Earl Attlee Portrait

Earl Attlee

Conservative - Excepted Hereditary

Became Member: 2nd March 1992


1 APPG membership (as of 24 Jan 2024)
War Heritage
Services Committee
1st Sep 2016 - 27th Apr 2017
Administration and Works Committee (Lords)
8th Jun 2015 - 31st Aug 2016
Lord in Waiting (HM Household) (Whip)
11th May 2010 - 8th Apr 2014
Lords Spokesperson (Department for Transport)
13th Oct 2010 - 7th Oct 2013
Partnerships (Prosecution) (Scotland) Bill Special Public Bill Committee
22nd Jan 2013 - 13th Feb 2013
Statutory Instruments (Joint Committee)
15th Jan 2007 - 30th Oct 2007


Division Voting information

During the current Parliament, Earl Attlee has voted in 281 divisions, and 3 times against the majority of their Party.

9 Nov 2020 - United Kingdom Internal Market Bill - View Vote Context
Earl Attlee voted No - against a party majority and in line with the House
One of 44 Conservative No votes vs 147 Conservative Aye votes
Tally: Ayes - 165 Noes - 433
9 Nov 2020 - United Kingdom Internal Market Bill - View Vote Context
Earl Attlee voted No - against a party majority and in line with the House
One of 38 Conservative No votes vs 134 Conservative Aye votes
Tally: Ayes - 148 Noes - 407
8 Dec 2021 - Police, Crime, Sentencing and Courts Bill - View Vote Context
Earl Attlee voted No - against a party majority and against the House
One of 9 Conservative No votes vs 128 Conservative Aye votes
Tally: Ayes - 211 Noes - 82
View All Earl Attlee Division Votes

Debates during the 2019 Parliament

Speeches made during Parliamentary debates are recorded in Hansard. For ease of browsing we have grouped debates into individual, departmental and legislative categories.

Sparring Partners
Baroness Goldie (Conservative)
(14 debate interactions)
Baroness Penn (Conservative)
Minister on Leave (Parliamentary Under Secretary of State)
(11 debate interactions)
View All Sparring Partners
Department Debates
Ministry of Justice
(59 debate contributions)
Home Office
(30 debate contributions)
HM Treasury
(17 debate contributions)
Ministry of Defence
(17 debate contributions)
View All Department Debates
View all Earl Attlee's debates

Lords initiatives

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


Latest 50 Written Questions

(View all written questions)
Written Questions can be tabled by MPs and Lords to request specific information information on the work, policy and activities of a Government Department
1 Other Department Questions
21st Nov 2023
To ask the Senior Deputy Speaker, following the professional and technical advice received by both Houses that a partial decant is both more risky and expensive than a full decant, why a partial decant is still being considered as an option for Restoration and Renewal of the Palace of Westminster.

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.

19th Dec 2023
To ask His Majesty's Government, further to the Written Answer by Baroness Neville-Rolfe on 19 December 2023 (HL856), what is the average annual salary of a minister of the crown in the House of Lords, including unpaid ministers and excluding accommodation and travel allowances.

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

Baroness Neville-Rolfe
Minister of State (Cabinet Office)
5th Dec 2023
To ask His Majesty's Government what plans they have to amend the Ministerial and Other Salaries Order 2008 to ensure that holding ministerial office in the House of Lords is not predicated on access to a private income in order to maintain a standard of living commensurate with those roles and responsibilities.

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.

Baroness Neville-Rolfe
Minister of State (Cabinet Office)
28th Nov 2023
To ask His Majesty's Government which sections of which Acts of Parliament that have received Royal Assent since May 2010 have not been commenced by Ministers.

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.

Baroness Neville-Rolfe
Minister of State (Cabinet Office)
16th Jul 2020
To ask the Senior Deputy Speaker whether (1) letters, and (2) e-mails, from members of the House of Lords to the Lord Speaker, in his capacity as Lord Speaker, can be released as result of a request made under the Freedom of Information Act 2000; and if so, what steps are being taken to ensure that the Lord Speaker is able to be informed confidentially of the views of members of the House while the restrictions are in place to address the COVID-19 pandemic.

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.

12th Mar 2024
To ask His Majesty's Government what guidance the Driving and Vehicle Standards Agency has issued as to whether it is necessary to load a steel structure on a goods vehicle trailer against the headboard or a false headboard, or whether it is sufficient to secure the load so that it cannot possibly move forwards or be a danger to other road users.

