Merchant Shipping (Standards of Training, Certification and Watchkeeping) Regulations 2022

Lord Tunnicliffe Excerpts

Tuesday 6th December 2022 Grand Committee

[Baroness Randerson (LD)]

My Lords, first, I thank the Minister for her introduction. I declare an interest as the chancellor of Cardiff University, which runs courses on maritime law, shipping, logistics management and transport education—all pretty intrinsic to the topic that we are looking at this afternoon. As has been said, these regulations relate to the updating of the STCW convention, which was the first international treaty to establish basic requirements and qualification standards for seafarers. However, we have come a long way since then, so the delay in this latest update is, as the noble Lord, Lord Greenway, said earlier, unfortunate.

The regulations update previous regulations; they are therefore important in enabling UK ships to trade and UK seafarers to work internationally. They are welcome because they broaden the scope of the 2015 regulations and, as has been said, now include pleasure vessels. Does this mean that the regulations will include people crewing their friends’ yachts, for example? If so, how large does the yacht have to be before it comes into scope? It has always surprised me that so little experience is required before people put to sea in leisure boats of one sort or another, because we require so much of individuals before they are allowed to drive on the roads. We require very little of people before they set off towards the horizon on what is basically a road that moves up and down unpredictably. However, being serious about this, if these regulations start to extend to new categories of people, they will of course have an impact on small businesses that build, sell and maintain boats.

There are very detailed specifications here for training providers, so my question for the Minister is this: where precisely does all this detail come from? Obviously, it comes via the IMO and is set out under the auspices of the MCA, but how exactly is it aligned internationally? Is it identical from one country to another, or are we able to vary our standards and specifications? In the past, we would have aligned ourselves with the EU rules, but of course that no longer applies, so how much freedom do we have to interpret the standards?

Paragraph 12 of the Explanatory Memorandum refers to a specific impact for the instrument of “£1.6 million per year”, but there is absolutely no detail as to how that figure was reached. What does it mean? How did those who write the EM get to that figure, because there has been no full impact assessment on the grounds that the instrument does not really affect small business? I would be interested to know the calculation, or at least the basis for the calculation, there.

Finally, I take the opportunity to thank the Minister for a copy of her letter to the noble Lord, Lord Hodgson of Astley Abbotts, the chair of the Secondary Legislation Scrutiny Committee. That sets out in detail, item by item, the overdue maritime legislation. I congratulate the Minister on making progress with this. It does not look good but it looks a great deal better than it did a few months ago, so clearly a lot of hard work has gone into it. I have a couple of questions about the ones we have not dealt with yet. For speed, I will refer to the itemised numbers on the Minister’s list. We are told that items 8 and 16 are expected in March next year and item 9 by mid-year—let us be generous and call that July—but items 11, 12, 13, 18, 19 and 20 all just say “2023”. I would be grateful if the Minister could give us a little more detail. Do we have a whole calendar year still to wait for those six important pieces of legislation that are already seriously overdue, or can we realistically expect them to come through mid-year? What will the Government do to ensure that we keep up with maritime legislation more efficiently in future?

[Lord Tunnicliffe (Lab)]

My Lords, I too thank the Minister for introducing these regulations. The Government are right to make further provision for the approval of training providers, including powers to remove that approval and to make provision to allow the Government to charge for approvals.

Across the world, 90% of global trade is made possible by the maritime sector, which is why it is so important that it is properly regulated. Highly skilled seafarers are incredibly important to the sector, and anybody with responsibility for safety at sea must be trained. I therefore welcome these amendments to the 1978 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers.

However, I would appreciate clarification on three minor points. First—I think this question has already been asked—the Explanatory Memorandum says:

“The impact on business, charities or voluntary bodies is estimated to be £1.6 million”.


Can the Minister provide a breakdown of this? Secondly, has the department collected information on how many other parties to the 1978 convention have implemented these amendments? Finally, just yesterday the department published new merchant shipping regulations. Should the House expect further merchant shipping legislation next year?

One or two speakers have commented on the size and thickness of the document. I compare it with the similar regulations for an airline pilot; they are substantially the same volume. In his career a commercial pilot is required to understand them all and, essentially, absorb the basic principles. This is what keeps aviation safe, and I am sure this is what will keep seafarers safe. The hazards are very similar. Aeroplanes are in the air, and therefore are intrinsically dangerous because they might meet the ground in an unscheduled way, but they can usually avoid difficult situations by virtue of their speed. Ships are much more vulnerable, in a separate way, being at sea and subject to the weather and the elements and not having the provision to run away from trouble in nearly the same way as aircraft. The responsibilities that the senior people on ships have, particularly with the enormous numbers of passengers that some ships carry, are about right.

I also heard some words which might be taken to say that somehow these standards might be reduced to facilitate more ships accepting regulation under a UK flag. That would be totally wrong. I have not read them all, but I read the process that created them and it seems that they are the right standards and that we should not move from them. They will make shipping safer, and that is an entirely good thing.

[Baroness Vere of Norbiton (Con)]

My Lords, I am grateful for such a fine turnout in this short debate on maritime safety standards. I will, as ever, try to answer as many questions as possible and will write with further information in due course. I will start with the comment by the noble Lord, Lord Jones, about the size of the regulations because he is right: they are a weighty tome. The reason for this is that in our discussions with the industry it was felt that revoking the 2015 regulations and putting them all in one place would be the better option rather than having some sort of supplementary regulations to the originals, which, quite frankly, may have been confusing. As the noble Lord, Lord Tunnicliffe, said, it is expected that people will read and understand these regulations, and having them all in one place is beneficial. Many of the regulations will not have changed. Seafarers also have the support of merchant shipping notices, which come from the MCA, and of their professional associations in understanding the applicability of the regulations to what they do.

A second question raised by the noble Lord, Lord Jones, was about the number of nautical colleges. There are 160 UK approved training providers and nine nautical colleges: Plymouth, Southampton, South Shields, Fleetwood, Lowestoft, Glasgow, Portishead, Shetland, and Grimsby. They take about 1,500 people a year, so this is quite a significant industry and of great benefit to the UK maritime sector. In addition to the colleges and the approved training providers, tens of thousands of safety courses go on all the time.

On the applicability of the regulations, one of the things that might be slightly missing from the discussion, and perhaps I did not explain it well in my opening speech, is that the vessels need to be seagoing—so, of course, Thames Clippers do not count, unless they have got lost, but they have high standards and I am not concerned about the level of safety on Thames Clippers. The regulations apply to pleasure vessels. They were not included in 2015 regulations, which is one of the things that these regulations fix, as is right.

I will have to write to noble Lords about whether you can crew your mate’s 24-metre pleasure vessel. I do not have any friends with a 24-metre pleasure vessel. We will have to write about whether having ad hoc people on board to help out is okay or whether they too should have the right training.

I turn to the international nature of these regulations and maritime in general; this picks up point raised by the noble Lord, Lord Tunnicliffe, and the noble Baroness, Lady Randerson. Shipping it is so amazingly global. It does not make sense for one country to set standards that are different from those of another country. The UK is very much at the forefront of improving safety and welfare for people at sea. That is why we speak to our colleagues in the IMO to make sure that these standards are appropriate.

Noble Lords may have noticed that we have included ambulatory references in the regulations. This is now becoming fairly commonplace when dealing with IMO-type regulations. It does not mean a lack of scrutiny; it means that we engage with the industry and reach agreement with the IMO to improve standards over time. I am afraid I do not have the number for the other countries that have already put this into place, but I will endeavour to find out. I will come on to the impact on the UK of the slight delay in getting these in place.