asked the Secretary of State for Transport what consultations he has had with British Rail regarding the proposal to end section 20 grants.

We have no intention to end the powers of passenger transport executives to make such payments.

Did I hear the Minister say that he has no powers?

We have no intention to end the powers of passenger transport executives to make such payments. I am afraid that this is typical of the myth designed to frighten travellers and I am glad to have this opportunity to kill stone dead that rumour before it spreads further.

Is the Minister aware that a grant of £100 million to British Rail is in jeopardy? Is the Minister further aware that the west midlands passenger service will have difficulty in surviving?

I have endeavoured to kill the rumour. I can only add that the West Midlands PTE, in the three-year plan that it made this year, makes no suggestion of possible withdrawals of section 20 grants to British Rail.

asked the Secretary of State for Transport what impact he anticipates there will be on the creation of new jobs if free competition in the provision of bus services is introduced.

Our policy will give operators a greater incentive to provide the transport which customers want by improving existing services and developing new ones. Growth in new services will create additional jobs.

Does not the evidence of allowing competition into express coach services and of trial areas such as Hereford, Worcester and Exeter show that by allowing competition double decker buses will no longer trundle around the countryside on fixed routes with no passengers and that they will be able to provide a service that people need, in areas where they want it, and thus provide a better service and more jobs?

Yes, Sir. My hon. Friend is right. Another example is the new Exeter minibus service, which operates at high frequency and therefore attracts many more passengers. By virtue of having a much higher frequency it has already created more jobs. If that sort of thing were repeated throughout the country there would he many more jobs.

Is the Minister aware that after privatisation, if he manages to get the legislation through, there are likely to be fewer night and rural services, a cutback in services and routes that do not pay, and, inevitably, fewer jobs? Does the right hon. Gentleman deny that?

The right hon. Gentleman clearly has not studied the White Paper.

Oh yes I have.

I assure the right hon. Gentleman that local authorities, even his local authority, will be able to bring into existence services which do not now operate, by going out to tender and giving subsidies to provide such services. If such services do not exist in his area, that will be because of his local authority, not me.

Will my right hon. Friend comment on the point raised by my hon. Friend the Member for Banbury (Mr. Baldry) in relation to express services? Is it not true that although there has been increased activity on the most popular routes, many places which used to have express coach services no longer have such services today?

There are, of course, many more new services than services which have ceased to run. That may be a defect in the legislation, which confines such services to journeys over 30 miles. By reducing that distance we shall have more express coach services as well.

Is not the reality likely to be that although the gross number of new jobs may increase, one will see part-timers hobbling for pin money and replacing full-time men now in the industry?

I am delighted that the hon. Gentleman is at least beginning to acknowledge that this policy will result in more jobs, but, given the Opposition's continuing concern about unemployment, horrified to hear him condemning that.

Is it not obvious that most of the opposition to these proposals comes from those who feel that their little empires are being threatened, and, in particular, from trade union organisers who are fearful that under private enterprise they will have fewer people under their control?

Yes, Sir. Monopolies on busy routes have led to high fares in order to provide the money for cross subsidy. In turn, that has choked off much of the traffic on buses. If that was stopped the amount of traffic on the buses would increase, so there would be more jobs and less expense.

Is the Secretary of State not aware of the report prepared for the Plymouth authority, which clearly shows that to maintain the existing level of provision there will have to be a 22 per cent. rise in the rate? Will he acknowledge that creating part-time black economy jobs for people who are already tired from other jobs does not create new employment but merely puts passengers at risk?

I have not yet received a copy of the Plymouth report, but I should obviously like to study it—

Why not?

A copy has not been sent to me. The hon. Lady mentioned part-time black economy jobs, so I shall have to refer again to the Exeter experiment. If the frequency of minibuses increases, many more people can be employed full time. That is the sort of service that people want. They demand a better service. Our policy is designed to end the restrictions on providing better services.

asked the Secretary of State for Transport how many representations he has received to date from Yorkshire-based individuals, unions and companies in respect of the Government's White Paper on de-regulating local bus services.

Out of a population of over 4 million in Yorkshire, I have received around 30 representations on the main bus policy and about 20 representations specifically on our proposals for taxis. These include representations from North Yorkshire county council and the two metropolitan county councils.

