Coastguard Service

Andrew George Excerpts

Wednesday 2nd February 2011 Westminster Hall

[Andrew George (St Ives) (LD)]

On the question of the cost savings, does my hon. Friend not agree that a comparison needs to be made with the previous Government’s proposal to regionalise fire service control rooms, which is costing the country well over £400 million, and rising? If we contrast that with the Government’s current proposal, such modernisation is likely to cost, rather than save, the Government money.

[Sarah Newton]

I thank my hon. Friend for that intervention, but I think it best to leave it to the Minister to answer that question, as he has experience of the impact of regionalisation of the fire service.

I reassure the House that every coastguard I have spoken to has said that the service needs modernisation. The maritime environment is changing fast in many ways. Commercial ships are getting bigger and are less manoeuvrable, and we have more drilling rigs and offshore installations such as wind farms, not to mention the growth in privately owned pleasure craft. The shipping lanes around our shores are more congested and our climate is changing, with more unpredictable and volatile weather. The result is that the seas are becoming more hazardous. Many more people are participating in water sports of all kinds, and millions visit our coastline. They all need a modern coastguard service.

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[Sarah Newton]

I shall come to that point later, but I refute what the hon. Gentleman says.

[Andrew George]

My hon. Friend makes an important point. Falmouth is a pivotal station, and not having the skills that are available there would be a great loss to the nation. I doubt whether the skills of that station could be replicated elsewhere. Local staff have emphasised to me that the consultation was about one proposal, and that no alternatives were put forward. Many of the staff, who were not consulted at all, believe that alternatives should be considered, including those put forward by staff at Falmouth and at other look-out stations.

[Sarah Newton]

When I come to that point, I will make a suggestion that I hope will be carefully considered.

The Falmouth coastguard carries out a long list of specialist functions, which, following his recent visit, Sir Alan Massey is now aware of and will be able to take into consideration in the consultation process. It is one of three specialist centres, along with Aberdeen, which is responsible for the North sea oil platforms and drilling rigs, and the Solent, which handles the English channel. As would be expected, both those centres maintain a 24-hour watch, but Falmouth is to be downgraded to daylight operations. Such inconsistency must be addressed.

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[Albert Owen (Ynys Môn) (Lab)]

I congratulate the hon. Member for Truro and Falmouth (Sarah Newton) on securing the debate. I raised the issue of the need for a Government debate on the matter with the Leader of the House, because of its importance and the timing of the announcement a few days before Christmas. I want to praise coastguard workers, volunteers and officers, and to thank the Royal National Lifeboat Institution, among other organisations; I am a member of its council. Search and rescue is another important part of the mix, and we need proper co-ordination.

I have limited time—and will respect your judgment, Mr Hancock—and will concentrate on local knowledge and the Welsh dimension of that, which there has not yet been the opportunity to discuss, as well as previous inquiries by the Select Committee on Transport into the Maritime and Coastguard Agency. Those are important. I agree with what has been said about local knowledge. It cannot be managed by a centre far away. The response time and co-ordination are essential, and require local knowledge, which cannot be transferred from one part of the country to another.

The current process has more to do with centralisation than modernisation. I support devolution and real localism, and what is happening goes against that by centralising services in the most northern and southern parts of the United Kingdom, rather than having them dispersed in different areas. I think there is an element of cost driving the process for the Government. I am sad to say that, but I think it has the potential to lead to loss of life. I see the badge that the Minister is wearing; I served in the merchant navy for more than 17 years and I have some knowledge of the sea, having worked on it, and representing an island constituency, so I do not make those statements lightly: I believe them. I pay tribute to my hon. Friend the Member for Poplar and Limehouse (Jim Fitzpatrick) who, when he was the Minister, did not duck the issue but dealt with it and listened. He had representations from all sides of the House when there was the potential for closures in the past, but he did not feel he should move forward with the speed and haste that is being adopted now.

[Andrew George]

Will the hon. Gentleman give way on that point?

[Albert Owen]

I am not going to take any interventions. I apologise, but I know that some hon. Members have made two or three interventions, whereas I only have a short time and did not make any.

