Became Member: 2nd March 1992
Left House: 26th February 2026 (Retired)
Speeches made during Parliamentary debates are recorded in Hansard. For ease of browsing we have grouped debates into individual, departmental and legislative categories.
These initiatives were driven by Earl Attlee, and are more likely to reflect personal policy preferences.
Earl Attlee has not introduced any legislation before Parliament
Earl Attlee has not co-sponsored any Bills in the current parliamentary sitting
In July 2023 the Restoration and Renewal (R&R) Client Board endorsed the R&R Programme Board’s recommended shortlist of R&R delivery options. This included a “full decant” option where both Houses move out of the Palace at the same time (with the Commons prioritised for earlier return) and an option whereby the House of Commons would maintain a “continued presence” in varying locations in the Palace during the works and the House of Lords would move out of the Palace. The Client Board has also requested that a fallback option of enhanced maintenance and improvement forms part of further detailed design work on these options to inform a decision on the preferred way forward in due course, currently expected in 2025.
The Client Board considered it important that more than one option should be subject to further detailed design work and analysis in order to meet the spirit of the new mandate for R&R agreed by both Houses last year and to reflect that members of both Houses have differing views about how the programme can best be delivered.
The implications in such circumstances are detailed in a written answer on 31 March 1993 by the then Attorney General (Sir Nicholas Lyell), as outlined below.
The fundamental consideration remains that individuals should be able to rely on decisions taken by the prosecuting authorities. The policy of the Director of Public Prosecutions is that a decision to terminate proceedings or not to prosecute should not, in the absence of special circumstances, be altered once it has been communicated to the defendant or prospective defendant unless it was taken and expressed to be taken because the evidence was insufficient. In such a case it would be appropriate to reconsider the decision if further significant evidence were to become available at a later date especially if the alleged offence is a serious one.
Special circumstances which might justify departure from this policy include:
(1) rare cases where reconsiderations of the original decision show that it was not justified and the maintenance of confidence in the criminal justice system requires that a prosecution be brought notwithstanding the earlier decision; and
(2) those cases where termination has been effected specifically with a view to the collection and preparation of the necessary evidence which is thought likely to become available in the fairly near future. In such circumstances the CPS will advise the defendant of the possibility that proceedings will be re-instituted. (Official Report, Col’s 200-201).
Following this written answer and further written ministerial statements, the Crown Prosecution Service has produced guidance for prosecutors to follow concerning the exercise of the CPS discretion to institute, reinstitute or continue proceedings after a suspect has been informed by the police or CPS of a decision not to prosecute. The above mentioned Written Statements are detailed below and are published in the Official Report.
WMS – Crown Prosecutors Code - 22 February 2010. Column WS64, Baroness Scotland of Asthal.
WMS - Reconsidering a Prosecution Decision (CPS Guidance) - 31 October 2012, Col 15WS, Rt. Hon Dominic Grieve
WMS – Victim’s Right to Review - 5 June 2013, Col 99WS, Rt. Hon Dominic Grieve
The average (mean) salary of a minister of the crown in the House of Lords, including unpaid ministers and excluding accommodation and travel allowances, is £41,490.26.
Ministerial salaries are payable under the Ministerial and Other Salaries Act 1975. Details of the salaries and allowances currently paid to Ministers at different ranks can be found at the following link: https://www.gov.uk/government/publications/ministerial-salary-data
There are no current plans to amend the legislation governing ministerial salaries.
Ministerial salaries are constrained by the Ministerial and other Salaries Act which sets cumulative limits on the total number of salaries that can be allocated to ministers.
Under successive governments a small number of ministers across the Commons and the Lords have been unpaid. The distribution of salaries between ministers in the House of Commons and the House of Lords is a matter for the Prime Minister, who is responsible for the overall organisation of the Executive.
The Cabinet Office does not maintain a central database of sections of Acts of Parliament that have not been commenced. Details of all Acts of Parliament that have received Royal Assent, including their commencement status, are publicly available at legislation.gov.uk.
The rights of access under the Freedom of Information Act 2000 ("the Act") apply to information recorded in any form which is held by a public authority. Correspondence such as letters and e-mails falls within the definition of information. Correspondence sent by members of the House of Lords to the Lord Speaker in his capacity as Lord Speaker would be held by the House of Lords for the purposes of the Act.
