Coastguard (Maritime Incident Response Group)
(Limited Text - Ministerial Extracts only)
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Mr Marsden
I am very grateful to the hon. Gentleman for his intervention. He and his colleague, the hon. Member for Argyll and Bute (Mr Reid), have already raised that issue and I will return to it later in my speech.
How do the Government expect fire and rescue services in particular to develop proposals for an at-sea presence without direct central funding, at a time when local budgets are more stretched than ever? I know that there is, of course, a piecemeal arrangement along the south coast, but so far as I am aware that does not extend elsewhere.
In response to the Select Committee, the Minister has produced positive scenarios about the interaction of MOC staff and MRCC staff, but the Committee has rightly pressed the Government on major incident scenarios. If we look at the Government response, we see that page 7 contains a list of actions that superficially seem impressive. I came to this brief from looking at further education funding. In that sector too, there are wonderful diagrams about the process of money and the process of communication, and I am sure that if the Minister got his officials to produce a complicated diagram of the various steps that are listed on page 7 it would be even more impressive. But the crucial question is how long it would take the complex chain of command detailed on page 7 to operate and respond. That will be the determination of how effective the MOC is, and raising that issue underlines the continued concerns and disquiet that members of the Committee and other hon. Members have expressed today about emergency vessels.
I turn now to the issue of staffing, because that has already been talked about in considerable detail. The demographic profile of coastguards is highly skewed towards older employees. The Minister’s own figures, from the Government response to the Committee, show that, for example, in Falmouth 14 of the 33 coastguards are over the age of 50 and in Humber 16 of the 27 coastguards are over 50. So those valued employees will probably be leaving the service during the next five to 10 years and taking their experience with them, at the same time as there is major upheaval in coastguard operations. In addition, there is currently a growing loss of valuable expertise in the service. For example, only one of the London coastguards has more than 20 years of experience. Therefore, the emerging picture is that no replacement generation of coastguards is coming through with the extensive service that is needed both to replace those who will soon leave and to oversee the introduction of the new system.
In 2011, the Government proposals estimated a total reduction in staffing numbers from 596 to 370, with coastguard numbers falling from 491 to 248. Therefore, there will be an increasing reliance on volunteers, with the number required rising from 80 to 105. We have already heard today about some of the problems with volunteers, so could the Minister give more up-to-date figures on the assessment of job losses as a result of this reorganisation?
The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)
I think that the hon. Gentleman is really confused at this point. There are no volunteers being used in the co-ordination centres, and the centres are what those figures were referring to. So he might just want to gently correct the record on that point.
Mr Marsden
I will correct the record as and when I have examined the details of what the Minister has said, and if it needs to be corrected.
Does the Minister accept, therefore, that frequent reports of low morale in the service are exacerbated by the Government’s inability to provide a clear picture of coastguards’ future? It seems to me that the closures at Forth and Clyde, what has been said in that area and the admirable work of my hon. Friend the Member for North Ayrshire and Arran (Katy Clark) on the numbers involved have produced some really rather concerning statistics. The Public and Commercial Services Union has said that not only are 15% of all operational coastguard posts vacant but of the 416 posts that are filled 24% of them are filled by officers on fixed-term appointments; I gather that those are Maritime and Coastguard Agency statistics from 2012. My hon. Friend the Member for Liverpool, Riverside, the Chair of the Select Committee, has already given the details showing the disillusionment and resignation among volunteer coastguards.
The Government have failed to offer a clear or finite timetable to coastguards, and they have explained that that was due to the assessment of ongoing operations and the success of transition. How that assessment would be made has never been made very clear. We have heard about the problems at Yarmouth, with it being designated as a daylight-only centre, and we have also heard about the changes in the closing dates for Solent, Portland and Brixham. These problems and changes breed confusion and can also lower morale. So can the Minister say what the current timetable is for the remaining closures at Liverpool, Swansea and Thames in 2014-15, and can he also say if that timetable is likely to change given that the original timetable for those closures was produced in 2011?
As I say, the Select Committee’s report talks quite a lot about local knowledge, but of course what has been very apparent in this whole process—my hon. Friend, the Chair of the Committee, has already referred to this—is the continuing concern, which has been expressed again today by hon. Members, both about those centres that have closed and those that are expected to close.
