Maritime 2050 Strategy

Lord Greenway Excerpts

Wednesday 13th March 2019 Lords Chamber

[Baroness Sugg]

My Lords, we are working closely with the maritime sector to ensure its continued success regardless of the outcome of the Brexit negotiations. Much of the maritime sector is governed internationally and the UK plays a prominent role in the International Maritime Organization, which is based just over the river from here. We will continue to play a key role regardless of the outcome of the negotiations.

[Lord Greenway (CB)]

My Lords, while I welcome the Government’s strategy, I ask them to do everything in their power to expedite the re-emergence of coastal shipping. This sector is of great importance to some of our coastal communities, which have been suffering from economic decline. The adoption of new propulsion techniques such as gas or even hydrogen would benefit the environment and new ships would reduce the number of heavy goods movements on our increasingly congested roads.

[Baroness Sugg]

My Lords, we have the excellent Maritime Growth Study, which was led by the noble Lord, Lord Mountevans, with a review published last year. I agree with the noble Lord that we must do what we can to support the ports around our country. We have made great progress in ensuring that the UK has a strong maritime sector, with several billion pounds-worth of investment having been made across UK ports in recent years. The technology factor which the noble Lord has highlighted is something that we focus on in the strategy.

Transport: Remote Island Communities in England

Lord Greenway Excerpts

Thursday 20th July 2017 Lords Chamber

[Lord Greenway (CB)]

My Lords, I, too, thank the noble Lord, Lord Berkeley, for introducing this debate. One of the advantages of being tail-end Charlie is that most of the things you were going to say have already been said, but on my calculations I have an hour available should I need it. I assure your Lordships that I will take up only a fraction of that time.

I was most interested to hear the right reverend Prelate talking about Holy Island and taking us away from the Isles of Scilly. I remember going there many years ago with a friend. We were enjoying a few drinks in the pub when all of sudden the publican cried out, “All those for England”, and we all had to up sticks and leave, thereby leaving the islanders to carry on their carousing into the night.

I lived for quite a few years in the same town as the noble Lord, Lord Teverson, where the noble Lord, Lord Berkeley, currently has a house, so I am very familiar with Cornwall, although I have visited the Scillies only once. That was back in the early 1950s, when we flew from St Just in a Dragon Rapide. Some of your Lordships may be old enough to remember that: it was a sort of canvas and struts biplane. We happened to fly through two, rather violent hail-storms on the way. As a 10 or 11 year-old, I was very apprehensive, I can tell your Lordships.

Slightly more recently, I was on a trip from here with the defence group, in a Nimrod from St Mawgan. One of the other noble Lords on board happened to have a holiday home in the Scillies. He had a word with the pilot and the pilot thought, “Come on, we’ll go and have a look at it”. We came in very low over the runway, at a very low speed. The noble Lord said, “Oh, there’s my house”, and the pilot then thought, “Let’s get out of here”. He pulled out all the stops and we did a power climb which must have shaken every window in Scilly. We got, quite correctly, a sound reprimand from the control tower.

The noble Lord who just spoke referred to nautical matters. I have been becalmed for many hours in previous Fastnet races off the Scilly Isles, so have had plenty of time to observe them, and I will talk about the sea connection in my few minutes of remarks. The “Scillionian III” has been mentioned, which reached her 40th anniversary in May this year. I would describe her as a prime example of a ship that was built specifically for the route she was intended to serve on. That is extremely important, especially in the case of the Scillies, because not only does the ship have to carry 500 passengers and a certain amount of freight, she also has to be capable of taking the ground at low water in St Mary’s. There are remarkably few modern ships of that type around today.

I know that the Isles of Scilly company has been looking at potential second-hand ships—I have had a look myself—but there are almost no ships of that type around at all. All the ships available are what are termed ro-ro ships—roll-on roll-off ships—where you need special ramps at either end for road traffic to come on and off. I would argue that a ro-ro ship would not really be suitable for the Isles of Scilly. You only have some nine miles of road in St Mary’s, and I cannot think why anybody would ever want to take a car there. In fact, I am surprised private cars have not been banned from going there. If anyone is stupid enough to pay the enormous fare to take their car, I suppose they are welcome to it. But the other factor is a ship that carries a lot of cars needs a lot of extra space: cars take up an awful lot of room, and for that reason your limited draught would create a great problem.

What really needs to happen is for the Government, Cornwall Council and maybe even the Duchy to sit down and look at plans for a proper replacement for the “Scillionian III” and to build a ship that would last, hopefully, another 40 years but which would be purpose-built and would suit all the islands’ needs. They could for instance, bearing in mind all the changes going on in regulations at sea, power her with liquefied natural gas, something that Caledonian MacBrayne is doing for two of its new ferries being built up on the Clyde. We could have a new ship, built in a British yard. Sadly, we have very few British yards still capable of doing this, but there is Appledore, where the current “Scillonian” was built, or Ferguson, on the Clyde, or possibly even Cammell Laird. A British-built ship, flying the Red Ensign, would be a wonderful achievement.

We are looking at an updated version of the present vessel, capable of carrying some 500 passengers and a certain amount of freight. I see absolutely no reason why vans should be taken to the Scilly Isles with freight—what is the point? You can bring the van to the quay in Penzance, offload the freight, put it on the ship and put it on to a van at the other end. You do not need to move vehicles backwards and forwards.