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.

Lord Davies of Gower
Parliamentary Under-Secretary (Department for Transport)
12th Mar 2024
To ask His Majesty's Government what guidance the Driving and Vehicle Standards Agency has issued on using ordinary carpet tiles to increase friction between a load and a goods vehicle trailer deck.

The Driver and Vehicle Standards Agency has not issued guidance about using ordinary carpet tiles to increase friction on a vehicle or trailer deck.

Lord Davies of Gower
Parliamentary Under-Secretary (Department for Transport)
7th Mar 2024
To ask His Majesty's Government what their policy is on enforcing the size requirements for signage in paragraph 15 of Schedule 1 to the Road Vehicles (Authorisation of Special Types) (General) Order 2003; and, in particular, under what circumstances a vehicle would be stopped from being used on roads under this provision.

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.

Lord Davies of Gower
Parliamentary Under-Secretary (Department for Transport)
7th Mar 2024
To ask His Majesty's Government what consideration they have given to increasing the size tolerance for signage in paragraph 15 of Schedule 1 to the Road Vehicles (Authorisation of Special Types) (General) Order 2003 in the interests of simplifying transportation for industry.

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.

Lord Davies of Gower
Parliamentary Under-Secretary (Department for Transport)
11th Jan 2024
To ask His Majesty's Government whether there have been any recent changes to legislation that mean airfields are considered as public places for the purposes of the insurance requirements within the Road Traffic Act 1988.

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.

Lord Davies of Gower
Parliamentary Under-Secretary (Department for Transport)
7th Apr 2022
To ask Her Majesty's Government how much taxpayer funding is being saved per month by having only one fast train per hour on the Waterloo to Portsmouth Harbour line rather than the two that were provided prior to the COVID-19 pandemic.

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.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
9th Feb 2022
To ask Her Majesty's Government what discussions they have had with the holders of the South Western Railway franchise regarding the operation of the London to Portsmouth line; and when they expect that timetable to return to pre-pandemic regularity.

South Western Railway will introduce a new timetable from Monday 21st February, which will reinstate services to pre-Omicron levels including the London to Portsmouth line. This follows reducing numbers of Omicron-related staff shortages and growing numbers of passengers returning to the railway.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
8th Feb 2022
To ask Her Majesty's Government what (1) regulations, (2) protocols, or (3) engineering standards, require all the batteries of (a) an electric, or (b) a hybrid, vehicle in the UK to be automatically electrically isolated in the event of a collision; and if no such measures exist, what assessment they have made of whether they should be introduced.

The UK is actively involved in the development of international regulations for road vehicle approval at the United Nations Economic Commission for Europe. These regulations take into account novel risks and potential safety concerns associated with hybrid and electric vehicles. The crashworthiness regulations have been amended to require hybrid and electric vehicles to have either an automatic disconnect for the high voltage system or for the electrical system integrity to be maintained after the vehicle undergoes regulated crash testing. A specific regulation dealing with electrical safety of vehicles has been updated to include provisions for the mechanical and electrical testing of the battery, its fire resistance and electrical insulation.

The regulations do not require a means to confirm the isolation of the batteries following a serious collision because it is considered appropriate for those attending the scene to confirm by independent means that the vehicle does not present a hazard or risk. In support of this approach, the Department has developed a guidance document for operators involved in the recovery of hybrid and electric vehicles which will shortly be made available on GOV.UK. Alongside this work, the Department is an active member of Euro NCAP, which has introduced a mobile phone application that provides vehicle specific information for recovery professionals and emergency services to identify the location of key components of the high voltage system.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
8th Feb 2022
To ask Her Majesty's Government what assessment they have made of whether there are any novel risks associated with (1) an electric, or (2) a hybrid, vehicle which has been involved in a serious collision; and what steps they have taken to mitigate any such risks.

The UK is actively involved in the development of international regulations for road vehicle approval at the United Nations Economic Commission for Europe. These regulations take into account novel risks and potential safety concerns associated with hybrid and electric vehicles. The crashworthiness regulations have been amended to require hybrid and electric vehicles to have either an automatic disconnect for the high voltage system or for the electrical system integrity to be maintained after the vehicle undergoes regulated crash testing. A specific regulation dealing with electrical safety of vehicles has been updated to include provisions for the mechanical and electrical testing of the battery, its fire resistance and electrical insulation.