Requests for information are considered by the House Administration on a case-by-case basis. Whether correspondence will be disclosed in whole, in part or exempted from disclosure under one or more of the exemptions set out in the Act will depend upon the specific circumstances including the subject matter.
Information provided as part of the Developed Vetting (DV) security clearance process is subject to a high degree of data privacy protections. The DV process is structured to facilitate the safeguarding of national security while maintaining tight control and limited distribution of applicants’ personal data. The DV process conforms to the UK’s data protection legislation.
On the basis of this legislation, personal data can be shared with external agencies such as the police only in specific circumstances. These are:
In the event that, for example, the Crown Prosecution Service is pursuing a criminal trial against an individual, one or more of these conditions may be met. In such circumstances judicial authorities will submit a formal application to the data controller for disclosure. Such applications are scrutinised on a case by case basis and strict conditions are placed on the degree to which personal data is shared and with whom.
Commencement orders and regulations are available on the legislation.gov.uk website. The Government does not hold a central record detailing these commencement orders and regulations to enable the information requested to be provided.
A revised set of consultation principles was published in 2016 to give clear guidance to government departments on consultations. These principles are attached to this answer.
These do not provide exact criteria for when consultations should and should not be undertaken, as it is important to consider the specific circumstances for each policy. The Government is committed to engaging with the public and other interested parties through formal and informal consultation, in the most appropriate manner for the policy in question.
Single Departmental Plans set out the priorities to be delivered by each Government department under the Government's programme. These Plans can be found on gov.uk.
National Grid procure the Black Start service from providers that have the capability to start main blocks of generation from an on-site auxiliary generator, without reliance on external site supplies. It is not a requirement for all UK power stations to have this capability.
In the event of a Black Start, the service would require the provider to start up its main generator(s) and deliver power to start up sections of the National Transmission System and distribution network.
The tariffs applied by the EU on goods manufactured by China will vary according to the precise product being imported. The EU’s tariff schedule contains in excess of 9000 separate tariff lines on which separate duties are imposed. The table below shows the average Most Favoured Nation (MFN) tariffs imposed by the EU on imports from China for broad product groups. However, in addition to MFN tariffs, additional tariffs may apply to some specific products if anti-dumping or anti subsidy measures are in place.
Further details on the tariffs which apply to specific products can be found at the gov.uk website https://www.gov.uk/trade-tariff.
Over 200 EU tariffs applied to imports of certain information technology goods and some medical equipment will be eliminated as a result of the successful conclusion in December 2015 of negotiations to expand the Information Technology Agreement.
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The Office of Fair Trading (OFT) carried out a market study in 2001 on consumer IT goods and services, including the printer cartridge market. It noted that consumers may find it difficult to identify which printer manufacturer had the cheapest price overall - this included the upfront price of the printer and the price of cartridges over the life of the machine. The OFT worked with the industry to introduce a labelling scheme which allowed consumers to identify how many pages they could expect to print with a cartridge. This allows consumers to consider both the purchase price and the running costs of the printer.
The Competition and Markets Authority took over the competition functions of the OFT in 2014.
The commemorations for the 400th Mayflower anniversary are being organised by a partnership of organisations called the Mayflower 400, who are ultimately responsible for organising and delivering the commemorations.
UK Government, primarily through the Department for Digital, Culture, Media and Sport (DCMS), has provided some financial support to the Mayflower 400’s programme. This is demonstrated by the £750,000 funding that DCMS has provided through VisitEngland, which will help to ensure a strong legacy for the commemorations. In 2015, DCMS provided £35,000 to invest in the Mayflower museum and in 2019, DCMS awarded £3.5m through the Cultural Development Fund for digital product development.
As the Secretary of State said at the second reading of the Data Protection Bill on the 5th March, The Government is clear that these amendments would undermine high-quality journalism and our free press and risks causing serious damage to local newspapers, who play such a vital role in our democracy.
The Malvern Hills Trust, also known as the Malvern Hills Conservators, is not considered to be a public body.
The UK provided 3% of the United Nations High Commissioner for Refugees (UNHCR) budget in 2013. UNHCR records show that in April 2014 1.5% of UNHCR staff were UK citizens.
The agreed industry scale rate for lorry drivers’ overnight subsistence is not uprated in line with inflation. Normally the relevant industry body, in this case the Road Haulage Association, would approach His Majesty’s Revenue and Customs (HMRC) to discuss changing the industry rate. If individual haulage operators think the industry rate is inadequate, they would need to provide evidence to HMRC that drivers are incurring expenses that exceed the current benchmark rate to have a bespoke rate agreed.
