Every parliamentary written question tabled by Greg Smith this session, with the full answer and department. See how every department answers, or back to the MP page.
Showing 1–11 of 11 · Department for Energy Security and Net Zero
What plans his Department has to publish a single, authoritative source of guidance on compliance requirements for maritime operators under the UK ETS.
The Government has built a high-quality digital-first system with an online emissions monitoring and reporting platform that has embedded guidance for the whole process. Free voluntary onboarding has been available since November 2025 for at least 96% of ...
What discussions Ministers and officials held with the Northern Ireland Executive and DAERA in the period immediately preceding the Assembly vote on the UK ETS maritime extension.
The ETS Authority, made up of the four governments work together for the implementation and ongoing maintenance of the UK ETS. There is regular dialogue between DESNZ and the Northern Ireland Department of Agriculture, Environment and Rural Affairs (DAERA) on ETS matters, including on maritime. DAERA officials provide advice on ETS matters to the NI Executive and DAERA Ministers.
What information his Department holds on the average industrial electricity price for automotive manufacturers in (a) the UK and (b) international competitors.
The department publishes an annual comparison of the UK’s industrial electricity prices to the IEA and a bi-annual comparison of the UK’s non-domestic electricity prices to the EU.International non-domestic energy prices - GOV.UK These are average prices for industry and the non-domestic sector and do not disaggregate by sector of manufacturing.
Pursuant to the Answer of 3 February 2026 to Question 109392, what engagement his Department undertook with ferry operators and representative bodies serving island and coastal communities in assessing the risk of traffic diversion arising from the expansion of the UK Emissions Trading Scheme to domestic maritime.
The UK ETS Authority consulted extensively with the maritime sector, including ferry operators and island and coastal communities, to ensure all perspectives informed policy development. During the consultation period, the Government provided online engagement sessions with operators and industry, as well as bespoke engagement sessions for island communities.
Pursuant to the Answer of 4 February 2026 to Question 109240, what proportion of the estimated costs of extending the UK Emissions Trading Scheme to domestic maritime are attributable to administrative compliance.
The Impact Assessment estimates £201 million in additional costs over 20 years, with about £179 million, from administrative compliance and around £22 million from emissions reduction investment. Administrative costs are initially higher because around 2,000 maritime operators enter the scheme in 2026 due to the inclusion of emissions at berth. The emissions introduced initially are relatively small, and estimates are conservative given overlap with existing UK and EU MRV requirements. On a per operator basis, the admin burden is low. The planned expansion to international maritime is expected to bring far more emissions into scope without increasing administrative burden.
What assessment she has made of whether the administrative costs of extending the UK Emissions Trading Scheme to domestic maritime represent value for money relative to the expected abatement investment, as set out in the Impact Assessment.
The Government’s Impact Assessment explains that the aggregate administrative cost of extending the United Kingdom Emissions Trading Scheme to domestic maritime appears high because including all at berth emissions brings a large number of operators into scope, including those whose activity is predominantly international. The assessment shows that the administrative cost per operator is modest and reflects the need to onboard all operators in the first phase of maritime inclusion. The Net Present Social Value remains positive, and the policy is assessed as value for money.
What assessment he has made of the level of risk of double charging of emissions at berth under both the UK ETS and EU ETS for vessels calling at UK ports.
From 1 July 2026, the emissions from the maritime sector to which the UK Emissions Trading Scheme will apply are: • emissions from voyages beginning and ending in the UK, and• emissions at berth and from movements within ports in the UK. The EU Emissions Trading System does not apply to these emissions, and so there will be no double charging of emissions under both the UK ETS and the EU ETS.
What steps he is taking to meet the future energy demand placed on the grid by electrifying heavy goods vehicles.
The government is delivering a major expansion of electricity networks to ensure there is sufficient grid capacity to meet future electricity demand, including from the electrification of heavy goods vehicles. We are working with Ofgem and the National Energy System Operator to speed up delivery of new network infrastructure through reforms to planning and regulation, support for communities and strategic network design. We are radically reforming the grid connections process to ensure that both generation and demand can connect in a timely manner.
What assessment he has made of the potential impact of electrifying heavy goods vehicles on future demand on the energy grid.
The zero emission HGV sector is at early stages of deployment, but the demand is expected to grow as more trucks come to market. Government is taking a range of short and long-term actions, including new national and regional strategic planning processes, to ensure electricity infrastructure meets future demand. This includes working with Ofgem and NESO to input into these actions and raise the awareness of future transport requirements, as well as encouraging a direct dialogue with transport stakeholders to provide clarity and evidence on electricity requirements to ensure strategic planning can properly prepare for future demand.
Whether he has had recent discussions with National Grid on the East Claydon substation.
The government recognises the need to upgrade and reinforce the grid at pace to achieve clean power by 2030. Ministers and officials engage regularly with Transmission Owners, including National Grid Electricity Transmission, as part of the normal policymaking process. This includes but is not limited to discussing network infrastructure.
If he will publish all correspondence his Department has had on the Rosefield solar proposal in Buckinghamshire.
The Department does not routinely publish correspondence that it receives and sends as part of the normal course of business.