I think my noble friend on the Cross Benches mentioned this, but believe it or not, the present “Scillonian” was designed to work year-round, and for the first 13 years of her life, she did so. I have a photograph in my pocket here of her passing the Wolf Rock in 1979, when she was two years old—and that was on the last day of the year. The new ship must be capable of year-round operation. There is the rather extraordinary idea of having this freight ship. The right reverend Prelate mentioned the “I survived the ‘Scillionian’” badge. I think we ought to club together and give the noble Lord, Lord Berkeley, a special badge, because he survived the “Gry Maritha”, the small freight ship, in the middle of a winter on a very rough crossing. She is about to be replaced by a slightly larger vessel, also second-hand from Norway, but I would describe her as perhaps a slightly larger floating shoe-box compared with the other vessel. Having sailed many seas of the world in all sorts of weather, I would certainly not like to travel in that ship in the depths of winter.

I return briefly to the “Scillonian” and her design. The waters between Land’s End and Scilly are probably, potentially, the roughest waters in this country. Only just over a year ago, a wave was recorded off Land’s End of 90 feet in height, which gives you some idea of the sort of conditions that need to be met. A new ship could be slightly faster, enabling it to do two trips a day at peak times; it could operate perhaps two or three times a week in the winter. Who would pay for this ship? It is not beyond the wit of the three organisations I mentioned earlier—the Government, Cornwall Council and the Duchy—to get together and look at potential designs for the ship. It would serve the island well and in my opinion would be the best thing to do, although I welcome the idea of the helicopter coming back.

The danger is that if you build a larger ship, particularly a ro-ro ship, you will get—as I am sure the islanders would like—many more tourists visiting. But as the right reverend Prelate said, the charm of these islands is in their remoteness and quietness, and a lot of the people who go there really appreciate that, which is why they go there. It would be wrong to swamp Scilly with thousands and thousands of tourists.

Shipping: Safety

Lord Greenway Excerpts

Monday 27th March 2017 Lords Chamber

[Lord Ahmad of Wimbledon]

In light of representations that we ourselves have made, the noble Lord is right to raise the issue of languages, because many who travel may not be familiar with some languages. In that regard the IMO is looking to introduce specific measures to ensure that evacuation drills and emergency procedures reflect the languages of the people who are travelling.

[Lord Greenway (CB)]

My Lords, is the Minister aware that 19 ships capable of carrying more than 4,000 passengers are on order at the moment for delivery by 2020? The noble Lord on the Liberal Democrat Benches asked about crew. Is it not vital that crew training is given absolute priority in view of the problems that he mentioned with languages? In the “Costa Concordia” accident, I gather that the crew could not understand emergency instructions in the official language of the ship.

[Lord Ahmad of Wimbledon]

The noble Lord raises an important point. I partly addressed it in my previous answer, but he is of course right. When we look across modes of travel, we see that in aviation, for example, all evacuation and emergency procedures on a flight heading for a particular destination in a particular country are explained in a particular language. I suggest that there is a bigger challenge for cruise ships, which often stop at different destinations—but language and crew training related to it are nevertheless important.

Merchant Shipping (Convention Relating to the Carriage of Passengers and their Luggage by Sea) Order 2014

Lord Greenway Excerpts

Wednesday 7th May 2014 Grand Committee

[Lord Greenway (CB)]

My Lords, I think the Minister was perhaps a bit premature in thanking noble Lords who are taking part in a rather rare maritime exercise in the House. I do not want to disabuse her, but I was not going to say anything at all. This order is a natural follow-on from what has happened before. I have no problems with it at all. The UK Chamber of Shipping also had no problems with it, so it is generally to be welcomed.

We have been fortunate in this country in that we have not had a major accident with a passenger ship since the “Herald of Free Enterprise” some 27 years ago. That was responsible for beefing up the amounts of compensation that can be paid to passengers for loss of life and luggage in those circumstances. Let us hope that that record continues although, as the Minister said, we are still suffering from these problems. We saw one in South Korea the other day, and the unfortunate incident with the “Costa Concordia” was another example. I welcome this order and wish it well.

[Lord Rosser (Lab)]

My Lords, I am in the same position as the Minister. Debates on maritime matters are all too rare. I do not think the Minister was expressing the view that she is a particular expert in this field, and I would certainly not claim to be. That may become horribly evident in the contribution I have to make.

As the Minister said, this order amends the Merchant Shipping Act 1995 in the light of our ratification of the International Maritime Organisation’s 2002 protocol to the Athens Convention 1974 relating to the carriage of passengers and their luggage by sea. Ratifying the 2002 protocol ensures that UK-flagged passenger vessels can be issued with correct international certification and enables the protocol to be extended to the overseas territories and Crown dependencies, should they so wish. When the order was discussed in the other place a question was asked about what the Government’s accountability and jurisdiction would be if ships that are not UK-based, but are part of the Red Ensign group, chose to opt into these rules. It would be helpful if the Minister could clarify that point.

As the Minister said, the key provisions of the protocol have already been introduced into EU law—I think from the end of 2012—and implemented by the UK, but this order is needed to ratify the protocol, which came into force internationally on 23 April and incorporates the international elements. The 2002 protocol applies to international carriage only, but the order ensures the application of the Athens convention to domestic journeys within the UK, the Channel Islands and the Isle of Man. The 2002 protocol increases the liability limits for carriers that have been applicable in the event of accidents involving loss of life or personal injury and also requires carriers to maintain compulsory insurance on a strict liability basis, as well as providing claimants with the right to take direct action against the insurer. Under the order, the new limit of liability is, I think, the 400,000 special drawing rights. The Minister said that a special drawing right is currently equal to approximately 92 pence. It certainly fluctuates marginally since earlier in the year when it was being debated in the House of Commons the figure was given as approximately 93 pence.

