Flooding: Transport Disruption

Richard Ottaway Excerpts

Thursday 13th February 2014 Commons Chamber

[Mr McLoughlin]

Obviously, that is one thing we have got to look at in the long term. I am pleased to have been able to announce the reopening of several stations. There has been a huge change in the way people look at the rail service; they want a good reliable rail service, and that is important. We are seeing more people using the railways now than we have for a long time. In the past 20 years, the number of passengers has gone from 750 million to 1.5 billion, and there has also been a huge increase in freight on the railways, which we all welcome.

[Sir Richard Ottaway (Croydon South) (Con)]

The Secretary of State will be aware that the A22 in my constituency has been closed for several days, causing substantial disruption to traffic in south London. The closure is caused not so much by the flooding, which is adjacent to the A22, but by the installation of machinery to limit further flooding. Will he confirm that the package of compensation for businesses that has been announced applies to businesses that may not necessarily have been flooded but which are affected by the consequences of flooding?

[Mr McLoughlin]

I would like to look into the very valid points that my right hon. Friend has made and the particular cases to which he is referring.

Marine Navigation (No. 2) Bill

Richard Ottaway Excerpts

Friday 30th November 2012 Commons Chamber

[Sir Peter Bottomley]

I am prepared to accept anything that my hon. Friend says; I just wish she would do the same with me.

[Richard Ottaway (Croydon South) (Con)]

If, as my hon. Friend the Member for South East Cornwall (Sheryll Murray), who is promoting the Bill very successfully, has said, there have been no prosecutions, presumably she will have no trouble with the deletion of clause 5 altogether, as it clearly is not necessary.

[Sir Peter Bottomley]

Or perhaps just deleting new section 40C—the enforcement element—would suffice. Nevertheless, my hon. Friend cheerfully makes the point, and the deletion of clause 5 would have been accepted in another place on another time—but this is a different House and a different year.

I will conclude my remarks for now—although with the leave of the House, or even without it, I might make a comment towards the end of the debate—by saying that in essence the test is: will the genuine concerns, which were recognised in the past, be recognised this time?

I say to my hon. Friend the Minister that if the Bill passes today—there are many good, uncontroversial elements to it—that code of practice, with people signing up to and agreeing it, will make a significant difference. I will not put it more boldly than that, but I hope that the message has clearly got through.

[Richard Ottaway]

I start by declaring my interests. I have been a recreational yachtsman all my life, starting from the time I was a boy scout and including my service in the Royal Navy, when I commanded several vessels and was the officer of the watch of the Royal Navy’s largest-ever warship. I am also a member of the Royal Yachting Association—I was on its council for three years, from 2005 to 2008—and I am the owner of two boats.

Indeed, I would have paid much closer attention to the Bill, were it not for the fact that I chair probably the busiest Select Committee in the House—I have been abroad all week looking at Her Majesty’s Government’s policy on the European Union. I am here today, however, and although I support the principles and good intentions behind the Bill, and congratulate my hon. Friend the Member for South East Cornwall (Sheryll Murray), I wish to express my concern about the points raised by my hon. Friend the Member for Worthing West (Sir Peter Bottomley) in Committee and today.

It might be observed that it is hard to get much further from the sea than my wonderful constituency of Croydon South. None the less, a significant number of my constituents live in south London so that they can work in the city in the week and head for the south coast at the weekend. I represent a number of recreational yacht users. I should also point out that, as is declared in the register, I am a solicitor specialising in maritime law and maritime arbitration. I therefore hope that the House will accept that, from a recreational and professional point of view and from my naval career, I have a feel for the issues at play.

--- Later in debate ---

[Sheryll Murray]

Has my hon. Friend not heard of battery-operated and rechargeable VHF radios? Will he assure me that he is not suggesting that anyone should go to sea without carrying a VHF radio to communicate with others for safety purposes?

[Richard Ottaway]

I have to say to my hon. Friend that I suspect that the vast majority of boat movements around the south coast of Britain on any given weekend are undertaken by boats that are not carrying a radio. The fact that she is unaware of that gives me huge cause for alarm.

[Sir Peter Bottomley]

I should like to give the House an anecdote. When our daughter, then aged 11, sailed an Optimist from Priory bay on the Isle of Wight to Chichester harbour and then over to Portsmouth harbour, there was hardly room on board to carry food for the day, let alone a radio. My hon. Friend is illustrating the potential for a naive, newly designated harbour authority to do something impractical, and we need to pay attention to that.

[Richard Ottaway]

I am grateful to my hon. Friend for confirming that point.

