asked the Secretary of State for Transport if he has any plans to seek to extend his powers to control or influence major developments of public or private buildings under existing flightpaths.

No, Sir. The consideration of planning applications is a matter for local planning authorities, although with certain proposals for developments near to an airport or affecting aircraft using it planning authorities are bound to consult the airport authority and either the Civil Aviation Authority or the Ministry of Defence.

I thank my hon. Friend for that answer. Is he aware that whereas, in general, the planning authority has powers to prohibit the extension of a flight path over existing development, his powers to comment on a development or concentration of people under a flight path are rather more limited, and that that causes considerable anxiety, especially in my constituency, where the Filton airfield provides more than 10,000 jobs? In view of proposed developments in that and many other areas, will he seek to extend his powers?

I understand my hon. Friend's anxiety over this and a number of related issues. Planning authorities must consult the CAA about safety considerations before they make their decisions. In the context that my hon. Friend mentioned, the Secretary of State for the Environment advises about noise considerations, and he has discretion to call in the applications.

asked the Secretary of State for Transport when he expects to announce a decision on future plans for the Darford tunnel complex.

We shall issue the invitation to promoters to make proposals for a third crossing at Dartford later this week.

Is the Minister aware that it is now seven months since the Secretary of State first suggested the involvement of private enterprise in the building of the third Dartford tunnel, and that only now do we have some idea of the time scale involved? Does he accept that the completion of every new section of the M25 increases the risk of Dartford becoming Britain's biggest bottleneck? Why does the Department of Transport not show the same sense of urgency over the Dartford tunnel as it did over the Channel tunnel?

This is a new idea and it requires careful assessment before we start inviting the private sector to put proposals to us. As to the bottleneck, I understand that congestion at Dartford is not likely to become serious before 1991–92.

Is my hon. Friend aware that congestion on the M25 has already become considerable and presents a problem? When he studies possible proposals for a new tunnel, will he consider the fact that, sooner or later, we are likely to need to make the M25 four lanes in each direction rather than three?

I listened carefully to what my right hon. Friend said, and we shall keep it in mind.

I am interested to hear that the Minister is leaving traffic congestion problems for the next Labour Government, but in the meantime, will the third Dartford tunnel have any impact on his plans for the east London river crossing?

On the first point, we have no intention of waiting until the end of the century' before that is put in hand. We shall of course take his second point into account.

I endorse what the hon. Member for Woolwich (Mr. Cartwright) said about urgency. Has my hon. Friend come to any preliminary conclusions about the advantages of a private tunnel versus a possible tunnel from the joint councils?

When my hon. Friend sees the invitation to promoters he will find that there are opportunities for people to quote both ways, and we shall look with great interest at what is the best value for money.

asked the Secretary of State for Transport what is his latest estimate for the commencement date for the A6 bypass of Rushden and Higham Ferrers in Northamptonshire.

Subject to the clearance of the statutory procedures, and provided that the resources are available, construction could begin during 1990.

Is my hon. Friend aware that a possible route for the bypass has been in existence for many years and so there is likely to be the minimum amount of opposition to it? What is required is the will and the money to build it, and in those circumstances can my hon. Friend make any improvement on the date that he has given me?

I shall do what I can. The scheme has always been in the reserve list at the end of the roads programme. We now have a good prospect of a start in 1990.

May I endorse what my hon. Friend the Member for Wellingborough (Mr. Fry) said? The delay in providing the bypass is having extremely bad effects upon my constituents in the parish of Stanwick, through which traffic is being diverted simply because the existing facilities through Higham Ferrers and Rushden are so crowded. Any improvement in the date will be welcomed by my constituents.

I am grateful to my hon. Friend. It is clear that any improvements that we can make in the roads programme will generally be welcomed by people in the locality.

asked the Secretary of State for Transport what plans he has for the operation of bus lanes on trunk roads in London following the abolition of the Greater London council.

As with all forms of traffic management on national roads, I shall want to satisfy myself as to their effects.

