My written parliamentary questions

johnhemming · Post by **johnhemming** » 19 Oct 2005, 14:59

I have got some formal responses today see
johnhemming.blogspot.com for details.

http://johnhemming.blogspot.com/2005/10 ... er_19.html

http://johnhemming.blogspot.com/2005/10 ... inter.html

johnhemming · Post by **johnhemming** » 29 Oct 2005, 17:14

More responses

http://johnhemming.blogspot.com/2005/10 ... -27th.html

isenhand · Post by **isenhand** » 30 Oct 2005, 13:23

In NHS hospitals, where the supply voltage falls to a value likely to give rise to danger or equipment failure, then automatic systems disconnect the network supply and revert to a stand-by generator supply until the network is restored to a sustained normal value. (Malcolm Wicks, Energy Minister)

How long can they remain on stand by and what powers the generators? What will the additional cost be is such was the occur?

bigjim · Post by **bigjim** » 30 Oct 2005, 21:05

I was told by someone on my radiography course (a former nurse, actually) that if there was a power cut then they'd have petrol generators and in times of sustained power cuts they'd just have to keep on topping up the power generators, possibly with army assistance. No doubt the NHS will be a priority user for fuel but it's still reliant on fossil fuels. Yikes!

revdode · Post by **revdode** » 30 Oct 2005, 21:14

bigjim wrote:I was told by someone on my radiography course (a former nurse, actually) that if there was a power cut then they'd have petrol generators and in times of sustained power cuts they'd just have to keep on topping up the power generators, possibly with army assistance. No doubt the NHS will be a priority user for fuel but it's still reliant on fossil fuels. Yikes!

I'm not sure about the NHS but a lot of backup generators like most rental generators are actually diesel units, quite a few run air cooled. I would think these could be switched over to bio-diesel without much trouble, assuming they can find a source of bio-diesel. Alternatively on simpler units a heater in the integrated tank may be enough to allow these to run directly on plant oil.

RogerCO · Post by **RogerCO** » 31 Oct 2005, 16:44

Diesel generators for sure, fed from a large bulk tank probably capable of running the site (or those sections on protected mains) for a day or more on full load. Emergency planning will have included provision for regular (daily) road tanker deliveries, which for hospitals will be prioritised.

Oh yes, and there will be a big UPS (uninterupible power supply - essentially a lot of lead acid batteries connected to an inverter) which is permanently in circuit and will provide power continutiy for probably up to 10 mins while the gensets fire-up and synchronise.

Most commercial buildings in London have such arrangements - particularly in Docklands where the state of the grid infrastructure is so poor that the next new build/install to make a big demand will be landed with the bill for upgrading the whole infrastructure - Hence EDF's sponsorship of the London Olympic bid, and their delight when it was won as now the govt (or someone - ultimately us) will have to pick up the tab for upgrading the substations around West Ham in order to provide power for the games to the benefit of all the dockland tennants.

Bandidoz · Post by **Bandidoz** » 23 Nov 2005, 01:00

John Hemming, in his blog wrote:Q: To ask the Secretary of State for Transport what estimate he has made of the total quantity of carbon dioxide released by (a) overground and (b) underground trains in (i) 1984, (ii) 1994 and (ii) 2004.(John Hemming)

A: The table provides estimates of all carbon dioxide emissions from the rail sector for 1984, 1994 and 2003. Figures for 2004 are not yet available. It is not possible to disaggregate these data to provide separate estimates of overground and underground train emissions.

The estimates include direct carbon dioxide emissions from diesel trains and indirect emissions from all other sources and operations connected with the rail sector. Indirect emissions include emissions from the production of electricity allocated to the heavy and light rail sectors including London Underground and non-traction use of electricity for rail lighting, signalling, stations and offices.

Total direct and indirect CO 2 emissions from rail activity (million tonnes of CO 2 )
1984 5.2
1994 6.5
2003 5.3

Source:

DEFRA
(Derek Twigg, Parliamentary Under-Secretary of State, Department for Transport)

The answer provides no context whatsoever (although to be fair the question ask for it). How does this measure up against the passenger-miles and freight-tonne-miles of rail, in comparison to road/air and the total UK CO2 emissions?

**EDIT** - just seen this (although it's not a "complete" statistic, and also does not provide passenger-miles)

Q: To ask the Secretary of State for Transport what estimate he has made of the total amount of carbon dioxide released by private motor vehicles in (a) 1984, (b) 1994 and (c) 2004.
(John Hemming)

A: The following table shows carbon dioxide emissions from the private use of household vehicles ONLY: (my emphasis)

Million tonnes of carbon dioxide
1990 58.7
1991 58.3
1992 59.0
1993 59.2
1994 57.9
1995 56.9
1996 60.0
1997 61.0
1998 60.5
1999 62.0
2000 61.3
2001 62.0
2002 64.1
2003 63.4

Source:
Environmental Accounts, Office for National Statistics

Data prior to 1990 are not available on this basis, and 2004 data is not yet available. The figures are on the private use of vehicles and so exclude use of vehicles by businesses.
(Stephen ladyman, Minister of State, Department for Transport)