The regulations do not require a means to confirm the isolation of the batteries following a serious collision because it is considered appropriate for those attending the scene to confirm by independent means that the vehicle does not present a hazard or risk. In support of this approach, the Department has developed a guidance document for operators involved in the recovery of hybrid and electric vehicles which will shortly be made available on GOV.UK. Alongside this work, the Department is an active member of Euro NCAP, which has introduced a mobile phone application that provides vehicle specific information for recovery professionals and emergency services to identify the location of key components of the high voltage system.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
8th Feb 2022
To ask Her Majesty's Government what (1) regulations, (2) protocols, or (3) engineering standards, that standardise the means of confirming electrical isolation of all the batteries of (a) an electric, or (b) a hybrid, vehicle in the event of a serious collision exist; and if no such measures exist, what assessment they have made of whether they should be introduced.

The UK is actively involved in the development of international regulations for road vehicle approval at the United Nations Economic Commission for Europe. These regulations take into account novel risks and potential safety concerns associated with hybrid and electric vehicles. The crashworthiness regulations have been amended to require hybrid and electric vehicles to have either an automatic disconnect for the high voltage system or for the electrical system integrity to be maintained after the vehicle undergoes regulated crash testing. A specific regulation dealing with electrical safety of vehicles has been updated to include provisions for the mechanical and electrical testing of the battery, its fire resistance and electrical insulation.

The regulations do not require a means to confirm the isolation of the batteries following a serious collision because it is considered appropriate for those attending the scene to confirm by independent means that the vehicle does not present a hazard or risk. In support of this approach, the Department has developed a guidance document for operators involved in the recovery of hybrid and electric vehicles which will shortly be made available on GOV.UK. Alongside this work, the Department is an active member of Euro NCAP, which has introduced a mobile phone application that provides vehicle specific information for recovery professionals and emergency services to identify the location of key components of the high voltage system.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
6th Jan 2022
To ask Her Majesty's Government how many Category (1) C, and (2) C+E, HGV drivers held a Driver’s Certificate of Professional Competence during the week commencing 3 January; and what was the equivalent figure for each of the last five years.

The information requested is not currently available for the week commencing 3 January. On 27 November 2021, the most recent date for which data is available, the number of drivers with Category C and C+E driving entitlement who held a Certificate of Professional Competence is shown in the table below. The historic information requested is not held. Officials will write to The Noble Lord with the information from week commencing 3 January when it becomes available.

Category

Volume

1. C

194,261

2. C and CE

420,562

Total C and CE

614,823

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
13th Oct 2021
To ask Her Majesty's Government how many HGV licences are currently suspended pending a decision by the relevant Driver and Vehicle Licensing Agency medical board.

On 14 October, 2,052 vocational drivers were awaiting a decision after having reapplied for driving entitlement that had previously been revoked or an application had been refused on medical grounds. It is not possible to determine how many of these are specifically for HGV driving entitlement.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
4th Oct 2021
To ask Her Majesty's Government, further to the Written Answer by Baroness Vere of Norbiton on 22 September (HL2684), how many HGV drivers with a group C licence but without a Driver CPC are aged between (1) 18 and 40, (2) 41 and 50, (3) 51 and 55, (4) 56 to 60, (5) 61 to 65, (6) 66 to 70, and (7) 71 to 90.

The table below shows the number of drivers in each age group holding category C or C+E driving entitlement and who do not have a certificate of professional competence as of 18 September.

Age Groups

Category C

Category C+E

18 to 40

76,692

78,058

41 to 50

51,095

40,081

51 to 55

12,206

14,605

56 to 60

6,688

14,225

61 to 65

2,532

9,059

66 to 70

326

1,476

71 to 90

124

1,467

149,663

158,971

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
4th Oct 2021
To ask Her Majesty's Government, further to the Written Answer by Baroness Vere of Norbiton on 22 September (HL2684), how many HGV drivers with a group C+E licence but without a Driver CPC are aged between (1) 18 and 40, (2) 41 and 50, (3) 51 and 55, (4) 56 to 60, (5) 61 to 65, (6) 66 to 70, and (7) 71 to 90.

The table below shows the number of drivers in each age group holding category C or C+E driving entitlement and who do not have a certificate of professional competence as of 18 September.

Age Groups

Category C

Category C+E

18 to 40

76,692

78,058

41 to 50

51,095

40,081

51 to 55

12,206

14,605

56 to 60

6,688

14,225

61 to 65

2,532

9,059

66 to 70

326

1,476

71 to 90

124

1,467

149,663

158,971

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
14th Sep 2021
To ask Her Majesty's Government how many HGV drivers who hold either (1) a group C entitlement, or (2) a group C+E entitlement, do not have a driver's certificate of professional competence.