Employers can choose to reimburse drivers for the actual subsistence costs incurred when staying away from home, rather than pay the set benchmark scale rate.
The cost for police to escort abnormal loads to Transpennine Route Upgrade worksites, when required, is included within crane hire companies’ costs to the consortium. The Department does not hold information on the breakdown of crane suppliers’ costs or the number of movements they undertake.
I can confirm that the TransPennine Route Upgrade programme is wholly funded by central government.
The agreed industry scale rate for lorry drivers’ overnight subsistence allowance is currently £34.90, or 75% of this figure (£26.20) where the driver uses a sleeper cab. These are the maximum amounts that can be paid free of Income Tax and National Insurance Contributions under the agreed industry scale rate.
There is no commitment to uplifting agreed industry scale rates in line with inflation. In order to seek an increase in the rate, haulage operators would need to provide evidence to His Majesty’s Revenue and Customs (HMRC) that drivers are incurring expenses that exceed the current benchmark rate.
Alternatively, employers can reimburse drivers for their actual travel costs incurred when staying away from home rather than pay the set benchmark scale rate.
The Department for Transport does not hold information on the number of vehicles that are operated by West Yorkshire Police.
The vehicles funded by the West Alliance as part of the Transpennine Route Upgrade Programme are Volvo XC90s. The vehicles have standard police livery, and in addition of ‘Abnormal Load Escort’ on the rear side windows. The vehicles are only used for abnormal load escorts and not general roads policing duties. Transfer of funds took place on 26 March 2025 and 20 June 2025, amounting to £175,000.
The vehicles funded by the West Alliance as part of the Transpennine Route Upgrade Programme are Volvo XC90s. The vehicles have standard police livery, and in addition of ‘Abnormal Load Escort’ on the rear side windows. The vehicles are only used for abnormal load escorts and not general roads policing duties. Transfer of funds took place on 26 March 2025 and 20 June 2025, amounting to £175,000.
The consortium appointed by Network Rail to deliver infrastructure works to the west of Leeds as part of the Transpennine Route Upgrade programme, has transferred funds to West Yorkshire Police, for the provision of vehicles to help maintain the delivery schedule of abnormal loads to programme work sites.
The consortium appointed by Network Rail to deliver infrastructure works to the west of Leeds as part of the Transpennine Route Upgrade programme, has transferred funds to West Yorkshire Police, for the provision of vehicles to help maintain the delivery schedule of abnormal loads to programme work sites.
For the years that information is available, the figures are:
2022 – 71,849
2023 – 115,931
2024 – 156,591
2025 to end October – 149,619
Yes. In addition to the above referenced Special Order P35/2024, a second application was also cleared on 29th January 2024 for tram movements between the same two sites, with a Special Order number of P37/2024.
The actual movement notification for the tram movements was submitted under ‘STGO AIL Cat 3’ on ref: RFS/3062 on the 25th January 2024.
The trams were moving under Special Order permit (certificate) number P37/2024 signed on the 29th January 2024 cleared for in Special Order application ref: RFS/2988.
The notification was sent at 25/01/2024 at 18:10.
The start date of the notification was 02 February 2024 at 0000. The end date of the notification was 01 March 2024 at 2359.
I can confirm that no special exemptions have been issued for the Baker Viaduct Project under section 44 of the Road Traffic Act 1988.
Mobile cranes mounted on an HGV chassis are not exempt from the requirements contained in the Goods Vehicles (Licensing of Operators) Act 1995. However, cranes which are specially built, or adapted for some lifting operations are exempt from operator licensing, and other regulations, covering Construction and Use, Authorised Weight, and Goods Vehicle Type Approval Regulations. These specially built vehicles are instead authorised to be used on the public highway by Road Vehicles (Authorisation of Special Types) (General) Order 2003 (STGO). The rationale for the difference is that these vehicles are typically used for the purposes of construction and demolition and are normally only used on the public highway on a limited basis to move between sites.
The Department for Transport has previously considered bringing mobile cranes which are not based on an HGV chassis into the scope of operator licensing, most recently when undertaking a review of plating and testing requirements of heavy vehicles which are exempt from roadworthiness testing. At that time, it was not deemed proportionate to include them in the scope of operator licensing. This position is kept under review.