I thank my hon. Friend for that reply. Will he give an assurance that the bus policy poses no threat whatever to safety and that, on the contrary, safety standards will be better? Will he also give an assurance that the policy does not pose a threat to concessionary bus fares?

I assure my hon. Friend that there is no interference with the concessionary bus fare arrangements. What happened in Hereford and Worcester shows that the system for checking on safety works effectively.

Does the Minister agree that as more and more people in Yorkshire and elsewhere become aware of the Government's proposals they will realise that they will lead to greater urban congestion, a marked deterioration in services and a rapid increase in fares?

The hon. Gentleman is quite wrong. He referred to greater urban congestion and implied that more people would be travelling by bus and probably fewer by car. That should not affect congestion, but will give satisfaction to far more people who will have a bus service which they did not have under the monopoly.

As many organisations in Yorkshire have given the impression that concessionary fares for the disabled and elderly are under threat, will my hon. Friend emphasise that he and my right hon. Friend the Secretary of State are particularly concerned that an authority's right to give such concessions will remain?

I can give that assurance with alacrity. Indeed, I shall take this opportunity yet again to deny a rumour that is being deliberately spread to frighten elderly people in order to achieve political objectives.

asked the Secretary of State for Transport what further proposals he has for increasing the number of cycleways in inner cities.

We continue to encourage local highway authorities to make appropriate safe cycling provision in inner city areas as elsewhere. Whether to provide individual cycleways or other arrangements is generally a matter for the local authorities concerned with, and knowledgeable about, the local area.

That was a rather disappointing answer. Does the Minister agree that the provision of cycleways should be a high priority because of their benefits, not only to cyclists, but to other traffic? Although I recognise that some local authorities have done splendid work, does the Minister not accept that there has been a decline in interest in providing cycleways? Will the hon. Lady expand a little more on what the Government are doing? In particular, what are the regional cycling officers doing to stir up more enthusiasm among inner city authorities?

I continue to give high priority to the provision of specialist cycleways where possible. I do not agree with the hon. Gentleman that there has been a decline in interest. In every transport policy and programme invitation we have, through the guidelines, reiterated our willingness to support the programmes that come forward. We have done so wherever we have been able to. The hon. Gentleman well knows that the Canterbury scheme, and the Stockton scheme in his area, towards which the Department is paying a large amount, are progressing well. The regional cycling officers are as active as ever and are encouraging the local authorities to bring schemes forward.

With regard to the provision of special facilities for two-wheeled traffic, has my hon. Friend considered setting up motor cycle scramble circuits in our city centres so that those who wish to take part in dodging and weaving in and out of traffic and take horrible risks with other drivers will not feel compelled to become motor cycle dispatch riders?

I well understand what my hon. Friend is saying, but I think that it is for the local authorities to provide those sorts of recreational facilities. It is high time that all two-wheeled and four-wheeled road users learned to tolerate one another and to obey the "Highway Code". I say to every cyclist and motorist that to cycle or to drive with inadequate lights is sheer craziness, and I hope that everyone, by whatever vehicle they travel will check their lights regularly.

asked the Secretary of State for Transport how many replies he has received to his consultation document on the deregulation of bus services; and if he will make a statement.

asked the Secretary of State for Transport how many replies he has received to his consultation document on subsidies to local bus services; and if he will make a statement.

asked the Secretary of State for Transport how many responses he has received to the White Paper, "Buses". Cmnd. 9300 and the related consultation papers; what percentage have been favourable and what percentage unfavourable; and if he will make a statement.

I have received over 3,000 responses to the White Paper and the consultation documents which my Department issued subsequently. We are studying those representations as part of the preparation of the forthcoming Bill.

Has the Secretary of State seen the report from Conservative-controlled Hertfordshire district council, which estimates that the Government's bus proposals will cost the council £3 for every £1 saved? Does the right hon. Gentleman agree that for Conservative-controlled Hertfordshire district council to join the Conservative-controlled Association of County Councils and the Conservative-controlled Association of District Councils in criticising those proposals means that Conservatives outside the House of Commons are extremely worried about the future of their bus services? Does some peculiar reason draw the right hon. Gentleman continually to the Dispatch Box to make a fool of himself?