On 4 September 2021, the number of drivers holding category C or C+E driving entitlement who do not have a certificate of professional competence is shown below:

  1. Category C - 149,697 drivers.
  2. Category C+E - 159,631 drivers.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
30th Dec 2020
To ask Her Majesty's Government whether the Road Vehicles (Construction and Use) (Amendment) Regulations 2020 are applicable to vehicles operated by the Ministry of Defence; and if not, (1) why not, and (2) what technical reasons there are for not including such vehicles.

The vehicles operated by the Ministry of Defence are within the scope of the Road Vehicles (Construction and Use) (Amendment) Regulations 2020.

Vehicles that were originally built as heavy goods vehicles but have been converted to be a living van (under the C&U regulations definition) are within the scope of the Road Vehicles (Construction and Use) (Amendment) Regulations 2020.

Vehicles of historical interest, as defined in the Road Vehicles (Construction and Use) (Amendment) Regulations 2020, will be exempt from these regulations irrespective of the load. However, if such a vehicle is being used commercially, it is not exempted from these regulations, as it is important to balance the granting of any exemptions with the safety of all road users.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
30th Dec 2020
To ask Her Majesty's Government whether the Road Vehicles (Construction and Use) (Amendment) Regulations 2020 are applicable to vehicles that were originally built to be heavy goods vehicles but have been converted to meet the test of being a living van; and if not, why not.

The vehicles operated by the Ministry of Defence are within the scope of the Road Vehicles (Construction and Use) (Amendment) Regulations 2020.

Vehicles that were originally built as heavy goods vehicles but have been converted to be a living van (under the C&U regulations definition) are within the scope of the Road Vehicles (Construction and Use) (Amendment) Regulations 2020.

Vehicles of historical interest, as defined in the Road Vehicles (Construction and Use) (Amendment) Regulations 2020, will be exempt from these regulations irrespective of the load. However, if such a vehicle is being used commercially, it is not exempted from these regulations, as it is important to balance the granting of any exemptions with the safety of all road users.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
30th Dec 2020
To ask Her Majesty's Government whether the exemption for vehicles defined as historic under the Road Vehicles (Construction and Use) (Amendment) Regulations 2020 are applicable to such vehicles if they are operated with a load at a significant proportion of their gross (1) vehicle, or (2) train, weight; and if not, why not.

The vehicles operated by the Ministry of Defence are within the scope of the Road Vehicles (Construction and Use) (Amendment) Regulations 2020.

Vehicles that were originally built as heavy goods vehicles but have been converted to be a living van (under the C&U regulations definition) are within the scope of the Road Vehicles (Construction and Use) (Amendment) Regulations 2020.

Vehicles of historical interest, as defined in the Road Vehicles (Construction and Use) (Amendment) Regulations 2020, will be exempt from these regulations irrespective of the load. However, if such a vehicle is being used commercially, it is not exempted from these regulations, as it is important to balance the granting of any exemptions with the safety of all road users.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
23rd Nov 2020
To ask Her Majesty's Government what estimate they have made of the number of goods vehicles which are taxed as private and not used commercially that could be affected by the ban on tyres aged 10 years and over.

The Government commissioned fundamental research to understand whether the material properties of a vehicle tyre change with its chronological age to such an extent that the integrity of the tyre, and therefore its safety, is compromised. 44 used tyres were selected as potential test samples, ranging from 3 to 19 years in age and originating from in-service use within the UK vehicle fleet. However, 18 of these tyres exhibited evidence of physical damage, under-inflation, penetrations or repairs and were rejected from the study. The remaining 26 tyres were included, alongside five new tyres for comparator purposes.

To limit the variability from differences in rubber compound, steel cords and construction, all the tyres selected were from the same manufacturer, and the same size and designated usage i.e. for front axles. However, three different tyre models were used, as no single model spanned the complete age range of the tyres selected for the study.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
23rd Nov 2020
To ask Her Majesty's Government when the Department for Transport and its agents undertook research into the longevity of the life of safe tyres on Heavy Goods Vehicles; how many tyres were (1) selected for, and (2) actually used, in that research; and what steps they took to ensure that their research used controls to allow for the possibility that any changes observed in tyre material over time could have been caused by changes in the mix of the compound used by the manufacturers and not by deterioration.