The Strategic Rail Authority (SRA) did not integrate track and train, nor was it intended to.
Great British Railways will integrate track and train at a route and operating company level, thus reducing costs, increasing revenue and improving performance, thus serving passengers, freight and the taxpayer.
I can confirm that the Department for Transport has received a copy of the noble Lord’s report. In common with other road traffic laws, policing of abnormal loads is an operational matter for the police. Any complaints about West Midlands Police’s handling of abnormal loads movements should be taken up with the Chief Constable.
National Highways did issue a special order for the movement of ten trams from Dudley to Wednesbury.
Whilst the Department cannot respond on behalf of the other relevant authorities, the haulier did give five clear working days’ notice to National Highways for the movement on 15th February.
As at 20 July 2024, the number of driving licence holders with (1) Category C and (2) Category C+E driving entitlement is shown below:
The number of these drivers who hold a valid Driver Certificate of Professional Competence is shown below:
National Highways, who manage motorways and major A roads in England, issued 23 hauliers with a Special-Order permit for vehicles with a width exceeding 6.1m. Data for roads managed by Local Authorities is not held by the Department for Transport.
National Highways, who manage motorways and major A roads in England, between April 2023 and March 2024 issued 20 hauliers with a Special-Order permit for vehicles with a S.O. weight exceeding 150,000kgs. Data for roads managed by local authorities is not held by the Department for Transport.
National Highways, who manage motorways and major A roads in England, between April 2023 and March 2024 issued 86 hauliers with a VR1 permit (widths exceeding 5.0m and up to and including 6.1m). Data for roads managed by local authorities is not held by the Department for Transport.
The Driver and Vehicle Standards Agency has not issued guidance about using ordinary carpet tiles to increase friction on a vehicle or trailer deck.
The Driver and Vehicle Standards Agency has issued comprehensive guidance about ways to carry and secure loads safely on heavy goods vehicles. The guidance is available on GOV.UK under the headings ‘Securing loads on heavy goods vehicles and goods vehicles – how to carry different types of load in HGVs and goods vehicles’ and ‘Securing loads on HGVs and goods vehicle – ways to secure a load in an HGV or goods vehicle’. This includes how and where to load and secure a steel structure on a goods vehicle.
Section 41 of the Road Traffic Act 1988 (RTA), as amended, allows the Secretary of State to make regulations generally as to the use of motor vehicles and trailers on roads, their construction and equipment and the conditions under which they may be so used.
Section 41(2)(b) permits the regulations to make provisions concerning the particulars to be marked on motor vehicles and trailers by means of the fixing of plates or otherwise and the circumstances in which they are to be marked.
Existing requirements for the size tolerance for signage under the Road Vehicles (Authorisation of Special Types) (General) Order 2003 is considered appropriate for standard manufacturing techniques and adequate to facilitate good visibility for road safety and enforcement purposes, although these are kept under constant review.
In common with other road traffic laws, enforcement of these requirements is an operational matter for the police.
Section 41 of the Road Traffic Act 1988 (RTA), as amended, allows the Secretary of State to make regulations generally as to the use of motor vehicles and trailers on roads, their construction and equipment and the conditions under which they may be so used.
Section 41(2)(b) permits the regulations to make provisions concerning the particulars to be marked on motor vehicles and trailers by means of the fixing of plates or otherwise and the circumstances in which they are to be marked.
Existing requirements for the size tolerance for signage under the Road Vehicles (Authorisation of Special Types) (General) Order 2003 is considered appropriate for standard manufacturing techniques and adequate to facilitate good visibility for road safety and enforcement purposes, although these are kept under constant review.
In common with other road traffic laws, enforcement of these requirements is an operational matter for the police.
The requirement under s. 143 of the Road Traffic Act 1988, to have in force a policy of insurance in respect of third-party liabilities, applies to the use of a motor vehicle on a road or public place. There have been no recent changes to legislation to bring airfields within the scope of public place within the meaning of the Road Traffic Act 1988.
There are currently no plans to reintroduce the second fast service between Portsmouth Harbour and London Waterloo as current demand does not warrant a return of that service. The Department and South West Railway (SWR) will continue to monitor capacity and demand levels on this line and across the network.
Not running the second fast service between Portsmouth Harbour and Waterloo would be saving an estimated £3.6 million per annum. The Department and South West Railway (SWR) will continue to monitor capacity and demand levels on that line and across the network.