I have seen the report in The Guardian today. I have always thought that it was better to read The Guardian carefully. The hon. Gentleman has failed to do so and has made a fool of himself this afternoon. The hon. Gentleman will, of course, be aware that The Guardian report on Hertfordshire was referring to transport supplementary grant and not to the bus policy.

Mr. Gordon Bagier. Mr. Robert Wareing.

On a point of order, Mr. Speaker.

Order. I shall hear points of order later.

What about my question No. 7?

Order. Questions No. 8 and 13 were linked with question No. 6. Mr. Gordon Bagier is not here. I therefore called Mr. Robert Wareing.

As the Secretary of State is actively promoting the co-ordination and integration of transport fares and services in London, why does he insist on attempting to dismantle the very system that is allowing Merseyside and other major conurbations to have an integrated and co-ordinated system of transport fares and services? Is this not peculiar?

I pay tribute to Merseyside in the sense that the Greater London council has done even more damage to London Transport than Merseyside has done to its transport organisation. As a result, London Regional Transport will take longer to recover from that unfortunate experience. After that, we can see about applying the policy.

In view of the scurrilous campaign being conducted by the Labour-controlled Lancashire county council at a cost to ratepayers of £135,000 against my right hon. Friend's plans to modernise and improve the public transport services, will he assure my rural constituents that they will be infinitely better off under the new plans than they are at present?

I am happy to agree with my hon. Friend. Under the new policy we shall have a better, more flexible and more extensive system of rural bus transport. If Lancashire county council had not indulged in the expenditure to which my hon. Friend referred, it would have been able to afford several more rural bus services for the amount of money it spent on political propaganda.

Why does the Secretary of State believe that the limited experience of bus deregulation in an area such as Hereford and Worcester can be automatically translated into the different situation in the great industrial conurbations, which depend on an integrated bus system?

I never made that claim. I said that what has happened in Hereford and Worcester is a good guide to what will happen in the rural areas. I never extended that to what will happen in the urban areas. I believe that great savings can be made through competition to enable county councils to purchase more services as well as to cut their costs.

If the Secretary of State is so convinced that Hereford is a good example, why were operators not prepared to tender for rural services? Will the right hon. Gentleman be honest and explain that, except on populated routes, people in rural areas will be deprived of bus transport?

The hon. Lady should do her homework and go to Hereford and Worcester and ask the people on the streets what they think about their new bus services.

Rural areas?

I think she will find that in both the towns and the rural areas the bus services are better. The hon. Lady is wrong to say that rural routes are being withdrawn, because they are not.

asked the Secretary of State for Transport when he expects the east coast main line to be electrified to Peterborough.

British Rail plans to introduce electrified services to Peterborough in October 1987.

I apologise to you, Mr. Speaker, but I did not hear my right hon. Friend say that question No 8 was to be linked. Will my hon. Friend give my constituents an assurance that once the main line to Peterborough is electrified services will start and that we shall not have to wait until the line is electrified beyond Peterborough?

I can give my hon. Friend that assurance. He has badgered me and my predecessor to bring this enhanced service to his city. I am pleased to reassure him.

What is the timetable for the Peterborough to Edinburgh line?

The electrification date for the line between Edinburgh and Newcastle is May 1991 and to Leeds 1989.

Is my hon. Friend aware that the electrification of the line even further to the east, to Ipswich, has been accompanied by considerable disruption, and that there will be consternation among my constituents and those in Peterborough if electrification of that line results in similar disruption?

A certain amount of disruption is inevitable to achieve such major reconstruction. British Rail has said that 95 per cent. of the work will be done at a time when the track is in possession for normal maintenance. We expect hold-ups to be approximately eight minutes.

Will the Minister say which is the next line, in order of priority, after the east coast main line electrification?

It is for British Rail to come forward with a proposal, which we shall then consider.

When my hon. Friend has finished electrifying the Peterborough line, will he be so kind as to put the same amount of investment into the line serving my constituents?

That is also rather outside the question.

asked the Secretary of State for Transport if he will make a statement about the reasons for his Department's refusal to pay Bovis-Birse for concrete operations during winter months, affecting work on the M25 Reigate to Leatherhead section.

The contract requires completion by 26 August 1985. It is for the contractor to work out his own programme for completing the work by that date. The Department has not refused to pay for any normal winter work.