The Government commissioned fundamental research to understand whether the material properties of a vehicle tyre change with its chronological age to such an extent that the integrity of the tyre, and therefore its safety, is compromised. 44 used tyres were selected as potential test samples, ranging from 3 to 19 years in age and originating from in-service use within the UK vehicle fleet. However, 18 of these tyres exhibited evidence of physical damage, under-inflation, penetrations or repairs and were rejected from the study. The remaining 26 tyres were included, alongside five new tyres for comparator purposes.

To limit the variability from differences in rubber compound, steel cords and construction, all the tyres selected were from the same manufacturer, and the same size and designated usage i.e. for front axles. However, three different tyre models were used, as no single model spanned the complete age range of the tyres selected for the study.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
22nd Sep 2020
To ask Her Majesty's Government what assessment they have made of the effect changes to the Driver and Vehicle Licensing Agency's vehicle requirements for H licence driving tests have had on defence contractors' H licence acquisitions.

There have been no statutory changes in the last 5 years to the requirements regarding vehicles and locations. The Driver and Vehicle Standards Agency meets regularly with the Ministry of Defence (MoD) to discuss a range of matters, including the requirements for its defence contractors. The MoD is closely involved in an on-going review of the suitability of armoured vehicles for category H driving tests.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
22nd Sep 2020
To ask Her Majesty's Government whether the Driver and Vehicle Licensing Agency permits the use of armoured or automatically commanded vehicles for H licence driving tests; and if so, what assessment they have made of any such policy.

Tests conducted in commanded armoured vehicles are currently under review. The Department for Transport and the Driver and Vehicle Standards Agency are in discussions with the Ministry of Defence and the Vehicle Certifications Agency about what military vehicles are suitable for category H practical driving tests. This includes an assessment of the legality of such vehicles, notably in relation to the Construction and Use Regulations, and the safety implications given that the requirement is for the test to be conducted on public roads.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
22nd Sep 2020
To ask Her Majesty's Government how many changes to the H licence driving test requirements regarding (1) vehicles, and (2) locations, have been communicated to the relevant training providers in the last five years.

There have been no statutory changes in the last 5 years to the requirements regarding vehicles and locations.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
22nd Sep 2020
To ask Her Majesty's Government what consultation they have conducted with industry regarding suitable vehicles for H licence driving tests.

The Driver and Vehicle Standards Agency consults with driving test customers on a regular basis regarding the suitability of vehicles for a practical Cat H test; most cases are from the farming industry - tracked crawlers being the preferred vehicle.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
6th Jul 2020
To ask Her Majesty's Government whether heavy goods vehicle (HGV) operators are expected to carry out six-weekly safety inspections during the COVID-19 pandemic; whether they are conducting such inspections; and if so, why it is not possible to carry out statutory MOT tests on HGVs.

Heavy goods vehicle (HGV) operators are expected to maintain their vehicles in order to ensure their safety at all times. During the COVID-19 pandemic, specific guidance relating to periodic maintenance inspections was published by the Traffic Commissioners, setting out circumstances in which inspection periods may be extended.

Primary legislation identifies annual testing for heavy goods vehicles as distinct from the MOT scheme. For most heavy vehicles the statutory annual tests are an independent check which supplements the periodic maintenance inspections. Permitting a wider range of testers for the statutory annual HGV test would require significant work to establish a regime which assures the quality and independence of testing and manages road safety risk and financial incentives.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
6th Jul 2020
To ask Her Majesty's Government how many heavy goods vehicles have been issued with a certificate of temporary exemption from plating or testing under section 53(5) of the Road Traffic Act 1988, during each of the last five calendar years before 31 December 2019.

There were no heavy goods vehicles issued with a certificate of temporary exemption from plating or testing under section 53(5) of the Road Traffic Act 1988 during each of the last five calendar years before 31 December 2019.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
6th Jul 2020
To ask Her Majesty's Government what is the salary range for Driver and Vehicle Standards Agency-employed heavy vehicle testers who undertake tests at authorised testing facilities; and what travel allowances are available to them.

Vehicle Standards Assessors (VSA) conduct heavy goods vehicle (HGV) tests at Authorised Testing Facilities (ATF).