Another scenario could involve a stipulation that all ships, including sailing and motorised dinghies and other small craft used in navigation, must carry specified equipment such as anchors. I do not know whether my hon. Friend the Member for South East Cornwall believes that every boat carries an anchor, but I can assure her that the vast majority do not do so. It could be decreed, however, that they must do so in a tideway so that they could get out of the way and drop anchor. Another possibility could be a requirement that fairways must be avoided by recreational craft, irrespective of whether other shipping is present.

Further possibilities include unjustifiable prohibitions from navigating within a specified distance of environmental features, and prohibitions from anchoring for recreational purposes. Indeed, there is a major dispute at the moment between yachtsmen in the Solent and the National Trust over anchoring in Osborne bay on the Isle of Wight, close to the home of Queen Victoria. The National Trust appears to have exceeded its powers in demanding that yachtsmen should not anchor in the bay adjacent to Osborne house. That is yet another illustration of how unelected authorities can impose a regulation, without having the power to do so or, indeed, without any thought for competing interests. Even if a harbour authority exercises its discretion not to prosecute the skipper of a recreational craft for infringing a harbour direction, the mere existence of that direction may be sufficient to invalidate the vessel’s insurance policy under section 41 of the Marine Insurance Act 1906.

Such general powers of direction have been attained over the years by a number of individual harbour authorities, starting with the Port of London Authority in 1968 and have then gradually taken the place of byelaws, which, unlike harbour directions, have to be confirmed by the Secretary of State and are subject to clear checks and balances. That is why I hope I can persuade the Bill’s promoter to accept amendment 7.

The Royal Yachting Association has become increasingly concerned in recent years at the potential for such powers to give harbour directions to be exercised indiscriminately in a manner that is unnecessary and harmful to the lawful exercise of recreational and other navigational rights. There are instances—quite a number of them—of harbour authorities routinely disregarding the views of their statutory advisory committees. For example, the Saundersfoot harbour commissioners have ignored the views of their statutory advisers, while the Wells harbour commissioners have purported to issue harbour directions despite not having the lawful authority to do so. Those examples do not give me confidence that the power contained in clause 5 would be exercised rationally and with due regard for the interests of all harbour users.

I consider the powers to give harbour directions, in the form proposed in the Bill, to be generally unmerited for a variety of reasons. The making of harbour directions involves the creation of new criminal offences, which many local harbour authorities are not equipped to do. Even democratically elected local authorities do not have such powers and the Bill contains none of the supervisory safeguards usually imposed for law-making bodies. I say to the Minister in all sincerity that granting an unelected harbour authority law-making powers that are not subject to democratic checks and balances and full transparency runs counter to the Government’s own localism policy.

Harbour directions could be made under the power over wide areas used by recreational craft in a disproportionate manner, without proper risk assessment or consideration of the full implications and possible alternatives. They could be used to impose very significant and potentially burdensome restrictions on the navigation and use of recreational craft. It is worth noting, as I described earlier in relation to the Southampton harbour authority, that many harbour authorities have jurisdiction over substantial areas going out to sea, and not just over partially enclosed harbour areas.

Prior consultation is an inadequate safeguard, not least because—notwithstanding that prior consultation—inappropriate or flawed decisions often still follow, as experience across the public and private sector generally shows. Furthermore, as my hon. Friend the Member for Worthing West (Sir Peter Bottomley) pointed out, judicial review is not an adequate remedy against an objectionable direction where, as here, powers are expressed without meaningful limitations. There is unlikely ever to be any procedural or substantive illegality to provide a course of action.

The RYA has expressed its concerns over a number of years to representatives of the port industry and to the Government, including in a response to a Government consultation on the draft Marine Navigation Bill of 2008, which contained an equivalent provision to that set out in clause 5. As my hon. Friend the Member for Worthing West said, a meeting between the RYA, the Member in charge of the Bill and the Minister has now taken place, but the RYA understands that those behind the Bill do not propose to drop the provision or amend it in any way to meet the RYA’s concerns. I have to say that that gives me cause for concern. [Interruption.]

I beg the Minister’s pardon. I thought at that point that his body language was moving towards the Dispatch Box.

[Stephen Hammond]

I shall move slowly in the direction of the Dispatch Box.

It was somewhat frustrating that in some of the discussions we thought that we had moved to certain places, and then found two hours later that we had not. Let me gently say that it would be helpful if both sides were prepared to concede some points, so that we could proceed towards the establishment of a non-statutory code of conduct.

[Richard Ottaway]

I hope that that is right, but, as we have only 45 minutes left, it would be of great assistance if the Minister told us now that there would be some movement in that regard.

[Stephen Hammond]

There has been.

