Lifeboat Services: Search and Rescue

Caroline Dinenage Excerpts

Tuesday 10th January 2023 Westminster Hall

[Dame Caroline Dinenage (Gosport) (Con)]

It is a great pleasure to serve under your chairmanship, Mr Davies. I thank my hon. Friend the Member for Torbay (Kevin Foster) for securing the debate, not least because it gives me the opportunity to wax lyrical about my constituency, and its proud record of supporting the search and rescue services. My constituency is right on the border with Titchfield, where the search and rescue HQ, which he mentioned earlier, is located. The helicopters take off from my very own Gosport constituency—at Daedalus, where the Maritime and Coastguard Agency does a lot of its training.

Today I will talk specifically about the wonderful Gosport and Fareham Inshore Rescue Service—an independent lifeboat and inshore rescue service that was founded in 1969, so has been around for a really long time. It is a declared facility to the UK coastguard, providing emergency lifeboat cover to the eastern Solent and Portsmouth harbour. Those who know the area will know that that is an incredibly busy stretch of water—certainly the busiest on the south coast, if not one of the busiest in the UK. There are Navy vessels coming out of Portsmouth, cruise ships and freighters coming out of Southampton, a significant number of yachts, personal water craft, dinghies, and a whole range of stand up paddle boarders and kite surfers; it is pretty crowded out there in the summer months. GAFIRS provides an essential service to civilian safety, and I simply cannot stress its value enough.

GAFIRS responded to 135 incidents in 2022, making the year its busiest in 12 years and third busiest in the last 29. In those 135 incidents, it assisted 171 people, eight of whom were “life at risk”, including marine emergencies and first aid assistance on shore. Of the incidents, 126 were HM Coastguard taskings.

GAFIRS is managed and delivered solely by a tremendous team of volunteers. We have heard all about the incredible volunteers that support the service and make it flourish. Our volunteers are of a variety of ages and come from a whole swathe of professions. They operate 24/7, 365 days a year. To put that in context, 61 of the coastguard incidents in 2022 were weekend duty day taskings, with the crew on standby at the station or afloat on patrol, but 65 were out-of-hour pager callouts—33 daytime, 14 evening and 18 night-time. Volunteers are giving their time, day and night, often at unsociable or typically non-working hours. Of course, it is a commitment not just by the volunteers, but by their families, who should not be forgotten, as they support these great sacrifices.

Like all the other independent lifeboat services, GAFIRS relies solely on donations and receives no Government funding at all, which is why I could be found in the sea on new year’s day, alongside hundreds of my constituents in fancy dress. I was not in fancy dress myself, but my youngest son was dressed as a 6-foot tall banana and could easily be seen from any drone; he is a shy, retiring soul! GAFIRS is remarkable and very well valued by local people, which is why people are prepared to go into the sea on new year’s day dressed in a variety of different costumes.

[Mark Garnier (Wyre Forest) (Con)]

My hon. Friend speaks passionately about the work of the inshore volunteer lifeboat services. Does she agree that inland lifeboat services such as the Severn Area Rescue Association—which works incredibly hard at times of flooding along the River Severn, as far as Bewdley and Stourport—do just as good a job with just as many personal sacrifices in terms of time and effort as any others?

[Dame Caroline Dinenage]

My hon. Friend is absolutely right. The water gives us so much enjoyment and pleasure but can be a dangerous place. There are challenges up and down the country, inland and at sea, that volunteers rise to every single day.

The response time of GAFIRS is incredible. For all 135 incidents, the average time from being alerted to being in attendance or standing down was just over 16 minutes. The volunteers are, quite simply, local heroes; lives would be lost without them. They do not only respond to a variety of incidents; my hon. Friend the Member for Clacton (Giles Watling) spoke about the importance of training people to understand the dangers, and our volunteers actively promote water safety. In 2022, they provided 29 sea safety education talks to 1,194 local children and 100 teachers and leaders.

Before I sit down, I want to take the opportunity to thank the National Coastwatch Institution, which operates out of Fort Blockhouse and Lee-on-the-Solent. It provides eyes along the coast and is an invaluable service to local people. I am extraordinarily proud to have it and GAFIRS in my community, and I want to put on the record my enormous thanks and gratitude to them for everything they do.

Oral Answers to Questions

Caroline Dinenage Excerpts

Thursday 5th March 2015 Commons Chamber

[Mr Goodwill]

I had a meeting with the chief executive of North Yorkshire county council, who works closely with City of York council, on addressing the problems on the northern ring road, and I hope that any scheme that is brought forward can also mesh in with the Hopgrove roundabout project which has already been announced. If City of York council wants to help the motorist it should think back to what it did on Lendal bridge and the atrocious way it persecuted motorists using that route.

[Caroline Dinenage (Gosport) (Con)]

T8. I recognise this Government’s enormous investment in our railways, but I am keen to know when we might see some improvements to the London to Portsmouth line. It is still faster to get to Doncaster, which is twice as far.

[Claire Perry]

My hon. Friend will know that the Portsmouth to London line is not only hugely important for her constituents but a vital artery for people who are travelling up and down through the counties. One problem has been the inability to run longer trains into Waterloo station, where the “throat” has effectively been blocked for many years. We are now investing to increase platform lengths there, to unblock some of that complexity. Also, the draft Wessex route study is being undertaken right now to determine how faster trains can be run from my hon. Friend’s constituency.

Rail Services (Portsmouth Harbour)

Caroline Dinenage Excerpts

Tuesday 11th November 2014 Commons Chamber

[Caroline Dinenage (Gosport) (Con)]

I am very grateful to have the opportunity once again to raise the issue of rail networks in the south of England, particularly with reference to the Portsmouth harbour area, which is part of my constituency. We have had a lot of rail-related news recently, with much discussion about the potential HS3 line and talk of a “northern powerhouse” and a proposed super-hub.

It is important that we start this journey in the north. We always hear about the north-south divide and the need to link up the deprived northern towns with the cities—or rather one particular city—of the prosperous south. This narrative relies on drawing the starkest possible contrast between the run-down, post-industrial centres of the north and the gleaming, global city of London, surrounded by leafy suburbs and sunlit shires. Of course, the truth is much more complex. Child poverty in the Deputy Prime Minister’s constituency in Sheffield is less than a third of that in parts of Portsmouth. In my town of Gosport, which is on the other side of Portsmouth harbour, one in five children lives in poverty—about the same as in the centre of York.