Does the Minister agree that bus lanes in London have proved an excellent way of speeding up bus services and so improving the efficiency of London transport? Will the hon. Gentleman have a look at the bus lane in Park Lane in the morning rush hour? It is being made a nonsense of because buses and vans are using it for parking. Unless parking is abolished in bus lanes, buses cannot benefit from them.

I shall do as the hon. Gentleman suggests.

Do not bus lanes in London produce the most ghastly chaos and delay motorists and bus passengers getting to work? Is my hon. Friend satisfied that some of the bus lanes recently introduced by the GLC have been not for traffic reasons but for spiteful, silly reasons?

All hon. Members will benefit from the review of the bus lane assessment criteria and performance, being carried out for the Department and London Regional Transport.

Is not whingeing by Tory Members about bus lanes most inappropriate, since bus lanes generally speed up buses and are for the advantage of bustravelling members of the public in London? Will he ensure that when the GLC is abolished and borough councils and his Department are looking at bus lanes, they will take first into consideration the convenience of the travelling public, and not that of the Right-wing fanaticism of his Back Benchers?

Proper expressions of concern from my hon. Friends behind me are sometimes preferable to the witterings of Labour Members.

When my hon. Friend looks at the review of bus lanes, he may consider that many of them should go the way that the GLC is rightly going, and disappear. If he gets around to looking at bus lanes in Park Lane, will he consider that that is probably the most crazy system of all, because buses occupy two lanes on one of the most highly-used roads in London?

I am grateful to my hon. Friend. It is clear that one of the most popular things that I can do, given the expressions of interest on both sides of the House, is to visit Park Lane in the morning and see it for myself.

asked the Secretary of State for Transport what further consideration he has given to the designation of sea routes for large crude oil carrying tankers west of the Hebrides and clear of the Minch; and if he will make a statement.

Surveys carried out under the Government's civil hydrography programme have confirmed that there is a route of sufficient depth for deep draught vessels to the west of the outer Hebrides. The surveys were completed last autumn, and relevant charts have been updated to show the area surveyed and to make it clear that it is suitable for deep-draught vessels.

I thank the Secretary of State for that reply and for the written answers that I received last year from his hon. Friend the Minister of State. Will the Secretary of State clarify whether he enjoys the power to make those routes statutory, or is his power simply advisory? Concern has been expressed that the Government do not have the statutory power to enforce rerouting outwith the Minch and west of the Hebrides. There is evidence that the French Government, in the wake of the Amoco Cadiz catastrophe, were able to take such power. What is the Government's position?

I am advised that I do not have powers to close a route to traffic, so I cannot do more than advise traffic as to the preferable route. Obviously I cannot answer for the French Government. They may have different powers. We are dealing with international traffic, so the question of powers does not seem to me to be one that we should raise at this time.

asked the Secretary of State for Transport what recent discussions he has had with British airlines about the liberalisation of aviation.

We regularly seek the advice of British airlines in negotiating for more liberal aviation agreements. We have made notable progress in Europe, with liberal agreements with five other countries, and are pushing hard this year for real progress in the EC.

Does my hon. Friend agree that cheap air travel cannot come quickly enough? Will he take every possible step to liberalise the cost of flying in Europe? [HON. MEMBERS: "Reading".] I am not reading. One cannot even look down these days. Does my hon. Friend agree that the sooner the EEC and our European allies come to terms with free and non-protective flights between European nations the better that it will be for the consumer, especially the British consumer?

As a direct result of the new air service agreements that we have signed with several European countries, cheaper air fares and many more services are being introduced. I am confident that during the coming year more British airlines will fly those routes and that as a result the quality of service will rise and air fares will fall.

What is the difference between liberalisation and complete deregulation of aviation? Has the Department of Transport considered what has happened in the United States, where complete deregulation has meant several aviation companies tottering on the brink of bankruptcy? Will he confirm that he does not intend to go down that track?

There is no proposal on the table in Europe or in the mind of the Government for complete deregulation. Obviously the Government will be involved on a bilateral or a multilateral basis. We wish to make it easier for competition to exist, in the interests of passengers.

From his discussions with British Airways and Al Italia, is my hon. Friend satisfied that no barriers are being placed in the way of the proposed additional service to Milan from Gatwick, in conformity with the Government's policy of dual designation by British airlines to European destinations?