Is the hon. Lady aware that about 120 workers, members of my union, the Transport and General Workers Union, and of the Union of Construction, Allied Trades and Technicians, have been laid off and are concerned about the matter? What control has her Department over the consulting engineers, W. S. Atkins? Who supervises the contractors, Bovis-Birse, on the Leatherhead to Reigate section of the M25? Can her Department insist on winter working if it is deemed necessary?

Of course I understand the concern of those staff who have been laid off by Bovis-Birse, but they are employed by that contractor and are that contractor's responsibility.

asked the Secretary of State for Transport when he expects to publish his consultation paper concerning the timings for the flashing green man used at pelican crossings.

Consultation has already taken place on procedures to amend the signal phasings and other aspects of the procedure at pelican crossings. We have been doing further work in the light of the comments received and I hope to bring forward the necessary revised regulations shortly.

Is my hon. Friend aware that there are too many green men flashing for too long? What is needed is a longer time at a stationary position. Elderly people find that they get about one third of the way across, the green man starts to flash, and they then go back again. Will she please consider the problem in relation to the elderly and in particular those using zimmers?

I am only too happy to assist my hon. Friend. I agree that the precedence of pedestrians over vehicles during the steady flashing green man phases is not always understood. To deal with that problem we have proposed, in consultation, that the change from the red to the flashing amber phase in the driver's signal be delayed for two seconds, to give pedestrians more security on the wider crossings. That consultation has attracted strong support among the consultees, and we hope very shortly to be able to improve pelican crossings.

asked the Secretary of State for Transport whether he is satisfied with the effectiveness of motorway speed limits.

Observance is not as good as it should be, but raising the limit could lead to even higher speeds than at present and cause an increase in the number and severity of accidents.

Since the Department's figures show that more than 40 per cent. of cars on motorways are travelling above the speed limit, will my hon. Friend agree that the law has been brought into disrepute? If the limit is unrealistic, will she consider raising it? If not, will she discuss with my right hon. and learned Friend the Home Secretary ways of enforcing the present limit?

I understand my hon. Friend's anxiety. I have already said on many occasions that there should be far better observance of speed limits. Of the 40 per cent. of cars quoted by my hon. Friend, some were only briefly over the 70 mph limit as a result of overtaking. I note the consternation. Despite the fact that motorways are our safest roads, having only 1·5 per cent. of all accidents, there is no excuse for not obeying speed limits. There is a great need for a better standard of motorway driving, particularly in regard to lane discipline and signalling. I praise the police forces on the MI, who have been conducting a campaign to get better observance. In that way we shall get not only law-abiding drivers on the motorways, but greater safety.

I fear that that answer is not good enough, because too many people are speeding and something has to be done at once. Throughout the week, travelling on the M1, whatever lane I am driving in at 70 mph, I am bound to be forced to pull over because everything is overtaking me. If speed limits are to be retained, will my hon. Friend ensure that offenders are prosecuted, especially lorries, as they are the most dangerous in causing accidents?

I must put my hon. Friend right. The improvement in the record for lorry safety over the years, especially on motorways, does not bear out my hon. Friend's last comment. I should also make it clear to all motorists as well as to my hon. Friend that if there is room in the inside lane that is where they should be driving, at whatever speed. They should not be hogging either the centre or the overtaking lane, which is not to be regarded as a "fast" lane.

May I congratulate the Minister on refusing to increase the speed limit beyond 70 mph? Does she agree that the figures show that when the speed limit is reduced in periods of fuel shortage and subsequently raised again there is a substantial effect on the accident rate? Although the percentage of accidents on motorways is smaller, due to the absence of traffic lights and other hazards, does the hon. Lady agree that when accidents occur they are severe and that important people are killed who are often not responsible for the dangers which exist? [HON. MEMBERS: "What about ordinary people?"]

In countries such as the United States, which have lower speed limits on interstate rural roads, there is even less compliance than there is here. On motorways and other roads we need greater consideration and thoughtfulness on the part of each driver for every other road user. I commend to the House the use at all times of the skills of defensive driving, which help motorists to anticipate the actions of others and thus to avoid accidents.

asked the Secretary of State for Transport what were his reasons for rejecting proposals to split the National Bus Company into four private companies.