The Government have also said that the further policy objective of the order is to revoke some redundant legislation. It would be helpful if the Minister could spell out which legislation is being revoked, bearing in mind that the Government’s objective appears to be that, for every new order introduced, two should be revoked. I am not clear what the two orders are that are being revoked.

The Explanatory Memorandum states in paragraph 10 that, although,

“external stakeholders were invited to contribute to the IA, the available evidence base continues to have a number of limitations”.

It then goes on to say:

“Given the significant uncertainties surrounding the impacts of this measure”,

relating to,

“the number of Overseas Territories and Crown Dependencies that … choose to ratify the … Protocol … and the limitations of the available evidence base, it has not been possible to monetise any of the costs and benefits in this IA”.

At least, that is my understanding of what it says. Yet when the order was discussed in the other place, the Minister described it as “short and highly technical”. I have always construed the reference to “highly technical” to mean “incomprehensible”. He said that not least because the,

“key provisions of the 2002 protocol have already been introduced into European Union law … and … implemented in the UK”.

The Minister in the other place said that the order therefore had,

“little practical effect on UK shipowners”.—[Official Report, Commons, Second Delegated Legislation Committee, 30/4/14; col. 3.]

I simply ask which is the correct version—that the order is short and highly technical with little practical effect on UK ship owners, as per the Minister in the House of Commons, or that, due to the significant uncertainties surrounding the impacts of the measure and the limitations of the available evidence base, as per the Explanatory Memorandum, monetising any of the costs and benefits of the order in the impact assessment is not possible and, by inference, would represent something of a voyage of discovery. Perhaps the Minister could indicate which horse of those alternatives she is backing, or, alternatively, say why what would appear to be two somewhat different views on the clarity and scope of this order are in fact saying precisely the same thing.

A further issue raised in the House of Commons was about the ships to which this order applies. In his response, the Government Minister said that,

“the classification of ships is determined by the area in which they operate and not necessarily the gross tonnage”.—[Official Report, Commons, Second Delegated Legislation Committee, 30/4/14; col. 8.]

However, because he was unable at that particular moment to give a definition of classification A and B vessels as referred to in the impact assessment, he undertook to write to the Committee. Can the Minister here provide that information and say whether the provisions of this order might be extended to other classes of ships?

A further question raised in the other place was about what steps the department was taking to ensure that information about the impact of the order was made available to ship owners and their passengers and customers. It would be helpful if the Minister could say what is happening on that issue. Of course, the answer to that may depend on whether she agrees with the Minister in the House of Commons that it is short and technical with little practical impact or with the Explanatory Memorandum, which appears to suggest otherwise. Finally, the Minister in the other place said that he was concerned to reduce the costs of the legislation around sulphur for UK shipping and, in particular, for the UK ferry industry. He went on to say that he had,

“asked the IMO to undertake an early review of the 2020 regulations”.—[Official Report, Commons, Second Delegated Legislation Committee, 30/4/14; col. 8.]

What exactly are the Government pressing for in that review?

We welcome the objectives of this order but would appreciate responses to the points to which I have referred.

Shipping: Passenger Safety

Lord Greenway Excerpts

Wednesday 15th January 2014 Lords Chamber

[Baroness Kramer]

My Lords, I do not have the answer to the noble Lord’s question but I will obtain it. I want to make it very clear, however, that the exemption being sought is not for a boat like the “Costa Concordia”. We are talking about something much smaller in benign waters very close to shore.

[Lord Greenway (CB)]

My Lords, is not this application one of a number which have arisen from the formal safety assessment by the Maritime and Coastguard Agency which I as a mariner regard as entirely practical?

[Baroness Kramer]

The noble Lord is exactly right. I think that this is regarded by almost everybody as a practical, reasonable and sensible measure. It has withstood over many years a reputation of providing sufficient safety in the relevant circumstances.

Republic of Ireland: Aids to Navigation

Lord Greenway Excerpts

Monday 25th February 2013 Lords Chamber

[Earl Attlee]

My Lords, I am not quite sure what the noble Lord is getting at, but it is important to understand that the specification for aids to navigation would, I imagine, come under IMO auspices rather than EU auspices.

[Lord Greenway]

My Lords, in commending the Commissioners of Irish Lights on reducing its costs, can the Minister confirm that after 2015-16 the joint strategic board set up by the Atkins report will continue the interoperability arrangements for ships, as exist at the moment?

[Earl Attlee]

The noble Lord raises an extremely important point. One of the ways in which we have managed to reduce unnecessary expenditure is through the work of the joint strategic board to set the modalities so that assets can be shared and facilities are not duplicated.

Growth and Infrastructure Bill

Lord Greenway Excerpts

Monday 4th February 2013 Lords Chamber

Moved by

[Lord Greenway]

75A: Clause 22, page 22, line 39, leave out “Sections 128 and 129” and insert “In section 128”

[Lord Greenway]

My Lords, I shall speak also to Amendments 75B, 77ZA, 77ZB and 77ZC. The amendments are to do with safeguarding port land.