I am not satisfied that the Italian Government understand, as we understand, that the Treaty of Rome should apply to aviation matters as it applies to other matters, and that there should be far greater competition and multidesignation of airlines on that route and on other routes into Italy.

Does the Minister accept that price considerations must always be secondary to safety? In the discussions that he and his Department are having, what consideration is being given to safety standards?

Safety standards are the statutory responsibility of the Civil Aviation Authority. My Department supports the Civil Aviation Authority in precisely the way that the hon. Gentleman implies.

I congratulate my hon. Friend on the fine work done by him and his Department. Anyone working in the aviation industry is grateful for the progress that he has made, but does he agree that there is much more to be done? Will he assure the House that he will continue to press, especially within Europe, for further and dramatic liberalisation'?

I thank my hon. Friend warmly for his kind remarks. I agree completely that there is much to be done to reduce fares and to establish the rules of competition, so that our formidable airline industry can succeed in Europe, as it is succeeding in other parts of the world, to the benefit of passengers throughout Europe.

Is it not the case that in 1984 the Secretary of State rejected the Civil Aviation Authority's competition policy because he wanted to protect the value of British Airways for privatisation? Is this sudden new-found enthusiasm for competition today a recognition that the value of BA has fallen by half and that the Government cannot sell it with a proper competition policy?

I hope that that question means that the Opposition, led by the hon. Gentleman, will nov, fight for more competition. If that is true, it is to be welcomed. The arrangements that my right hon. Friend made last year, whereby British Caledonian could take over some substantial routes into Saudi Arabia in exchange for some not-so-substantial routes to South America, were a move towards further competition, and go against what the hon. Gentleman implied in his question.

asked the Secretary of State for Transport when he expects the proposed draft amendments to the Highways (Road Humps) Regulations 1983 to be put before the House.

As soon as possible.

Will my hon. Friend take note of the anxiety felt by many of my constituents, especially those who live in Court lane, Dulwich where the delay in implementing the regulations has meant that many serious accidents have taken place and that the residents are in fear of life and limb because of the speed of traffic on that road? I am delighted that the regulations will be implemented as soon as possible.

I have seen the correspondence that my hon. Friend had with my predecessor, and I am aware of the leading role played by Mr. Sholem. Road humps are not the only way to reduce vehicle speeds. It is well worth while for local authorities to look at other ways of reducing the danger that clearly exists.

Given that consultation was originally due to take place last autumn with the amended regulations being laid before the House in the early part of 1986, will the Minister give an assurance that consultation will start within a matter of days, and that the regulations will be laid before the end of the spring? It is not only in Southwark, which the hon. Member for Dulwich (Mr. Bowden) and I represent, that the amendment of these regulations will be greatly beneficial. I am sure that the Minister will support them. Will he ensure that his Department moves quickly?

The hon. Gentleman gets it slightly wrong, because when we are dealing with complex and controversial subjects it may be better to take weeks rather than days. If I can begin consultation by Easter, it will be possible to lay the regulations before the House by the summer.

Will my hon. Friend pursue the possibility of issuing a circular to local authorities to encourage the greater use of speed humps, which in medieval cities such as York would certainly stop heavy vehicles from making short cuts through residential areas and avoiding the proper routes?

I shall give the consideration that my hon. Friend requests, but humps are not the only way and are not always the most satisfactory way of reducing excessive speed.

asked the Secretary of State for Transport if he has yet made any estimate of the number of jobs that will be created in the north-east as a result of building the Channel fixed link; and if he will make a statement.

We have made no such estimate. CTG-FM intends to invite bids for the supply of equipment from companies throughout the United Kingdom. It has indentified approximatedly 3,500 man-years of work for which companies in the north-east, Yorkshire and Humberside are well placed to compete successfully. In addition, British Rail's investment of up to £390 million is likely to benefit companies in the north and midlands.

On 20 January the Secretary of State said that he would

"consider carefully the employment consequences of the development."—[Official Report, 20 January 1986; Vol. 90, c. 20.]

