear—I have just another couple of sentences to say before I introduce the amendments. The Bill could have gone a lot further in re-establishing terms and conditions beyond the minimum hourly rate, including those that were provided for in previous collective agreements, such as training, pensions, rostering, crewing levels, recognition, disputes, and so on. I wonder whether the Minister and the department have any plans for legislative support in that regard.
One other obvious thing the Bill could have done was to stop up the loophole in Section 193 of the Trade Union and Labour Relations (Consolidation) Act, which excludes any penalty to enforce the duty of a ship operator sacking UK workers for redundancy to notify the authorities in the flag state of the vessel. We know this is a loophole because on 19 August this year the Insolvency Service said that a prosecution of P&O Ferries in this regard was not possible. I wonder whether the Minister will be able to say something about filling that lacuna.
With that digression, I turn to the first group of amendments, which concern the territorial scope of the Bill and an aspect of the application of international law. I will speak to my Amendments 1, 15 and 16, while Amendments 5, 23 and 38 deal, respectively, with minimum wage corridors, preventing breaches of maritime law and upholding international agreements to which the UK is party.
I will of course withdraw my first amendment, but it was put in on the footing that I would move an amendment to expand the scope of the Bill from dealing with not just the national minimum wage but the protection of other terms and conditions as well. However, I was advised quite properly by the Public Bill Office that that was not possible within the scope of the Short Title. I am therefore left simply asking the Minister to confirm my understanding that the national minimum wage already applies on vessels working on domestic routes, that those seafarers in the offshore oil and gas maritime supply chain are also covered by the National Minimum Wage (Offshore Employment) (Amendment) Order 2020 and that vessels sailing between the UK and Crown dependencies will be covered either by the Bill or existing legislation.
It is known—or so I am advised by RMT—that Condor Ferries, a low-cost operator contracted by the Governments of Jersey and Guernsey, pays less than the national minimum wage at present. It was not paying that national minimum wage up to 2014. Since then, I understand that Condor has denied union access to the Bahamas and Cyprus-registered vessels and therefore it is not known what rates of pay are operable. Presumably we are right in thinking that the Bill will apply to such vessels.
The one area where no protection is offered, as I understand it, even by the Bill is for the supply chain to offshore renewable installations in the exclusive economic zone, because they are not covered by the National Minimum Wage (Offshore Employment) (Amendment) Order 2020. The amendment that I propose should therefore close that loophole, but it may be that the noble Baroness has another way of dealing with that issue. Again, I am advised by RMT that there has been a recent case of a UK-flagged offshore facility utility vessel in the Port of Sunderland, where seafarers were working 12-hour days at a daily rate of €55, which comes to €4.58, or just over £4, an hour. In effect, by moving this amendment I simply ask the Minister to confirm that all those cases will be covered either by existing legislation or by the Bill.
The second of my amendments is Amendment 15, the purpose of which is to expand the phrase “territorial waters” to include
“the UK Continental Shelf and the UK Exclusive Economic Zone”,
both of which should be covered. What we are considering is the seafarers working on project vessels, floating hotels and other vessels that can be anchored at sites outside the UK’s territorial waters but within the continental shelf and UK economic zone. That is important, because the production of clean energy from offshore renewable sources and the storage of carbon in subsea facilities will see an increase in seafarer employment associated with this work, particularly in the North Sea.
My third amendment in this group is Amendment 16, which would delete Clause 5(3). Its purpose is to discourage operators of vessels from seeking to avoid the obligations under the Bill of providing data relating to the wages of their crew by registering vessels in countries or territories where not so restrictive data protection laws apply. I note that the Bill’s impact assessment does not consider the possibility of operators breaching the data protection laws of a flag state. I wonder whether that is because it was not thought to be a significant problem, but it might well become one if there are operators, such as P&O Ferries, that are quite happy to evade British law.
Those are my three amendments in this group. I beg to move.
Baroness Scott of Needham Market (LD)
My Lords, I will speak to my Amendment 38. Noble Lords might remember that at Second Reading the noble Lord, Lord Mountevans, and I raised the compatibility of this Bill with international agreements to which the UK is a signatory. Regrettably, the Minister did not address that issue in her reply, nor in her follow-up letters to participating Peers. It is really important that we give this issue an airing today.
