Tag: Lord Hunt of Chesterton

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2015-12-07.

To ask Her Majesty’s Government how they plan to ensure that UK scientific institutions have the funds to collaborate with those in Arctic countries to monitor and predict the melting of permafrost and the release of methane; and what practical steps are being considered to minimise the environmental impact of the melting of permafrost and the release of methane in the Arctic.

Baroness Neville-Rolfe

The UK is funding and participating in a number of projects that will improve our knowledge of the Arctic, for example the current NERC Arctic Research Programme, the European JPI (Joint Programming Initiative) Climate collaboration between 16 European countries to coordinate jointly their climate research, and NERC’s Discovery Science grant programme. The UK also continues to invest in infrastructure to support polar science such as the new £200m polar research vessel.

The best practical way to limit the melting of permafrost and the subsequent release of methane is to keep the rise in global temperatures as low as possible. At the recent United Nations conference on climate change in Paris, the world took an important step forward with an unprecedented number of countries agreeing to a deal to limit global temperature rises.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-05-23.

To ask Her Majesty’s Government when the Met Office will cease to provide forecasts for the BBC; what assessment they have made of the impact of that change on the provision of the shipping forecast in particular; and what discussion they have had with the BBC about ensuring that future providers have detailed knowledge of the UK.

Baroness Neville-Rolfe

Details of the contract between the Met Office and BBC are a matter for the BBC.

The Met Office and BBC are in discussion over the future use of Met Office public weather service data and National Severe Weather Warnings during periods of significant weather.

The Shipping Forecast is paid for and provided by the Maritime and Coastguard Agency (MCA). The MCA have responsibility for providing maritime weather products (including a Shipping Forecast), ensuring that the contracted supplier meets the necessary required standards. The current supplier contracted by the MCA is the Met Office. Their current contract runs for a minimum of 3 years, until 2018, with the possibility of a further 2 years. The MCA are in the process of finalising a written agreement with the BBC that will ensure the maritime forecasts that they broadcast will be the ones supplied by the MCA.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2015-12-07.

To ask Her Majesty’s Government, further to the debate on the North Sea on 30 November (HL Deb, cols 1002–1024), whether they will provide definitions of the different types of Marine Protected Areas (MPA) in the UK’s coastal waters, the locations of those MPAs, of each type; and where new MPAs are to be introduced, to which type those belong.

Lord Gardiner of Kimble

The Marine Protected Area (MPA) network is made up of different types of designations, made under national law, EU directives and international agreements. As designation of MPAs is a devolved matter, Defra is responsible for designations in Secretary of State waters only, which are, English inshore and offshore waters, Northern Irish offshore waters, and Welsh Offshore waters, with responsibility for conservation in the latter proposed to be devolved to the Welsh Government in the Wales Bill. In these waters, the MPA network is made up the following types of sites.

• Marine Conservation Zones (MCZs), which are designated under the Marine and Coastal Access Act 2009. They protect marine habitats and species that are either typical of the life in our seas, or are rare or vulnerable.
• Two types of MPA can be designated under European legislation: Special Areas of Conservation (SACs), which protect habitats listed in Annex I and species listed in Annex II of the Habitats directive (92/43/EEC); and Special Protection Areas (SPAs), which protect birds listed in Annex I of the Wild Birds directive (2009/147/EC) and migratory species.
• Sites of Special Scientific Interest (SSSI), which are designated under the Wildlife and Countryside Act 1981. These sites can be designated for either biological or geological interest.
• Ramsar sites, which are wetlands of international importance, designated under the Ramsar Convention. This includes marine areas with a water depth at low tide of less than six metres. Ramsar sites are generally also underpinned by designation as SSSIs.

Together, these sites contribute to the Blue Belt, a network of sites around the coasts of the UK, which forms our contribution to an ecologically coherent network of MPAs in the North East Atlantic.

We have already made good progress in designating a network of sites in the Blue Belt. Over 16% of UK waters and almost a quarter of English inshore waters are now within MPAs.

Based on current evidence the SAC network contribution for habitats can be considered complete. UK governments are considering advice on SACs for harbour porpoise, although no decision with regard to consultation has yet been taken.

Defra and the devolved administrations in the UK plan to complete the identification of SPAs for birds in the UK marine area during 2016.

Defra is seeking to fill the remaining gaps in the Blue Belt through two more tranches of MCZs. Details of this will be announced shortly. A map showing the existing network of MPAs in the waters for which the Secretary of State is responsible is attached.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-05-23.

To ask Her Majesty’s Government what action they are taking to ensure that Uber drivers in London and other cities hold genuine driving licences and valid insurance; what penalties are applied by the police and others to Uber drivers who fail to meet those requirements; and what measures are being taken to ensure that owners of Uber vehicles pay the same level of taxes as owners of black cabs and minicabs.

Lord Ahmad of Wimbledon

The licensing of private hire vehicles, operators and drivers is the responsibility of local licensing authorities, including Transport for London. The Department for Transport issues Best Practice Guidance to assist with this but it remains a licensing authority’s responsibility to enforce its licensing conditions. Driving without a valid driving licence or valid insurance are both offences, for which penalties, including fines and points on a licence, are ultimately a matter for the courts. Uber drivers have the same tax liability as any other self-employed person.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2015-12-08.