Amendments 75A and 75B to Clause 22 are intended to preserve the possibility of special parliamentary procedure in relation to compulsory acquisition of land of certain types of transport statutory undertakers. Clause 22 relates to Section 128 of the Planning Act 2008, which provides for development consent orders authorising the compulsory acquisition of land of local authorities and statutory undertakers to be subject to special parliamentary procedure. As currently drafted, Clause 22 would repeal the whole of Section 128. The amendments would instead remove the reference to local authorities and the general reference to statutory undertakers in that section and restrict its application to land of harbour and railway undertakers. These are providers of infrastructure for public benefit, and it is important that land required for these purposes should continue to enjoy the additional level of protection which this procedure confers. Since Section 128 is not to be repealed in its entirety, Section 129 of the Planning Act, which relates to the operation of Section 128, will continue to need to apply. Amendment 75A would also remove its repeal.

Amendment 77ZA would delete subsection (4) of Clause 22, which repeals provisions which also relate to Sections 128 and 129 of the Planning Act. The proposal that these provisions remain makes repeal unnecessary.

Amendments 77ZB and 77ZC follow on from the previous amendments. Clause 23 modifies and limits the scope of special parliamentary procedure in relation to compulsory acquisition of land in certain cases where the Bill is not removing the process altogether; that is, in cases where special parliamentary procedure is triggered under what the Bill describes as a “special-acquisition provision”. It is accepted that if special parliamentary procedure is still to apply under Section 128 of the Planning Act in relation to land of transport undertakers, it should be subject to the same limitations. These amendments would include Section 128 in the definition of special-acquisition provision. This means that the modifications to the procedures would apply to any case in which special parliamentary procedure was triggered by Section 128.

These are in the way of probing amendments. I am seeking assurance that the Government realise the importance of safeguarding port land. If the Minister can give me reassurance on this, and says that the amendments are unnecessary and that the Government are content with the status quo, I will be happy with that. I beg to move.

[Lord Faulkner of Worcester]

My Lords, I start by thanking the Ministers—the noble Baroness, Lady Hanham, and the noble Lord, Lord Ahmad of Wimbledon—for taking the time to see me with their officials last Thursday to talk about the amendments I have tabled to Clause 23 in the next group and also about my objections to the inclusion of Clause 22 in the Bill.

Your Lordships may recall that I spoke about special parliamentary procedure—SPP—at Second Reading. That was based on my experience of serving on the Rookery South Joint Committee. I shall not repeat the arguments that I used then, other than to repeat the point that SPP has been triggered very rarely—only three times since 1990. While the eventual majority decisions of the Rookery South Joint Committee were not ones I supported—both the noble Lord, Lord Geddes, and I felt that the promoters of the resource recovery facility had a case to answer in terms of demonstrating the need for such a large project—I believe that the public interest was served in our deliberating in a Joint Committee. Had this Bill been an Act last year, with Clauses 22 and 23 contained within it, the Rookery South Joint Committee would not have taken place.

Since Second Reading, I have been sent two pieces of briefing on why Clause 22 should be removed from the Bill. The first relates to a battle against road-builders in High Wycombe in 1965. The redoubtable Kate Ashbrook, general-secretary of the Open Spaces Society, has described what happened on her blog, from which I shall quote some extracts:

“Wycombe Rye is a stretch of public open space on the east side of High Wycombe, Bucks, extending alongside the River Wye … The rye is a treasured spot, 68 acres of land vested in Wycombe District Council and its predecessor body … since 1927 … Looking at it now you might think it had always been safe. Not so. In 1962 part of the land was threatened with a compulsory purchase order, to enable the inner-relief road to be built across it”.

That road had been approved following a public inquiry. She goes on:

“There was a further inquiry into the appropriation of 2.4 acres of open space, but on the inspector’s recommendation, the minister”—

of the day—

“confirmed the appropriation order, under the Acquisition of Land (Authorisation Procedure) Act 1946, on 5 February 1965. Fortunately no land was offered in exchange, so the order was subject to special parliamentary procedure … That meant that objectors could petition parliament and present their case to a joint committee of both houses ... Magnificently, the committee ruled that the orders be annulled. The rye has remained intact to this day, saved by legislation which gives parliament the final say on the theft of open space where no suitable alternative is provided”.

However, that protection will disappear if Clause 22 remains in the Bill because,

“instead of such cases being referred to a parliamentary committee, the Secretary of State for Communities and Local Government himself can decide the fate of open space. In future, when compulsory purchase of open space is proposed for development which the government thinks should go ahead quickly, and there is no suitable exchange land or that land is considered to be too expensive, the minister can cast aside SPP and rule that the development proceeds without regard to the open space”.

Powerful arguments in favour of retaining SPP have also come from the Inland Waterways Association, which makes the point that the Canal & River Trust, the body set up following the passage of the Public Bodies Act, holds the waterways it cares for in trust on behalf of the nation in perpetuity. If the CRT is threatened by a compulsory purchase proposal, it has at present the option to go down the SPP route. This, says the Inland Waterways Association, makes the authority threatening compulsory purchase treat the CRT with greater respect and encourages constructive discussion. It claims that if the Bill is passed, the CRT will lose the right to request an SPP. Will the Minister confirm whether it is right in that assertion? If it is, how does he explain the anomaly whereby the National Trust retains the right to call for an SPP on its own land but the Canal & River Trust is denied that? It appears to be the case that the Government are, by their amendment to Clause 22, strengthening the position of the National Trust but at the same time doing nothing to give protection to other bodies with heritage responsibilities. As the Inland Waterways Association puts it, how can the Minister justify the situation where the River Wey Navigation, which is owned by the National Trust and dates back to the 17th century is protected, but the River Lee Navigation, which is five centuries older, is not?

