The below Parliamentary question was asked by Alison Seabeck on 2014-06-12.
To ask the Secretary of State for Wales, how many parliamentary questions tabled to his Department in the last parliamentary Session did not receive a substantive answer by the time of the 2014 prorogation; and when each such question was first tabled.
Stephen Crabb
None.
The below Parliamentary question was asked by Chi Onwurah on 2014-06-12.
To ask the Secretary of State for Transport, what steps his Department is taking to encourage the availability of passenger information data on board trains.
Stephen Hammond
Since 1998, all new trains have been fitted with audio-visual Passenger Information Systems (PIS). Many older trains have also been retrofitted with this equipment while those that have not do at least have tannoy systems. The law requires all trains to have audio-visual PIS by 2020 and the industry’s ongoing work to meet this has been further facilitated by recent franchise decisions.
The below Parliamentary question was asked by Chuka Umunna on 2014-06-12.
To ask the Secretary of State for Transport, what assessment he has made of the sufficiency of the transport links in the Streatham area; what plans he has to improve transport in that area; what research his Department has done on projects that might improve transport within the Streatham area; and if he will make a statement.
Stephen Hammond
Under devolution, transport in London is the responsibility of the Mayor and Transport for London (TfL).
The Government is providing over £10 billion to TfL during this Parliament, to support a significant enhancement of London’s transport infrastructure.
Network Rail is currently undertaking a Sussex Route study, to develop options for improvements on rail services in the Streatham area. It is due to report its findings next year.
Residents and transport users in Streatham will also benefit from the higher capacity trains that will operate across the Thameslink network. Furthermore, as part of the new franchise, there are proposals to provide two additional trains in the peak.
The below Parliamentary question was asked by Kelvin Hopkins on 2014-06-12.
To ask the Secretary of State for Transport, what recent discussions he has had with train operating companies on changes in staffing for revenue protection functions.
Stephen Hammond
Staffing levels and the roles to which staff are allocated are matters for the train operator, as long as they continue to deliver the services that meet the requirements of the Franchise Agreement.
Train operating companies do sometimes inform us of staff restructuring; for example as was explained in the answer to the hon. member for Coventry South on 17 June 2014 [Official Report, column 530W].
The below Parliamentary question was asked by Kelvin Hopkins on 2014-06-12.
To ask the Secretary of State for Transport, what proposals he has to further devolve responsibility for railways to the Scottish and Welsh governments and the English regions.
Stephen Hammond
The Government confirmed its support for the principle of further decentralisation of rail franchises in its July 2013 response to the Brown Review of rail franchising. Two propositions from English regions are currently being developed (West Midland Rail) or taken forward (with the Rail North consortium). We are examining the scope for further devolution of rail responsibilities in Wales. The Scottish Ministers already have substantial executive devolved powers in relation to the railways in Scotland.
The below Parliamentary question was asked by Gordon Marsden on 2014-06-12.
To ask the Secretary of State for Transport, what discussions he has had with maritime industry stakeholders on the implications of maritime fuel sulphur regulations for freight traffic moving from water freight to road freight.
Stephen Hammond
In October 2012, and again in March 2013, I chaired ‘round table’ meetings of industry stakeholders (from the shipping, ports, exhaust gas cleaning system technology, oil refining and logistics sectors) to consider the best way forward for compliance with the new international and EU sulphur requirements. The potential for reverse modal shift, the maturity and efficacy of scrubber technology and the scope for financial assistance to industry were all key to those discussions. The report commissioned by the UK Chamber of Shipping was produced as a result of those meetings, and officials have taken it into account in producing the Government’s Impact Assessment on the draft UK Regulations to implement the sulphur limits in national law.
The Government went out to an eight-week public consultation on 29 April 2014 on those draft UK Regulations. Meanwhile, Government officials continue to work closely with the industry and to explore the scope for securing EU finance, possibly under the Trans-European Network (commonly known as TEN-T) programme and affordable capital from the European Investment Bank, for shipowners and ports who wish to invest in scrubber technology or in technology associated with the use of an alternative fuel, such as liquefied natural gas, to comply with the new limits.
The UK Regulations will be reviewed in accordance with normal Government practice and consistent with the principles of better regulation.
The below Parliamentary question was asked by Gordon Marsden on 2014-06-12.
To ask the Secretary of State for Transport, if he will review the effect of the maritime fuel sulphur regulations earlier than 2019.
Stephen Hammond
In October 2012, and again in March 2013, I chaired ‘round table’ meetings of industry stakeholders (from the shipping, ports, exhaust gas cleaning system technology, oil refining and logistics sectors) to consider the best way forward for compliance with the new international and EU sulphur requirements. The potential for reverse modal shift, the maturity and efficacy of scrubber technology and the scope for financial assistance to industry were all key to those discussions. The report commissioned by the UK Chamber of Shipping was produced as a result of those meetings, and officials have taken it into account in producing the Government’s Impact Assessment on the draft UK Regulations to implement the sulphur limits in national law.
