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To ask the Secretary of State for Business and Trade, whether her Department is taking steps to help protect the supply of silicon metal from Brazil to the UK.
To ask the Secretary of State for Business and Trade, whether her Department is taking steps to help protect the supply of silicon metal from Brazil to the UK.
The Government's Critical Minerals Strategy and Critical Minerals Refresh, published in March this year, set out steps to improve the supply chain resilience of critical minerals in the UK. We are collaborating with our international partners to create a resilient and diverse global critical minerals supply chain, including for silicon metal which was one of the cohort of minerals identified by the British Geological Survey last year as having high criticality for the UK.
The UK recognises Brazil as a key player in critical minerals, producing 11% of the world’s silicon metal and 84% of the world’s niobium.
To ask the Secretary of State for Transport pursuant to the oral answer to the hon. Member for Redditch of 12 January 2012, Official Report, column 316, on metal theft, how many incidents there have been of metal theft from railway lines in the Vale of Glamorgan in each of...
To ask the Secretary of State for Transport pursuant to the oral answer to the hon. Member for Redditch of 12 January 2012, Official Report, column 316, on metal theft, how many incidents there have been of metal theft from railway lines in the Vale of Glamorgan in each of...
To ask the Secretary of State for Transport (1) how many incidents there have been of theft of metal from railway lines in (a) England, (b) Wales and (c) Vale of Glamorgan constituency in each of the last three years;
To ask the Secretary of State for Transport (1) how many incidents there have been of theft of metal from railway lines in (a) England, (b) Wales and (c) Vale of Glamorgan constituency in each of the last three years;
| Network Rail cable theft statistics—route and national 2008-09 to date | |||
|---|---|---|---|
| Network Rail breakdown by route 2010-11 | |||
| Route | Number of incidents | Delay minutes¹ | Compensation cost² (£) |
| Anglia | 74 | 21,055 | 1,089,809 |
| CTRL | 1 | 31 | 7,251 |
| East Midlands | 33 | 11,234 | 282, 473 |
| Kent | 17 | 12,681 | 417,950 |
| LNE (London North Eastern) | 526 | 137,801 | 3,531,416 |
| LNW (London North Western) | 196 | 105,842 | 2,795,811 |
| Scotland | 34 | 7,265 | 254, 825 |
| Sussex | 3 | 764 | 30, 081 |
| Wessex | 8 | 3,536 | 140,423 |
| Western | 103 | 65,026 | 3,587, 181 |
| Breakdown by route 2009-10 | |||
| Route | Number of incidents | Delay minutes¹ | Compensation cost² (£) |
| Anglia | 79 | 40,632 | 2,643,979 |
| CTRL | 0 | 0 | 0 |
| East Midlands | 27 | 6,386 | 155,750 |
| Kent | 10 | 3,331 | 82,849 |
| LNE (London North Eastern) | 327 | 102,680 | 2,630,249 |
| LNW (London North Western) | 166 | 125,089 | 3,085,507 |
| Scotland | 2 | 142 | 13,974 |
| Sussex | 1 | 748 | 41,876 |
| Wessex | 3 | 71 | 1,738 |
| Western | 41 | 42, 491 | 2,275,430 |
| Breakdown by route 2008-09 | |||
| Route | Number of incidents | Delay minutes¹ | Compensation cost² (£) |
| Anglia | 26 | 12,253 | 720,251 |
| CTRL | 0 | 0 | 0 |
| East Midlands | 22 | 6,532 | 215,439 |
| Kent | 23 | 5,570 | 148,591 |
| LNE (London North Eastern) | 489 | 167,509 | 4,725,454 |
| LNW (London North Western) | 136 | 71,548 | 1,361,966 |
| Scotland | 10 | 4,396 | 212,450 |
| Sussex | 0 | 0 | 0 |
| Wessex | 1 | 12 | 163 |
| Western | 35 | 15,347 | 474,203 |
| National | ||||
| Financial year | Number of incidents4 | Delay minutes¹ | Compensation cost² (£) | Total cost³ (£) |
| 2011-125 | 464 | 166,353 | 5,877,347 | n/a |
| 2010-11 | 995 | 365,265 | 12,137,220 | 16,510,663 |
| 2009-10 | 656 | 321,570 | 10,931,350 | 13,961,998 |
| 2008-09 | 742 | 283,167 | 7,858,516 | 12,264,682 |
| Total | 2,393 | 970,002 | 30,927,086 | 42,737,343 |
| ¹ Delay minutes provide an indication of the scale of inconvenience experienced by passengers and vary with each incident. If the theft is on a busy mainline then they rack up much more quickly than on quieter suburban lines. ² Compensation costs (known as schedule 8 costs) are paid to train and freight operators for the disruption caused by the delay. This is a substantial part of the cost to the industry of cable theft but does not include the cost of staff time to repair and replace the cable, replacement cable itself and the cost of mitigation measures such as security patrols and investment in new technology. The amount of compensation paid depends on the type of services delayed. ³ Total cost comprises schedule 8 (compensation to train operators), as well as the average cost of replacement cable; average maintenance cost of attending to the fault and average opportunity cost of diverting this labour from elsewhere. This figure is available only as a national figure as it is an estimation based on averages. 4 Number of incidents which caused delay to the operational network. It does not include thefts from depots, engineering sites or redundant cable. | ||||
| 5 Year to date—to end of period 5. |
| Hours delay | |
| 2011-12¹ | 2,772 |
| 2010-11 | 6,088 |
| 2009-10 | 5,360 |
| 2008-09 | 4,719 |
| ¹ Year to date—to end of period 5. |
| Crime area name | Number of crimes (live and redundant cable) | Arrests |
| London North | 321 | 112 |
| London South | 391 | 94 |
| London Underground | 123 | 77 |
| North Eastern | 1,184 | 273 |
| North Western | 273 | 109 |
| Wales and Western | 632 | 218 |
| Scottish | 192 | 31 |
| Total | 3,116 | 914 |
(2) what the value of metal stolen from railway lines was in (a) England, (b) Wales and (c) Vale of Glamorgan constituency in each of the last three years.