Finally, if Clauses 22 and 23 stay in the Bill, a decision, which was vested in Parliament, will now be taken by the Executive. I caution the Minister to take care in what he wishes for. One advantage from the Government’s point of view about SPP is that it cannot be subject to judicial review and does not apply to decisions taken by the Secretary of State, which can be challenged by JR and will take far longer to resolve than SPP. Certainly, if the Government are threatening open space, they should anticipate the possibility of numerous judicial reviews. I suggest that the Government should now drop Clause 22, take it back for further consideration and perhaps come forward with fresh suggestions on Report.

--- Later in debate ---

[Lord Greaves]

My Lords, I have just two points. First, the Minister said that it was important in the national interest to get big infrastructure projects going. Clause 24, which we will discuss shortly, relates to business and commercial developments that may or may not be thought to be infrastructure, but which many people will think are not. This new provision for fewer special parliamentary procedures will apply to that clause also.

Secondly, when we were discussing Clause 1 some time ago, the Government were adamant that it was necessary to have such provisions in the legislation in order to make sure that planning authorities that they thought were not performing got up to speed and organised themselves. The Government said that they hoped that no planning authorities would ever come under these provisions, but they were nevertheless a necessary back-stop. However, if there is to be no back-stop of special parliamentary procedure in these cases, is it not the case that the incentive for developers to provide alternative land or open space when necessary will be less because they can simply apply to the Secretary of State, who can say, “No, you do not need to do so”? They can then do absolutely nothing about it. Surely the fact that there have been so few examples of special parliamentary procedure is because applicants for development consent have done their business and found appropriate alternative open space to replace any that they are using. The current system is working and there is a danger that there will be far less of this happening, simply because the back-stop SPP procedure will not exist.

[Lord Greenway]

My Lords, there has been a fairly wide-ranging debate on this group of amendments, covering ports, canals, plots of land and so on. As far as I am concerned, I am grateful for what the Minister said about ports—in particular, for his latter remark concerning the letter from the Shipping Minister in another place, which I very much look forward to seeing. I will take on board what the noble Lord said and ruminate on whether to take this matter any further but, in the mean time, I am happy to beg leave to withdraw the amendment.

Amendment 75A withdrawn.

Marine Navigation (No. 2) Bill

Lord Greenway Excerpts

Friday 1st February 2013 Lords Chamber

[The Earl of Caithness]

My Lords, I did not take part in the earlier debate, because quite clearly it was of a species known as the “Berkeley herring”, which is a close relative of its cousin, the red. I wanted to get on and talk about the Bill.

Let me first chide the noble Lord, Lord Berkeley, again—I do so with the best of intentions—for his discourtesy to the House in having every single amendment starred. We had Second Reading two weeks ago. It was not beyond the bounds of possibility to have the amendments so that we could consider them before coming in on a Friday and finding them there on the Marshalled List.

On the noble Lord’s request for a definition, he mentioned that there would be different harbour authorities, that there might even be competing ports and a commercial benefit for one port. He forgot to mention, of course, that there would be pilotage error as well, sadly. We cannot get rid of human error. That is one of those things; we saw it with the “Sea Empress”. The only way of having totally safe waters is to ban every single vessel from them, which of course is a totally impractical way of proceeding. Human error will always be a factor, both on land and particularly at sea. I know that full well from my experiences as a Shipping Minister.

The noble Lord, Lord Rosser, came up with a definition. It was given to him by the Minister. It happened to be the definition that I quoted at Second Reading. As a result of quoting it at Second Reading, a circular letter was produced by the pilots condemning me for quoting it. I suppose it is not entirely appropriate that any Member of this House should quote a Secretary of State or a Minister from another place. It did not add to the pilots’ arguments one bit. The noble Lord, Lord Rosser, was very brave to quote it. Doubtless he will also get a letter condemning him for doing so.

I suggest that the noble Lord, Lord Rosser, looks again at the Explanatory Notes. The definition is helped by the words there, which I also quoted at col. 915 on 18 January. The key words are:

“capable of piloting one or more specified ships”.

I know that the Government will have taken full legal advice; no Minister would dare go to that Dispatch Box without having done so. The wording in the Bill is safe. It will work. I commend the Bill as it stands, and do not support the proposal of the noble Lord, Lord Berkeley.

[Lord Greenway]

My Lords, I follow the same line as the noble Earl. In the previous debate, a noble Lord referred to the noble Lord, Lord Graham of Edmonton, as a “diamond” and “dogged”. Well, the noble Lord, Lord Berkeley, is certainly dogged. If he is as good as his word and lets this Bill go through, I might even describe him as a diamond.

We have been talking semantics here about “deck officer”. “Deck officer” is a term that has been used for many years, as the noble Lord, Lord MacKenzie, said. Everybody at sea knows what a deck officer is.

My worry is about the future. I attended the City of London maritime dinner last night, where the lord mayor and the noble Lord, Lord Green, the Trade Minister, made excellent speeches about the great importance of our maritime business right across the board, from shipping to insurance to arbitration to lawyers, and in maintaining the City of London as the world centre for these operations.