The basic annual salary for a VSA is £21,167 plus a technical recruitment allowance of £2,590 per annum. In addition, they receive one of two payments dependent on their committed availability to be scheduled for testing as follows:

  • Option A:

    An annual payment of £2,400 for being scheduled between 06:00 – 22:00 Monday to Friday and 06:00 – 18:00 Saturday

  • Option B:

An annual payment of £3,500 for being scheduled in line with Option A above plus:

  • 06:00 – 18:00 Sunday

  • 06:00 – 18:00 Bank Holiday

  • 22:00 – 06:00 Monday – Friday

  • 18:00 – 06:00 Saturday – Sunday & Bank Holidays

    This means the financial package available to VSAs is between £26,157 and £27,257. This is subject to normal Civil Service pay review which, following TU negotiation, is effective from 1 October annually.

    VSAs may have a lease car provided by the Driver and Vehicle Standards Agency (DVSA) and can claim work relate mileage at the rate set by HMRC: currently this is 8p or 9p mile dependent on engine size. DVSA employees who use their own car for work purposes can claim either 25p or 35p per mile depending on the length of employment.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
21st Apr 2020
To ask Her Majesty's Government what assessment they have made of the impact of the COVID-19 pandemic on the availability of heavy goods vehicle drivers.

The Department for Transport is in regular contact with representatives of the road haulage industry to understand the issues the industry is experiencing as a result of COVID-19. Estimates suggest that there is not currently a lack of HGV driver availability.

The Government has taken action to allow drivers whose Driver CPC expires between 1 March and 30 September 2020 to either take the training remotely or complete it after 30 September 2020. In addition, drivers whose licences have expired since 1 January 2020 or will expire in 2020 will be able to receive a temporary 1-year licence, providing they do not have any medical conditions that affect their driving.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
21st Apr 2020
To ask Her Majesty's Government what plans they have, if any, to allow public service vehicle licence holders to drive two-axle, category C, heavy goods vehicles during the COVID-19 pandemic.

The Government has no current plans to allow public service vehicle (category D) licence holders to drive any heavy goods vehicles (category C) during the COVID-19 pandemic.

Legislation requires the driver to have passed a test in the category of the vehicle being driven.

Although buses and coaches share many similar driving characteristics with lorries, there are significant differences in the handling, braking with a load, and automatic and semi-automatic transmission systems. Without specific training, bus drivers may not be familiar with these differences, which may have significant road safety implications.

The safety of vulnerable road users, including pedestrians or cyclists is a priority for this Government. Only those drivers who have undertaken appropriate training in the vehicle and demonstrated competence by passing a test can drive category C vehicles.

The Government will keep under review the availability of drivers to ensure critical supply chains are able to continue servicing NHS and supermarket food supplies during the pandemic.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
21st Apr 2020
To ask Her Majesty's Government what plans they have, if any, to relax the requirement for eyesight and medical testing of those applying to renew heavy goods vehicle and public service vehicle licences during the COVID-19 pandemic.

To keep bus and lorry drivers on the road, the Government has made temporary provisions to remove the requirement to submit a medical report, which includes questions about eyesight, when applying to renew a bus or lorry driving licence, until further notice. Provided they have no notifiable medical conditions, drivers will be issued a licence that is valid for one year instead of the usual five. This only applies if the licence expired after 1 January 2020 or is due to expire.

As is always the case, drivers must ensure they are medically fit to drive and they are legally obliged to notify the Driver and Vehicle Licensing Agency of the onset or worsening of any medical condition.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
25th Feb 2020
To ask Her Majesty's Government what financial penalties train operating companies are subject to if a train is cancelled due to (1) a train defect, or (2) a lack of train crew, broken down by each franchise awarded since June 2010.

The Department holds all its franchised operators to account for their performance through a Franchise Agreement. Each operator’s performance is measured against a set of benchmarks, which includes cancellations; however, these are not disaggregated down to individual types of cancellations, such as train defects. Specific cancellation causes are not connected to set penalties; any expenditure we require operators to incur to improve performance for passengers is linked to their overall performance.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
26th Apr 2023
To ask His Majesty's Government what were the top 10 causes of work-related fatal injuries of the 123 workers killed in Great Britain in 2021/22 as recorded by the Health and Safety Executive.

The Health and Safety Executive (HSE) publishes official statistics on work-related fatal injuries at https://www.hse.gov.uk/statistics/fatals.htm. Data specifically for work-related fatal injuries by accident kind is reproduced in the table below.

