Tag: Lilian Greenwood

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-22.

To ask the Secretary of State for Transport, pursuant to the Answer of 21 October 2015 to Question 12187, which organisations were represented at the High Level Cycling Group’s meeting on 13 July 2015.

Mr Robert Goodwill

Representatives from the following organisations attended the High Level Cycling Group’s meeting on 13 July 2015:

• Association of Train Operating Companies (ATOC)
• Bicycle Association
• British Cycling
• Cyclists Touring Club (CTC)
• Department for Transport
• PTEG (Passenger Transport Executive Group) – Dialled in
• Sustrans
• The AA
• Transport for Greater Manchester (TfGM) – Dialled in
• Transport for London (TfL)

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-16.

To ask the Secretary of State for Transport, pursuant to the Answer of 15 October 2015 to Question 11430, what steps his Department took before 15 September 2015 in relation to bus operators who submitted claims for Bus Service Operators Grant funding to support closed bus services.

Andrew Jones

In considering claims from bus operators for Bus Service Operators Grant (BSOG) for the bus services that they run, my department analyses each claim to ensure that these meet the eligibility criteria for the grant scheme, including those relating to services which serve educational establishments. Where we receive claims that we consider to be ineligible for BSOG – for instance closed services – and where operators are unable to demonstrate that they are eligible, the claims are disallowed. The eligibility criteria for the scheme are printed on the forms which operators must fill in and submit to the department in order to claim the grant.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-27.

To ask the Secretary of State for Transport, pursuant to the Answer of 23 October 2015 to Question 12540, whether the process for Government approval of bus regulation as part of devolution deals referred to in that Answer will require secondary legislation or his formal permission.

Andrew Jones

The Buses Bill will be introduced later in this Parliamentary session, so proposals are still in development. It is therefore too early to confirm the process that may be proposed through the Bill.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-16.

To ask the Secretary of State for Transport, pursuant to the Answer of 15 October 2015 to Question 11431, which key senior stakeholders have been represented at the Bowe Review – Senior Liaison Board on each of the dates referred to in that Answer.

Claire Perry

On 24^th March, 20^th May, 24^th June senior stakeholders from Rail Executive, Department for Transport; the Office of Rail and Road; Network Rail; HM Treasury; Cabinet Office and the Major Projects Authority were represented at the Bowe Review – Senior Liaison Board.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-27.

To ask the Secretary of State for Transport, how many tonnes of steel (a) used and (b) projected to be used in the construction of Crossrail were sourced from (i) UK-based steel manufacturers and (ii) all steel manufacturers; and what the monetary value was of those orders.

Claire Perry

Crossrail Ltd. does not directly procure steel as this is undertaken by their tier 1 contractors and their supply chains. However, Crossrail keeps an oversight of its critical contracts and estimates that 85% of its supply chain providing steel to the project is UK based; this includes the 57km of rails for the central tunnelled section that is being sourced from the UK.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-16.

To ask the Secretary of State for Transport, pursuant to the Answer of 15 October 2015 to Question 11472, what (a) his Department’s expenditure per head and (b) total expenditure from the public purse on cycling in each English region was in each year from 2011-12 to 2014-15; and what expenditure per head on cycling (i) by his Department and (ii) from the public purse is projected to be in each English region in 2015-16.

Mr Robert Goodwill

In the five years 2011/12 to 2015/16, the Department for Transport (DfT) has increased its spend on cycling in England from £1 per head to £3 per head. Local authorities also spend significant amounts on cycling and over the same period, total spend on cycling in England has increased from £2 per head to £6 per head. Spend is over £10 per head in the eight Cycle Ambition Cities and London.

	2011/12	2012/13	2013/14	2014/15	2015/16
DfT spend per head	£1	£2	£2	£2	£3
Total spend per head	£2	£4	£5	£5	£6

The DfT budgets are:

DfT budgets:	2011-12	2012-13	2013-14	2014-15	Projected spend 2015-16
Cycle-Rail		£7.0	£7.5		£14.0
Bikeability	£11.7	£11.7	£11.7	£11.7	£11.7
Junction safety		£30.0	£5.0
Linking Communities	£13.0	£8.0	£7.5
Cycling Ambition – Cities/National Parks			£46.6	£46.6	£15.0
Highways Agency			£4.8		£16.7
LSTF- Cycling	£37.8	£37.8	£37.8	£37.8	£64.5
LGF					£20.2
Total DfT	£62.5	£94.5	£120.9	£96.1	£142.1

In 2014-15, the Department’s dedicated cycling programmes were Bikeability, Cycle Ambition Cities, Cycling in National Parks and the Highways Agency’s cycling programme. The Department also funds cycling programmes through the Local Sustainable Transport Fund, with 28% of the LSTF being spent on cycling. The Department secures a range of match funding contributions from local authorities for these programmes: the LSTF secured 99% match funding.

Lists of projects and locations are available for the following programmes:

Cycle-rail:

https://www.gov.uk/government/publications/cycle-rail-fund-schemes-2015-to-2016

Linking Communities:

https://www.gov.uk/government/publications/linking-places-fund

https://www.gov.uk/government/publications/linking-places-fund-tranche-2

Local Sustainable Transport Fund:

https://www.gov.uk/government/collections/local-sustainable-transport-fund

https://www.gov.uk/government/uploads/system/uploads/attachment_data/file/224172/project-summaries-consolidated.pdf

Cycle Ambition Cities and Cycling in National Parks:

https://www.gov.uk/government/publications/cycle-city-ambition-grants

https://www.gov.uk/government/publications/cycling-in-national-parks-grants

Bikeability:

http://bikeability.org.uk/publications/

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The below Parliamentary question was asked by Lilian Greenwood on 2015-10-27.