There is a Welsh dimension to the issue. Swansea would be the only coastguard left under the proposals. That is a long way from Holyhead in my constituency in the north-west, which is strategically important in the Irish sea. I pay tribute to all those hon. Members from the west coast of Scotland and, indeed, Northern Ireland and the north-west of England who have spoken. We should not be pitting coastal communities against each other. We are talking about the safety of the British coastline and we need strategically important coastguard stations in that strategic overview. That could be compromised.

There is also a Welsh language issue, to do with local knowledge and the identification of places. Incidents have occurred in other emergency organisations that have been centralised, and I should like the Minister to look into the matter. The fire service, ambulances and police in north-west Wales have gone to the wrong location because either they cannot pronounce the place name or they have mixed it up with another location of the same name. That is a question of lives, and it is far too important to deal with it by saving costs and centralising, putting the service at risk and exposing it even further.

Finally, in 2003-04 the Transport Committee looked into the future of the MCA and closures in Oban, Tyne and somewhere else—it escapes me. The Committee concluded that there was a need for a proper safety impact study, and I do not believe—there is no clarity about it—that that has been carried out, years down the line. It would be a crying shame to rush into a new closure programme when the safety impact studies have not even been done on the previous recommendations of the Transport Committee. Holyhead is strategically important. There is a Welsh dimension to the question. The Minister had the courtesy to phone me up about the matter. I said that I would raise it. Under the time constraints of this debate no hon. Member can do their area justice. We need a debate in Government time and I urge the Minister to suspend the consultation and proposals until the issues have been properly dealt with and seriously given the consideration they deserve.

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[Dr Wollaston]

I thank the hon. Gentleman. Of course, we have the equivalent of 22 full-time and highly skilled watch-keepers. I know that the Minister pointed out that local knowledge will not be lost because the individuals can be relocated—to Falmouth, in the case of my area. However, unfortunately Falmouth is also drastically cutting staff under the proposals, so I suspect that the highly skilled staff at Brixham will find that very difficult. I suggest that their important local knowledge would be in danger of being lost. The point about local knowledge is that Devon, for example, had 25.2 million visitors last year—bringing in £2 billion to the local economy—and those individuals have no local knowledge. I have been told by a coastguard that very often a distress call will come in from people who do not know where they are. They might know that they are in Devon but they will not know they are on Blackpool beach, for example. They have no local knowledge and are often very distressed. The highly skilled individuals dealing with them on the phone must cope with that, to find out where they are.

The other issue is IT. My experience of IT in the NHS, for example, is that we had a £12.7 billion project, which was very disappointing, over-budget and highly overrated. We have also seen what the fire service experienced, which I shall not talk about much as it is the Minister’s area of great expertise. My understanding is that it cost £423 million and the Taunton regional fire centre has not opened. The air traffic control system went £150 million over budget and was much delayed. I would say, to coin a phrase, “Over-budget, overrated, over time and over here.”

[Andrew George]

One of the primary drivers—in fact the primary one, to go by page 16 of the consultation document—is so-called limited resilience. As the document recognises, coastguard stations are paired. There is no suggestion that the resilience has failed. Yet we are not told anywhere in the document how resilience is improved under the proposals.

[Dr Wollaston]

I thank the hon. Gentleman. I agree. Currently, we have paired coastguard stations, which are directly linked by cable as part of an existing BT cable network. In addition, the stations are linked by point-to-point communications on a so-called BT kilostream unique to the coastguard—a kind of private radio network used by VHF radios. However, I find it hard to understand why it is so difficult to piggyback on existing cable networks to network all stations. I am dubious of the argument that it would be immensely expensive. I suggest that it is possible to network all existing stations at less cost than has been stated. It has also been stated that coastguard radio equipment is 12 years old and needs upgrading, and that it cannot be installed in existing coastguard stations, but the vast majority of calls are made by phone.

Brixham has been disadvantaged by the costings. In the year the costings were made, Brixham received a brand-new roof and an upgrade to its generator, which means that the building will now be fully fit for purpose for the next century. Given that its ongoing running costs will be considerably lower, it seems a shame that those renovations have been taken into consideration.

