Memorandum submitted by Heritage Afloat
I make this submission as Chairman of Heritage
Afloat which promotes and protects the interests of owners, operators
and class associations of historic vessels in Britain. It represents
the United Kingdom at meetings of European Maritime Heritage (EMH),
and it contributed substantially to the drafting of the Barcelona
Charter, recently published by EMH, which sets out guidelines
for the restoration and operation of traditional ships, now being
endorsed across Europe. I have had the advantage of attending
the hearing yesterday morning in Committee Room 8 when Lord Mackintosh
announced the establishment of a National Historic Ships Unit
(NHSU).
1. We welcome the establishment of this
NHSU even though we might have preferred more extensive funding,
but recognise the limitations of treasury, etc. We note that the
NHSU will be based at the National Maritime Museum and that it
is likely to employ a head of unit, a field officer and a third
person to maintain the register of historic ships. We are conscious
of the good work previously carried out by the National Historic
Ships Committee and we do hope that the constitution of the new
Unit will allow the retention of their experience and expertise,
perhaps in the form of an advisory panel. We are particularly
concerned that close liaison is maintained with those who have
experience of operating ships and that the NHSU's focus will not
be restricted to static vessels in museums. Indeed, the new Unit
would be performing a useful role if it were to establish some
form of recognition status for historic vessels which would be
helpful should we be able to negotiate concessions as suggested
in paragraph 3 below and in obtaining reciprocal recognition by
other countries under the Memorandum of Understanding negotiated
by EMH and promoted by Heritage Afloat which has been signed by
nine member countries of the International Maritime Organisation.
2. In a climate of keen competition for
funding all aspects of the heritage, we deplore current proposals
under the draft Lottery Bill to deplete the resources of the Heritage
Lottery Fund by transferring unspent balances and accumulated
interest to other distributors. Such moves can only send a discouraging
and demoralising signal to the hundreds of thousands of citizens
voluntarily occupied with safeguarding all aspects of our national
heritage, that their contributions to national life are not valued
by Government. The increasing involvement of Government in how
Lottery proceeds are distributed cynically disregards the undertakings
given when the National Lottery was established that its charitable
disbursements would be "at arm's length" from Central
Government. It also usurps the independence of Trustees.
3. We also share the concern expressed by
Mr Richard Doughty of The Cutty Sark Trust about the impact of
the burden of VAT which must now be borne by preservation bodies.
While Lord Mackintosh indicated that he thought that the Heritage
Lottery Fund would recognise the additional burden that would
cause, we are concerned that this makes a further inroad on lottery
funds which will now have to be partitially deployed in the payment
of VAT to the Government and on the ability of volunteer organisations
to raise match funding.
4. As the National Register of Historic
Vessels maintained at the National Maritime Museum confirms, most
of the UK's fleet of historic vessels is in private ownership.
Owners make their restored and preserved vessels widely available
for public inspection, both at large gatherings such as the International
Festivals of the Sea in Bristol, Leith and Portsmouth and at smaller
gatherings such as the Newlyn Fish Festival. Throughout the year,
the sight of traditional vessels attracts tourists to historic
harbours like Charlestown, Chatham, Lowestoft and the Albert Dock
at Liverpool. The diminishing fleet of authentic working narrow
boats on our canals adds significantly to the visual amenity of
the canal network. Heritage Afloat is anxious that the contribution
made by such vessels, a small minority of the leisure fleet, should
be recognized and encouraged through concessionary licence and
mooring fees. We accept the need for rigour in admitting individual
vessels to such concessions, but believe that such policy would
encourage owners who have to bear a heavy financial burden to
keep their vessels afloat and operational to preserve the historic
and traditional features of historic vessels, just as English
Heritage grants have encouraged the owners of listed buildings
to retain traditional architectural features.
5. We believe that planning and tourism
authorities should be required to pay regard to the need for mooring
facilities for historic and traditional vessels when considering
schemes for waterside development. Nor should the rapid spread
of waterside housing be allowed to drive out traditional industries
such as ship repair and timber processing, whose survival may
depend on their proximity to navigable waterways.
6. Compliance with EU directives on reducing
fish catches has resulted in the needless destruction of dozens
of historic British fishing vessels, whose survival would have
been assured in the hands of private owners had their transfer
into private custody been approved by Government. We urge a sympathetic
policy which permits a small proportion of the British fishing
vessels offered for de-commissioning to be permanently excluded
from fishing and released for preservation and recreational use.
The National Fishing Heritage Centre at Grimsby
previously acted as a guarantor for such a scheme, but its closure
some years ago removed a facility which has not been replaced.
I have purposely kept this submission short
but can expand or clarify any points if necessary.
Annex
PROPOSAL FOR
EXEMPTION FROM
NAVIGATION CHARGES
FOR HERITAGE
VESSELS ON
THE REGISTER
BUILT PRE-1955
Background
Heritage Afloat aims to encourage the active
use of heritage vessels. The National Register of Historic Vessels
(NRHV) has recorded a Core collection of 58 UK vessels and 164
Designated Vessels with an extended list of over 1,000, based
on criteria of 40 foot length, over 40 tons and pre 1955, British
built in British waters. The National Maritime Museum maintains
this register, and it will become the responsibility of the National
Historic Ships Unit. Being on the Register confers no direct financial
advantage, although the cachet of being registered may improve
chances of grants from the Heritage Lottery Funds or other funding
sources. There is no incentive to keep the vessels afloat (indeed
several, such as Victory, Great Britain and Cutty Sark,
are permanently ashore).
Why abolish cruising licence fees, harbour dues
and light dues?
Craft based on waters that require licences/fees/dues
to navigate often become immobile when maintenance backlogs become
too major or expensive to keep them up to their working or racing
specification. This has the effect of isolating such boats from
the wider public that cannot travel to their home waters to see
them. The skills needed for moving and using them will also be
lost. The requirement for registration and appropriate safety
certificates (with their associated costs) would still be necessary
if cruising licences and mooring fees were free, but freedom from
these fees and dues would be a significant annual concession,
encouraging both inland and sea-going vessels.
Heritage Afloat has encouraged port and waterway
authorities (and councils and property developers) to reduce or
abolish mooring fees for heritage boats that enhance the tourist
and environmental attraction of their waters. However, these vessels
are usually expected to stay on their mooring. Vessels travelling
to or from international festivals and rallies are sometimes offered
free moorings (eg French ports for the Brest festival), and this
is more in the spirit of Heritage Afloat's aims. Subsidy would
compensate for the costs of maintaining the vessel in an active
and attractive state.
Do we need a broader register?
Heritage Afloat has proposed to record all appropriate
heritage/historic vessels on an inclusive and comprehensive register,
initially including appropriate vessels in all HA member organisations.
This register could be more easily generated if it conferred benefits
on registered vessels. The HA Register could also be used particularly
for vessels that do not qualify for the NRHV list, for example
because they are not British. Owners of vessels so registered
and exempt from fees/dues would have to sign up to the Barcelona
charter, which requires a commitment to heritage values.
Motor Vehicle precedents
Cars built before 1972 currently pay zero Road
Fund Tax, although their ownership records are maintained at DVLC
Swansea and they have to have MOT and insurance if used on the
public roads. The date chosen appears to have been 20 years before
the date of the legislation, and has not been extended since.
Cars with Disabled stickers are able to use special parking spaces
that are suitable and designated for the purpose. Providing these
concessions requires no new money.
Why 1955 for boats?
The choice of 1955 for heritage craft is 50
years from when concessions might be expected to be agreed in
2005, and harmonises with the current NRHV limit date.
3 February 2005
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