First, there will not be a drain on jobs anywhere in the country. Much of the money is coming from abroad and would not be invested here if it were not for the project, which is in the private sector. Secondly, jobs will be awarded not on a Buggins' turn basis, but substantially to those who win them because they are competitive. That includes a large number of firms north of Watford.

My hon. Friend will be aware that north-east Kent has higher unemployment levels than those in some parts of the north-east of England. Following his reply in the debate on the White Paper, is my hon. Friend able to comment further on whether his Department has plans to publish a prospectus for north-east and east Kent, along the lines of that published by the French Government on behalf of the north Pas de Calais?

I am conscious of the number of unemployed in east Kent. The committee that I shall chair will consider that aspect to see how best to ensure that the development provides them with jobs.

Is the Minister prepared to initiate discussions with the regional CBI, the trade unions, the major industrialists and the ports in connection with the effect on the region's economy of the building of the link? If he is not prepared to take the initiative, will he respond favourably to an invitation from these bodies to discuss the important matter of the economy of the region?

I am always prepared to respond to an invitation to discuss the matter. Perhaps the hon. Gentleman will bring a deputation to see me.

Is my hon. Friend aware that I have had communications from the business community in Cleveland, including one from the Tees and Hartlepool port authority, welcoming the Government's decision to go ahead with the Channel tunnel and recognising that, with its good labour force, the opportunities in the north-east will be taken up, which will expand the economy in that area?

I am sure that my hon. Friend reflects the spirit of those in the north-east who are determined to be successful and secure jobs and orders.

Will the hon. Gentleman consider the experience of the development of North sea oil, and recollect that in the early stages most orders went abroad and that only after the establishment of the Offshore Supplies Office, chaired by a Minister at the Department of Energy did 71 per cent. of contracts over £100,000 come to Britain? Will he immediately set up such an office to make sure that we get the maximum benefit from the British end of the construction costs?

No. I am confident the British industry is well-equipped to keep a substantial share of the business that is available and, without any duck shoving, it is much more competitive that the hon. Gentleman imagines.

asked the Secretary of State for Transport what assessment he has made of the implications for traffic flows on motorways and major trunk roads undergoing repairs and maintenance of the numbers and location of safety cones, especially at weekends; and if he will make a statement.

Traffic management arrangements at roadworks sites are designed to allow vehicles to pass safely through the works with as little delay as possible. We monitor the arrangements and revise our standard layouts when improvements are identified.

As there is nothing more infuriating for hard-pressed motorists—who see too much congestion nowadays anyway, including on motorways—will my right hon. Friend reassure the House and the public, after all the discussion in the House last summer, that the excessive deployment of cones in lanes that are not being worked on, particularly at weekends, is now a thing of the past? There is still much mail about this subject, and people are fed up with it.

There are reasons why sometimes there are some cones with no visible work. Concrete may be setting, it may be too cold for asphalt laying, the cones may have been set up for work to start shortly, or work may be taking place underneath the structures. Equally, on many occasions cones are there for no good purpose. I wish that agent authorities would apply the same spirit of urgency to moving cones as I do to getting the contracts done by applying the lane rental system, which has saved up to 25 per cent. of the time of the works.

Are we not the only developed country that is happy to have miles of cones for yards of work—particularly at weekends as the hon. Member for Harrow, East (Mr. Dykes) said—or for no work? Will the Secretary of State look at other parts of the world—he can have a long trip if he likes—to see how they do it? Does this happen because much of the coning is carried out by a private company, which perhaps can charge so much per cone and use as many as possible?

No, Sir. Coning is carried out by agent authorities, which are usually the county councils. I have already reminded them, and I shall do so again, that they should not leave cones in place for a minute longer than is necessary. Our system of lane rental, whereby a contractor is paid a bonus if he finishes the contract early, has reduced the time by 25 per cent. in many cases. It is the envy of the world. I am afraid that I shall not have time to go round the world, because so many foreigners are coming here to see what we are doing.

Given the success of that incentive scheme, will my right hon. Friend consider imposing penalties on agencies that leave the cones in place unnecessarily?