To ask Her Majesty’s Government whether they will consider distributing hand-held devices to households in flood-prone areas to allow them to transmit information, and to receive real-time news, about local water levels.

Lord Gardiner of Kimble

There are currently no plans to consider such devices. However, we do already urge households to take care and be prepared by checking their flood risk, signing up to free flood warnings and keeping an eye on the latest flood updates, which are available on the Environment Agency website and Twitter. These are readily accessible from personal mobile phones with internet access. People can also call our 24-hour Floodline for updates.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-05-23.

To ask Her Majesty’s Government what action they are taking (1) to reduce air pollution from shipping in and around UK ports, and the use of local electrical power by ships moored in those ports, and (2) to promote the use of clean fuel by ships as they approach UK ports, as is the practice in other countries including the US and China

Lord Ahmad of Wimbledon

Through the National Policy Statement for Ports, the Government has encouraged ports and shipping companies to examine the opportunities available for shore-side electricity connection, particularly in areas identified as having poor air quality.

The Government has implemented the international requirements which control emissions from ships. These require that ships in an emission control area (the North Sea, including the Channel) must either use fuel with a sulphur content which does not exceed 0.1% or use an equally effective alternative compliance method.

Moreover, ships that are berthed for at least two hours are not allowed to use fuel with a sulphur content which exceeds 0.1%.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-02-11.

To ask Her Majesty’s Government what assessment they have made of whether their policy for reducing carbon emissions in the UK over the next five years is consistent with their policy for reducing the average concentration of air pollution, and whether they will publish data relevant to that assessment.

Lord Bourne of Aberystwyth

Improving the quality of our air and reducing carbon emissions are important priorities for Her Majesty’s Government. Later this year we will be publishing detailed plans on how we will deliver against Carbon Budgets, including information about how these measures can also support air quality objectives. Further information on the synergies across these policy objectives was outlined in DEFRA’s air quality plan, Improving Air Quality in the UK – tackling nitrogen dioxide in our towns and cities, December 2015.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-10-10.

To ask Her Majesty’s Government what plans they have for local authorities to introduce and extend congestion charging for the purposes of traffic management and reduction of air pollution.

Lord Ahmad of Wimbledon

Local authorities already have powers to introduce road user charging schemes under the Transport Act 2000, and in general it is for them to determine whether or not they use these powers.

The national air quality plan for nitrogen dioxide, published in December last year, set out a range of measures that we are implementing to improve air quality. The plan combines targeted local and national measures, forming part of a wider approach that exploits new and clean technologies, such as electric and ultra-low emission vehicles. As part of the national plan we are requiring five cities (Birmingham, Derby, Leeds, Nottingham and Southampton) to implement Clean Air Zones. Other local authorities can introduce Clean Air Zones should they wish to do so using their powers under the Transport Act 2000.

We will consult on a framework for Clean Air Zones later this year which will set out the important principles that need to be consistent from city to city. Setting out the principles in this way will support both those authorities required by Government to implement a Clean Air Zone and those who, after analysing their own situation, consider a Clean Air Zone to be an appropriate measure to bring in.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-02-23.

To ask Her Majesty’s Government whether they will use their membership of UN agencies to establish relevant targets for reducing carbon emissions in (1) civil aviation, (2) shipping, and (3) agriculture and forestry, by 2020 as agreed at the Paris Climate Conference in 2015.

Lord Bourne of Aberystwyth

This Government is committed to tackling emissions from international aviation, international shipping and agriculture and forestry.

As inherently transnational in nature, international aviation and maritime emissions are regulated by the International Civil Aviation Organization (ICAO) and the International Maritime Organization (IMO) and are outside of the United Nations Framework Convention on Climate Change (UNFCCC) Paris Agreement. The UK is working through the ICAO and IMO to develop mechanisms which deliver emissions reductions, in line with the long term goal agreed in Paris of keeping average global temperature rise well below 2 degrees. In 2016, the ICAO is set to agree a global market based measure, to offset emissions post-2020. The UK government is engaged in this process.

The Government is also committed to tackling emissions from deforestation and forest degradation, and supporting the enhancement of forest carbon stocks (REDD+). The UK played a key role in the 2014 New York Declaration on Forests, which set ambitious targets for halving (by 2020) and halting (by 2030) the loss of natural forests and eliminating deforestation from the production of key agricultural commodities by 2020. The new UN Sustainable Development Goals, agreed in September 2015, also include targets to halt deforestation, sustainably manage and restore natural forests, and substantially increase afforestation and reforestation globally by 2020. At COP21 the UK endorsed a Leaders’ Statement on Forests which recognised the importance of these goals, as well as the progress on REDD+ under the UNFCCC.

The below Parliamentary question was asked by Lord Hunt of Chesterton on 2016-10-10.

To ask Her Majesty’s Government what measures they will take to ensure that electric cars emit a warning noise so that those cars are audible.

Lord Ahmad of Wimbledon

EU Regulations require vehicle manufacturers to fit artificial sound generators on new types of electric and hybrid electric vehicles from 2019. The requirements for these sound generators will be based on an existing UN-ECE regulation. By 2021 all new electric and hybrid electric vehicles on sale will require sound generators. Vehicle manufacturers may optionally choose to fit sound generators before the 2019 date.