I have not done so. I refer the hon. Gentleman to my reply to my hon. Friend the Member for Beaconsfield (Mr. Smith) on Friday 30 November.

As I received this morning a two-page foolscap letter outlining the Minister's reply on Friday — such a lengthy reply to an oral question is most unusual—perhaps you, M. Speaker, will allow me time to ask at least five supplementary questions.

No, I cannot do that.

In that case, I must content myself with at least one. The two-page letter to which I have referred outlines the Goverment's objectives. The reply that concerns me refers to "the disposal—"

Order. The hon. Gentleman must not quote.

The Minister suggests that the Government intend to dispose of the assets as going concerns. How will he dispose of going concerns that are not going—concerns that are going under—and how will that affect rural services? Is he aware that in my area bus routes are being curtailed and done away with because companies are going under?

I thought it only courteous to send the hon. Gentleman a copy of the rather detailed answer that I gave to my hon. Friend in view of the fact that the hon. Gentleman had a question down for answer today. We believe that all the concerns are going concerns. Under the policy in the White Paper, those mainly engaged in uneconomic routes will be able to obtain subsidy after tender, or move into other areas if they wish to compete with other operators. That being so, I do not believe that any part of the National Bus Company need be non-viable.

Will my right hon. Friend favourably consider a scheme to allow as many local managers and employees as possible to buy into their companies and so to share in the efficiency and profitability that will flow from bus deregulation?

One of the conditions that I laid down for the disposal of NBC's assets was that managers and employees should be offered opportunities to acquire the whole of, or at least a stake in, the undertakings for which they worked. I very much hope that that will happen on a large scale.

Is the Secretary of State aware that, however he chooses to split up the National Bus Company, the change will affect the orders for buses given to the National Bus Company at the moment, which in the main go to the Leyland National plant at Workington in my constituency? Is the Secretary of State aware that this arrangement will destroy the bus industry and that many people believe that it will be his Passchendaele? He will destroy himself and the credibility of his Department if he presses on with such ludicrous legislation.

Over the past five or six years, the decline in the number of orders for buses has been very steep indeed. I do not have the figures here, but there has been a decline of about two thirds. It is time for us to change the regime under which the industry operates. If we do so, and if we try to find out what people want and allow bus companies to respond to the market, rather than imposing a pattern upon the market—the policy that has resulted in that disastrous decline in orders—there may even be an increase in demand in due course.

Might not the decline in ordering have some connection with the Government's withdrawal of bus grant?

Order. The same rules must apply to the Front Benches as to the Back Benches. We can allow only one question.

The withdrawal of bus grant—a policy embarked on by the previous Administration—may have led to some decline in orders for buses, but the major part of the decline has been caused by high pricing in many prosperous areas, which has lost the bus industry much patronage. We want to reverse that decline, and we believe that a little competition will bring down fares and attract more passengers on to the buses.

asked the Secretary of State for Transport if he has come to any decision regarding the privatisation of the British Airports Authority; and if he will make a statement.

We are still considering how best to introduce private capital into the British Airports Authority.

I note my hon. Friend's reply, but I suggest to him that such a scheme would be a source of revenue for the Treasury and would be much easier to introduce than some of the other Department of Transport schemes for privatisation. Will my hon. Friend bear in mind the strong recommendation of most members of the Select Committee on Transport on the subject?

I have listened carefully to what my hon. Friend has said. He was a member of that Select Committee, the report of which we are considering carefully. We have made no final decisions. There are several options which range from outright sale to extending franchising and to securing private capital for new development.

asked the Secretary of State for Transport if he will make a statement about the mandatory fitting of rear seat belts.

I discussed this matter with the Select Committee on Transport on 12 March and told it that I would take account of its views when it made its report, which I understand is due soon. I hope my hon. Friend will understand that it would be inappropriate for me to make a statement before seeing the Select Committee's report.

As the case for the mandatory use of front seat belts is now proven, does my hon. Friend agree that she should be moving a little faster on this issue?

My hon. Friend might care to refer to what I said to the Select Committee on 12 March 1983. I said that although I think that it is sensible to wear rear seat belts, I do not think that the House would accept the compulsory wearing of such seat belts now. I stand by what I said and await with interest the Select Committee's report.

asked the Attorney-General if the Lord Chancellor collects information on how many judges are freemasons.

