Dr. ThomasTo ask the Secretary of State for Transport what specific arrangements currently exist for128W the recovery of spent nuclear fuel casks and containers from the Channel following an accident and subsequent sinking of a cargo ferry carrying such radioactive assignment to or from United Kingdom ports.
§ Mr. David MitchellThe Department's marine pollution control unit maintains a national contingency plan for combatting pollution or threatened pollution arising from spillages at sea of oil or other hazardous substances following an accident.
In any incident involving nuclear fuel casks and containers it would first be for the owners of the ship to consider commercial salvage of the vessel and its cargo. The marine pollution control unit would be closely involved in the establishment of any such salvage operation and would arrange for the provision of radioactive expertise and the monitoring of any consequential environmental hazards. Within United Kingdom territorial waters, the Secretary of State's statutory powers of intervention would, if necessary, be used to give directions to the owners of the vessel or to the salvors on the action to be taken to prevent pollution. If such directions proved inadequate, those powers could be used to allow direct action to be taken which could extend to taking control of the ship and recovering its cargo.
Dr. ThomasTo ask the Secretary of State for Transport what safety arrangements exist for the extinguishing of fires on cross-Channel cargo ferries by emergency teams under severe storm or hurricane conditions.
§ Mr. David MitchellThere are no special arrangements for use only in storm or hurricane conditions, and fires on cargo ferries would be dealt with in the same way, whatever the weather conditions. In cargo spaces the fixed fire extinguishing systems required by legislation would be used if emergency teams using hand-held equipment thought conditions to be hazardous.
Dr. ThomasTo ask the Secretary of State for Transport if he will make it his policy to arrange a special emergency planning exercise to evaluate the capability of presently positioned safety and fire fighting teams to put out an extreme fire on board a cross-Channel cargo ferry carrying spent nuclear fuel to or from the United Kingdom, before the fire exceeds the fireproof package limits for the spent fuel casks; and if he will further invite his French and Belgian counterparts to co-operate on such an exercise.
§ Mr. David MitchellNo. Adequate and well-rehearsed arrangements already exist to cope with maritime disasters, including fires on ships, and which are exercised on a regular basis. In the case of the Dover strait the contingency plan and exercises involve the appropriate French and Belgian authorities.
Dr. ThomasTo ask the Secretary of State for Transport if he is satisfied with the seaworthiness and security of the SNCF-owned Channel cargo ferries, St. Germain, St. Eloi, Seaway and Seafreight Highway for the transport of spent nuclear fuel to Channel ports in the United Kingdom under international arrangements.
§ Mr. David MitchellThere are no regulations either international or national which require ships carrying spent nuclear fuels to be specially constructed or equipped. 129W Regulations require that the cargo is shipped in containers designed and tested to meet the stringent standards laid down by the International Atomic Energy Agency. These containment standards apply to all modes of transport including rail, road, air and sea. Other regulations specify the number and location of packages containing radioactive material permitted on board ships.
Dr. ThomasTo ask the Secretary of State for Transport if any instances have come to his attention of cross-Channel ferries carrying toxic or radioactive materials to or from the United Kingdom without the appropriate carriage certification.
§ Mr. David MitchellAs far as toxic material is concerned, I know of one consignment in recent months as being incorrectly declared. This matter is being followed up.
With regard to the transport of radioactive material, I am aware of no instances where such shipments have been made without the required certificates of approval.
(i) Landing charges (from 1April 1988) Domestic and international (charge based on aircraft maximum total weight authorised) Glasgow Edinburgh Not exceeding 50 metric tonnes Over 50 metric tonnes £2.73 per metric tonne or part thereof £136.50 plus £5.45 per metric tonne or part thereof in excess of 50 metric tonnes £2.73 per metric tonne or part thereof £136.50 plus £5.45 per metric tonne or part thereof in excess of 50 metric tonnes
Domestic and International Heathrow Gatwick (Charge based on aircraft maximum total weight authorised) 1Peak Off-peak lPeak Shoulder Off-peak £ £ £ £ £ Helicopters 25 25 25 25 25 Fixed wing aircraft not exceeding 16 metric tonnes 290 50 135 60 48 Fixed wing aircraft over 16 metric tonnes but not exceeding 50 metric tonnes 290 100 143 75 50 Aircraft over 50 metric tonnes 290 175 143+1.402 75+1.302 50+0.752 1 Peak period for charge on landing Heathrow: 0700–0959 and 1700–1859 GMT, 1 April to 31 October. Gatwick:0600–1059 and 1700–1859 GMT, 1 April to 31 October. 2 Per metric tonne or part thereof in excess of 50 metric tonnes. ii) Navigation Service Charges (from 1 April 1988) Charges based on maximum total weight authorised
International Domestic First 100 tonnes Additional Tonnes First 100 tonnes Additional Tonnes Heathrow £1–40 £0.60 £1.18 £0.49 Gatwick £1.40 £0.60 £1.18 £0.49 Minimum Charge
£10 per landing on international flights.
£5 per other flights.
Source: Civil Aviation (Navigation Services Charges) (Third Amendment) Regulations 1988 SI 1988 No 388.
These charges are subject to detailed conditions set out in SI 1986/403 as amended by SI 1986/2170, 1987/269 and 1988/388.