Poverty does not respect geography. BAE’s decision to end centuries of shipbuilding in Portsmouth has exactly the same effect on working people on the south coast as a decision to shut down a mine in County Durham or to close a factory in east Lancashire would have in northern areas. Similarly, proximity to London is no use for people south of the capital if we cannot actually get there. It takes as long to get up to London from Portsmouth as it does to travel down from Doncaster—a journey twice as long. It is absolutely right that we are looking to improve our infrastructure across the country, but, as I will set out, we must ensure that some of the poorest communities in the country, who just happen to be in the south, are not left behind.

[Mr Mike Hancock (Portsmouth South) (Ind)]

I suggest to the hon. Lady, and I hope she agrees, that the journey down from Doncaster to London would be a damn sight more comfortable than the journey up from Portsmouth.

[Caroline Dinenage]

I think the hon. Gentleman is referring to the quality of the rolling stock we have to endure, which I will certainly talk about in due course.

My constituency is home to Gosport, the largest town in the UK without a railway station. Since the last election, £52 million of public and private money has been pumped into our fantastic new Solent enterprise zone at the disused Daedalus military airfield, but the state of our transport links does not reflect the potential of that investment. Even getting to the nearest station is famously difficult: when we want to catch a train, we must either fight our way up the peninsula to Fareham, on the pitifully inadequate roads, or head across to Portsmouth harbour on the Gosport ferry.

It must be said that business at these stations is booming. The number of passengers using Fareham railway station has gone from 1.5 million in 2009-10 to 1.7 million in 2012-13, while the figure for Portsmouth harbour has gone up from 1.8 million to 2.2 million in the same period—a 20% increase in just over three years. That reflects trends across the country, and the huge increase in demand since privatisation is a tribute to the success of our railways. However, it has been more successful for some than for others.

On journey speed, for example, someone travelling north out of London can be past Peterborough in 45 minutes—a distance of almost 100 miles. By contrast, the distance between Portsmouth and Southampton is just 20 miles, yet that train journey often takes more than an hour, with only two or three direct trains per hour. Inevitably, slow journey times and poor service frequency on the rail network mean that more and more people take to the roads, clogging up the already over-congested M27.

I mentioned earlier the painful journey times up to the capital. If passengers make the pilgrimage from Portsmouth to London, their journey to the busiest station in the UK is rarely pleasant. My hon. Friend the Member for Portsmouth North (Penny Mordaunt) has spoken regularly about that, and the hon. Member for Portsmouth South (Mr Hancock) has alluded to the infamous class 450 carriages, the seats of which South West Trains itself found that 59% of passengers cannot squeeze into

“when their elbows are taken into account”.

Mobile reception is poor along the route and, should a passenger and their elbows manage to make it to Waterloo, they will arrive at a station so heaving that it sees more people in three hours every morning than Heathrow does in a full day.

Crushed on to little more than benches with limited mobile reception and no wi-fi before being spat out into the cauldron that is Waterloo station, it is little wonder that my constituents feel they are not getting value for money. People in the Portsmouth Harbour area pay a premium to travel in cramped conditions at a snail’s pace. I know that a chunk of the £38 billion the Government are due to invest in the railways will go to South West Trains, and that is, of course, welcome. Indeed, one could argue that it is not only welcome, but deserved. My constituents who travel by South West Trains—in fact, all those who do so—are already subsidising train lines in every other part of the country.

The House of Commons Library estimates that, unlike almost every other line that is subsidised by the Government, passengers on South West Trains will subsidise other train lines to the tune of £1.2 billon over the course of the franchise. Given the pressure on that part of the network, would it not be possible for South West Trains to keep hold of at least some of that money to reinvest in and upgrade the network in the south? This is not a case of asking for more money—we are simply asking for our own money back so that it can be invested in the area where it is needed most. Given the unique population pressures we face in the south-east—the south-east of England and London will grow at an unmatched rate over the coming decade—that seems both necessary and fair.

That could also be a sweetener to incentivise further improvements as part of the refranchising process. When that process comes around in September 2017, there simply must be commitments on better signalling to cut journey times—potentially even involving a change of signalling around Portsmouth to create more space further up the line—and, of course, refurbished carriages to increase capacity.

In addition, as I said earlier, one of the biggest problems at the London end of the line is the overcrowding at Waterloo. In the recent debate secured by my hon. Friend the Member for Esher and Walton (Mr Raab), the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes (Claire Perry), who has responsibility for rail, said that a few winters ago she saw a wonderful production of “The Railway Children” on one of the former Eurostar platforms at Waterloo. Down south, we do not need the theatre to experience the glamour of 1930s train travel. Our tracks operate on the same lay-out as those laid in 1936. As she said, it is good news that the platforms are coming back into service, but will the Minister give my constituents a timetable for that process?

Finally, better signalling, bigger carriages and longer platforms are all necessary, but they will not be sufficient. In London and the south-east, we will have an extra 2 million people in 10 years’ time, so although all the upgrades to the existing line that I have mentioned are desperately needed, they will be no more than a sticking plaster.

I understand the difficult decisions that this, and indeed the next, Government will have to take on spending—there is less than no money to spend—but if we are seriously committed to building infrastructure fit for the 21st century and want to protect communities along the south coast as we undergo deep economic changes, the only long-term solution will be the construction of another line south from London. That might radically cut journey times, increase capacity and tackle head-on the deprivation that is endemic in too many communities in the south. With that sort of radical thinking, we could create a southern engine to match our northern powerhouse.

--- Later in debate ---

[Mr Goodwill]

Absolutely. When refranchising takes place, not only financial considerations, but other non-financial considerations such as those suggested by my hon. Friend, will be made. Towards the end of my remarks I will mention the rolling stock that is being used and the discomfort that some passengers may feel.

I understand that plans for more capacity in years to come are of little comfort to passengers who are experiencing delays and crowding today. That is why we have continued to invest in today’s railway to increase capacity where possible within existing constraints. I am pleased that the Government have pledged more than £38 billion of support for the rail industry up to 2019, improving the capacity and quality of a network that is experiencing vast growth in demand. My hon. Friend will be happy to hear that that includes significant investment on the South West Trains network.

In early September this year my colleague, the Under-Secretary of State for Transport, my hon. Friend the Member for Devizes, who has just joined us in the Chamber, joined with South West Trains to announce the latest capacity enhancement to be contracted. Some 150 new vehicles are being manufactured by Siemens to be put into passenger use on South West Trains by the start of 2018.

[Caroline Dinenage]

We are grateful that South West Trains is putting that investment into its rolling stock, but unfortunately not a single one of those carriages will be in use on the route down to Portsmouth. Will the Minister comment on that point?

