Reduction in Port Control cover

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WRITTEN QUESTION TO THE PRESIDENT OF THE HARBOURS AND AIRPORT COMMITTEE BY DEPUTY G.C.L. BAUDAINS OF ST. CLEMENT

ANSWER TO BE TABLED ON TUESDAY 9th NOVEMBER 2004

Question

1. Followingtheclosureof the Corbière radio station and proposal to reduce Port Control cover so that between 10 p.m. and 6 a.m. only one operator will be on station, will thePresident inform membershowthese changes meetMCAguidelines,which require a minimumof three personsmanning a coastguard station at all times?
2. Would the President confirm that the sole operator will

( i)  have virtually no visual contact with operations;

( ii ) at times have to handle VHF and telephone calls simultaneously; ( ii i) not be available when getting a snack or going to the toilet; and,

( iv )  be unable to call out the lifeboat in an emergency, but have to telephone the Duty Officer to do so?

3. Howdo the changesequate to the significant increased levels ofsafety' and follow UK guidelines as best practise', as the President recently described inanswers to my previous question?

Answer

1. The closure of Corbière wasin the sense oflocationonly.Theoperationof the station has movedlocation into the MarineRescueSub-Centre(MRSC)atMaritimeHouse.This centre is run undertherequirements of the International Convention on Maritime Search and Rescue 1979, as amended, from which MCA guidelines are based.

 T  he precise objectives of any coastguard or Vessel Traffic Service station flows from the Formal Risk

Assessment that was described in my answer to the recent previous question. The guidelines indicate that such assessment depends on the particular circumstances in the sea area concerned and the volume and character of maritime traffic. They also indicate the need to take into account the capability of expertise and technology available.

U .K. Coastguard guidelines define the minimum staffing level being defined as the level that is capable of

supporting the normal level of incident activity within the margin of safety'. Supporting our analysis that single manning is adequate during night-time hours, the International Maritime Organisation (IMO) Search and Rescue (SAR) Manual states that stations such as Jersey, as a Rescue sub-centre typically have fewer responsibilities and capabilities than their associated Rescue Co-ordination Centres, and that their requirements in personnel, equipment and accommodations are usually smaller;. The local Health and Safety Inspectorate has also assessed our proposals as being satisfactory in regard to these concerns (for shift patterns, lone working etc).

I n fact, there is no change from the single manning that always existed at Corbière. However, in bringing

operators closer to the hub of operations at St. Helier , we have removed some of the risks that had been previously assessed.

2. Between 2200 hrs and 0600 hrs.

( i)  I cannot confirm this since, it is not correct. The view extends at least from Les Minquiers to Noirmont,

with both stations having an adequate view of the harbour and its approaches.

I n a d dition, we  have augmented the ability to monitor operational security and safety visually by

increasing our internal suite of CCTV cameras to a total of 22 around the harbour, offering these operators as detailed a view as required into most areas.

It m  u s t be pointed out, however, that the coastguard function is not required to maintain a visual watch. It

is potentially compromising the safe operation of the radio and other communications systems should a visual watch be required.

( ii ) Yes, and this has always been the situation. However, whilst simultaneous VHF and telephone calls are

possible, they are statistically unlikely in these hours. An upgrade in the communications systems has also been made to ensure that this is as simple as possible, with priority being to calls given as necessary.

( ii i) The kitchen and toilet are now adjacent to the Operations room in the MRSC, a distinct improvement

from the previous arrangement which involved a flight of stairs. Both have been fitted with extension loudspeakers to ensure appropriate availability at all times.

( i v) The MRSC has full control of the RNLI pager system. The Duty Harbour Master is both the RNLI

Deputy Launching Authority and the SAR Mission Co-Ordinator. Under Royal National Lifeboat Institution procedures, the only persons able to launch the Lifeboat are the Lifeboat Operations Manager' or the Deputy Launching Authorities'.

I can confirm therefore that it is essential that the Duty Harbour Master is contacted in order to launch the

Lifeboat. This remains an unchanged procedure.

3. I am pleased to inform the States the following significantimprovements to safety asexamples,which all follow U.K.guidelines.These guidelines are not prescriptive, but rather offer best practice through a risk based approach.

1 .  T he Coastguard Radio Operator and the Duty Harbour Master now work in the same room, enabling

close working during SAR missions and normal harbour operations. This removes the need for telephone communications between Officer and Mission Co-ordinator, and achieves a time saving in the order of 80% on each message. The overall increase in safety, with the team working together cannot be underestimated, with reduced chances of mixed messages, contributory team decision making, common systems and Standard Operating Procedures (SOPs), enhancing the previous arrangements.

2 .  E ach Officer will be trained to International or National levels of competency for these functional areas.

This not only sets a standard of competency for recruitment and meets the U.K. guidelines, but also allows the department and officers to be confident in meeting the standards expected. This is a significant increase in safety from a previously unregulated role.

3 .  I ncreased training and competencies also increases safety awareness in all respects, and the presence of

the Marine Officers in the MRSC contribute to safety in all Port operations, where they were before limited to one area of operation.

4 . L one working issues have been minimised even further through the location of officers in a central

location, with other 24 hour harbour services (e.g. security) being able to monitor the safety of marine officers with significantly greater effect.

5 . W orking arrangements are now meeting local Health and Safety Inspectorate assessed levels, especially

in regard to shift working.

6 . W ith the reduction in demand on the two original services of Jersey Radio and Port Control over the last 5 years, sustained periods of inactivity were being experienced during the night-time hours. Combining

the two functions will allow a greater focus on a combined role within assessed levels of work, increasing safe

operations in all respects.

7 . L ocal shipping and mariners will all be operating within the infrastructure of these increased safety

standards, and professionalism. All vessels, as well as the local community, rely on the service for the coastguard function to enable an appropriate response to maritime incidents and emergencies, and the Vessel Navigational Information Service to ensure that essential information becomes available in time for on-board navigational decision making. This fosters a greater likelihood of preventing incidents and increased levels of professional response to incidents when they do occur.

 T h e services contribute to safety of life at sea, safety and efficiency of navigation and protection of the

marine environment, adjacent shore areas and worksites from possible adverse effects of maritime traffic. This enables us to meet our duty more effectively to ensure the safe and efficient use of the harbour by those who have the right to use its facilities and navigate our waters.  Exercise of this function depends on communication with users and is typically located where port communications from vessels are handled. Thus, the increase in effective communications which we have achieved increases the quality of service offered in all respects.

In summary, I am pleased to offer these significant improvements in safety, which happily contribute towards the States' objectives of increased efficiencies at the same time.