My Lords, the UK ports and shipping industry is a success. It works day in and day out. It is efficient and effective. Ninety-five per cent of the total volume of our import and export trade passes through our ports. It is one of this country’s greatest assets and enables our nation to compete on a global scale. I believe that my Bill will help the industry to grow even stronger and even more efficient, as it recognises the vital role that shipping must continue to play if the United Kingdom is to go forward trading as it does now.
I congratulate Sheryll Murray MP on steering this Bill successfully through the other place. Like me, she has a strong personal maritime connection, which underpins our desire to see this Bill enacted. I also pay tribute to the noble Lord, Lord Berkeley, who has brought a number of marine navigation Bills before this House in recent years, some of which have included clauses also contained in this Bill.
Maritime traffic faces serious navigational challenges every day—dangerous weather, treacherous tides and currents, underwater hazards, congested waterways and narrow channels. In harbour waters, it is the responsibility of the relevant harbour authority to manage the risks posed by these threats and to understand how they are changing.
One of the tools used to ensure the safe passage of ships is pilotage. Competent harbour authorities are a subset of statutory harbour authorities given responsibility for, and granted powers to provide, pilotage services. Where a competent harbour authority deems pilotage is compulsory, no person shall have the conduct of a ship unless they are an authorised pilot or hold a relevant pilotage exemption certificate for that area. The pilotage exemption certificate mechanism permits competent mariners to pilot their own ship instead of taking on board a pilot. It recognises that regular users of a body of water can be as familiar with the navigational challenges present as a pilot.
Under the Pilotage Act 1987, a competent harbour authority is responsible for authorising pilots and pilotage exemption certificate holders whom they assess as competent. A competent harbour authority may determine how it makes that assessment, recognising that the factors influencing it will be local in nature. For a pilotage exemption certificate holder, the Act specifies that the competent harbour authority must be satisfied that the person has the skill, experience and local knowledge sufficient to pilot the ship within the specified harbour or area over which the competent harbour authority has powers.
Currently, the Act also requires that a pilotage exemption certificate holder be the master or first mate of the ship. This Bill seeks to amend this requirement so that any deck officer—that is, a member of crew
with responsibilities for navigating the ship—may hold a pilotage exemption certificate if they are judged competent by the competent harbour authority.
The change will have an immediate benefit on ships where the crewing structure is suitable. It will make it easier to plan crew rosters. As someone who values aspiration and wishes to encourage people to do as well as they can and proceed up the tree, it will aid the career development of young British officers. UK ferry companies are investing in their young officers who are gaining professional experience and proven competency. However, at this time, they cannot apply to demonstrate this in a pilotage exemption certificate examination. Preventing capable officers from holding a pilotage exemption certificate does nothing to improve safety but hinders the nurturing of home-grown talent.
The Bill would also help the competent harbour authorities to manage risks by giving them the power to suspend the pilotage exemption certificate immediately where misconduct is suspected or where the pilotage exemption certificate holder is no longer competent; requiring ships navigating in their waters to report whose pilotage exemption certificate is being used, not simply that a pilotage exemption certificate is being used, as is currently the case; and providing a power for the Secretary of State to remove a competent harbour authority’s pilotage functions and so relieve it of duties and responsibilities where pilotage is no longer necessary.
Another tool for managing risks to safe navigation currently available to some statutory harbour authorities is the power of general direction. Depending on an authority’s legislation, general directions may be issued to all vessels in a harbour area or simply to particular types of shipping either in response to a particular occurrence or as a standing instruction.
Many harbours have secured the power of general direction through private Acts of Parliament or harbour revision orders, governed by the Harbours Act 1964. These routes are cumbersome and expensive to pursue, both for harbour authorities and government. The Bill would institute a simpler mechanism for obtaining similar powers of harbour direction and level the playing field commercially. Harbour directions could only be given to ships and relate to their movement, mooring and unmooring, equipment or manning.
