Lord Parkinson of Whitley Bay (Con)

My Lords, Amendment 55A stands in my name. It is rather a late amendment, and this is the first time I have spoken on the Bill. I apologise to the noble Lord, Lord Dannatt, for inadvertently gazumping his amendment on Clause 48 standing part of the Bill. I look forward to hearing his contribution on that in a moment. I read with interest his comments on that issue at Second Reading, and I am glad to have the chance to take part in this debate on that issue as well, since I do believe that Clause 48 should be in this Bill. At Second Reading the noble Lord, Lord Dannatt, mentioned the “Gloucester”—not HMS “Gloucester”, for she was built and launched in that dark period of our history when we temporarily cast aside the monarchy. The “Gloucester” was lost off the Norfolk coast on 6 May 1682. On board, and thankfully not lost with her, were James, Duke of York, who went on to become King James II, and John Churchill, who went on to become the first Duke of Marlborough. As the noble Lord rightly said, had they been lost, the course of not just British but global history would have been changed. Such is the power of our maritime heritage. I had a solemn and more recent reminder of this over the Summer Recess, when I had the privilege of visiting the Falkland Islands with the Armed Forces Parliamentary Scheme. I found it profoundly moving to see the buoy in San Carlos Water, which marks the resting place of HMS “Antelope”, one of the Royal Navy warships that was lost in that conflict—along with HMS “Ardent”, HMS “Coventry” and HMS “Sheffield”, as well as RFA “Sir Galahad”, SS “Atlantic Conveyor” and the landing craft Foxtrot 4. The Falklands War and those who gave their lives in waging it were among the spurs for the Protection of Military Remains Act 1986, which Clause 48 seeks to amend. I support the ways in which it proposes to do so. While the 1986 Act gave immediate and automatic protection to wrecked aircraft, it requires wrecked ships to be individually designated in order for them to be protected. This means that shipwrecks remain vulnerable to disturbance, souvenir hunting, salvage activity or archaeological interference before formal designation has occurred. That process requires secondary legislation. Noble Lords across the Committee know how long it can take to obtain legislative slots. Indeed, it took 16 years—until 2002—for the first designations under the 1986 Act to come into force. Those who have been lost at sea in the service of our nation should not have to wait for secondary legislation to deliver the protection that they deserve. Clause 48 also seeks to remove the restrictive time constraints which apply to protected places and controlled sites—broadly since the First World War for the former or within 200 years for the latter—to ensure that historic military shipwrecks from before these rather arbitrary cut-off points can also be protected. There should be no temporal limit to our gratitude to those who have died to preserve the freedoms that we enjoy today. Clause 48 will not change the system which has been well understood by responsible divers for many years. Diving in protected places will continue to be permitted on a “look but don’t touch” basis and diving in a controlled site will continue to require a licence. However, the changes in Clause 48 will help to deter unauthorised salvage, damage to our shared underwater heritage and the desecration of the final resting places of brave service personnel. I hope, therefore, that Clause 48 will remain part of the Bill—also because I seek to amend it. My Amendment 55A seeks to add to Clause 48 and clarify a worrying confusion in the law which pertains to military shipwrecks. The UK has long asserted that sunken state vessels enjoy protection through the principle of sovereign immunity. This means that they cannot be subject to the jurisdiction of another state. Crucially, the ships cannot have salvage services conferred on them without the permission of His Majesty’s Government. As a proud seafaring nation with a history as long as ours, the UK has a considerable number of sunken state vessels—currently estimated to be over 5,000—lying at the bottom of seas and oceans across the globe. The principle of sovereign immunity is used to protect these vessels, their heritage significance and the last known resting place of the sailors who went down with them. Without the principle of sovereign immunity, our underwater cultural heritage would be extremely vulnerable to salvage, since consent to salvage sunken vessels is not required in law except in very limited circumstances. It ought to be as simple as that, but it may not be. The Crown Proceedings Act first muddied the waters in 1947, modifying the application of sovereign immunity to His Majesty’s vessels by stating that the civil law of salvage would apply to them. In effect, this removed the protection of sovereign immunity from sunken state vessels. This provision was subsequently restated in Section 230(1) of the Merchant Shipping Act 1995, which brought the 1989 International Convention on Salvage into force in the United Kingdom. In the decades since, the Ministry of Defence has taken the view that Section 231 of the Merchant Shipping Act applies only in UK territorial waters—out to 12 nautical miles—and that sunken state wrecks beyond our territorial waters remain protected under the principle of sovereign immunity from unauthorised salvage. That is certainly the interpretation reflected in the most recent guidance published in 2014 by the MoD and DCMS. Although it pre-dated my time as Heritage Minister, that was the guidance in place when I served at DCMS in the last Parliament. Since then, I have been alerted by the Joint Nautical Archaeology Policy Committee to legal research conducted by academics at Plymouth University’s law school, which suggests that this interpretation may not be correct. Their finding is that the effect of Section 230(1) of the 1995 Act is to remove the protection of sovereign immunity from all state vessels wherever they are located, leaving sunken ships from the Royal Navy and other state vessels vulnerable to salvage without the permission of the United Kingdom. The academics who conducted that research are naturally concerned to have reached that conclusion, but they are convinced of it and very keen that action should be taken to remedy it. Even if their conclusions are debatable, as points of law often are, I hope the Minister will agree that this is not the sort of matter where there ought to be any doubt or scope for unseemly legal disputes. The remedy I have suggested in Amendment 55A is not the perfect one—I am limited somewhat by the scope of the Bill—but I ask the Minister whether he will look into this matter carefully, consider the legal research that has been conducted and see whether there is the possibility of using the Bill to put the matter entirely beyond doubt. I would certainly be very glad to discuss this further with him, in concert with the legal experts who have looked at this in greater detail. I beg to move.