(2) what the value of metal stolen from railway lines was in (a) England, (b) Wales and (c) Vale of Glamorgan constituency in each of the last three years.
| Network Rail cable theft statistics—route and national 2008-09 to date | |||
|---|---|---|---|
| Network Rail breakdown by route 2010-11 | |||
| Route | Number of incidents | Delay minutes¹ | Compensation cost² (£) |
| Anglia | 74 | 21,055 | 1,089,809 |
| CTRL | 1 | 31 | 7,251 |
| East Midlands | 33 | 11,234 | 282, 473 |
| Kent | 17 | 12,681 | 417,950 |
| LNE (London North Eastern) | 526 | 137,801 | 3,531,416 |
| LNW (London North Western) | 196 | 105,842 | 2,795,811 |
| Scotland | 34 | 7,265 | 254, 825 |
| Sussex | 3 | 764 | 30, 081 |
| Wessex | 8 | 3,536 | 140,423 |
| Western | 103 | 65,026 | 3,587, 181 |
| Breakdown by route 2009-10 | |||
| Route | Number of incidents | Delay minutes¹ | Compensation cost² (£) |
| Anglia | 79 | 40,632 | 2,643,979 |
| CTRL | 0 | 0 | 0 |
| East Midlands | 27 | 6,386 | 155,750 |
| Kent | 10 | 3,331 | 82,849 |
| LNE (London North Eastern) | 327 | 102,680 | 2,630,249 |
| LNW (London North Western) | 166 | 125,089 | 3,085,507 |
| Scotland | 2 | 142 | 13,974 |
| Sussex | 1 | 748 | 41,876 |
| Wessex | 3 | 71 | 1,738 |
| Western | 41 | 42, 491 | 2,275,430 |
| Breakdown by route 2008-09 | |||
| Route | Number of incidents | Delay minutes¹ | Compensation cost² (£) |
| Anglia | 26 | 12,253 | 720,251 |
| CTRL | 0 | 0 | 0 |
| East Midlands | 22 | 6,532 | 215,439 |
| Kent | 23 | 5,570 | 148,591 |
| LNE (London North Eastern) | 489 | 167,509 | 4,725,454 |
| LNW (London North Western) | 136 | 71,548 | 1,361,966 |
| Scotland | 10 | 4,396 | 212,450 |
| Sussex | 0 | 0 | 0 |
| Wessex | 1 | 12 | 163 |
| Western | 35 | 15,347 | 474,203 |
| National | ||||
| Financial year | Number of incidents4 | Delay minutes¹ | Compensation cost² (£) | Total cost³ (£) |
| 2011-125 | 464 | 166,353 | 5,877,347 | n/a |
| 2010-11 | 995 | 365,265 | 12,137,220 | 16,510,663 |
| 2009-10 | 656 | 321,570 | 10,931,350 | 13,961,998 |
| 2008-09 | 742 | 283,167 | 7,858,516 | 12,264,682 |
| Total | 2,393 | 970,002 | 30,927,086 | 42,737,343 |
| ¹ Delay minutes provide an indication of the scale of inconvenience experienced by passengers and vary with each incident. If the theft is on a busy mainline then they rack up much more quickly than on quieter suburban lines. ² Compensation costs (known as schedule 8 costs) are paid to train and freight operators for the disruption caused by the delay. This is a substantial part of the cost to the industry of cable theft but does not include the cost of staff time to repair and replace the cable, replacement cable itself and the cost of mitigation measures such as security patrols and investment in new technology. The amount of compensation paid depends on the type of services delayed. ³ Total cost comprises schedule 8 (compensation to train operators), as well as the average cost of replacement cable; average maintenance cost of attending to the fault and average opportunity cost of diverting this labour from elsewhere. This figure is available only as a national figure as it is an estimation based on averages. 4 Number of incidents which caused delay to the operational network. It does not include thefts from depots, engineering sites or redundant cable. | ||||
| 5 Year to date—to end of period 5. |
| Hours delay | |
| 2011-12¹ | 2,772 |
| 2010-11 | 6,088 |
| 2009-10 | 5,360 |
| 2008-09 | 4,719 |
| ¹ Year to date—to end of period 5. |
| Crime area name | Number of crimes (live and redundant cable) | Arrests |
| London North | 321 | 112 |
| London South | 391 | 94 |
| London Underground | 123 | 77 |
| North Eastern | 1,184 | 273 |
| North Western | 273 | 109 |
| Wales and Western | 632 | 218 |
| Scottish | 192 | 31 |
| Total | 3,116 | 914 |