Like the coastguard stations in many colleagues’ constituencies, Brixham also performs other functions. For example, the marine surveyors, which are vital to the Brixham trawler, are based there. Brixham also houses cliff rescue equipment, a rescue vehicle and a radio station. I hope the Minister will take that into consideration.

As many Members have said, we do not want one station to be pitted against another. We call on the Minister and the Maritime and Coastguard Agency to review the proposals thoroughly and hold a debate on the Floor of the House.

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[Mike Penning]

No, I will not give way because I did not do so before. I looked again at Scotland, where there was a similar situation. We looked at the document and inserted the other stations, so that we could balance the two that I mentioned.

Let me discuss what we are proposing and what we have got now. I have heard some passionate contributions from hon. Members who represent areas from all over the country. What is great about having this post is that the subject with which I deal is not devolved; it is about the United Kingdom, complete and in its entirety. It is about the protection of the fleet, of people on holiday and of communities, whether people are visiting the community or not. Let us consider what we have today. I shall use one classic example and look at Belfast, which is the only station in Northern Ireland. That station is paired with Clyde. If Belfast—Bangor station—goes down, where is all that knowledge and information, which is mostly stored in people’s heads, not on paper? It is lost. If we have a power cut or resilience problems, the station that the hon. Member for North Down (Lady Hermon) represents is paired with Clyde. After listening to the hon. Lady’s arguments, with the best will in the world, Clyde does not have that knowledge. Why? Because that knowledge is trapped in Belfast and in Northern Ireland. The same applies to Falmouth, Brixham and the Humber.

[Andrew George]

Will the Minister give way?

[Mike Penning]

No, I will not. I have listened to the debate. To be fair, hon. Members asked for a debate and I need to respond to it. As we go around the country, each station is paired with another one. However, there is not a transfer of knowledge. Falmouth is internationally renowned for its international rescue capabilities. If we have a problem in Falmouth, where does that get picked up? Nowhere.

Private Car Parks

Andrew George Excerpts

Tuesday 14th September 2010 Westminster Hall

[Henry Smith]

My hon. Friend is absolutely right, and I fully support the Government’s proposal to ban wheel-clamping on private land in England and Wales. That has been successful in Scotland since 1992; the ban has not created any problems there. He is right, however, to highlight the fact that such a change could shift some private parking operators from their usual suspect practices to simply using the Driver and Vehicle Licensing Agency database, which is easy to register with, to continue issuing threatening fines. Although I fully support the proposed legislation, I feel that it might create an unintended consequence elsewhere. A complete picture would be provided by better regulation of the way all private operators issue tickets.

What is the answer to the problem? As an elected representative, I see it as my role to raise this kind of issue in this place, and I am happy to do that. However, as a politician, my instinct is not suddenly to reach for the statute book or create a new quango or agency. We have enough of them in this country—we need to trim back on quangos and agencies—and I do not think that they are necessarily the answer. I certainly do not want to place on our police officers or local authority traffic wardens the extra burden of policing private car parks as well.

I wonder whether it would be worth considering giving a power to license private car parks to the local authority—the elected local government in an area—which would, of course, be responsive through the ballot box. Local councils are used to licensing small, local outlets. Publicans are licensed by the local authority, and if they are caught consistently selling alcohol to under-age individuals, they lose their licence. Taxi drivers are another example: they are licensed by the local authority, and if they fiddle with the meter or are convicted of dangerous driving, they lose their licence to operate.

In a similar way, local councils could simply license local car park operators to operate. This could be self-funding through a small levy on the private operator, which makes considerable sums through the business. The council would be able to respond to complaints that come into the town hall, and to say, “There is clearly a problem with an operator, and the licence conditions need to be reviewed.”

At present, the only way that local authorities can have any real influence over rogue car park operators in their administrative area is through planning permission, but that works only if temporary planning permission has been granted to a site. Once a precedent has been set in planning and plans have been approved, rescinding permission is extraordinarily complex and difficult—I would argue that it is almost impossible. Local authorities really do not have many powers in their armoury that enable them to defend their residents—our constituents—from such practices.