On the issue of pilotage exemption certificates, a real problem is looming, certainly in the ferry industry. The demographic graph shows that a lot of the officers are within five years of retirement. Where are the younger officers going to come from? The Bill would enable young and upcoming officers to advance up the tree perhaps rather more quickly by gaining pilotage exemption certificates. It will not happen across the board. There will be a few here and a few there; it will not be widespread. They are our seed corn for manning our ships in future. More importantly, we hope that some of these people will in time become pilots, so it will benefit the pilotage business in the longer term. That is a very important point to make.

[Lord Berkeley]

I hear what the noble Lord says and generally support it, but I have not quoted many letters from pilots, although we have heard a lot of them today. One touched on this subject. A number of British shipping companies, including some ferry companies, are taking on and training young people. However, once the trainees have got to a certain stage and the government grant that goes with them is finished, they find that they cannot get a job because on the whole the shipping lines try to recruit young, cheaper officers from abroad. Does the noble Lord have a solution to that?

[Lord Greenway]

My answer to that would be that young, well trained British officers are highly thought of elsewhere in the world, so jobs are available for them.

PEC examinations can be seen by both individuals and their employing companies as an important rung in the advancement of their professional careers. They involve commitment and academic effort. Those sitting the exams need both professional experience and proven competence in ship-handling. They must also be highly motivated. Therefore, I think that a lot of these concerns have been overstated. To me, there is no doubt that the extension of PEC eligibility will be of benefit to UK seafarers.

Finally, I will say that if the Bill passes, a lot of these concerns can be dealt with by the steering group of the Port Marine Safety Code. That would involve the UK Chamber of Shipping, the various ports groups and the pilots’ association. They can sit down and work out the details of how this change is to be implemented.

[Earl Attlee]

My Lords, the noble Lord, Lord Berkeley, eloquently set out the concerns that he and maritime pilots have about Clause 2 when he gave notice of his intention to oppose the question that the clause should stand part. I understand perfectly the desire to ensure that marine safety is promoted and that nothing is done to undermine it. I believe that this desire is felt all around the Committee and across the maritime industry. Therefore, I will try as hard as I can to meet noble Lords’ concerns.

The sole purpose of Clause 2 is to remove the limitation in the Pilotage Act 1987 that restricts the issuing of pilotage exemption certificates to the master or first mate of a ship, and instead to allow any deck officer to apply for a certificate. It does not grant one; it merely allows a deck officer to apply to the competent harbour authority for a PEC. It changes none of the other provisions in the Act relating to the demands made on an applicant for a certificate: namely, that the applicant must be a bona fide deck officer of a ship. The clause does not open up the possibility of unauthorised pilotage services being established. I know that that is a concern of pilots and of the noble Lord.

The applicant must be a genuine member of the crew of the ship named on his PEC. No doubt if the pilots in a harbour knew something was going wrong in this regard, they would take it up with the competent harbour authority. If the authority did not listen, they could take it up with the Maritime and Coastguard Agency. If the agency did not listen, they could take it up with the noble Lords, Lord Berkeley or Lord Rosser, with me or with the shipping Minister. There are plenty of routes for aggrieved people to take up this problem.

Furthermore, under the Bill, the competent harbour authority could immediately revoke the PEC if it becomes aware of any problems. The competent harbour authority must be satisfied that the applicant has the skill, experience and local knowledge sufficient for them to be capable of piloting the ship named on the certificate. The PEC applies only to one ship and one harbour. To my mind, this is the crucial safeguard that restricts the issuing of a certificate only to those mariners competent to use one. It is much more relevant than a job title in determining whether someone can safely navigate in specific waters.

The certificate applies to a specific harbour or part of a harbour as appropriate. If anyone seeks to be certified elsewhere, they must demonstrate their skill, experience and local knowledge for those waters to the appropriate competent harbour authority. The competent harbour authority may decide, in the interests of safety, to satisfy itself that the applicant has a sufficient knowledge of the English language. The competent harbour authority decides the method by which it will satisfy itself of an applicant's qualifications, which may be through examination or by reference to other requirements. The certificate remains in force for no longer than one year and it can be renewed only if the competent harbour authority remains satisfied about the foregoing points.

I mention that to demonstrate that the clause in no way reduces the standards of competency required of PEC holders. Stephen Bracewell, the chief executive of Harwich Haven Authority, made this point succinctly to the Transport Select Committee on 17 December 2012, saying that the Bill would do,

“nothing more than add a few people to the list of people who can knock on the door and ask to start the process of being assessed and examined”.

He rejected the idea that a harbour authority would lessen the standards by which they assess and examine people stating:

“We are not going to do it”.

Having outlined what this clause does not change, I turn to what it would do. The clause would permit a competent harbour authority to award a PEC to any deck officer who meets the criteria that I have outlined. The desire for making this change comes from the shipping industry, which has identified a number of potential benefits to several factors, including roll-on roll-off passenger ferries, small domestic ferries and aggregate dredgers.

The clause would permit increased flexibility for shipping companies in the rostering of deck officers, especially in the event of disruption and staff sickness, which currently can be problematic. The additional flexibility would also assist when supplementary or release sailings are chartered, increasing the call on deck officers. Though a comparatively small sector, the change would allow improved flexibility for vessels such as dredgers to operate in piloted waters for extended periods and mitigate the risk of fatigue for certificate holders on these ships.