I will just touch on two or three of those centres. The closure of the Yarmouth centre is not just an example of local jobs and a proud tradition being lost; there are also some very specific local issues along that coastline. I know that they have been considerably aired in the local media, including the transfer of oil from one tanker to another along the coast from Lowestoft and Southwold. There have been issues about co-ordination, which have been exacerbated by the removal of the Yarmouth centre. There has been a particular incident at Caister in the recent past and the Caister lifeboat centre has expressed its concerns. My colleague in the European Parliament, Richard Howitt, said that the decision on Yarmouth could lead to a disaster.
The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)
I welcome the report and this debate, and the opportunity to update the House on some of the many developments in the modernisation of the coastguard, in the approach to emergency towing vessels and in the way fires at sea are now handled.
Let me start, as the Committee Chair, the hon. Member for Liverpool, Riverside (Mrs Ellman), rightly did—and as almost every other hon. Member who contributed to the debate did—by praising the coastguard on its excellent work, including an outstanding summer of hard work that has seen our shores remain so safe.
The Government welcome the interest of, and the close scrutiny and challenge from, the Transport Committee over the past three years. The Committee Chair knows that we have not agreed with all the Committee’s conclusions and recommendations, yet there are a number of legitimate, important matters to discuss. In my response, I hope to tackle the four or five major points on which she challenged the Government.
I state at the outset—I have said this to the Scottish Affairs Committee and, twice, to the Transport Committee in respect of maritime matters—and reassure hon. Members that the Government will do nothing to endanger safety and they are not complacent.
The Transport Committee’s primary area of interest is the modernisation of the coastguard, which is of great interest to a number of hon. Members, not least because, as an island nation, more than 200 parliamentary constituencies have a coastline. There are more than 200 million individual visits to the coast each year and no one in the country is more than 72 miles from the sea. Even many hon. Members with inland constituencies have rightly shown an interest in this matter.
Before I address a number of the concerns raised by hon. Members today, it is important to put the proposals for change back into context and to explain why they were introduced in December 2010. At times, people have confused what the report is about; it is about the co-ordination of maritime search and rescue, not about the front line.
The proposals do not affect front-line services operated by the Royal National Lifeboat Institution and independent lifeboats, nor do they affect the ability of search and rescue helicopters to perform their task, for which, of course, there is now greater investment. The proposals also do not affect mud and cliff rescue services provided by volunteers and the coastguard rescue service. I have reiterated this before, but there is no impact on safety or on those services.
Mr Marsden
I thank the Minister for clarifying, but does he not accept that there is a difference between the specific effects of the proposals? He is absolutely right to say that what is happening in the coastguard does not formally affect the RNLI or the various other services he mentions, but surely he would accept that, for good reasons or otherwise, when the area of coverage is widened, as under the proposals, there are implications for how the service is co-ordinated. The Department should be considering better ways—there are always better ways—of co-ordinating with the other services.
Stephen Hammond
As I have contested both before the Select Committee and in other debates, the impact will be that the co-ordination of the affected services will improve. The services will be more resilient and safety will increase. That is key, and we must ensure that we do not lose sight of it at the outset of this debate.
Historically, in the 1970s we had a coastguard co-ordination system fit for the 1970s. In 2010, however, that co-ordination system had not moved on. The system was still right for the 1970s, but it was certainly not appropriate for the 21st century. The fact that we had done so well was due to the excellent work of the superb men and women in the service.
The case for change was that it had become clear that the technical and physical infrastructure in place in 2010 had not kept pace with the maritime operating environment. The service was geared up for its role of dealing with localised, and only localised, maritime search and rescue, and to many extents it did that well. But since the last major reconfiguration of the coastguard in the late 1970s, when it was recognised that there was no longer a need to maintain a visual watch, the demands on officers operating the system, as it was pre-December 2010, had grown significantly.
Technology has clearly moved forward. As many hon. Members know, the introduction of the global distress and safety system in the 1990s changed how coastguards receive distress messages. The demise of the old coast radio stations led to coastguards taking on the role of broadcasting regular navigation warnings and maritime safety information. Coastguards were given new responsibilities for broadcasting information to the fishing community on submarine movements and military firing exercises. More recently, the world has acquired the ability to track ship movements and plot them in real time on electronic charts using the automatic identification system. All that has added to the marine picture available to coastguards.
The importance of maritime surveillance has increased the relevance of situational or maritime domain awareness, as it is known. That has added to the need for differing skills and growing responsibilities, so in 2010 we faced a significant disparity of work load among maritime rescue co-ordination centres. At the height of a busy summer season, some centres could find themselves dealing with multiple incidents and having to drop coastguard duties and broadcasts to focus, rightly, on life-or-death rescue situations.