[Mr Goodwill]

As we see rolling stock introduced, it will cascade down, so that benefits will be felt not only by those using the new rolling stock. When Stagecoach South Western Trains introduces these new trains, existing fleets will be cascaded which will see a further four evening peak services strengthened on the Portsmouth main line to maximum formation, addressing some of the under-capacity issues. This is part of plans to provide capacity for an extra 24,000 peak-time passengers each day. This is in addition to the 108 additional carriages that are already starting to arrive and are being put into passenger service, to increase capacity each day by 23,000 in the peaks. A similar cascade is also adding capacity to a number of peak services from Portsmouth.

Over the same period, Network Rail will carry out some major enhancement and renewal works in and around the Waterloo area at a cost of several hundred million pounds. Signalling is an important part of our rail infrastructure. It is often forgotten, but it can be low-hanging fruit in efforts to gain additional capacity. The signalling system that covers much of the suburban network needs to be renewed and, as part of that project, a new turn-back facility will be created at Hounslow so that an additional four services can operate in the peak.

By 2017, Network Rail will have carried out works to bring the remaining four platforms at the former Waterloo international terminal back into full operational use—from its current theatrical use, which we have heard about—for scheduled domestic services, restoring a vital piece of the south-western route infrastructure for railway use. Having those extra platforms available is also essential in the plans that have been developed to then extend platforms 1 to 4 at Waterloo, which serve the main suburban routes, so that they can accommodate 10-car length trains. This removes the last constraint that has hampered plans to increase main suburban capacity from a maximum eight-car operation for many years.

All of this takes time and considerable effort in planning to minimise the impact on passengers as these major engineering schemes are implemented. There will undoubtedly be significant levels of disruption at times, but high quality communication about what this means to passengers and their daily journey will be key.

My hon. Friend mentioned the infamous 450 carriages and their 3 plus 2 seating configuration, which can make the journey elbow to elbow for some people. As people get bigger, that will be an even greater problem. As my hon. Friend the Member for Portsmouth South (Mr Hancock) said, some people with back pain cannot use those trains.

I have heard the passionate calls from hon. Members about the rolling stock on the Portsmouth to London line. The class 450s that were put in place by Stagecoach South Western Trains on that route following the 2006 franchise competition have increased the amount of seating capacity available. Operational constraints of the route ruled out any additional services, so this was South West Trains’ solution to the requirement to accommodate demand within those constraints.

The train operator takes the decision on where to deploy the rolling stock across the franchise network to address capacity issues as efficiently as possible. Stagecoach South Western Trains has chosen to deploy a mixture of class 444s—the white ones—and 450s on services between Portsmouth and London. The 10-car formation class 444 provides 598 seats, whereas a 12-car maximum formation class 450 provides 738 seats. The additional seats provided by the class 450s provide vital capacity for passengers closer to London.

My hon. Friend the Member for Isle of Wight (Mr Turner) could not be here for this debate as he is chairing a debate in Westminster Hall, but he wanted to raise the issue of passengers who cross the Solent after their train journey. All too often, the trains depart a couple of minutes before the ferries, which means a wait of half an hour, or even an hour in the evenings. I am aware of the problems, and we support the idea of a taskforce to look at the transport issues on the island. I encourage my hon. Friend to work with the Isle of Wight council to establish that taskforce. My hon. Friend the Under-Secretary has written recently to the leader of the council to invite them to meet.

The solutions that we have contracted will address the capacity issues on the Windsor and main suburban routes, but we know that capacity issues remain on the main line. We are doing what we can in the short term to add more capacity where this is possible. However, we know that more is needed, as has been made clear during this evening’s debate. We expect the industry to continue to work in the same collaborative way to address and implement a significant solution for the main line in control period 6, and the planning process for that is under way.

Question put and agreed to.

South West Trains

Caroline Dinenage Excerpts

Wednesday 29th October 2014 Westminster Hall

[Mr Dominic Raab (Esher and Walton) (Con)]

It is an enormous pleasure to serve under your chairmanship, Dr McCrea, for what I think is the very first time. I would certainly remember if I had served under you before. May I take this opportunity to welcome the relatively new Minister to her job? I am sure she will bring her characteristic gusto and gumption to the role.

I raised the issue of value for money on South West Trains with the Minister’s predecessor in a similar Westminster Hall debate in March 2013. I have to say with an element of regret that the service is not getting significantly better 18 months on. I say that not only from the clear data available, but as a commuting MP. I stand on the platform with my constituents, directly accountable to them, paying an ever-increasing fare both for the service on the train and for the parking at the station. Together we have experienced the steadily increasing overcrowding of a prime commuter route.

Based on the 2013 data published last month by the Department for Transport, I was not surprised to learn that one particular service that I regularly use—the 7.32 am from Woking to Waterloo—has the largest number of passengers in excess of capacity of any service in the entire country. By the time it arrives at Esher at 7.52 am, it is packed to the gunnels. According to the official data from the Department, it has 540 passengers over the specified maximum capacity limit, amounting to a 73% breach of the ceiling. It is little wonder the Daily Mail has dubbed the service the “sardine express”.

It is not just one train or some extraordinary occurrence. The 7.32 am has consistently appeared in the top 10 overcrowded peak services in recent years. Nor is it a particularly freak time. For example, the 7.02 am service is almost as packed. My experience as a commuter tells me that acute overcrowding is a serious problem for at least half an hour at peak commuter times in the morning. I get on the service at Esher station. I know first hand how rammed the carriages are. Occasionally—I saw it recently—it is sometimes even impossible to get on the train, which has all sorts of implications. It is not only inconvenient, but there are economic costs to businesses and to people in their personal lives. Clearly, the Surrey network feels the pressure of a very high volume of commuters.

[Caroline Dinenage (Gosport) (Con)]

I congratulate my hon. Friend on securing this important debate. Does he agree that overcrowding is not the only problem? The Minister might be surprised to know that I never get complaints about the quality of the railway in the Gosport peninsula, because we are the largest town in the UK not to have any railway or indeed any station. However, we do get complaints about the Portsmouth service, which is not only overcrowded, but inadequate. It has slow journey times on a 1930s infrastructure, and eye-watering prices.

[Mr Raab]

My hon. Friend has raised her point with typical cogency and precision. I do not know all the facts of the case of that line, but I am not surprised, given my experience of South West Trains. She is certainly right that overcrowding is not the only problem, and I will come to some of the others. The overarching point, as my commuters tell me, is value for money.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

Another great train analogy, Dr McCrea. It is a pleasure to work with you in your capacity as Chairman.