There is a strong argument to say that if a harbour authority is responsible for managing risk in its waters, it should have the tools to do so. That many ports already possess the tools and use them successfully and reasonably is a mark that the proposal in this Bill to make it easier for other harbour authorities to obtain them is one grounded in both logic and proven experience. However, the Bill recognises that conferring the power on new ports should be subject to democratic procedure. Any harbour authority wanting the power will need to apply to be named in an order made by the Secretary of State, or Scottish or Welsh Ministers, as appropriate. There would be a public consultation on the proposal, which would give an opportunity for any objections to a harbour authority being designated with this power to be heard and considered. Later,
should a harbour authority no longer need the power or prove itself incapable of using it properly, the order could be revoked.
Clause 5 would require an authority to consult before giving harbour directions. In the other place, it was argued that the Bill should also provide a procedure for resolving disputes about specific harbour directions. Based on the current positive experience of the powers of general direction, I see little need for creating an additional bureaucratic system to deal with what remains, at the moment, only a theoretical possibility. It seems to me that a non-legislative solution—an agreement between ports and port user groups on how to manage dispute resolution—would be greatly preferable.
The Shipping Minister, in a debate on this Bill in the other place, confirmed that discussions were under way between ports associations, the Royal Yachting Association, and the UK Chamber of Shipping to develop a solution on those lines. I know that real progress is now being made towards finalising the code of conduct on harbour directions, which will secure benefits for harbours and harbour users alike. I hope that noble Lords agree that there is no need for us to do battle on harbour directions until the RYA, the port associations and the UK Chamber of Shipping have completed their negotiations.
Another, quite different, risk faced by ports is that of crime and the need to maintain order within the port estate. Six ports in England maintain their own police force to manage that aspect of operations, whose constables have all the powers of any other police constable in relation to matters connected with the port but only within the port estate and up to one mile from its boundary. Increasingly, both ports and local police forces find this geographic limit to their powers very unhelpful. The geographic limit on port constables’ powers is clearly not sensible for the modern day. It is right that they should remain focused on matters connected with the port, or suspected criminals within the port estate, but there is no justification for hobbling their ability to carry out these duties and thereby putting additional burdens on local police resources.
I have mentioned the need for ports to monitor changes in risk as traffic patterns alter. Not often, but occasionally, a reduction in traffic can be so extensive as to render a harbour uneconomic to maintain. The Bill would help statutory harbour authorities to respond to such a situation too by providing the Secretary of State with the power to make a harbour closure order.
Perhaps the most widely recognised mitigation measure for the navigational challenges faced by mariners is the lighthouse. The work of the three general lighthouse authorities, the GLAs, that serve Britain and Ireland, covers more than simple lighthouses. There are other physical and electronic aids to navigation too. In 2014, Trinity House will have served mariners for exactly 500 years. For 230 years, the Commissioners of Irish Lights and Northern Lighthouse Board have done the same.
The Bill will provide clarity in law on two aspects of GLA activity. Clause 8 will specify the area of sea where each GLA may operate. Clause 11 will make it clear that when marking wrecks lighthouse authorities
may use electronic means as well as physical aids to do so. In both cases, the provisions confirm the existing practices of the GLAs that help to keep mariners safe.
Clause 9 concerns the ability of the GLAs to earn income from commercial activity by harnessing spare capacity. The considerable expertise of the GLAs in maritime matters is widely recognised and in demand commercially. The existing legislation permits them, subject to the Secretary of State’s approval, to enter into commercial agreements for the use of spare capacity, whether staff or other resources.
However, on occasion, a commercial agreement would require the purchase or hire of additional resources to deliver it in full. Regrettably, the GLAs are compelled to reject these opportunities as being outside their current powers. The Bill would provide the powers necessary to be able to enter into such commercial agreements—again, only with the Secretary of State’s approval.
To sum up, this Bill will greatly assist the ports and shipping industry by removing unnecessary restrictions and granting very necessary freedoms. It will facilitate shipping companies’ rostering of crew and development of talented officers, while always upholding existing safety standards. It will make it easier for harbour authorities to secure vital powers of harbour direction or to relinquish their powers, if appropriate, to reflect changing traffic patterns. It will ensure that ports police and the GLAs have the powers they need to continue delivering essential services efficiently and effectively.
Our valuable maritime sector is eager to see these measures implemented. I very much hope that noble Lords will agree to bring to an end the lengthy wait that it has endured for these measures to make it onto the statute book. I commend the Bill to the House. I beg to move.
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