The industry also wants to respond to demographic trends affecting certificated deck officers, which is a point made by the noble Lord, Lord Greenway. A large proportion of officers are approaching retirement within the next five years and the industry needs to train younger officers to be capable of fulfilling senior roles in the near future. Although it varies between competent harbour authorities, qualification for a PEC may require around 10 to 18 berthing operations to be conducted under the supervision of a pilot. This could reasonably form part of the training for deck officers who have reached a suitable stage in their career development, but who are not yet employed as a master or first mate.

On the terminology of a deck officer, I want to be clear: we are not talking about junior ratings. We are talking about those officers who have navigational responsibilities. It usually takes between three and four years to qualify as a junior deck officer, so potential applicants will have experience at sea. Even then, it is most likely that only the more senior deck officers will be able to demonstrate the skills, experience and local knowledge required by a competent harbour authority.

The noble Lord, Lord Berkeley, suggested that there should be a stricter definition of eligibility tied to definitions in the international standard of training, certification and watchkeeping code. However, mariners on domestic routes do not need to seek certification on this code. Such an approach would be unduly restrictive and certainly tighter than current arrangements. The national association for ports and shipping has agreed that it is preferable to use the definition of “deck officer” in this clause and provide guidance to the competent harbour authorities on the attributes and skills that might be sought in the Port Marine Safety Code’s guide to good practice. The guide already recommends that a competent harbour authority should seek a certificate of competence from applicants. The Port Marine Safety Code steering group, mentioned by the noble Lord, Lord Greenway, composed of representatives from industry, trade unions, the pilots’ associations, the Government and other maritime experts, has agreed to establish a subgroup to consider and recommend any enhancements required for the guide. This will enable competent harbour authorities to have access to the best advice about the qualifications that could be expected of a successful applicant.

The noble Lord, Lord Berkeley, talked about the unwelcome aspects of competition. This is always a concern, but the noble Lord will know perfectly well that it arises in many areas of commercial activity. However, I would also be very surprised indeed if the regular pilots did not report any concerns regarding the inappropriate grant of a PEC to the MCA, as I have already said.

The noble Lord, Lord Rosser, sounded as if he is supporting the noble Lord, Lord Berkeley, in his amendment. I would remind the noble Lord that this Bill has been in gestation for many years, as he well knows. The provisions in Clause 2 were clear Labour government policy, and no doubt responsible and experienced Labour Ministers were satisfied about its legality. Indeed, Jim Fitzpatrick MP said in the other place that the Opposition would look foolish if they opposed the Bill and that,

“it would be churlish of us not to support it. It contains many positive elements”.—[Official Report, Commons, Marine Navigation (No. 2) Bill Committee, 7/11/12; col. 4.]

However, I fully accept that noble Lords opposite are testing the policy and making sure that we have got it right. I am sorry that the letter to the noble Lord did take rather a long time to arrive, but there were quite a few questions to answer.

I think it was the noble Lord, Lord Rosser, who said that the regulations should not be unduly onerous. It is important to remember that a PEC can be limited to a specific ship and a specific harbour, or even a specific portion of a harbour. The noble Lord asked about training and talked about the Port of Liverpool. The Committee will understand that the Port of Liverpool is a very complicated port with all sorts of difficulties. It is not surprising, therefore, that the training requirements to be a pilot for the Port of Liverpool are extensive. However, smaller ports will need less training. It is for the competent harbour authorities to determine what is required, as they do now. There is no change in the training requirements, only a proposal to change the eligibility, and training for a PEC will be similar to that for a pilot.

The noble Lord asked about the number of PEC holders that can be on a ship, which is a good point. He suggested that there could be numerous PEC holders on a ship, but that they would not have sufficient experience. It is not clear to me why a shipping company would want to incur the cost of PEC training and go to the effort of training officers if there was insufficient opportunity for them to exercise the certificate. Furthermore, if the competent harbour authorities believe that a PEC holder was a bit rusty and did not have enough experience, they may pay greater attention to the reassessment process. There will always be the alternative for a master to take on board a maritime pilot if circumstances mean that none of the PEC holders on the ship are available to pilot it because of hours worked or if the structure of the crew does not permit it. If a suitably qualified person is available, there is no justifiable reason to prevent them from holding a PEC and piloting the ship simply because they do not have the right job title.

Marine Navigation (No. 2) Bill

Lord Greenway Excerpts

Friday 18th January 2013 Lords Chamber

[Lord Greenway]

My Lords, it is always a pleasure to follow the noble Lord, Lord Berkeley. We have crossed swords many times on these matters. I am delighted, in declaring an interest as an older brother of Trinity House, to hear him say something complimentary about the lighthouse authorities. He is normally on the opposite tack.

One of the delights of marine Bills—which, let us face it, do not come up very often—is that we go off on different tacks in all sorts of different directions, and we have some very interesting history lessons from various noble Lords. I was most interested to hear what the noble Lord, Lord Chidgey said, because I live just over the hill from Watchet and I know it well. It is probably not realised that Watchet was a commercial port until just a few years ago. There was a local shipping line called the Willie line—I hasten to say that it was spelt with an “ie”—that regularly ran a large vessel in and out of Watchet. You never know what is going to come out of the woodwork in these debates. Accordingly, my noble friend Lord Selsdon always entertains us in a most delightful way.

I thank the noble Baroness, Lady Wilcox, for introducing the Bill, which, as she and others have said, relates to matters that have been sculling around for some considerable time. This gives us an opportunity at least to put these various measures on the statute book.