I congratulate my hon. Friend the Member for Esher and Walton (Mr Raab) on his refreshment of his ongoing assiduous focus on his train services. He certainly brings gusto and gumption to his campaigning on this issue for his constituents. I, like him, feel incredibly strongly about the points he raises, and I am doing my best in this new and enjoyable role, with the help of my superb team, to look at these things on a factual, common-sense basis. I, like him, travel on the train and have to explain to people why we say things are getting better when for some of them they are definitely not.

In one way, my hon. Friend would share with me the view that the huge demand we are seeing, with a doubling of passenger numbers since privatisation—numbers are rising by 5%, 6%, 7%, 8%, 9% or 10% in some parts of the country—is perversely a measure of success. We are seeing the most rapid rise in travel of anywhere in Europe. We have the safest and most punctual railways in Europe. We have the most improved railways in Europe, according to passengers. We are seeing an enormous rise in demand for these services. Clapham Junction, which he goes through and which I know well, sees 23 million people changing trains there every year. The South West franchise area is the busiest railway in Europe, and Waterloo is the busiest station in the UK. I was down there this morning, celebrating the 40th anniversary of the young person’s railcard, and it was teeming.

[Caroline Dinenage]

Does the Minister agree that it is not just about capacity? The problem is that if we are to see economic investment in the parts of the country and the parts of the south that really need it for regeneration, we need faster and better train routes. The journey between Portsmouth and London takes the same time as the journey from London to Doncaster, which is two and a half times as far. That is just not good enough for commuters on the south coast.

[Claire Perry]

As always, my hon. Friend hits the nail on the head. I have travelled that route, visiting one of her neighbouring constituencies, and I was struck by the pace at which some of those trains travel.

To return to the particular service mentioned by my hon. Friend the Member for Esher and Walton, the 7.32 train from Woking to Waterloo is, I think, the second most crowded passenger journey in the UK. I have been on that journey. I am in the process of mystery shopping the top 10 most crowded routes to see for myself what they are like. On that particular day, the operating company took four carriages out of the service for operational reasons, because of problems the day before. That meant that we were leaving passengers at the station pretty much all the way along the line.

It is incredibly important that the Government tackle these issues and deliver value for money in the eyes of passengers. My hon. Friends have alluded to that. The good news is that the Government recognise that. For the first time in a generation, we are reinvesting real money in the railways, with £38 billion being spent over this capital period to the end of 2019. That is the biggest investment in rail and rolling stock since Victorian times.

As my hon. Friend the Member for Esher and Walton pointed out, the franchise that we are debating was, like so many others, let under a previous Administration who thought that electrifying nine miles of track in 13 years was good enough. The franchises were let with no provision for growth and investment, which resulted in a huge squeeze for passengers. One of the things I am very proud of is that the Chancellor has for the second year delivered a real-terms freeze on fares, as well as scrapping the flex that enabled companies to put up their prices outside the regulated boundary willy-nilly. This Government understand value for money, unlike the previous Government.

The challenge that my hon. Friend outlined is how to pay for the investment, which gets to his point about subsidy versus premiums across the network. He does the analysis, as I do, so he knows that there are two ways to pay for investment in the railway: general taxation and a contribution from those using the railway. Only about 8% of commuters use the railway to get to work; twice as many take the bus and many more still walk, cycle or take their cars. Taxpayers of course contribute substantially to investment in railways through general taxation. In some cases, passengers contribute as well. Taxpayers and fare payers are often the same people, so they are right to feel aggrieved, particularly when their services are not running.

In general, the challenge as to which franchises are in receipt of subsidy and which are generating premiums is an operational negotiation at the time of letting the franchise and as patterns change as services unfold. Overall, however, the McNulty review found substantial operating costs right across the railways—far more than our European comparators—that need to be driven out, which we are working hard with Network Rail and the operating companies to achieve.

My hon. Friends each hit the nail on the head. Passengers often do not feel that they are getting value for money. They travel on slow, crowded trains and cannot understand why timetables get messed up and why the network’s resilience can fail if there is a fatality or some operational problem. All my hon. Friends will be delighted to hear that part of the £38 billion investment commitment is being spent on the South West Trains network. Just a few weeks ago, I was on the platform at Waterloo with South West Trains and its Network Rail alliance colleagues, Siemens and Angel Trains, to announce that 150 new vehicles are currently being made to be put into use on the franchise by the start of 2018. The introduction of the new trains will lead to the cascading of existing fleets, generating enough seats for 24,000 additional peak-time passengers. That is in addition to the carriages that are starting to arrive now which will also deliver additional seats.

My hon. Friend the Member for Esher and Walton made an interesting comparison with the rules for movement of livestock versus the space available for people. He and I have seen how crowded trains can be. It is not like being on a tube train, with another coming along behind. People are being made late for work if they cannot board their train. Part of calculating overcrowding is based on duration of journey. There is a strong expectation that nobody travelling for more than 20 minutes should be standing beyond that point. It is not always achieved, but that is the sort of standard that we seek.

My hon. Friend mentioned the work at Waterloo station, which is not only about new trains but about new platform capacity. Much of the network’s signalling needs to be renewed, which is happening. It is also important that the four unused platforms at the former Waterloo International Eurostar terminal are brought back into service. A few winters ago, I took my children to see the “The Railway Children”, which was a marvellous production featuring a steam train coming into the station. How strange it was that platforms at the busiest station in Britain were being used for theatre rather than letting people get on and off trains. That vital piece of infrastructure is now being restored for railway use and will be able to accommodate longer trains on platforms 1 to 4, removing a constraint that has bedevilled commuter journeys from my hon. Friends’ constituencies for many years.

Sulphur Regulations

Caroline Dinenage Excerpts

Wednesday 18th June 2014 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Stephen Hammond)]

It is a pleasure to serve under your chairmanship this afternoon, Dr McCrea. Like other Members, I congratulate the hon. Member for Kingston upon Hull East (Karl Turner) on securing this important debate. The sulphur regulations will undoubtedly have an impact on the shipping industry, jobs and the environment. I will answer a number of his points but also put on record some of what the Government have been doing. Some of the information that has been put about is perhaps slightly disappointing.

The hon. Gentleman was right to identify at the start of his speech that the fundamental issue is air pollution and its impact on human health and the environment. Everybody accepts that air pollution is bad for people’s health. We are talking not just about quality of life, although that is important, but about costs to industry and the commercial sector when people are off work because they are sick, and costs to the national health service for treating those who need treatment. Reducing sulphur emissions will undoubtedly provide benefits to public health, in both inland and coastal communities. Reducing the emissions will also provide benefits to the environment. Sulphur is linked to acid rain, which affects plant life and crops, and can upset the balance of delicate marine eco-systems.