Table 1: Number of work-related fatal injuries to workers (employees and self-employed) in Great Britain by kind of accident, 2021/22

Source: Reporting of Injuries, Diseases and Dangerous Occurrences Regulations (RIDDOR)

Accident kind

Number of fatal injuries to workers

All accident kinds

123

Falls from a height

29

Struck by moving vehicle

23

Struck by moving, including flying/falling, object

18

Contact with moving machinery

15

Trapped by something collapsing/overturning

14

Contact with electricity or electrical discharge

9

Drowning or asphyxiation

4

Strike against something fixed or stationary

2

Exposure to fire

2

Slips, trips or falls on same level

1

Exposure to, or contact with, a harmful substance

1

Exposure to an explosion

1

Injured by an animal

1

Acts of violence

1

Other kind of accident

2

Figures for 2021/22 are at this stage provisional. They will be finalised in July 2023 following any necessary adjustments.

Viscount Younger of Leckie
Parliamentary Under-Secretary (Department for Work and Pensions)
2nd Jul 2020
To ask Her Majesty's Government what plans they have, if any, to require statutory inspections of (1) mobile cranes of over 10,000 kilograms lifting capacity, (2) fixed cranes of over 10,000 kilograms lifting capacity, (3) electrical installations in public buildings, and (4) passenger lifts, to be conducted by inspectors who they appoint and fund.

Under the Lifting Operations and Lifting Equipment Regulations 1998, dutyholders (employers and the self-employed) have a statutory duty to have lifting equipment for use at work (including cranes and lifts) thoroughly examined by a competent person at time intervals set out in the Regulations. Her Majesty’s Government has no plans to appoint inspectors or fund inspections to deliver these statutory inspections because the legal obligation to ensure safety rests with the person who controls the equipment or premises.

Under the Electricity at Work Regulations 1989, dutyholders are obliged to ensure all electrical systems are maintained to ensure the safety of the system. The obligation to maintain only arises if a lack of maintenance could cause danger. The frequency of maintenance is a matter for the judgement of the dutyholder. Her Majesty’s Government has no plans to change the legislation for the way such maintenance is carried out or appoint inspectors or fund inspections for maintenance.

11th Jun 2020
To ask Her Majesty's Government what plans they have, if any, to require statutory inspections of boilers and pressure vessels to be conducted by inspectors who they (1) appoint, and (2) fund.

Under the Pressure Systems Safety Regulations 2000 the users and owners of boilers and pressure vessels have a statutory duty to have them examined by a competent person at periods specified in a written scheme of examination.

Her Majesty’s Government has no plans to appoint inspectors or fund inspections to deliver these statutory inspections.

14th Dec 2020
To ask Her Majesty's Government, further to the Written Answer by Lord Bethell on 10 December (HL10848), what steps they have taken reliably to determine the operational false positive rate for polymerase chain reaction COVID-19 mass testing; and how they have made any such determination.

Polymerase chain reaction tests are very specific and the risk of false positives where the test is reacting to other viruses is extremely low. Independent confirmatory testing of positive samples indicates a test specificity that exceeds 99.3%, or a false positive rate of 1%, and additional guidance has been provided to laboratories to reduce the rate even further.

14th Dec 2020
To ask Her Majesty's Government, further to the Written Answers by Lord Bethell on 10 December (HL10847 and HL10848), why the information sought is not held in the format requested; whether, and if so, (1) how, and (2) where, that information is held; whether they collect any data on the operational false positive rate for polymerase chain reaction COVID-19 tests; if so, which data; what plans they have to publish those data; and what quality assurance checks they undertake on their answers to parliamentary questions.

Information regarding the assessment of false negatives is not held in the format requested due to the challenges in estimating clinical sensitivity. We do not collect data on the operational false positive rate.

All Written Questions receive several stages of quality assurance to ensure that responses are accurate. All answers are drafted by subject matter experts and assured by a senior civil servant with the appropriate knowledge to certify the accuracy.

14th Dec 2020
To ask Her Majesty's Government, further to the Written Answer by Lord Bethell on 10 December (HL10847), whether they will now answer the question put, namely, whether the operational false positive rate for polymerase chain reaction COVID-19 tests is regularly determined by inserting samples into the system that cannot be positive; and what is the false positive rate for such samples.

Information regarding the assessment of false positives was not held in the format requested due to the challenges in estimating clinical sensitivity. This is part due to a lack of a generally accepted reference standard to compare reverse transcription polymerase chain reaction results.