The Government went out to an eight-week public consultation on 29 April 2014 on those draft UK Regulations. Meanwhile, Government officials continue to work closely with the industry and to explore the scope for securing EU finance, possibly under the Trans-European Network (commonly known as TEN-T) programme and affordable capital from the European Investment Bank, for shipowners and ports who wish to invest in scrubber technology or in technology associated with the use of an alternative fuel, such as liquefied natural gas, to comply with the new limits.
The UK Regulations will be reviewed in accordance with normal Government practice and consistent with the principles of better regulation.
The below Parliamentary question was asked by Gordon Marsden on 2014-06-12.
To ask the Secretary of State for Transport, what consideration he has given to providing mitigation and transition support to maritime businesses during the introduction of maritime fuel sulphur regulations in January 2015.
Stephen Hammond
In October 2012, and again in March 2013, I chaired ‘round table’ meetings of industry stakeholders (from the shipping, ports, exhaust gas cleaning system technology, oil refining and logistics sectors) to consider the best way forward for compliance with the new international and EU sulphur requirements. The potential for reverse modal shift, the maturity and efficacy of scrubber technology and the scope for financial assistance to industry were all key to those discussions. The report commissioned by the UK Chamber of Shipping was produced as a result of those meetings, and officials have taken it into account in producing the Government’s Impact Assessment on the draft UK Regulations to implement the sulphur limits in national law.
The Government went out to an eight-week public consultation on 29 April 2014 on those draft UK Regulations. Meanwhile, Government officials continue to work closely with the industry and to explore the scope for securing EU finance, possibly under the Trans-European Network (commonly known as TEN-T) programme and affordable capital from the European Investment Bank, for shipowners and ports who wish to invest in scrubber technology or in technology associated with the use of an alternative fuel, such as liquefied natural gas, to comply with the new limits.
The UK Regulations will be reviewed in accordance with normal Government practice and consistent with the principles of better regulation.
The below Parliamentary question was asked by Gordon Marsden on 2014-06-12.
To ask the Secretary of State for Transport, if he will make an assessment of the implications for his policy of the report commissioned by the UK Chamber of Shipping on Impact on Jobs and the Economy of Meeting the Requirements of MARPOL annex VI, published in March 2013.
Stephen Hammond
In October 2012, and again in March 2013, I chaired ‘round table’ meetings of industry stakeholders (from the shipping, ports, exhaust gas cleaning system technology, oil refining and logistics sectors) to consider the best way forward for compliance with the new international and EU sulphur requirements. The potential for reverse modal shift, the maturity and efficacy of scrubber technology and the scope for financial assistance to industry were all key to those discussions. The report commissioned by the UK Chamber of Shipping was produced as a result of those meetings, and officials have taken it into account in producing the Government’s Impact Assessment on the draft UK Regulations to implement the sulphur limits in national law.
The Government went out to an eight-week public consultation on 29 April 2014 on those draft UK Regulations. Meanwhile, Government officials continue to work closely with the industry and to explore the scope for securing EU finance, possibly under the Trans-European Network (commonly known as TEN-T) programme and affordable capital from the European Investment Bank, for shipowners and ports who wish to invest in scrubber technology or in technology associated with the use of an alternative fuel, such as liquefied natural gas, to comply with the new limits.
The UK Regulations will be reviewed in accordance with normal Government practice and consistent with the principles of better regulation.
The below Parliamentary question was asked by Gordon Marsden on 2014-06-12.
To ask the Secretary of State for Transport, what assessment he has made of the (a) availability and (b) effectiveness of scrubber technology on maritime vessels.
Stephen Hammond
In October 2012, and again in March 2013, I chaired ‘round table’ meetings of industry stakeholders (from the shipping, ports, exhaust gas cleaning system technology, oil refining and logistics sectors) to consider the best way forward for compliance with the new international and EU sulphur requirements. The potential for reverse modal shift, the maturity and efficacy of scrubber technology and the scope for financial assistance to industry were all key to those discussions. The report commissioned by the UK Chamber of Shipping was produced as a result of those meetings, and officials have taken it into account in producing the Government’s Impact Assessment on the draft UK Regulations to implement the sulphur limits in national law.
The Government went out to an eight-week public consultation on 29 April 2014 on those draft UK Regulations. Meanwhile, Government officials continue to work closely with the industry and to explore the scope for securing EU finance, possibly under the Trans-European Network (commonly known as TEN-T) programme and affordable capital from the European Investment Bank, for shipowners and ports who wish to invest in scrubber technology or in technology associated with the use of an alternative fuel, such as liquefied natural gas, to comply with the new limits.
The UK Regulations will be reviewed in accordance with normal Government practice and consistent with the principles of better regulation.