For exactly those reasons the Government have worked consistently with the International Maritime Organisation, or IMO—the international body with the knowledge and expertise to regulate international shipping appropriately and proportionately—to develop measures to regulate pollutant emissions from ships. Throughout the whole of that process, under both this Government and the previous Government, the aim has been to develop measures that are effective and proportionate, with a view to implementing them in a way that minimises both the regulatory burden on and the cost to industry.

In the IMO, pollutant emissions from ships are controlled by annex VI to the international convention for the prevention of pollution from ships, more commonly known as MARPOL. Although it is true that a number of operators have worked to reduce emissions, sadly some have taken no steps on the issue. The regulations, which date back to 2008, and some of the new limits in MARPOL annex VI stem from the recognition by the international shipping community and the Government that the new limits need to be supported. The limits will help air quality and will also have consequential benefits for human health and for the environment.

[Caroline Dinenage (Gosport) (Con)]

I agree with the Minister—I know many shipping and ferry companies based in my region do, as well—that the intention of reducing emissions is admirable, but there is a twofold concern, which he has already raised. One element is the cost of the changes: one local ferry company has calculated that it will have to spend £320 million on converting its fleet. But it takes three months to convert each ship, and it is those time scales that are of most concern to companies.

[Stephen Hammond]

My hon. Friend is of course right, and she will hear in my speech what I did immediately I became shipping Minister, some 21 months ago, to recognise that. She will also want to hear about some of the work we are now doing with companies to reassure them about how they can minimise costs.

My hon. Friend will also recognise, as did the hon. Member for Kingston upon Hull East, that the Government and the EU are not seeking to impose on the industry something that was announced only today, yesterday, a month or a year ago. The industry has had over six years to get its head around the regulations. Indeed, it is worth reading into the record what the view of the UK Chamber of Shipping was when the proposals were first announced back in 2008. I quote directly from the chamber of shipping’s document:

“The IMO’s proposal to progressively reduce sulphur emissions globally to the equivalent of 0.5 per cent sulphur content in all fuel by 2020, and in designated sensitive coastal areas to 0.1 per cent sulphur content equivalent by 2015, is a major move forward. These realistic deadlines also give the oil industry the time it needs to ensure that the required quantities of low sulphur fuel will be readily available.”

That was its view in 2008, and at that stage it recognised that the time scales were realistic.

A time scale was put in place for reducing the global sulphur limit. There is a separate, staged timetable for reducing levels to the more stringent limit in designated emission control areas. In almost all respects, the IMO MARPOL standards have been incorporated into EU law, in the directive on sulphur in marine fuels. The origin of the requirements does not lie solely in the UK. It is not that the UK Government are placing burdens on the shipping industry; on the contrary, the requirements are part of an international worldwide agreement, stemming from international and European agreements. The industry was fully consulted on those at the time.

I have to say that I am pretty disappointed that the UK Chamber of Shipping continues to react as if the sulphur limits are new and are somehow inherently undesirable, or else that the UK Government should have avoided them. The fact of the matter is that the regulations are about the protection of health and protection of the environment, which is a legal obligation. The UK Chamber of Shipping has been brought into the Government’s deliberations at every opportunity. It is well aware of what the Government can and cannot do legally and of the fact that we have pushed back continually to try to change the time scales.

Again, in 2009 the UK Chamber of Shipping wrote to The Guardian:

“The latest IMO legislation was recognised by governments and the shipping and refining industries as a prime example of ambitious but pragmatic rule-making.”

It recognised that in 2009, so to pretend today that the regulations are something new is slightly disingenuous.

Oral Answers to Questions

Caroline Dinenage Excerpts

Thursday 8th May 2014 Commons Chamber

[Mr Goodwill]

In every part of the country that I travel to, I am told that there are capacity constraints, but there is no simple solution to the problem. I am aware that the journey time from Christchurch into London is two hours and 10 minutes, which is longer than my journey from York to King’s Cross. Of course, the problem is often that faster services have fewer stops. For example, the fastest train on this line does not stop at Christchurch.

[Caroline Dinenage (Gosport) (Con)]

More people now travel through Waterloo in three hours every morning than through Heathrow in an entire day, but train services to the south coast remain painfully slow, as has been mentioned. Will the Secretary of State commit to looking into ways by which travel times, particularly to Portsmouth, can be reduced and services speeded up, because it is affecting business investment in our region?

[Mr Goodwill]

As additional capacity is provided at Waterloo, which is the busiest station in the country with almost 100 million passengers per year, that will allow more flexibility further afield, but this is part of the problem of addressing the tremendous increase in passenger ridership that has occurred since privatisation.

Transport Infrastructure (South of England)

Caroline Dinenage Excerpts

Monday 17th March 2014 Commons Chamber

[Caroline Dinenage (Gosport) (Con)]

I am delighted to have the opportunity this evening to raise the important issue of transport infrastructure in the south of England. In particular, I want to talk about the south coast, but the regional economy of the south is undergoing deep structural changes. Improved connectivity between our southern cities and better links to the capital are vital if we are to ensure that no one gets left behind as we move forward. The presence of international hubs such as Portsmouth and Southampton means that the south and, in particular, my region of the Solent act as a gateway to the world. Good transport links are therefore crucial to connect local firms with the rest of the country and international markets. Unfortunately, people in the south too often feel cut off from prosperity due to unreliable and overcrowded transport links.

The deep pockets of deprivation across the south coast will never be overcome while we have the second-rate transport network that we currently endure. Better connections would allow suppliers to reach more businesses, allow businesses to reach more customers, and allow customers to visit more towns to spend their hard-earned cash. In short, they would increase trade, create jobs and raise the living standards of people throughout the region. They are also vital if flagship Government projects such as the Solent enterprise zone, which is an attempt to breathe new life into the disused military airfield at Daedalus in my constituency, are to fulfil their economic potential and generate the employment and prosperity that are desperately needed. Such connections would help to spread investment and raise the living standards of some of the poorest people in the country.

I know that the Government fully appreciate the importance of transport and I am glad that they are committed to investing in major developments of our rail and road networks, which are welcome and cannot come too soon after decades of rising congestion and chronic underinvestment. The UK now ranks 24th in the world for the quality of our roads, so the £28 billion that is to be spent on the maintenance and enhancement of national and local roads is long overdue. However, our debates about transport seem to focus too often on two issues: the need to deal with crises in capacity in the capital; and the nebulous desire to rebalance the economy from south to north. That dangerously overlooks the real and immediate need to invest in the south of England at a time when it is undergoing huge economic changes.