There are many long-standing and recognised international conventions, including the United Nations Convention on the Law of the Sea and the international Maritime Labour Convention 2006, to which the UK is a signatory. Earlier this year, the International Labour Organization reached an agreement on minimum levels of wages for seafarers for 2023, 2024 and 2025. This was broadly welcomed by all stakeholders, including social partners. When the National Minimum Wage (Offshore Employment) (Amendment) Order 2020 was published, the department’s Explanatory Memorandum made it clear that these conventions precluded the provisions being applied to seafarers from non UK-flagged vessels, yet that is exactly what this legislation will do. I would like the Minister to clarify for the Committee what has changed between the publication of that memorandum in 2020 and today.
The fact of the matter is that, no matter how well- intentioned the legislation—these Benches do support a better deal for seafarers—a measure that appears to be contrary to the long-established norm that port states should not interfere with the internal running of foreign-flagged vessels, provided they conform with internationally agreed conventions, is something we should avoid. All these agreements were developed over many years, and they reflect the complexities of operating in multiple jurisdictions with very different legal systems and with an international workforce, with many nationalities on the same vessel.
These agreements are not really drafted like legislation —nor could they be, because they come from so many legal jurisdictions. They are about intent, and the intent is pretty clear. I hope the Government will think very carefully about whether they wish to risk disrupting these global agreements, or be seen to be thought of as disrupting them, because it would not be in the interests of the UK, or of any other country, for this established order to start to become undermined; nor would it be in the interests of seafarers.
There is a particular issue for the UK. We have enjoyed strong leadership in the maritime sector; that is something we should protect and preserve. The Government’s own impact assessment says that there is
“a reputational risk that the UK may be seen to be moving unilaterally on seafarer welfare issues rather than seeking improvements exclusively via multilateral channels.”
Does the Minister acknowledge that risk? Can she explain to the Committee what the Government intend to do to mitigate it?
Finally, many noble Lords were struck by the letter from the International Chamber of Shipping, which did not hold back on its concerns about the Bill. Again, I would be interested to hear about persuading not just Members of this House but the wider shipping community that we are still fully on board with these international conventions.
“(c) a service performed by a ship which is not required to have a national minimum wage equivalence declaration.”Member’s explanatory statement
This amendment seeks to clarify the scope of the bill from the outset.
Baroness Scott of Needham Market (LD)
My Lords, the amendments in this group all broadly relate to the question of the ships, or the services, that are within the Bill’s scope. I hope the Minister will acknowledge that there is a bit of confusion around. I spent some of the summer talking to various stakeholders—sadly, not at parties. Through the conversations I had, it became clear that there are concerns about confusion and practicality.
Clause 3 will empower harbour authorities to request that operators of services within the Bill’s scope provide the declaration that they are paying seafarers the national minimum wage. The Bill also says that they cannot do the reverse: they cannot make requests if the vessel is not in scope. So far, so good, but the British Ports Association, which, after all, will be doing this, is arguing that in practice it might actually be quite difficult for a statutory harbour authority to determine with certainty whether a service will call more than 120 times a year. It is not difficult to imagine ways in which operators could perfectly legitimately alter their schedules to take them outside the scope. A harbour authority that is directed to make such a request but is not actually sure, or in a position to be sure, that the vessel is in fact in scope could be placed in an extremely difficult position and could be subject to legal challenge. My Amendment 27 is designed to deal with that: to give the Government a chance to reassure harbour authorities that they can stay on the right side of the law.
The situation is further complicated by some uncertainty that has arisen as to whether the Bill applies to vessels or to services. If it is services—from the Minister’s use of the word “services” on the previous group of amendments, I suspect it is—how does one define a service? Is it something that runs to a published timetable? How will the Bill’s provisions work where there is a regular service that occasionally makes a call to another port? How exactly is a harbour authority to establish with some certainty exactly what the position is?
The Chamber of Shipping is arguing that using “services” and not “ships” would bring into scope vessels with minimal ties to the UK beyond calling in to UK ports. I know that that is not the Government’s intention. The Chamber of Shipping’s fear is that, in a highly competitive industry, operators will simply reduce their calls to the UK, which it argues could have implications for supply chain costs and the competitiveness of UK ports. It would be very helpful if the Minister could clarify this services/vessels issue and talk about the assessment that has been made of the potential implications described by the Chamber of Shipping. Those are covered by my Amendments 2 and 6.