--- Later in debate ---

[Richard Ottaway]

I was not present during the discussions, but those who were have told me that there has not been movement. If the Minister is able to confirm that there has been, and that he can agree to the code of conduct that is being proposed, his throat can then dry up and we can all move on, quite satisfactorily.

It has been suggested to the RYA that a non-statutory process should be established to ensure that the powers to make harbour directions under clause 5 are used appropriately. That might include a code of conduct setting out how harbour authorities would use their powers to make harbour directions and providing for levels of consultation, a dispute resolution process if objections cannot be resolved, and an arbitration process if the code of conduct has not been adhered to. Model harbour directions would also be developed.

While, from the Department’s point of view, such a non-statutory process no doubt has the advantage of enabling the Department to avoid taking any responsibility for the matter or expending any resources, it would offer no real safeguards against the misuse of the proposed new powers unless all harbour authorities were required by the Secretary of State to commit themselves to the code of conduct as a prerequisite to being designated under clause 5. Given that elected local authorities are subject to such a requirement, why should it not apply to unelected harbour authorities?

[Stephen Hammond]

I said on Second Reading and in Committee that the Department would issue guidelines on the competence of harbour authorities to make directions, and I have already given my hon. Friend the Member for Worthing West (Sir Peter Bottomley) the reassurance that my hon. Friend has just sought.

[Richard Ottaway]

I am grateful to the Minister, but he has yet to explain why local authorities, Transport for London and the Civil Aviation Authority should be treated differently from unelected harbour authorities.

I had many more points to make, but it might be sensible for me to allow the Minister to set out in some depth exactly what his reaction will be. As my hon. Friend the Member for Worthing West pointed out, the Bill still has to pass through the other place. There is a substantial shipping lobby there, which will take a close interest in the Bill. If the Minister can give us some assurances, I imagine that the Bill will be given a speedy passage through both Houses.

[Sarah Newton (Truro and Falmouth) (Con)]

I did not plan to speak today, and I certainly do not want to take up much time, because I want the Bill to make progress. However, I feel that I must make a few brief points.

I am a lifelong sailor, and—although I have not had a distinguished Royal Navy career like my hon. Friend the Member for Croydon South (Richard Ottaway), whom I have the privilege of succeeding in the debate—I do represent a port: the port of Falmouth, which has many of the features described by my hon. Friend. It is a very busy port, with conflicting usages of the harbour authority area. I firmly believe that the prevention of injury and the safety of everyone who uses the port—

--- Later in debate ---

[Sarah Newton]

Thank you for that reminder, Mr Deputy Speaker. I was overcome by passion for my argument. [Interruption.] It is the effect you have on us, Mr Deputy Speaker.

Falmouth harbour has many of the features that have been described in this debate. There has been a great increase in recreational activity and there is also a vibrant fishing industry, and Falmouth is a commercial port, too. Our harbour authority must have the proposed powers, therefore, but with that power comes responsibility. It will be responsible for careful stakeholder engagement and for ensuring that any measures introduced take into account the views of all the often competing interest groups at the harbour. By and large, our harbour authority achieves that very well. I can therefore reassure Members that that is already happening, so I am confident any proposals will be introduced in a sensible and measured way.

Let me illustrate the importance of these provisions for saving lives in my port and in ports all around the country. This summer we had a dreadful incident: two water skiers collided with each other, and somebody was seriously injured. If our port wants to respond to such an event by introducing common-sense measures—speed limits, perhaps, or zones for safe usage of jet skies—it has to apply to the Secretary of State for changes in bye laws, and therefore years will pass by and lives could well be lost. The measures in this Bill would allow the port locally and speedily—and accountably to its community—to manage the safety of people at sea, which is our overriding concern.

[Richard Ottaway]

My hon. Friend says that there would be accountability to the local community under these measures, but there is no such accountability. No one is elected to serve on these authorities, so there is no line of accountability.

[Sarah Newton]

There are various ways in which people can be accountable. My hon. Friend is trying to compartmentalise people. The people on the harbour authority are sailors themselves, and they live in the community and want to see good and balanced decision-making, taking account of all elements in the community.

I am very supportive of the Royal Yachting Association—and, as I have said, I have been a lifelong sailor—but in this instance it is out of touch with its members. That was also the case in respect of the reorganisation of the coastguards. The national body of the RYA took one position and its members locally took a different position.

No RYA members or yacht clubs in my constituency have raised the issue under discussion. Falmouth is home to the Royal Cornwall Yacht Club, and it is where Olympic sailor Ben Ainslie started sailing. It is an international centre of sailing, but none of these clubs has raised this issue with me. They currently work collaboratively with the harbour authority, and they welcome these measures.