It is often incorrectly assumed that the south of England is made up of leafy suburbs and rural shires that are untouched by poverty. Sadly, parts of the south suffer from shocking deprivation. In the town of Gosport, 19% of children live in poverty, and the proportion rises to 32% in parts of neighbouring Portsmouth. Gosport has less than half a job per working adult—it has one of the lowest ratios of people to jobs in the UK—which means that 20,000 people have to commute out to work every day along a single carriageway road. Given that we have low average wages, it is testament to my constituents’ strong work ethic that our unemployment rate is not significantly higher.

As both a peninsula and the largest town in the country without a train station, we are hugely reliant on our bus network. Unfortunately, recent commercial decisions to change bus routes risk cutting people off from prosperity, stifling aspiration and allowing pockets of poverty to deepen. Local people are not afraid to get on their bikes, as Gosport has the UK’s third highest regular bicycle use. Everyone is doing their bit to try to ease the congestion, but it is plainly insufficient to have a single carriageway on and off a peninsula.

Better connections are therefore no vanity project; they are essential to fighting the deprivation that is endemic in communities throughout the south of England, and even more important as a result of recent heavy economic blows. Following BAE’s decision to end shipbuilding in Portsmouth and the job cuts at Ford in Southampton, the city deal for Portsmouth and Southampton that the Government have announced is welcome, but to maximise the potential of that investment and subsequent business opportunities, we need to improve links between towns and cities in the south.

The distance between Portsmouth and Southampton is just 20 miles, yet at peak times that journey can take well over an hour by road. The journey by rail often takes the same time, as there are only two or three direct trains an hour. Inevitably, slow journey times and poor service frequency on the rail network mean that more and more people take to the roads, thus clogging up the already hideously busy M27. I have heard that it can be quicker for commuters in the extreme western end of the Solent to get to Portsmouth via the Isle of Wight, which involves taking two ferries, than by using the M27, which is clearly ridiculous. Such wholly inadequate connections are more than just an annoyance; they hold back business. A study by Atkins estimates that road congestion is already costing Hampshire around £400 million every year. More than that, it reduces the attractiveness of the area for future inward investment. Work by Solent Transport shows that without the necessary investment in transport infrastructure, the region could miss out on around 8,000 jobs.

The naval dockyard and the commercial port in Portsmouth are significant defence and economic assets to the UK, and the port of Southampton is seeing massive growth across all its key sectors. The port master plan has identified that cruise passengers through Southampton will increase 113% between 2005 and 2020, and container handling is forecast to increase 95% over the same period. In order to take full advantage of our great southern hubs, it needs to be easier to travel between these two cities.

It is also vital that we improve links between London and the south coast. It is often assumed that geographical proximity to the capital means fast connections, yet it takes longer to get from London to Portsmouth on the fast train than it does to get from London to Doncaster—a distance that is more than twice as far. These journeys are rarely pleasant, as both the trains and the stations are packed. Passenger journeys on South West Trains are up 22% in the past six years, and more people now go through Waterloo in three hours every morning than fly from Heathrow in an entire day. We need more trains on the line as well as more carriages on those trains to deal with the crisis in capacity. I join my hon. Friend the Member for Portsmouth North (Penny Mordaunt) in her call for an express train from Portsmouth to London every half-hour. This is an excellent idea that could cut journey times and relieve passenger congestion.

After decades of underinvestment, action to address the problems of nightmare roads such as the A32 is crucial. They were described by a Deputy Prime Minister in the previous Government as strategically unimportant, which does not do much for the morale and self-esteem of an area. Investment in the area would help my constituents who frequently feel cut off from the prosperity being enjoyed in other parts of the country.

At a meeting earlier today Hampshire county council transport team gave the green light to the Solent local enterprise partnership to bid for £90 million of Government funding in order to make desperately needed road improvements around Gosport and Fareham. I hope the Government will look seriously at this bid and understand that it is vital if we are to stand a chance of redressing decades of chronic underinvestment in our local transport infrastructure. This Government have a good record on investment for London and the north. We need to make sure that every part of this country has a modern transport infrastructure that is fit to face the challenges of the 21st century.

--- Later in debate ---

[Mr Hammond]

My hon. and gallant Friend is right. I will comment on rail infrastructure in a few moments, but I want at the outset to set the debate in context.

The Government inherited not only a budget deficit but an infrastructure deficit. In doing what we are doing, we will improve the growth potential of the economy and boost demand. In total, between 2011 and 2014, we are investing £32 billion in roads, rail and local transport infrastructure, and between 2015 and 2021 we are committed to a funding plan of some £56 billion, which will be spread across the length and breadth of the country, including the south of England. We are also working with local authorities to ensure that that is being shaped by local priorities.

My hon. Friend the Member for Gosport was right to raise the issue of investment in rail infrastructure. We are committed to record levels of investment in the network, again supporting economic growth and jobs and delivering a greener and more efficient railway that is better for freight and passengers. During the next five years, Network Rail will be spending more than £38 billion running and expanding our railways. There are major infrastructure projects, as has been pointed out several times before, in and around London as well as across the country. A huge programme of electrification will provide faster and more reliable services on the Great Western main line, including some of those from Southampton to the north of England, and there is a £50 million capital contribution towards the redevelopment of Gatwick airport station.

I am clearly conscious that, as my hon. Friend the Member for Gosport pointed out, Gosport is the largest city not directly connected to the national rail network. She will know that different sections of the branch were closed from the 1950s onwards. Network Rail is identifying funding priorities for the Wessex route for the period 2019 to 2024, as well as the strategy beyond that. I know that my hon. Friend has an aspiration that the town will be reconnected with the national network, and I encourage her, as I did my hon. Friend the Member for Portsmouth North in an Adjournment debate last week, to engage with Network Rail. I will be happy to facilitate that contact. Just as I said to my hon. Friend the Member for Portsmouth North last week that I hope that in the near future there is the Mordaunt Flyer, I hope that there will be the Dinenage Dynamo in the near future from Gosport. My hon. Friend the Member for Gosport is right to mention the number of people who wish to travel to and from Waterloo. She will know that the Government, working with Network Rail, are ensuring that the Eurostar platforms will come back into use over a period of time, which will facilitate growth at Waterloo.

It is also important that the road network is fit for purpose, and the Government have already announced increased levels of funding to deliver improvements all around the strategic road network. That is a step change. As the Chancellor made clear in his statement in June last year, we will announce further infrastructure improvements and commitments during the next period. The Government will invest £28 billion in enhancements and maintenance of national and local roads. That includes £10.7 billion for national road schemes and £4.9 billion for local major projects. In addition, £12 billion has been allocated for maintenance on both the local and the strategic road network, which means that 26 new major Highways Agency projects will go ahead, subject to the usual value-for-money and deliverability requirements.

