Public Bodies Bill [HL]

Lord Berkeley Excerpts

Tuesday 11th January 2011 Lords Chamber

[Lord Hunt of Kings Heath]

My Lords, I must say that this is a bit of a puzzle because Schedule 1 lists the bodies where power to abolish is being given. My noble friend has suggested that the FLA be moved to Schedule 7. I have a theological difficulty with that because—

[Lord Berkeley]

Schedule 5.

[Lord Hunt of Kings Heath]

Yes, it is Schedule 5; I would like to see Schedule 7 removed from the Bill. It is very difficult to know why the noble Baroness’s department is not using the Bill in the way in which it is constructed. Schedule 5 is headed “Power to modify or transfer functions: bodies and offices”. Why on earth is the FLA not in that schedule?

--- Later in debate ---

[Lord Faulkner of Worcester]

My Lords, this is something a little different. The purpose of Amendment 39 is to remove the Inland Waterways Advisory Council from Schedule 1. This is not the most controversial proposal in the Bill, but I believe that the 14 members of the IWAC, all of whom are volunteers and unpaid, its part-time chair, John Edmonds, and the two support staff deserve at the very least an expression of public thanks and recognition for what they have achieved since April 2007, when the council was set up as a consequence of the Natural Environment and Rural Communities Act 2006. The same goes for the predecessor body, the Inland Waterways Amenity Advisory Council, which was formed in 1968.

The IWAC does exactly what its title suggests. It gives independent advice to the UK Government, the Scottish Government, navigation authorities and other interested parties on matters appropriate to our inland waterways. If no one wants to listen to that advice, of course that is up to them, but before IWAC disappears it is worth making the point that the next two or three years are going to be absolutely critical for the inland waterways as the British Waterways Board turns itself into a charitable trust. That will represent a huge change in culture as well as in status for the BWB, and I would have thought that it would benefit enormously from being able to call on the Inland Waterways Advisory Council for advice, particularly bearing in mind that there is not a lot of experience in Defra in this area.

My question to the Minister, who on this occasion I think is going to be the noble Lord, Lord Henley, is: how long do the Government expect the IWAC to stay around for? Would he not agree that it makes no sense to get rid of it before the British Waterways Board has completed the process of converting itself into a charity? One only needs to look at the CVs of the IWAC board members to realise how much talent is assembled at its meetings. It has economists, accountants, environmentalists, campaigners, academics and heritage experts—they are all there.

What I feel is so sad about the Government’s approach towards the quangos is that it seems to be based on knowing the price of everything but the value of very little. Most countries would give a great deal to be able to draw on a group of volunteers who are experts, who cost the state virtually nothing and who come together out of a sense of public duty and service. It may not be apparent for some time just how much is being lost as a consequence of this Bill, but we should be in no doubt that we shall as a nation be the poorer because of it. I beg to move.

[Lord Berkeley]

My Lords, I rise to support my noble friend Lord Faulkner in this amendment. He has outlined the role of and described the people involved in the Inland Waterways Advisory Council extremely well and he will be aware from the briefing that we have all had from Ministers that two secretarial staff are involved in the council. To abolish something because two people are employed there seems quite extraordinary.

The role of the IWAC seems to fit very well with the Government’s plans for localism because canals are a wonderful local amenity. However, there are challenges in maintaining them. We have all read of how volunteer labour is used so often because canals are expensive to maintain and do not produce a lot of revenue. Their transport was rather taken over by the railways about 150 years ago, but they remain a wonderful amenity for leisure purposes and for what they provide to communities. We shall debate this issue again when we talk about the future of the British Waterways Board, but there will be some tension when the BWB becomes a charity. We have not been and we probably will not be told where it will get its funding from and it struggles hard to find funding at the moment. Indeed, there are occasions when I see it turning itself into a property company to the detriment of people trying to use the canals.

I heard about an example of this a couple of years ago in Brentford on the Thames. Some of the BWB people had done a deal with a property company to build some very nice waterside houses at Brentford. To make them even more attractive to the buyers and to make more money, some pontoons were put into the canal so that lots of canal boats could be moored there. The problem was that the pontoons and the boats together were so wide that it was almost impossible to get a canal boat into the canal, which is after all the point of the lock connecting to the River Thames. There are quite strong tides there. Anyone who has driven a canal boat will know they are not like motor cars. They respond to the wind and the tide and they do not steer very well, so you need a bit of space not to hit things. But these people were quite happy to put these pontoons in the river at the entrance to the canal and to allow things to moor, because that would make more money. There were allegations, which I do not want to pursue, that people were making personal gains but, regardless of who got the revenue, it affected navigation.