UNCLOS: The Law of the Sea in the 21st Century (International Relations and Defence Committee Report)

Lord Collins of Highbury Excerpts

Monday 28th November 2022 Grand Committee

[Lord Collins of Highbury (Lab)]

My Lords, I too thank the noble Baroness, Lady Anelay, for her introduction to this debate and her excellent chairmanship of the committee. This has been a really interesting debate. I suspect that we all started by thinking, “What do we know about international maritime law?”, but when we think about it, we have all had experience of it. United Nations conventions are a crucial part of the international rule of law. As the noble and gallant Lord, Lord Stirrup, said, it relies on countries taking responsibilities seriously for that to work.

Given the UK’s maritime history and our special relationship with the International Maritime Organization—as the noble Lord, Lord Teverson, reminded us, it is just across the river—we should be ambitious about the role we can play in shaping the law of the sea to reflect our values. As the noble Baroness said in her introduction, we have had UNCLOS for four decades, which has provided a stable framework for the governance of global waters. However, there are clear shortcomings to its relevance and application today.

We face new challenges and threats. Recent events in the Black Sea have shown how vital it is that, in an increasingly uncertain world, our seas are underpinned by international law and co-operation, rather than conflict. We have seen how grain ships to Africa can end the threat of starvation. It is vital that we focus on those broader issues. I want to emphasise that it is right that the Government’s Maritime 2050 strategy from January 2019 committed to monitoring contraventions of UNCLOS and to

“deter acts of aggression and mitigate increasing nationalist agendas by supporting rules-based norms”.

However, that is easier said than done.

As we have heard in this debate, China, for example, has taken increasingly aggressive steps to bolster its claims to the South China Sea and interfere with established trading routes. It has refused to participate in UNCLOS arbitration. I am pleased that the United Kingdom Government remain committed to UNCLOS and the International Maritime Organization, but we need more than warm words; they must provide the necessary resourcing and capabilities.

Given the recent introduction of sanctions against Russia, the Minister will know just how vital the role of the IMO is in sanctions enforcement. That role has been recently extended and expanded. Can the Minister explain how the department is working with the IMO as part of its development of sanctions?

UNCLOS and the IMO have also played an important role in the fight against piracy, including in the Strait of Hormuz, Gulf of Guinea, and the Gulf of Aden. The Government’s integrated review—which I know is being reviewed—pledged to contribute to wider maritime security, including tackling the kind of piracy I have just referred to.

I suspect that if my noble friend Lord West was here, he would be focusing on our ability and capability to keep to the commitments we have made on maritime security. We contribute almost 2,000 civilian seafarers on the Royal Fleet Auxiliary. I hope the Minister can tell us what assessment the Government have made of whether we are making a sufficient and appropriate contribution.

My contribution this afternoon will focus on the issue of human rights and workers’ rights. I must declare an interest in that I spent my working life with the Transport and General Workers’ Union. It was one of the biggest affiliates of the International Transport Workers’ Federation which, certainly for the whole time I worked for the union, was focused on how to enforce international rules and obligations on shippers. Action was taken by members of the International Transport Workers’ Federation to try to stop ships leaving port which did not comply with the rules. In recent times, we have seen the scandal of P&O Ferries sacking 800 ferry workers to replace them with agency workers, which highlights some of the poor regulation in the shipping industry for workers. I have had direct representation from organisations representing seafarers. I noticed that Nautilus International is engaged; the RMT has also raised issues, as has the ITF.

As we have heard in this debate, unfortunately, “innocent passage” is too often relied on by rogue employers to employ cheap migrant labour, even on routes that do not pass through international waters. This includes Dover-Calais, which is 21 miles, as we all know, and others that call at UK ports. UNCLOS should never be misinterpreted as the reason to exploit seafarers’ terms and conditions of employment.

I welcome what the noble Baroness said about the Government’s commitment to reviewing the 1986 convention. I want to focus on the ILO’s Maritime Labour Convention as well. In their response to the committee’s recommendation in paragraph 214 of the report, the Government say that they share

“the concerns of the Committee regarding … forced labour and other labour exploitation abuses of those working at sea.”

They say that they believe that

“the Maritime Labour Convention, 2006 and the ILO Work in Fishing Convention, 2007 (No. 188) provide an effective framework to identify such abuses through port State control”,

and they talk about how the Maritime and Coastguard Agency inspections under these conventions ensure that relevant enforcement agencies can address these issues. ILO 188 does not exclude small vessels; indeed, it explicitly

“applies to all fishers and all fishing vessels engaged in commercial fishing operations.”

Some more detailed provisions are aimed at larger vessels, but the general provisions apply to all. We have had representation from those unions about the exclusion of fishers.

The Government say that

“Members may, after consultation, exclude ‘limited categories of fishers or fishing vessels’ from the Convention where ‘special problems of a substantial nature’ would be caused by application of the Convention.”


However, the Government’s response does not give us any assessment of how that operates and how extensive it is. I hope that the Minister can assure us about that this afternoon and give some details about how those exemptions may apply. I have certainly had representations saying that we need to do more to protect fishers—particularly workers on platforms, which we have not addressed in detail today.

I want to pick up the point about climate change. I welcome the focus on that issue in the report. We now have an established international consensus that domestic and international shipping must decarbonise. The Clydebank declaration at COP 26 commits the UK and 19 other countries to developing green shipping corridors on international routes. That was further developed at COP 27 with the announcement of the agreement between the UK, the USA, Norway and the Netherlands over the development of decarbonised shipping lines. I hope that the Minister can give us an assessment today of whether UNCLOS and the IMO can support the implementation of that agreement and make sure that it reaches the targets it sets itself.

I very much welcome the report. It highlights how valuable our select committees are in focusing on issues that we would not necessarily see debated in the Chamber but are vital when it comes to our future security with regard to both defence and security and the issue of climate change, along with our obligations under the SDGs, which we need to focus on even more. It is an excellent report and I look forward to hearing the Minister’s response.