Finally, my Amendment 37 relates to the report of the Delegated Powers and Regulatory Reform Committee, which has looked at Clause 3, particularly Clause 3(4), which would give the Secretary of State power to make regulations that set out the form of the declarations and the manner in which they are provided. The committee had no problem with that. It was not happy with the provision by negative instrument in which the Secretary of State could restrict the circumstances in which a harbour authority could exercise its power. It says in its report:
“We consider that the Government have failed to justify the inclusion of this power in the Bill and that, even if its inclusion could be justified”,
it merits “affirmative procedure scrutiny”. It has said that because, in effect, this power could almost negate the whole Bill if that is what the Secretary of State so chose, which seems a very odd power to give under negative powers. I beg to move.
Baroness Vere of Norbiton (Con)
I absolutely shall cover Amendment 36. My apologies, I slightly went off-beam so I thought I had already covered it.
Regarding Amendment 36, the clause as drafted does not allow a Government to amend or reduce the overall extent of services in scope of the Bill. It provides only that regulations may make different provisions for different cases, including for different descriptions of service to which the Bill applies or non-qualifying seafarers. This power cannot be used to amend the Bill and is not intended to be used to alter the scope of the Bill. I slightly thought that I would need to come back to this particular issue to make sure that noble Lords are in agreement as to what we are trying to achieve here. I will give that further consideration.
Baroness Scott of Needham Market (LD)
I am grateful to noble Lords for their comments and to the Minister for hers. This set of amendments really comes down to the practicalities of statutory harbour authorities trying to manage this legislation, which, we have to recognise, is taking them into a completely new area of endeavour. They are comfortable with environmental and shipping things but we need to remember that this is new. Uncertainty at this stage about fundamentals, such as ships and services and what close ties are, is quite concerning. I hope that the Minister will ensure as a matter of urgency that the conversations that ought to take place with the harbour authorities will take place fairly soon so that we can clear up some of these issues and put them in a position where they feel a little more comfortable with what they are being asked to do.
With that, I beg leave to withdraw my amendment.
Baroness Scott of Needham Market (LD)
My Lords, this is a bit of a humdinger of a group, but a lot of the amendments are mine. Only four are of substance and the rest are consequential, so it is not as bad as it looks.
The first set of amendments I tabled concern the duty for setting a tariff of surcharges and moving it from the harbour authorities, as currently provided for, to the Secretary of State. I will explain why I think this is important. The practice of harbour authorities surcharging is well established. When I was on the board of Harwich Haven we created surcharges as a way of funding specific objectives, such as channel deepening. They are always done after a process of negotiation with the shipping companies that will pay them. I am not going to say that they are always popular but they are generally accepted. At the end of it all, harbour authorities always have to be mindful of the competitiveness of their own ports. That holds them in check.
The problem is that what is being called a surcharge is not; it is a fine. There is a danger of muddying the water by taking a tried and tested system of surcharging, which is generally positive, and then turning it into something negative when it is really a fine. As I and the BPA understand it, the rate of surcharge or fine will be set by the harbour authorities with reference to the national living wage deficit—in other words, the difference between the actual amount paid to seafarers and the amount they should have been paid under the national minimum wage. The problem with that is that it makes it impossible to do what one normally would with fines and produce a tariff in advance. In the interests of transparency, that is pretty much always the case but in this the authorities could almost make it up as they went along. This puts harbour authorities in quite a difficult position. It would be much better to have a system of fines—and call them fines—and a tariff set by the Secretary of State.
That is linked with my amendment on conflicts of interest. It is really to try to get a sense from the Government about how harbour authorities are to manage this conflict of interest, given that port ownership in this country is very much a mixed model: Holyhead is privately owned, Dover is an independent trust and Portsmouth is owned by the local authority, while it is of course quite common for shipping companies to seek ownership of a harbour or terminal. The Committee can see that there would then be a direct conflict of interest in setting the surcharge or fine, so I would be interested in hearing more from the Government about that.
Then I have a group of amendments about the consequences of a shipping company failing to meet its obligations or to pay. What I envisage is that harbours would still request the declarations and pass them on to the MCA for enforcement. The Government would require HMRC to have the power to investigate vessel operators, and the MCA could levy fines for non-payment. Importantly, in the event of repeated infringements the MCA would have the power to detain the vessel. It sounds much more draconian to detain a vessel—does it not?—rather than deny access, as proposed in the Bill. In fact it is standard practice by port state control. I would not say that the MCA does it all the time, because it rarely comes to that, but it has that power and it is a way of dealing with vessels which do not meet their legal obligations.