No, Sir.

On the basis that justice should be done and be seen to be done, does the hon. and learned Gentleman think it right that the judge and perhaps one of the parties to proceedings should be members of a secret society able to communicate that fact to each other, and members of a society to which perhaps one of the other parties to the proceedings—a woman or the victim of a crime—cannot belong? Does he agree that the healthiest thing under those circumstances is to have full disclosure?

The important thing is that the judge should be loyal to his judicial oath, which is to do justice without fear or favour, affection or ill will. A judge can discharge that important responsibility while being a freemason, which is a perfectly lawful thing to be, just as he could if he were a Forester, a Buffalo or an Oddfellow.

Is it not a fact that no one, not even a judge, is without his private and personal loyalties and prejudices and that a judge puts such things aside when he acts in a public capacity? On that ground, are we not fortunate in the quality of our judiciary? Would it not be extremely harmful if there were to be some form of personal test of integrity?

I entirely agree with my hon. Friend. It is extremely important that judges should be representative of the community. They are. We have a judiciary that is much more impartial than suits the book of many of its detractors.

Why does the hon. and learned Gentleman not recognise that there is some anxiety on this issue? If it was right for the police in London to be advised to give up their membership of such societies, why should the same not apply to those who decide on cases, such as judges?

A judge who recognises a conflict of interest can stand down from any involvement with the case. A police officer cannot.

asked the Attorney-General if he will report progress on the Lord Chancellor's Law Reform Committee's inquiry into the law of liability in relation to latent defects in buildings.

My noble and learned Friend announced in another place on 29 November that he had that day presented to Parliament the 24th report of the Law Reform Committee on latent damage.

I welcome the publication of this long-awaited report and its recommendation that there should be a limited period for action relating to latent effects, which everyone thought was the case until recent court cases. Can my hon. and learned Friend give an assurance that consultation with the construction industry will take place speedily? Can he give us an idea whether amending legislation will be introduced in this Session of Parliament?

The Government will certainly give early consideration to the report. My noble and learned Friend the Lord Chancellor is considering it now. As my hon. Friend fairly recognised, there was the Pirelli case in 1983, which was decided in another place and which caused an immense stir. It has occasioned some protraction of the committee's proceedings. I cannot give the undertaking for which my hon. Friend asked, but the report will receive urgent consideration.

Given the importance of law reform is the staffing of the various law reform committees adequate, and has this part of the Lord Chancellor's Department suffered from the Government's commitment to cut the size of the Civil Service?

The right hon. and learned Gentleman knows that the matters referred to the law reform committees are particularly difficult and need expert and unhurried consideration. I have no reason to suppose that staffing is less than adequate. It is a mistake to suppose that there is a deficiency just because some considerable time is taken in respect of individual inquiries.

asked the Attorney-General if the Lord Chancellor has any plans to increase resources in the commercial court, Royal Courts of Justice.

The level of business in the commercial court has increased significantly in recent years, and is being kept under review, but there are no immediate plans for an increase in resources.

Does my hon. and learned Friend agree that in view of the delays—in some cases up to two years — there is a case for increasing the number of judges and courts to deal with commercial cases, especially as he has said that this is an expanding area of the law which is tantamount to an invisible export?

My hon. Friend is right in his reference to the invisible export capacity of the commercial court. Delays have increased because the number of cases tried in the commercial list has greatly increased in recent years. In some ways, it is a victim of its own success. It is for the Lord Chief Justice to determine how many judges at any one time should be engaged on commercial work, but the Lord Chancellor is concerned to examine whether time savings can be made by any changes in the procedural rules.

asked the Attorney-General how many prosecutions arising out of the miners' strike have been instituted by the Director of Public Prosecutions since 13 March under section 7 of the Conspiracy and Protection of Property Act 1875; how many cases have been before the courts; and how many convictions have been secured.

Proceedings under this section are instituted by the police and not by the director. Since 13 March, 251 people have been charged under this section. The offence does not have to be reported to the director, who therefore does not receive statistics on the progress of these cases.

I am grateful to the Solicitor-General for that answer. Is he aware that there is a widespread belief among the public that the leadership of the NUM is engaged in a nation-wide organised conspiracy, which is precisely what the 1875 Act was designed to deal with? Will he assure the House that the law enforcement agencies will be encouraged to search for the necessary evidence to bring the convictions which the public believe should be brought?