Current technology has now allowed some pairing of resources between neighbouring centres to co-ordinate responses, but there is little capacity to provide support beyond that. Prior to 2010, if both centres in a pair found themselves busy, routine lower-priority work would be dropped so that, quite rightly, the immediate impact on safety was addressed. None the less, there was a significant gap in resilience. The case for a national, joined up approach that allows work to be better managed and distributed and exposes coastguards to the full range of work, thereby keeping their skills relevant and finely tuned, seemed clear in 2010.
Let us not be under any illusion: there was clear consensus across the House, which was highlighted during some of the consultation exercises, on the need to do something about coastguard pay, particularly at lower levels. Creating a national network, with the new national maritime operations centre at its heart, has put in place improved safety systems with fewer coastguards in fewer locations, but, importantly, it is helping to relocate the money to ensure that we have properly improved pay to reflect the increased responsibilities placed on coastguards in the new centres across the country. That is why it is right to propose the changes.
In her opening remarks, the hon. Member for Liverpool, Riverside rightly said that there were concerns about the initial plans, and it is fair, as she rightly acknowledged, that the Government accepted those concerns and modified the plans. Following the Transport Committee’s report, changes were made and a second set of proposals were announced in July 2011. That set of proposals retained more centres, all operating on 24 hours and all with more coastguard operators.
Throughout the consultation process, there were considerable concerns about the loss of local knowledge, and several hon. Members have raised that point today. Concerns about the perceived loss of local knowledge are understandable. Over a number of years, the number of co-ordination centres has reduced from nearly 30, so the lack of local knowledge has been highlighted at every stage of the process.
As the chief executive of the Maritime and Coastguard Agency and I explained to the Transport Committee, in the transitional phase, as the national network is being put in place, the MCA is ensuring that there is time for increasing coastguard familiarisation with their new areas. All coastguards in the new areas are being tested on their understanding of local rescue facilities, incident hotspots and communication systems. Equally, all coastguards will have access to, and will share, a common national system. We are also working with the Ordnance Survey on developing a database of vernacular place names, which will allow multiple names to be applied to any coastal feature or place, factoring in local as well as Gaelic and Welsh names.
Mr Marsden
I am pleased to hear what the Minister has said about the testing process, but is he in a position to elaborate slightly? How, specifically, will that work? If he is not in a position to elaborate, will he write to members of the Committee on that point?
Stephen Hammond
I do not need to write to members of the Select Committee about that because Sir Alan Massey, the chief executive of the Maritime and Coastguard Agency, and I set out in some detail how those transitional arrangements will work. We set out the number of visits that each coastguard is expected to undertake and the time period for them to do so.
If the hon. Gentleman has the chance, I hope he will look at the evidence session, which I hope will reassure him. [Interruption.] If he is not happy with that, I will happily respond further, but I think he will find that our evidence sets out the arrangements.
Mrs Ellman
Will the Minister give us an absolute assurance that he is satisfied that there is an official programme to ensure that coastguards increase their familiarity with new areas? The issue arising in the evidence taken by the Select Committee is that coastguards are working on that in their spare time, rather than as an official part of business.
Stephen Hammond
I am aware that the Select Committee took some such evidence, but, equally, the chief executive of the Maritime and Coastguard Agency gave his assurance that time was being made available for coastguards to do that, so it need not be done in anyone’s spare time. He also said that local knowledge would be in place up to two months before any coastguard station closing.
We also discussed local knowledge in some depth when I was before the Scottish Affairs Committee, and I remember that one Committee member said—my hon. Friend the Member for Argyll and Bute (Mr Reid) may also remember, if it was not his good self—that there were three places, all within a mile of each other, known by the same name, so that even the Member with his local knowledge could not be certain whether he directed people to the right place the first time.
Local knowledge is important—retaining it and having knowledge transfer—as is the new vernacular system. We must recognise, however, that at every stage local knowledge is only one part of what should be in place. With the new modern systems, it is incredibly important that we rely not only on local knowledge, but on modern mapping systems and vernacular place-name capture, which will undoubtedly be an improvement.
In November 2011, in response to the second debate, another set of decisions was announced, together with the timetable for the closures and for the transition to the national network. Since then, the MCA has managed the closures of Forth, Clyde and Great Yarmouth, the centres earmarked for closure ahead of establishing the new national Maritime Operations Centre—due to the building leasing arrangements for Clyde and Great Yarmouth, and to reflect the robustness of the existing technical infrastructure between Forth and the centre at Aberdeen.