Denial of access to harbours is an extremely important matter. It would require a derogation from the open port duty on harbour authorities but, even then, it would be a very draconian step. The International Chamber of Shipping has cited the OECD’s Understanding on Common Shipping Principles, which refers to
“non-discriminatory treatment … in … the assignment of berths and facilities”
and so on. It goes on to promote the freedom for shipping companies to promote the interests of “maintaining a competitive environment”. Can the Minister say whether she has had specific legal advice on compliance with these OECD common principles?
Finally, I have amendments which return to the Delegated Powers and Regulatory Reform Committee’s report. In Clause 11(2), the Bill gives the Secretary of State power to give directions to the harbour authorities to exercise their powers, or not to do so, or to exercise them in a particular way. It is worth quoting from the report. The committee says
“it is capable of being exercised not only in individual cases but generally, so as to have legislative effect: it would allow the Secretary of State to direct all harbour authorities that they must not, for example, impose surcharges or indeed exercise any of their powers”.
The committee finds this “startling”, and goes on to say that this clause
“should be removed from the Bill”.
I would be very interested to hear what the noble Baroness says about that.
Seafarers’ Wages Bill [HL]
Baroness Scott of Needham Market Excerpts(1 year, 9 months ago)
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Baroness Scott of Needham Market (LD)
My Lords, I have no current interests to declare, but for context I will tell the House that I served for six years as a non-exec on the Harwich Haven Authority, which serves the port of Felixstowe. Before that, I was the first woman to serve on the board of Lloyd’s Register—so I take a great interest in these issues.
It often strikes me that in this island nation, which is totally dependent on goods coming in by sea and has a first-class maritime sector, we very rarely debate maritime issues in this House and in Parliament generally, and we even more rarely have associated legislation. I think it is probably because things work pretty well on the whole. But it is also because there is complex, well-established governance emanating from international organisations and agreements—the noble Lord, Lord Mountevans, mentioned the IMO just across the river. It is a reminder that sharing sovereignty is sometimes a necessary and positive thing, and that we need to exercise some caution.
It is welcome to have legislation and a debate this evening, particularly because it has occasioned the valedictory speech of the noble and learned Lord, Lord Mackay of Clashfern, who is retiring. In a House noted for its long service, being an active Member in your mid-90s is quite some achievement, but to still be making incisive legal contributions and wise judgments above all in a way that is entirely unconfrontational is a real lesson to those who think that shouting and being unpleasant is how to get what you want. I am sure everyone who has ever listened to the noble and learned Lord has learned from him, so I thank him very much and we on these Benches wish him well.
From these Benches we fully support offering seafarers all the protection we can reasonably give. Many of them work in very trying conditions and are often exploited. The situation at the start of the pandemic, and for quite some time, was horrendous. Many were trapped at sea for months, unable to get home after their contracts had ended, and their replacements were unable to get out to relieve them. The Government’s nine-point plan is extremely welcome, and we look forward to hearing how the Government are progressing with it, and in particular with those elements that require the sorts of bilateral agreements to which the noble Lord, Lord Fairfax of Cameron, referred, such as the minimum wage corridors. I wonder whether the Minister can say whether there are plans to keep Parliament updated routinely, or whether perhaps we need to table some debates. I think the Bill is the only part of the plan that requires primary legislation.
It has come about because of the egregious behaviour of P&O Ferries, which shone a spotlight on the condition of the industry and provided the impetus for some new thinking. But it is worth reminding ourselves that the company was breaking existing law; that is clear. The law was already there, so the idea that new law is of itself a panacea is something we should resist.
I am slightly suspicious about legislation brought in to address one particular set of circumstances. I can hear the Yorkshire tones of my late noble friend Lord Shutt of Greetland saying, “You don’t make porridge for one”, and I am a bit nervous that here we are making porridge for one, because it is one set of circumstances. For me, the starting point is always, “Is there some way of doing this other than legislation?” I think these international agreements and corridors might end up being more fruitful, but Governments of all colours reach for the statute book first, I think because if you have a hammer, all problems look like a nail.