My hon. Friend the Member for Gosport is specifically interested in the south-east, where we have committed to delivering smart motorway schemes between junctions 9 and 14 of the M3 from Winchester to Southampton and between junctions 4 and 11 of the M27 from Portsmouth to Southampton and the A27 Chichester bypass, subject to the finalisation of options and consideration of the business case.

The smart motorway schemes will allow us to make maximum use of what we already have by delivering additional capacity through the conversion of the hard shoulder into an additional running lane. The schemes can be delivered more quickly and provide more real benefits than would be achieved through a conventional widening scheme.

The Highways Agency is also committed to an investment of more than £10 million in two pinch point schemes in the Solent area, on junctions 3 and 5 of the M27. Those junction improvements will help reduce congestion by increasing the capacity of the junctions, reducing the journey times experienced by most road users and improving safety at the junctions. I hope that will ensure that the sorts of delays my hon. Friend mentioned will no longer be experienced by those trying to travel on the M27 between Portsmouth, Gosport and Southampton.

My hon. Friend will be aware that the Highways Agency is currently conducting its route-based strategy process, which is, importantly, involving local stakeholders in the consideration of future priorities. Such strategies provide a new, smarter approach to investment planning across the network and will see much greater collaboration with local interest groups to determine the nature and need of future investment and to ensure that it follows local priorities.

We are in the process of producing a series of strategies for the whole network, a number of which cover the south of England, including the south coast central route, which includes consideration of the A27; the Solent to midlands route, which includes the M27; and the M25 to Solent route, which includes the A3 and M3.

The Highways Agency completed a series of local engagement events last autumn to help identify performance issues and future challenges. I congratulate stakeholders on their engagement in that process.

My hon. Friend will also know that we are committed to identifying and funding early solutions to the long-standing problems on the A27 corridor. Initially, there will be a feasibility study. The A27 corridor study aims to work with local interest groups to identify the opportunities and understand the case for future investment solutions on the corridor. The outputs of the route-based strategy work and the outcomes of the feasibility studies will inform the Department’s roads investment strategy, which is currently being developed and put together and which we have committed to publishing by the end of the year.

It is, rightly, widely recognised that the condition and efficiency of local road networks is an essential contributor to economic growth. Practically all journeys start or finish on those networks and they are relied on by local residents and local businesses alike. Responsibility for the maintenance and management of those networks lies with local authorities—in the case of Gosport, that is Hampshire county council—and it is essential that they spend money on that. Funding from the integrated transport block supports those networks, and from 2011-12 to 2014-15 the south-east and south-west will have received some £400 million for local transport schemes.

In addition, in the autumn statement of 2012 we introduced the local pinch point fund, which was designed to target local congestion and to ensure that we help facilitate the creation of jobs and the delivery of new housing. To date, the Department has awarded local authority funding of more than £266 million for 112 schemes across the whole of England, which, along with joint funding, will enable schemes costing more than £511 million to go ahead. One of the schemes being delivered by Hampshire county council is designed to ease congestion for road users in Havant and help to unlock the Dunsbury Hill farm development site, a key employment site between Waterlooville and Havant. Another scheme, which is being delivered by Southampton city council, will ensure that six key bridges in the city remain fit for purpose in the years to come.

Looking to the future, the Government have recently announced plans to create a local growth fund from 2015-16. The pot will be at least £2 billion a year until 2021, and all LEPs across the country—including the Solent LEP, which includes Gosport—will have the opportunity to bid for funding through their strategic economic plans, which are due to be submitted to the Government by the end of this month. Among other things, the fund will allow local people to identify and local authorities to prioritise infrastructure schemes that they deem essential for economic growth in their area.

I note that one of my hon. Friend’s particular priorities is to improve the traffic flow in her constituency. I urge her to work with the Solent LEP to consider the local growth fund as a possibility for funding schemes that will help deliver that priority.

[Caroline Dinenage]

I referred in my speech to the £90 million that Hampshire county council will ask the Solent LEP to make when it meets on Friday. That is all part of the scheme mentioned by the Minister, which is about looking at roads in the Gosport and Fareham area, including the A27 corridor, about which he has spoken. I very much hope that the Government will look very favourably on that bid.

[Stephen Hammond]

I obviously hear my hon. Friend’s plea. As she will know, a number of people will make such a plea.

I was going on to commend my hon. Friend, because the fact that the Solent LEP and Hampshire county council are working together will make their bid to the Government for a grant from this fund more powerful. From this Dispatch Box, as well as in writing and in one-to-one meetings, I have stressed to several colleagues that it is absolutely essential for the local economic partnership and the economic zone to work together, which will certainly achieve a higher priority in assessments. She is right that it is clear that a LEP’s agreement to a scheme ensures that it is most likely to be in the strategic economic plan, and although the process is competitive, it is of course likely that the strongest bids will receive the biggest slices of funding.

In conclusion, I again congratulate my hon. Friend on securing this debate. The powerful case that she has made tonight has reminded us of the importance of an effective transport network for the economy. As I have made clear, this Government are committed to, and have set out plans for, large-scale investments now and in the future to improve local and strategic networks both in rail and on the road and—importantly—across the whole of this country, including the south of England.

Question put and agreed to.

Oral Answers to Questions

Caroline Dinenage Excerpts

Thursday 23rd February 2012 Commons Chamber

[Mike Penning]

The protection of the UK fishing fleet is a very important issue, especially given the piracy situation off Somalia. This is not a new development; armed guards were on British flagged ships long before we came into power. The issue was ignored, wrongly, by the previous Administration. We therefore made a conscious decision on whether we ignored it, wrongly, under UK law, or did something about it. Guidance was introduced, although I agree with the Select Committee that it needs to be firmed up. At the moment, we do not need legislation, but if we do, we will bring it forward.

[Caroline Dinenage (Gosport) (Con)]

What assessment has the Minister made of the economic impact of piracy in the Gulf of Aden?

[Mike Penning]

That is very difficult to do because no British-flagged ship under armed guard has been taken by pirates, who have attempted to do so but have not succeeded. That is an indication of why it was right and proper for us to move forward on this. There has recently been a decline in attacks. That is partly to do with the excellent work that NATO and our European colleagues are doing with the Royal Navy, partly to do with armed guards, and partly to do with best practice; a lot of it is to do with the weather, as well. We keep a very close eye on this, because it has a significant effect on our shipping as well as on the shipping of other European Union member states.

