Tag: Gordon Marsden

The below Parliamentary question was asked by Gordon Marsden on 2014-06-05.

To ask the Secretary of State for Culture, Media and Sport, what assessment he has made of the potential effect of the Government’s proposed Deregulation Bill on tourism employment in England.

Mr Edward Vaizey

At present, local authorities set term and holiday dates for about 30% of secondary schools and 70% of primary schools (around half of all registered pupils). The Deregulation Bill gives more schools the flexibility to make changes should they wish to, although the experience of the academies programme and voluntary aided (church) schools, suggests that only a small percentage of schools are likely to vary their term dates.

The Department for Education has produced an assessment of the impact of the changes. Whilst there will be greater flexibility, we expect that sensible conversations between the local authority and schools on coordination will take place. Variations to term dates could also help businesses and employers, for example, in areas of high-seasonal employment where employees may welcome the chance to holiday outside of peak tourist periods. For example, Bishop Bronescombe School in St Austell has a two-week half term in May/June to accommodate parents’ seasonal employment patterns.

A separate assessment of the specific impact on tourism related jobs in seaside towns or seaside economies has not been carried out.

The below Parliamentary question was asked by Gordon Marsden on 2014-06-05.

To ask the Secretary of State for Culture, Media and Sport, what assessment his Department has made of the economic effects of deregulating school holidays on (a) tourism-related jobs in seaside and coastal areas and (b) seaside economies in general.

Mr Edward Vaizey

At present, local authorities set term and holiday dates for about 30% of secondary schools and 70% of primary schools (around half of all registered pupils). The Deregulation Bill gives more schools the flexibility to make changes should they wish to, although the experience of the academies programme and voluntary aided (church) schools, suggests that only a small percentage of schools are likely to vary their term dates.

The Department for Education has produced an assessment of the impact of the changes. Whilst there will be greater flexibility, we expect that sensible conversations between the local authority and schools on coordination will take place. Variations to term dates could also help businesses and employers, for example, in areas of high-seasonal employment where employees may welcome the chance to holiday outside of peak tourist periods. For example, Bishop Bronescombe School in St Austell has a two-week half term in May/June to accommodate parents’ seasonal employment patterns.

A separate assessment of the specific impact on tourism related jobs in seaside towns or seaside economies has not been carried out.

The below Parliamentary question was asked by Gordon Marsden on 2014-06-05.

To ask the Secretary of State for Culture, Media and Sport, what discussions his Ministers or officials in his Department have had with colleagues in the Department for Education on the effect of deregulating school holidays on the tourism industry.

Mr Edward Vaizey

DCMS officials meet with their Department for Education counterparts regularly and discuss a range of issues.

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.

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 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 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 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.