Coastguard Service

Alan Whitehead Excerpts

Thursday 24th March 2011 Westminster Hall

[Dr Alan Whitehead (Southampton, Test) (Lab)]

It is a pleasure to follow the hon. Member for South East Cornwall (Sheryll Murray), who I believe knows more about this subject from, among other things, direct experience than anyone else in the House. If people listen to no one else this afternoon, they should listen to the hon. Lady, because of what she says from direct experience of what it is to go to sea, what is involved in safety at sea and in calling out the people who can provide support and assistance for those at sea. What she says about the idea that all those things might be co-ordinated from somewhere in Southampton is something of which I am very aware.

Being the Member for Southampton, Test, I do not think that I fall into the category of Members who come along to the debate to whinge about their particular centre, so perhaps it is particularly important that I say a few words this afternoon because I am not a Member who could be accused of coming along to the debate and whingeing about their centre. As is generally known, although the MCA headquarters is not in my constituency, it is 85 yards away, so it is almost there.

According to the proposals, the Solent will have a brand-spanking-new centre, with 24-hour cover. One might say that that is fair enough: the Solent is one of the most congested areas of sea around our shores, so it should have that centre. However, it is also true, as we have heard, that our seas in general are becoming more congested. The volume of shipping is increasing in many areas. Many more large ships are confined to deeper water in restricted channels. As we have heard, large numbers of offshore renewable energy installations are being developed around our coasts, restricting the areas available to shipping.

Our shipping is getting larger. Today’s ultra-large crude carriers carry up to 500,000 tonnes of oil, some five times the capacity of the Torrey Canyon. The largest container ships—those coming into Southampton —are 1,000 feet long and can carry more than 11,000 containers.

Our coastline is getting busier. The UK has more than 10,500 miles of outstandingly beautiful coastline. Millions of people use our seas, coasts and beaches for an increasingly wide variety of recreational purposes, often in areas that are also used by commercial shipping, as is the case in the Solent.

Weather conditions are becoming more extreme. More frequent and more intense storms have been occurring. That increases the risk to ships. Therefore, there is an increasing requirement for the coastguard to provide navigational advice to mariners in the most congested areas.

As a result of all those factors, the number of incidents to which the coastguard has to respond has been rising—from 16,500 incidents in 2005 to 20,544 in 2010—and it is likely to continue to rise.

I have to make a confession now, Mr Crausby. All the words that I have said since the phrase “our seas are becoming more congested” are not mine; they come from page 12 of the consultation document. Anyone reading those words and then turning the page would expect to see many proposals to strengthen, expand and enhance the coastguard service, for precisely the reasons set out in the consultation document. The problem that we are grappling with is that it is very hard to see how the proposals in the consultation document would bring about that level of enhancement.

It is claimed that the service is being modernised, and I think there is widespread consensus in the Chamber that a lot of modernisation of what the coastguard service does can be undertaken. The problem is that the consultation document is not clear, and therefore the debate is not clear, about whether the proposals are designed to save a large amount of money, in which case the first thing that should have happened at the point of the proposals being made was a series of risk assessments to see whether a safe coastguard service would be retained after their implementation. However, as far as I am aware, no risk assessment, no modelling and no simulation tests have been done as a result of the proposals being made.

Alternatively, if the proposals are indeed modernising proposals to make the service better, an understanding needs to be reached of why the service will be better, and why a service based on two centres, one of which would be Southampton, with the other centres open only during daylight hours, would be better, more modernised and more efficient. In terms of the future for the service in Southampton, yes, it will have 24-hour cover. Nevertheless, it will be a maritime operations centre in addition to anything else it may do. The definition of that maritime operations centre includes, among other things, co-ordinating the whole service, as one of two such centres in the country. As we heard, taking calls and co-ordinating services across a huge expanse of coast is way beyond any experience that centre may have of what such a service would consist of. I wonder about the strain and stress that will come upon those people. Yes, they will have jobs in the centre, and yes, it will be a 24-hour service, but they will be co-ordinating a service on the basis of quite possibly nothing much being on the other end of it. We are talking about circumstances in which people are directing services in a remote part of the country and hoping that they have done a good job and got it right.

It was stated at a recent hearing of the Transport Committee, chaired by my hon. Friend the Member for Liverpool, Riverside (Mrs Ellman), that the proposal was okay because 70% of incidents occur during daylight hours. Another way of putting that is that 30% of incidents occur during night-time. If a centre is co-ordinating a number of other centres that are physically not available during night-time hours, the strain on that centre will be quite considerable.

[Mr MacNeil]

Sometimes the issue is not the number of incidents. If we have one more Braer, we will have quite a disaster on our hands. Sometimes the magnitude of one incident can almost eclipse every other incident. That is the crux of the matter. We are talking about a maritime insurance policy, but unfortunately it seems to be being cast aside.

[Dr Whitehead]

The hon. Gentleman makes a very important point about what the service consists of and the problems that it encounters. That suggests to me that the idea that the consultation document is about modernising the coastguard service is only partially correct. Again, that was underlined by the evidence recently given to the Transport Committee by Sir Alan Massey, who made this curious statement:

“For my agency, I am required to find a 22% budget reduction in my programme between now and 31 March 2015. In seeking to find those savings, we have had to put forward a number of savings options. One of them does affect the coastguard modernisation programme.”

As I read it, that means that there was a coastguard modernisation programme and that the proposals for making savings have affected it. That may have been a misstatement, and it may deserve further analysis, but if the proposals are about savings that could affect a modernisation programme as opposed to being about the modernisation programme itself, that should be the basis for discussing the consequential examination of the proposals, and not otherwise.

[Mrs Ellman]

Does my hon. Friend share my concern that the proposals could be based on cost savings rather than safety, which makes it so important that we should consider all the proposals in detail, and consider all the representations?

[Dr Whitehead]

I share my hon. Friend’s concern. Indeed, if that is the basis on which the proposals were made, I believe that a careful examination should be undertaken of the consequences. If it cannot be shown beyond doubt that there will not be a substantial reduction in safety and call-outs, and that there will be a substantial reduction in confusion over place names and so on, the case is seriously flawed.

The consultation document sets out what the savings might be, suggesting that they will be in the region of £130 million over 25 years. That sounds a substantial sum, but it represents savings of less than £5 million a year. Those savings, which are not enormous, will result in substantial and fundamental changes, going from a system of area-by-area coastguard stations to one that has two centres, and daytime-only call-out centres in a reduced number of areas throughout the rest of the country. That, it seems to me, is not a supportable way forward for the future of the coastguard service.

I join other Members in realising that the service needs to be modernised. I understand that we are in difficult financial times, but there has to be a plan B for the service. It should be urgently reviewed as a better way forward. I commend all Members and others who have been involved in looking at what that plan B might be, and I am pleased that a further six weeks’ consultation has been agreed. However, if we do not seriously consider alternative arrangements to what at present is a muddied and uncertain document, we will regret it at our leisure.