Port of Southampton

Caroline Dinenage Excerpts

Wednesday 18th January 2012 Westminster Hall

[Caroline Dinenage (Gosport) (Con)]

I congratulate the right hon. Member for Southampton, Itchen (Mr Denham) on securing this debate at such a critical juncture. The strong attendance by MPs from across political parties and the south of England is testimony to the urgency with which we must address the future of Southampton port. It is an issue of great consequence, not only to Southampton, but to the economic future of the region and the success of UK plc.

I do not intend to repeat the difficulties that have plagued attempts by the port of Southampton to develop container capacity since 2007—the right hon. Gentleman has already eloquently outlined the tortuous tale of mishaps and deliberate obstructions. I wish only to underline the immense frustration that it has taken more than four years to reach this unsatisfactory juncture. After more than four years of mistakes by the relevant authorities and meddling by a commercial rival, Associated British Ports still does not have permission to develop capacity at the port. It is right to look to the future, but we must be mindful of past delays that must seem utterly baffling to most people. ABP’s commitment to developing the port of Southampton should be a shining example of private investment fuelling economic growth, trade and jobs.

The port of Southampton is one of the region’s economic powerhouses, and as the MP for Gosport, which is just down the road, I know how vital it is for my constituents not only because of the employment that it provides, but because one job at the port generates four or five further jobs. The proposed development of capacity for container ships should by now have cemented the port’s position in European-Asian trade, secured jobs and bolstered the economic might of the UK. It is vital to stress that all those things can be achieved by private investment of well over £100 million, and there is no need for Government support.

If the MMO fails to act decisively, or if commercial rival Hutchison Ports again seeks legal obstructions, there is a real possibility that the international success of Southampton port will be undermined and up to 2,000 jobs put at risk. I have spoken in the Chamber previously about the pockets of deprivation that are found on the south coast, and we cannot afford to put those jobs at risk.

As the hon. Member for Southampton, Test (Dr Whitehead) pointed out, a new generation of container ships is on the horizon. If Southampton is not allowed to act within the coming months, those ships might well pass it by. I therefore wish to reiterate calls for the MMO to act with speed and precision at the end of the consultation and for Minsters to ensure that it has the resources and expertise to do so. The Government are committed to securing growth and jobs through private investment and we must not—I hate to use this pun—miss the boat in Southampton.

--- Later in debate ---

[Dr Thérèse Coffey (Suffolk Coastal) (Con)]

It is a pleasure to serve under your chairmanship, Mr Gray. I intend to refer to many of the comments that have been made about the actions of Hutchison Ports, rather than to proselytise about the benefits of Felixstowe, which are already well known in the House.

Associated British Ports is an investor in the Suffolk ports of Ipswich and Lowestoft, as well as in Southampton. I want to reinforce the point that my hon. Friend the Member for Harwich and North Essex (Mr Jenkin) made about consistency and a level playing field. I commend the right hon. Member for Southampton, Itchen (Mr Denham) on his advocacy of the port of Southampton. As I mentioned in my intervention, companies that we represent are entitled to expect that Government agencies act within the law, and when they do not, it is reasonable to challenge them. The MMO suffers from the sins of its predecessor, but that happens with Governments, agencies and companies, which have to deal with the hand they are given. The MMO fell down initially in accepting the decision and subsequently admitted that it had acted unlawfully, so the order was granted.

The hon. Member for Southampton, Test (Dr Whitehead) pointed out some of the challenges of onshore distribution using the rail and road networks, which have received a lot of investment, as my hon. Friend the Member for Romsey and Southampton North (Caroline Nokes) alluded to. The right hon. Member for Southampton, Itchen was not able to answer for the fact that ABP did not consult organisations such as Network Rail, the Department for Transport rail department or the Highways Agency when considering the land-side environmental impact assessment of its application. I am sympathetic to ABP’s point that it relied on the advice of the Marine and Fisheries Agency at the time, and hindsight is a great teacher. I am surprised that ABP relied on a fisheries agency to provide full planning advice and did not use its own advice to ensure that it had covered every aspect of the planning application, because it is experienced in doing such things.

My hon. Friend the Member for Gosport (Caroline Dinenage) mentioned meddling by a commercial rival. Let me provide a parallel example of what might happen if the law on regulation was not applied consistently. If the Football League brought in transfer conditions that Southampton football club had to apply, but Portsmouth was allowed not to follow the regulations, I can imagine the rows between Southampton and Portsmouth supporters. Members of Parliament would be equally frustrated about the lack of even-handedness. Although I appreciate that the emotions involved in football do not stretch to the technicalities of a planning application, the same issues are involved. Commercially, we want a consistent response from Government agencies.

[Caroline Dinenage]

I am in favour of any positive discrimination that involves Portsmouth football club. We are talking about the economic benefit to the whole of the UK. Leaving aside any commercial rivalries or geographical disputes, we have to look at jobs, economic prosperity and income, which are important for the future of UK plc.

[Dr Coffey]

I understand that perspective entirely, and I will address it briefly.

My hon. Friend the Member for New Forest East (Dr Lewis) has been inconsistent in his argument. He was very generous to Hutchison, especially regarding its advice on Dibden bay, which I remember well because I lived in Hampshire at the time. Again, the argument is about consistency, and ABP and Hutchison are united in saying that nobody objects to Liverpool’s having a cruise terminal, but it should be on equal terms. Both port operators share that position. I do not, therefore, accept that we are talking about different things, although the joy of being a politician is that our greatest competence has to be dealing with paradox.

Coastguard Modernisation

Caroline Dinenage Excerpts

Tuesday 22nd November 2011 Commons Chamber

[Mike Penning]

I fully respect the Chairman of the Select Committee on Transport, whose report helped me to decide how to proceed. The point of keeping one centre in a pair which regularly covers the topography of the other centre’s area is to retain the local knowledge about which so many of those who were consulted expressed concern. I know that there will be disappointment in some parts of the country, but the resilience to which I have referred is more important. We need a 21st-century coastguard.

[Caroline Dinenage (Gosport) (Con)]

My constituents will be very disappointed that the new maritime operations centre will not be based at the Daedalus site. Can the Minister assure us that the hugely experienced coastguards who will lose their jobs at Lee-on-Solent will be helped to find work at the new Fareham site?

[Mike Penning]

I thank my hon. Friend for that important question. When possible we need to retain the experience that we have at the co-ordination centres, particularly the one at the Solent, and we have no intention of making compulsory redundancies there. There will be more job offers at the new MOC, and I hope that as many people as possible transfer to it.