To ask the Secretary of State for Transport, what orders were placed by (a) Network Rail and (b) Highways England for (i) steel manufactured by UK-based companies and (ii) all steel in 2014-15; and what tonnage was ordered at what cost in each such order.

Claire Perry

Network Rail advises that for its major use of steel it has a five year framework contract from April 2014 for the supply of new steel rails from Long Steels UK Limited, a wholly-owned subsidiary of Tata Steel. Network Rail is in close contact with Tata Steel to ensure continuity of supply.

Network Rail buys approximately 140,000 tonnes of steel rail per annum from Tata Steel, which equates to around 95% of total aggregated demand for Network Rail. This is supplied directly from Scunthorpe. Smaller contracts are also in place with Arcelor Mittal (Spain) and Voestalpine (Austria). These relate to the manufacture of very special steel products.

These volumes are broken down are as follows. The figures for 2015-16 are provisional:

Year	Tata Supply (Tonnes)	Tata Spend (£)
2011-12	137,762.2408	97,715,813.91
2012-13	142,022.9286	100,210,560.98
2013-14	158,891.8490	107,201,303.99
2014-15	138,387.2325	90,832,520.93
2015-16	138,000	87,713,500.74

Highways England does not procure steel materials directly. Despite the changes in UK steel output over the last five years, Highways England and its predecessor have continued to invest heavily in UK steel. During this period Highways England has used a category management framework as the main method of procuring steel gantries for the Strategic Road Network. To date circa 95% of this steel has been drawn from Tata Steel in the UK, which equates to approximately 11,000 tonnes of steel. The approximate framework spend is £30 million, of which about 35% will be steel procurement i.e. raw materials, and will equate to around £10.5 million.

As rail freight is a wholly commercial business and therefore has to respond to market changes as part of its operational model, the Government does not itself undertake assessments of the impact on rail freight of variations in the flows of specific commodities. Network Rail’s Freight Market Study, published in 2013, assumed a small recovery in the steel market based on information available at that time.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-16.

To ask the Secretary of State for Transport, when the Sheffield to Rotherham tram-train trial will start.

Claire Perry

The current programme shows the start of passenger services between Rotherham Parkgate and Sheffield city centre in early 2017.

The very nature of the trial means that we are pushing on the envelope of known standards and interfaces between heavy and light rail systems and some technological issues have been significant. However, a key objective of the project is to provide a template for future schemes in other cities that will then allow much quicker and cost effective implementation of a system where the lower cost of operating tram trains on heavy rail routes will deliver long term reductions in opex and capex along the lines of Sir Roy McNulty’s findings.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-27.

To ask the Secretary of State for Transport, what assessment he has made of the effect of changes in UK steel output in the last five years on the (a) value of orders placed by Network Rail and Highways England to companies in the UK supply chain and (b) projected number of steel-carrying rail freight movements over the next three years.

Claire Perry

Network Rail advises that for its major use of steel it has a five year framework contract from April 2014 for the supply of new steel rails from Long Steels UK Limited, a wholly-owned subsidiary of Tata Steel. Network Rail is in close contact with Tata Steel to ensure continuity of supply.

Network Rail buys approximately 140,000 tonnes of steel rail per annum from Tata Steel, which equates to around 95% of total aggregated demand for Network Rail. This is supplied directly from Scunthorpe. Smaller contracts are also in place with Arcelor Mittal (Spain) and Voestalpine (Austria). These relate to the manufacture of very special steel products.

These volumes are broken down are as follows. The figures for 2015-16 are provisional:

Year	Tata Supply (Tonnes)	Tata Spend (£)
2011-12	137,762.2408	97,715,813.91
2012-13	142,022.9286	100,210,560.98
2013-14	158,891.8490	107,201,303.99
2014-15	138,387.2325	90,832,520.93
2015-16	138,000	87,713,500.74

Highways England does not procure steel materials directly. Despite the changes in UK steel output over the last five years, Highways England and its predecessor have continued to invest heavily in UK steel. During this period Highways England has used a category management framework as the main method of procuring steel gantries for the Strategic Road Network. To date circa 95% of this steel has been drawn from Tata Steel in the UK, which equates to approximately 11,000 tonnes of steel. The approximate framework spend is £30 million, of which about 35% will be steel procurement i.e. raw materials, and will equate to around £10.5 million.

As rail freight is a wholly commercial business and therefore has to respond to market changes as part of its operational model, the Government does not itself undertake assessments of the impact on rail freight of variations in the flows of specific commodities. Network Rail’s Freight Market Study, published in 2013, assumed a small recovery in the steel market based on information available at that time.

The below Parliamentary question was asked by Lilian Greenwood on 2015-10-16.

To ask the Secretary of State for Transport, what compensation the Government has made available to road and rail freight and passenger operators affected by the ongoing disruption at Calais.

Andrew Jones

We are clear that the disruption caused to passengers and operators by the disruption in Calais is unacceptable.

That is why we are working hard to find a long-term solution to Operation Stack, and closely with the French Government to minimise the causes of disruption.

There are no specific provisions for compensation by Her Majesty’s Government in the circumstances where disruption does occur.