Before each centre closed, the neighbouring centres increased familiarity with the new patch. Some officers transferred from the closing centres, and experts with local intelligence briefed officers in the receiving centres—a system known as pairing—so that local information was retained. A few weeks ahead of each closure, coastguards at the receiving centres took on full responsibility, while the closing centres went into shadow running mode. That gave everyone confidence that the systems would be and were working and that the receiving officers could manage the larger areas competently. I hope that the House will join me in paying tribute to the professionalism of the coastguard officers involved in managing that process over the past 12 months, which has been a credit to those involved. The experience reaffirmed our belief that other closures can and will be managed safely and within the time set out, although we are not complacent.
To pick up some of the points made in the debate, I hope that the hon. Member for Liverpool, Riverside heard my comments about local knowledge and, in particular, developments with Ordnance Survey. She also asked what MOC staff would be doing when not managing major incidents. They will of course be providing routine operational cover for areas of the UK coastline, so that there is even stronger and better resilience in coverage. That will include vessel traffic monitoring, safety information and maintaining an updated national risk picture.
There was some concern that coastguards had expressed the view that, overall, they would have to work longer hours. The new contract that has been agreed with the Public and Commercial Services Union increases the number of days, but reduces the number of nights. Therefore, staff will have more whole weekends off than under the current arrangements, while leave for existing staff remains as it has always been. I hope that the hon. Lady can accept my reassurance and see that we have taken on coastguards concerns.
We and the MCA in particular have made great progress in establishing the new national arrangements for infrastructure and technology. The new national MOC near Fareham is being equipped with the latest operational kit; it will be ready for training to start in January and for full operational running by next September. Acceptance checking of the refreshed emergency response systems is progressing well, and that will shortly allow the MCA to move into an extended period of operational testing.
A number of Members who have contributed today made the point, rightly, about the slower progress in settling the new package of terms and conditions for roles. That reflects the complications of agreeing a new package for coastguards, given the increased responsibilities, the commitment under the civil service reform plan to modernise the employment offer in the public sector and the consequent need for agreement. Without agreed terms and conditions, it would not be possible to start recruitment for the new roles and responsibilities.
The good news is that the MCA has agreed a new set of terms and conditions with the Treasury and a firm offer is on the table, which has the support of the PCS’s elected representatives in the MCA. I hope that the offer will be accepted. To be clear, the new jobs will have significantly increased responsibilities, which we have recognised with a significantly enhanced pay and grading structure. For example, the lowest entry level for coastguard officers is now one civil service grade higher, which means being paid 19% more than today. As I have said, there will be some revision of working patterns in the package, but the shift systems will match demand much better, according to the seasons and the time of day. Coastguards in all operational centres will therefore have a reduced number of night duties, with more full weekends off during a year. The offer also includes a commitment to at least 60 hours of continuous professional development each year.
Recruitment for the new roles will start in November, and that process has also been agreed with the PCS. I hope and expect that many existing coastguard officers will now opt to stay within the service and to apply for the new roles as they become available. Others may wish to leave, and we will support them if they wish to consider taking voluntary redundancy. In the interim, the coastguard service has been committed not to leave vacancies unfilled until the roles were agreed—there has been a continuing operation to recruit new officers. The MCA has now successfully recruited 59 new coastguards, providing some resilience. There was particular concern about the low number of shifts in places such as Belfast, but we have seen success in recruiting there, as well as in Falmouth, Solent and elsewhere. I am pleased that the recruitment process has continued and is continuing; a point was made about the recruitment of some new officers on fixed-term appointments, but, to be clear, such recruitment was explicitly agreed with the unions first, to avoid any perception of unfair competition for future jobs.
Mr Marsden
Notwithstanding the progress that the Minister has described in particular areas, which I will reflect on, does he accept that there is a systemic issue about the age profile and the number of people likely to retire in the next five to 10 years? The problem is not unique to the MCA, but will need further thought and addressing by it.
Stephen Hammond
The MCA has addressed that explicitly in the document. The ability to recruit new officers, particularly at the lower end, suffered because of the lack of a career path and opportunities. I hope the hon. Gentleman heard me say that we have agreed a new grading system with enhanced responsibilities and a clear career path, and that is reflected in a rise in civil service grading. I hope that that will make this a much more attractive and rewarding career to many people. I also hope that now that the new roles have been settled and there is an ongoing vacancy recruitment process, we will shortly be able to report a considerable reduction in the number of shifts below assessed risk level.