There is another possibility. An agency that I was not aware of until recently, the Security Industry Authority, which I understand sits under the Home Office, has been—and technically still is—responsible for licensing private wheel-clampers and other security companies across the country. Obviously, if the legislation goes through—I am sure that it will—and the ban on private wheel-clamping becomes effective, part of the agency will cease to have a role. There would be a golden opportunity to slim it down, and perhaps its power in that respect could be devolved so that local authorities could have greater influence.

As I said at the beginning of my remarks, this may seem like a mundane issue to discuss, considering the great issues of the day, but I have been struck by the considerable angst and upset the subject has caused constituents, and often those who are most vulnerable.

[Andrew George (St Ives) (LD)]

The hon. Gentleman makes an excellent case. He appears to acknowledge that clamping, which the British Parking Association’s voluntary code says should be used only as the last resort, is in fact often used as the first resort, within nanoseconds of a ticket going over the limit, as we all know from our casework. I assume from what he says that he would welcome further regulation and a body to which people can complain and through which they can get redress.

[Henry Smith]

The hon. Gentleman makes a good point. I spoke earlier about my political instincts, which may not be shared by everyone across the Floor. My instincts are that if an industry can self-regulate, it is probably preferable that it does so. He is right to mention the industry body called the British Parking Association, but from the research that I have done, it seems that it has failed to police its members and look after the consumer. It appears to be there to look after the interests of its members only. I certainly have yet to come across an instance—no doubt there are examples—where it has upheld a complaint by a motorist. Therefore, it seems that self-regulation is failing.

Oral Answers to Questions

Andrew George Excerpts

Thursday 22nd July 2010 Commons Chamber

[Mr Hammond]

The hon. Gentleman refers to two separate things. The arrangements in London are of course the responsibility of the Conservative Mayor of London, and I cannot answer for the decisions that he will make on the operation of the scheme in London. With regard to the national scheme, the Prime Minister and the Deputy Prime Minister have both made clear their commitment to the scheme in its current form. It is enshrined in primary legislation and we have no plans to change it.

[Andrew George (St Ives) (LD)]

T2. The Chancellor promised that the vulnerable would be protected from budget cuts, but I know that Ministers will be well aware that there has been much speculation about the future viability of the bus service operators grant, which is clearly essential to many marginal rural services, the sustainability of which would be called into question if that were to be in any way cut. What reassurance can Ministers give me and my constituents that those rural services, which are essential—

[Mr Speaker]

I am sure that the hon. Gentleman has reached a question mark.

Oral Answers to Questions

Andrew George Excerpts

Thursday 17th June 2010 Commons Chamber

[Norman Baker]

I am happy to say that I am not an expert on the Barnett formula, and I advise the hon. Gentleman to await the outcome of the spending review.

[Andrew George (St Ives) (LD)]

6. What assessment has been made of the effects on front-line transport services of the announced expenditure reductions for his Department in 2010-11.

[The Secretary of State for Transport (Mr Philip Hammond)]

I can reassure my hon. Friend that this Government take protecting front-line services very seriously. However, we also take very seriously the need to deal with the unsustainable structural deficit we inherited. The Department for Transport is focusing on making its contribution to deficit reduction while supporting economic recovery and protecting priority areas.

[Andrew George]

Notwithstanding that answer, is the Secretary of State aware that the suspension of major schemes has meant that the Maritime and Coastguard Agency may not provide the Isles of Scilly ferry service with the necessary authority to continue? As the service has been 10 years in preparation, is 99% ready to go and is a lifeline for the Isles of Scilly, will he reconsider this issue?

[Mr Hammond]

Perhaps I can clarify what I have done. This scheme has conditional approval, and we have said that schemes with conditional approval or programme entry will have to await the outcome of the spending review before we can confirm them. My understanding is that Cornwall county council is still awaiting listed building consent, without which the scheme could not proceed anyway, but we are aware of the vital nature of the link to the Isles of Scilly and we will review the scheme as soon as the spending review has been completed.