Currently samples are not placed into the system to test operational sensitivity. The Department has undertaken substantial work with Porton Down and the Milton Keynes Lighthouse Laboratory to conduct temperature and long-term stability experiments on sample collection kits to ensure swabs meet an appropriate standard for testing.

1st Dec 2020
To ask Her Majesty's Government what formal quality assurance assessment, or similar, is required to be undertaken before an organisation can be accredited (1) to perform, and (2) to analyse, COVID-19 tests; and what is the minimum standard those organisations must meet before accreditation.

All manufacturers of polymerase chain reaction tests for COVID-19 must meet the requirements of our validation process to ensure the accuracy of their tests. The accreditation process for organisations completing COVID-19 testing will be completed by the United Kingdom Accreditation Service and published online.

30th Nov 2020
To ask Her Majesty's Government whether they, or their agencies, regularly determine the operational false positive rates for polymerase chain reaction tests carried out at each laboratory undertaking analysis for mass COVID-19 testing; whether they use an ‘end to end’ method to audit those rates; if not, what methodology they use to make such determinations; and whether those methods include inserting samples into the system that cannot be positive.

Currently samples are not placed into the system to test operational sensitivity. The Department has undertaken substantial work with Porton Down and the Milton Keynes Lighthouse Laboratory to conduct temperature and long-term stability experiments on sample collection kits to ensure swabs meet an appropriate standard for testing.

30th Nov 2020
To ask Her Majesty's Government what was the operational false positive rate for polymerase chain reaction COVID-19 tests in each of the last four weeks; and how this rate was determined.

The information is not held in the format requested.

3rd Mar 2022
To ask Her Majesty's Government what tactful representations they will make to the government of Ukraine about the need to adhere to the Geneva Conventions; and in particular Article 13, which covers the photography and videoing of captured enemy service personnel.

The UK Government is in regular contact with the Ukrainian Government at ministerial, military and diplomatic levels. The UK, at all times, supports and promotes the letter and the spirit of the Geneva Conventions, and we would expect any participant in any conflict to adhere to it completely, including Russia and Ukraine

Lord Ahmad of Wimbledon
Minister of State (Foreign, Commonwealth and Development Office)
19th Dec 2023
To ask His Majesty's Government, further to the Written Answer by Baroness Vere of Norbiton on 30 November 2023 (HL457), what assessment they have made of whether the Financial conduct Authority can have confidence that lenders are correctly charging the advertised Annual Percentage Rates (APR) if they do not undertake spot checks.

The Consumer Credit Act 1974 (CCA) forms a key part of the regulation of the consumer credit market. Under the CCA’s pre-contractual requirements, firms are required to state clearly the actual (rather than representative) APR in credit agreements.

The Financial Conduct Authority (FCA) has a range of supervisory tools to identify non-compliance with relevant rules, including proactive assessments, responding to reports and complaints, and conducting thematic reviews of particular sectors. As an independent regulator, it is for the FCA to make decisions on how it supervises firms and enforces its rules.

More broadly, the government is committed to working with the FCA to deliver a well-functioning and sustainable consumer credit market which meets consumers’ needs. As part of this, the government is reforming the CCA. Working closely with the FCA, it will be considering how reform can enhance consumer understanding of credit products and credit agreements, leading to improved customer outcomes.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)
19th Dec 2023
To ask His Majesty's Government, further to the Written Answer by Baroness Vere of Norbiton on 30 November 2023 (HL457), what assessment they have made of the ability of the average borrower to compare the representative Annual Percentage Rates (APR) with the actual APR offered in the pre-contract information required to be given under the Consumer Credit Act 1974.

The Consumer Credit Act 1974 (CCA) forms a key part of the regulation of the consumer credit market. Under the CCA’s pre-contractual requirements, firms are required to state clearly the actual (rather than representative) APR in credit agreements.

The Financial Conduct Authority (FCA) has a range of supervisory tools to identify non-compliance with relevant rules, including proactive assessments, responding to reports and complaints, and conducting thematic reviews of particular sectors. As an independent regulator, it is for the FCA to make decisions on how it supervises firms and enforces its rules.

More broadly, the government is committed to working with the FCA to deliver a well-functioning and sustainable consumer credit market which meets consumers’ needs. As part of this, the government is reforming the CCA. Working closely with the FCA, it will be considering how reform can enhance consumer understanding of credit products and credit agreements, leading to improved customer outcomes.

Baroness Vere of Norbiton
Parliamentary Secretary (HM Treasury)