The Bill is actually quite limited in scope. In practical terms, it will cover mainly ferry companies on short strait crossings, although the noble Lord, Lord Berkeley, brought up some other interesting examples. We will need other measures to protect everyone else, and that will mostly be a matter for the international maritime organisations.
I know that at the start of this process the Government’s thinking was very much about putting the burden of enforcement on to the port authorities, and I am glad that they have listened to the strong objections from the sector about taking on a new, onerous regulatory role. There is already minimum wage expertise in government in the form of HMRC. The legislation puts more of the burden on to the Secretary of State, which in operational terms means the Maritime and Coastguard Agency, which will now take on most of the responsibility for compliance, the setting of surcharges and so on. Can the Minister say a little about the resources available to the MCA, particularly in the context of all government departments being asked to reduce staffing numbers by somewhere between 20% and 40%? It might be quite difficult to take on new responsibilities with fewer people.
I know that the Government believe that this a modest extra burden on ports, and I think it is possible to overstate it, but it will largely depend on the systems that we set up for running the system. I hope that great care is taken to ensure that for operators, ports and the MCA alike the systems are streamlined and as efficient as possible. I fully agree with my noble friend Lord Shipley that we need sight of the guidance first, because there are some new responsibilities. In Clause 7, for example, a process is set out which could be quite time-consuming for a port authority. Noble Lords need to have a little sympathy with a sector which has spent millions of pounds preparing for post-Brexit checks that will now never take place.
The surcharges will be established by secondary legislation, imposed by the MCA and levied by port authorities, so we need full consultation with all parts of the sector. In particular, we need clarity and transparency. Those principles are always a good idea, but given that some port operators also own the ferries, they are particularly important here.
I have a couple of questions for the noble Baroness. First, if the MCA finds a breach which results in a levy, does the port authority have to collect it? What happens if it chooses not to? Secondly, some aspects of the legislation can result in summary conviction and fine—for example, in Clause 5. Can the Minister say against whom these criminal charges would be brought? Would it be the master, the owner or the board of the company? Finally, we come to what for me is the most important question of all. The intention is that, where a surcharge is not paid, the Secretary of State can direct a port to refuse entry. On the face of it, this could be a direct contravention of the open port duty as defined in the United Nations Convention on the Law of the Sea, to which the UK is a signatory. Can the noble Baroness set out what legal advice has been sought and from whom, and whether it can be published, to establish that barring a vessel from a port does not in any way conflict with our international obligations under UNCLOS?
Civil Enforcement of Road Traffic Contraventions (Representations and Appeals) (England) Regulations 2022
Baroness Scott of Needham Market Excerpts(2 years ago)
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Baroness McIntosh of Pickering (Con)
My Lords, I have just two brief points to make. I thank and congratulate my noble friend on bringing forward the regulations this afternoon. First, I understand that there was a delay and that the statutory instruments had to be withdrawn and re-laid. I would very much like to understand why that was the case and have an assurance that that will not happen with future SIs.
My second concern relates to the Secondary Legislation Scrutiny Committee’s 29th report, dated 10 February 2022. At paragraph 40 it says:
“To free up police officers’ time, these Regulations extend the range of offences that can be dealt with by civil enforcement officers acting on behalf of local authorities, or in some cases traffic cameras.”
I would like to understand from which budget the civil enforcement officers will be taking on this work. I am mindful of the extent to which local authorities’ budgets are under severe pressure at this time.
Who will be responsible for the traffic cameras? In north Yorkshire and County Durham we have very few fixed cameras; the traffic cameras are mostly mobile. When I was an MP in north Yorkshire, I was informed, on the quiet, that in many instances there is no film in static cameras in north Yorkshire—they are just there to alarm people, in the hope that their behaviour will be reformed because they see a traffic camera in front of them. Are we relying on mobile traffic cameras, which are still the province of the police, or are there some other traffic cameras of which I am not aware?
With those few remarks, I wish the SI good speed.
Baroness Scott of Needham Market (LD)
My Lords, on this side we very much support these measures; it would be odd if we did not, as my noble friend Lord Bradshaw has been arguing for this move for pretty much as long as I have been in the House, which is over 20 years now. Civil enforcement of moving traffic offences is, as he has argued, really important in improving the flow of traffic generally and particularly for buses. Bringing the rest of England in line with London is a welcome step. I also agree with the Government that we need better enforcement for safety reasons for cycle lanes, pedestrian crossings, and so on.