I turn to the implementation timetable, which we set out in November 2011. We now accept that some of it is no longer achievable because of the need to ensure a safe transition to the national system. We have made small but necessary and sensible adjustments to the planned closure dates. They have been communicated to staff and to search and rescue partners, and I have written to all hon. Members. The stations at Solent and Portland will close in September 2014 after the busy summer season, when the new NMO centre will be staffed and operational. The centre at Brixham will close in November 2014, followed by Liverpool in January 2015 and Swansea in March 2015. The final centre to close will be the Thames centre at Walton-on-the-Naze in June 2015. The full technical infrastructure for the new national, fully resilient system will be in place by the end of 2015.
Understandably, that final confirmation will disappoint several hon. Members, including my hon. Friend the Member for Totnes (Dr Wollaston). Like her, I praise the coastguards at Brixham, but the new system will ensure safety round her shores. She raised a particular issue regarding Hope Cove and I understand that the MCA is working with the coastguards there to resolve that. I will ensure that my officials speak to the team at Hope Cove, and I will respond in writing to my hon. Friend to address her concern.
Stephen Hammond
If the hon. Gentleman gives me a minute, I may be able to supply those figures. I can tell him what the current vacancy level is, but I will ensure that my officials give him the figures he asks for.
I turn to a couple of other points that the hon. Member for Blackpool South raised. He spoke about the volunteer arrangements and I intervened to make the point that they refer to volunteers on the front line and not to the co-ordination centres. I do not believe those arrangements need to change because they are excellent. The Royal National Lifeboat Institution and the other voluntary coastguard systems provide a magnificent service, and to suggest that we are trying to alter that in any way would cause much disquiet. I hope the hon. Gentleman agrees that they provide an excellent service.
The hon. Gentleman asked about handing over following the closure of MRCCs and I made a statement on that a moment ago. I reiterate that that has been done in a staged way with shadowing and a gradual handover. I hope he will be reassured that it was not a case of one station closing one day, and a new one opening the following morning. Far from it, there have been traditional pairing operations and the handovers have been based on those pairing operations. Indeed, there was significant time in-between to ensure that all the arrangements were in place.
I turn briefly to emergency towing vessels in Scotland, to which the hon. Member for Blackpool South (Mr Marsden) and the hon. Member for Na h-Eileanan an Iar (Mr MacNeil), who is no longer in his place, referred. The Government have undertaken the necessary analysis and assessment. We all accept that shipping is not risk-free, but the world has moved on considerably since the Government funded tugs. There have been improvements in technology, navigation and safety systems, with the advent of new ship routeing and reporting.
We continue to take the view that it is for the shipping industry to manage and to mitigate the risks that its activities present to the maritime environment and to make full use of the established arrangements for the provision of commercial towage and salvage. Those commercial arrangements are working well in some areas where the Government used to provide funded tugs, particularly in the south-west approaches and the Dover strait. Indeed, those commercial arrangements have now been the norm for almost two years, and have worked well.
The Government accept that there was an issue with the availability of commercial tugs in the waters off Scotland, which proved to be more problematic, so we gave a commitment to fund a single emergency tug based in Orkney. However, due to the excellent working across Government and with the oil and gas industry, we have been able to put in place arrangements that permit a vessel that is normally engaged in commercial operations to be released from its contracted duty to perform emergency towage in the waters off northern Scotland. That has been available at no extra cost. The Secretary of State led those discussions and the discussions on the future of emergency towing vehicles in Scotland. The Scottish Government were also involved. A solution has been found for the next two years with a vessel commercially funded by the offshore industry. That is welcome and provides the necessary resilience for the coast there.
The hon. Member for Blackpool South asked about the complement in Belfast. Shetland is six down but we are in the process of recruiting three officers, so it is only three below complement. Stornoway had been two officers down, but the recruitment process has resulted in two officers about to join, so it will be at full complement.
Dr Wollaston
Will the Minister write to me to reassure my constituents about the availability of commercial ETVs? We do not have an offshore oil industry that could provide such support.
Stephen Hammond
I will write to my hon. Friend to point out what arrangements are in place and why they have worked so well for the past two years. I am sure that if she wishes to raise other issues, she will, and I will be happy to respond.
I am grateful for the opportunity to have this debate this afternoon. It has enabled me to set out our position and, hopefully, to allay some fears of hon. Members about the progress of recruitment, the resilience of the transition process and the confirmation of the final dates of closure of a number of the MRCCs. I am also pleased that progress to get the national centre at Fareham ready on time is going well, and I think that a more cost-effective, safer arrangement for UK coastal co-ordination has been secured.