I will not say much about the general lighthouse authority provisions because they have been exceedingly well covered by the noble Lord, Lord MacKenzie of Culkein. Needless to say, they are very much welcomed. I think that the original right of the general lighthouse authorities to use vessels for commercial purposes, when time allowed and they were not required for their statutory purposes, goes back to when the noble Viscount, Lord Goschen, was Shipping Minister in this House. I was in a meeting with him and he suddenly came up with this out of the blue, which delighted me and indeed the general lighthouse authorities. That was in 1997, so the GLAs have been able to do that for some time. This extends that right and allows them to act as consultants and to use various moneys out of the General Lighthouse Fund, if required, if they need to buy some specific equipment that is going to assist their ships being hired out to someone else. As I understand it, the proviso is that there still has to be a profit for the General Lighthouse Fund in the longer term. That will certainly please the noble Lord, Lord Berkeley, because I am sure that he will greatly welcome anything that will lessen the burden of ship owners.

With regard to the wreck-marking side, even this week one of the Trinity House ships had to steam at high speed down the Channel to Torbay, where a Greek tug was towing a dead ship to Turkey for demolition. The tow overtook the tug and holed her, and she was leaking oil. Eventually the larger ship sank so Trinity House had to go and mark that wreck, which it has now done with four buoys just off Torbay.

The Bill is welcomed by a wide range of people, including the British Ports Association, the UK Major Ports Group and the UK Chamber of Shipping. The two bones of contention, if I may refer to them as such, concern yachtsmen’s fears about the new harbour directions and pilots’ fears about extending the licensing of pilotage exemption certificates. I have spoken on behalf the Royal Yachting Association and the British Marine Federation in this House over many years. Consultations with the yachting fraternity have been going on widely since the Bill started in the Commons. As we have heard, there is a new code of conduct on harbour directions, which I understand will be more or less completed next week. This will be overseen by a national directions panel which is made up of representatives from the two major ports organisations, the UK Chamber of Shipping, the Royal Yachting Association and various fishery organisations. It is expected to meet at least once a year—or more if necessary—and to oversee this whole business of harbour directions, which are a great step forward from the old, expensive and time-consuming process of harbour revision orders.

Pilots play a vital part in marine safety. They are rightly proud of their profession. I can remember deliberations here on the Pilotage Act 1987, which I think was one of the first occasions when the Moses Room was used for Grand Committee. That removed pilotage from the pilotage associations, one of which was Trinity House, which was responsible for some 40% of pilotage in the country. Since then, it has been a bit of a curate’s egg: good in parts, some not so good. We heard from the noble Lord, Lord Chidgey, about the sacking of all the Humber pilots. My understanding was that the pilots, who completely ran their own show, were demanding too much money which was making is commercially difficult for the port authority to operate. Pilots are not infallible. I have only to remind the House of the “Sea Empress” incident off Milford Haven, where the initial cause of the accident was pilot error, which led to the grounding.

Pilots have to move with the times, as do we all. Today, shipping is very different from what it was 15 or 20 years ago. Some ships—for instance, ferries—now have three crews. They are used 24 hours a day. It is not like the old situation where a ship had a master and a first mate, and they stayed there, often for some considerable time. Regrettably, I am afraid that manning standards have also been a huge cause of concern. Ships are operating with fewer and fewer people. This means that those officers who have pilotage exemption certificates may have been on watch for God knows how many hours, and they have, statutorily, to take rest from time to time, so somebody else may be required when the ship is coming into harbour.

When this first arose, there was a lot of hoo-hah and stories that cooks could put themselves forward to get pilotage exemption. Of course, that could never happen. It is up to the ports to issue these certificates There is absolutely no way that a port is going to issue an exemption certificate to someone who is not properly qualified. I remind your Lordships that it has been common practice in the Merchant Navy for years for younger officers to be overqualified for the actual job they are doing on a ship. On some ships, you may have a third officer who actually has a master’s—or certainly a mate’s—ticket. They are also operating on ships which come in and out of harbour regularly, so they know the waters of the harbour. The pilots’ fear is perhaps slightly overstated on this. It will not result in fewer jobs for pilots. They should be far more concerned over something that is coming up in 2015 when, under new EU regulations, the sulphur limits allowed in fuel will be reduced even further, to the point where, fuel being as expensive as it is—around 30% of the overall costs of a ship’s operation—it will be impossible for them to remain in business. There may therefore be fewer ships around, especially on these regular routes and particularly those going up into the Baltic.

Concerns have been raised and that is absolutely right. They have been discussed and looked at, and some concessions have been made. However, I detect from most corners of the House—perhaps not the noble Lord, Lord Berkeley—that this is a welcome Bill. It should be given a fair wind.

Isles of Scilly: Helicopter Services

Lord Greenway Excerpts

Wednesday 24th October 2012 Lords Chamber

[Earl Attlee]

My Lords, the problem we face is that we have lost the helicopter service to the Isles of Scilly for the time being. I understand that the Isles of Scilly Steamship Company, which operates a fixed-wing air service, has now made arrangements with the local primary care trust to take over some of the transportation of patients and medical supplies, including blood products and samples, which were previously carried by helicopter, having secured the appropriate CAA licences. Noble Lords will recall that the noble Lord, Lord Berkeley, identified that there were only a few days in the year when helicopter services could go to the Isles of Scilly but fixed-wing aircraft could not.

[Lord Greenway]

My Lords, is it not the case that the Isles of Scilly Steamship Company also operates two cargo vessels, one of which sails three times a week during the winter, and which carries a few passengers?