In the eyes of the law and in the eyes of those who administer the law, any union leader rates exactly the same as any other individual. If evidence justifying proceedings becomes available to chief constables, appropriate action will be taken. I have absolutely no reason to believe that chief constables are any less astute in seeking out evidence, where they believe this offence to have been committed, than they are in respect of any other criminal offence.

Have any of the powers available to the DPP or chief constables during the mining dispute proved to be unsatisfactory for dealing with the problems that have arisen?

I understand that each of the chief constables in the areas affected by this dispute has assured the Home Secretary that he seeks no change in the content of the criminal law.

Does my hon. and learned Friend agree that there must be some evidence that the NUM leadership knows of this violence? As the NUM is paying the pickets out of union funds, when it can get its hands on the money, is that not tacit evidence that the leadership is condoning, if not encouraging, this violence on the picket lines?

There must be evidence of the commission of an offence, including a conspiracy, before there is any reasonable prospect of a conviction. Those who make up the massive crowds that we have experienced during this dispute are at best demonstrators and at worst rioters. As to cases already before the courts, whether any individual is guilty of any offence depends on the evidence against him personally.

Has any policy guidance been given either by the Attorney-General to the director or by the director to the chief constables on this issue?

No, Sir.

asked the Attorney-General if he has any plans to meet the Law Society to discuss the handling of complaints against solicitors.

No, but it is intended this Session to introduce legislation to give effect to the Law Society's proposals to improve and extend its disciplinary powers.

Is the Minister aware that there is still serious anxiety about the lack of sanctions against solicitors and that this month the legal action group drew attention to a case, which the Law Society refused to investigate against a solicitor in North Bedfordshire, in which the solicitor had advised his client to commit a criminal offence? The north Bedfordshire borough council and the court refused to do anything about it. How can the public interest be protected in such instances?

The professional purposes committee of the Law Society, which will be augmented to include lay representatives and solicitors who are not members of the society's council, will be given powers to order a solicitor whose work has fallen short of the appropriate standard to remit or repay part or all of his costs or to do specified work at his own expense. The society will be given wider powers to compel the production of case files and to impose conditions on a solicitor's practising certificate. A number of other improvements will also be made in the existing arrangements. It can be fairly said that the Law Society has greatly increased the amount of attention that it has given in the past to anxieties of the sort that the hon. Gentleman mentioned.

asked the Secretary of State for Foreign and Commonwealth Affairs what changes he has made, or expects to make, in respect of allocations of resources for humanitarian aid in the financial year 1984–85.

Following my visit to Ethiopia, I am arranging for two extra grain conveyors and 20 grain mills to be sent to Addis as quickly as possible. I am also arranging for 18,000 blankets to be airlifted. The total cost of those extra items will be £215,000.

I thank the Minister for that information. Does he agree that the allocation of £40 million, however welcome, is large compared with the cut of £4 million which he made last year to the Tropical Development and Research Institute? To prevent famine, would it not be a good idea for the Government to restore those cuts and give one-tenth of the sum that they are now spending to research, which this country's experience is well placed to execute?

The TDRI is a valuable institution. I believe that it will continue to do excellent work under the new system. I must point out to the House that we provide considerable quantities of aid of an important nature to agricultural development in Africa.

While I welcome what the Government have been able to do, will the Minister tell the House what parts of Tigre or Eritrea he visited when he was in Ethiopia? I understand that he visited Mekele. Was he able to visit the surrounding areas? Did he raise with the Ethiopian authorities the fact that 85 per cent. of those areas are not in their control, and would they agree to a ceasefire for a safe passage of food to the key affected areas?

I visited Mekele, but it was not possible to visit the surrounding areas. As I have said before, the right way to ensure that aid goes to the rebel-held areas is by working through voluntary agencies, especially the International Committee of the Red Cross, rather than by politicising the matter.

May I congratulate my right hon. Friend on taking the initiative and going to Ethiopia to see what is needed there. I assure him that if he can make arrangements to get some of western Europe's big cereal surplus to Ethiopia as quickly as possible, regardless of cost, and by slashing red tape, he will earn the gratitude of everyone in the country.

I am grateful to my hon. Friend. I have been working hard within the European Community to ensure that, within the allocation of food aid, the highest priority goes to areas such as Ethiopia, where the need is desperate.

Notwithstanding the Minister's helpful statement, does he agree that he should now reconsider his admission of 10 days ago that the total amount of aid for next year will be reduced by 2 to 3 per cent.? Does he accept that the average member of the British public would rather see at least existing levels of aid maintained than money being given away in tax cuts?

I believe that with the level of aid that is available to me next year I shall be able to maintain an effective aid programme and, in particular, deal with the kind of humanitarian circumstances that we are facing at present.

asked the Secretary of State for Foreign and Commonwealth Affairs if he is satisfied with the role played by the United Nations disaster relief office.

I am satisfied that the United Nations disaster relief office, with support from the UN system, is effectively carrying out its responsibilities for the mobilisation and co-ordination of international emergency relief to disaster-stricken areas.

I am grateful to my right hon. Friend for that answer. Is he satisfied with the role of that United Nations agency in tackling the famine in Ethiopia? Will he sympathetically consider representations that may be made to the effect that that office should have its role and resources extended, and increased if necessary, to deal with other major catastrophes that may take place in future?

UNDRO is a monitoring, advisory and co-ordinating body with a small organisation, which is not designed to run a major famine relief operation. It is important to have effective co-ordination in places such as Ethiopia, and for that reason we support the action of the United Nations Secretary-General in appointing a special co-ordinator in the form of Mr. Jansson to operate from Addis.

As transport is crucial, what are the Government doing to help with the provision of British-made trucks?

Transport is crucial. We have allocated a good proportion of our aid to Ethiopia to road transport as well as to the Royal Air Force Hercules operation. We are providing new Land Rovers and spares for those that are already there.

asked the Secretary of State for Foreign and Commonwealth Affairs what representations he has received concerning the Government's present level of overseas aid; and if he will make a statement.

Representations have been received from hon. Members and from members of the public. On 22 November during the debate on overseas aid I confirmed to the House that the net aid programme for 1985–86 would remain at the previously planned and published level of £1,130 million.

Is it not shameful that the Government's contributions to the Third world are less than half the United Nations recommended level? When do the Government intend to implement policies for the poorest of the poor, and why do we lag so far behind our European partners, particularly West Germany, France and the Netherlands, in providing aid to the African continent?

Our recent performance has been close to the overall OECD donor average. We have been behind France and Germany, but we are ahead of the United States, Japan and Italy. Our record is by no means bad.

Is my right hon. Friend aware that those of us on the Conservative Benches will welcome the statement that he made earlier and the positive extra arrangements that he announced? Although this is a subject on which we can never do enough, he at any rate is showing a great commitment.

I am grateful for what my hon. Friend has said.

Will the Minister send an urgent message today to the Prime Minister at the Common Market summit in Dublin telling her that millions of people in this country, from schoolchildren to old-age pensioners, are outraged by the fact that the Common Market is holding on to about 7 million tonnes of surplus grain while millions of people face starvation in Ethiopia and other African countries? The Minister's announcement today of 15,000 tonnes of food aid amounts to about only one week's requirement for the people of Ethiopia. Would it not therefore be appropriate for Britain to be seen for once to be taking the lead by urging the immediate release of all that surplus grain to help the people of Ethiopia?

This topic will crop up at the summit conference in Dublin. As I have already told the House, we have been pressing that the European Community should give the highest priority to the use of its food aid for dealing with disasters and famine such as this. I do not believe that, when the history of this affair comes to be written, the European Community's part will prove to have been negligible. I think that it will be to the contrary.

I congratulate my right hon. Friend on the generosity and timely nature of the aid to Ethiopia. In view of the figures that he has given the House, will he bring forward in his next Spring Supplementary Estimates additional sums to recompense the aid budget for risen overseas costs and for the additional programme carried out in Ethiopia?

I am grateful for my hon. Friend's kind remarks. I explained in the debate the other day that what I had to say about risen costs applied to the other parts of the Foreign Office budget and not to the overseas aid programme. Risen costs are not the problem for the aid programme that they are for other parts of the Foreign and Commonwealth budget, and in particular only a small part of our expenditure has to take place in dollars.