I have looked at that very point, but it is very difficult to think of a legal way of imposing a penalty on one's agent.

asked the Secretary of State for Transport what discussions he has held with the British Airports Authority about disposal of land in the safeguard area around Stansted airport.

I expect to be able to announce within the next week or so the details of the new area of safeguarded land at Stansted. The British Airports Authority will then dispose of land outside that area.

Will my hon. Friend confirm that the purpose of safeguarding, in the first place, an area of land amounting to 2,500 acres was against the possibility of a second runway? As my right hon. Friend has said emphatically that there will not be a second runway at Stansted, what is the difficulty about determining the exact amount of land of which to dispose?

I can confirm that the reason for the disposal of this land is that there will not be a second runway. I understand that certain legal difficulties have led to the delay, but they have been overcome and I expect shortly to be able to make the announcement for which my hon. Friend is looking.

Will my hon. Friend describe the difference between the new area of which he is prepared to dispose and the area which was previously designated under inquiry by the Eyre report?

As my hon. Friend the Member for Saffron Walden (Mr. Haselhurst) said, that land is no longer needed for a second runway. There is nothing new about this. It was proposed in the White Paper.

asked the Secretary of State for Transport if he will introduce measures to enable tachographs fitted to coaches to be used for on-the-spot speed checks.

It is for chief officers of police to decide what evidence is needed to support prosecutions for speeding. The proposed requirement to fit coaches with speed governors will greatly help compliance with speed limits.

Is my hon. Friend aware that tachographs are used on the continent to enforce speed restrictions and that it is a cheap and effective system? Does he agree that such a system is preferable to his proposal, which will force small bus operators to fit these new-fangled speed governors—a burden which they could well do without?

My hon. Friend will be aware that the laws in this country are different from the laws in the rest of Europe. It is for the police to decide what evidence to bring and what resources should be deployed. Speed governors tackle the problem more directly and are a more certain way of ensuring compliance. Prevention is better than cure.

The Minister has mentioned twice the fitting of speed governors, which already exist on coaches on the Oxford Link service. What time scale does he envisage before this becomes a legal requirement?

I am not yet certain.

Will my hon. Friend think again about the use of tachographs? They are extremely effective in preventing accidents. I have seen them in operation when travelling on coaches throughout Europe. They have much to recommend them.

I shall give further consideration to my hon. and learned Friend's suggestion.

In view of the widespread concern in the country about the speed at which certain coaches travel on motorways—all hon. Members have seen coaches flying past them at 70, 80 or 90 mph—why does the Minister not instruct the police regularly to inspect the tachographs? The introduction of the governor will cause problems for some vehicles that are forced to speed to escape from a possible traffic hazard.

The hon. Gentleman will want to know that the Department has analysed about 80,000 tachograph charts in the last 12 months.

asked the Secretary of State for Transport whether he will state the number of people killed on the roads in the years 1982, 1983, 1984 and 1985, respectively; and if he will make a statement.

The number of people killed in road accidents in Great Britain between 1982 and 1984 is as follows: In 1982 5,934; in 1983 5,445; in 1984 5,599. Final statistics for 1985 are not yet available.

If that number of people were killed in aircraft crashes each year, would not the Government take more effective action to reduce the slaughter? Will the Minister consider introducing legislation to provide for an automatic prison sentence for those convicted of drunken driving?

The hon. Gentleman expresses the widespread concern about the appalling slaughter on our roads. It is worth giving a pat on the back to those who have contributed to reductions in the numbers of accidents, especially because of the increase in the use of our roads. We must think of all possible ways of getting through to drivers, especially at local level, the initiatives that can be taken to maintain the downward trend.

Does my hon. Friend's Department keep a record, not only of the number of vehicles using our roads, but of the frequency with which they use our roads? Would it not be a good idea to measure that against the number of road accidents to discover the efficiency of road safety measures and to assess the need for new roads and bypasses, which might bring down the figure further?

Yes. Road design might make a significant reduction in the consequences of driver behaviour, but driver behaviour itself makes the greatest contribution to accidents, serious injuries and deaths on the road. We must put out that message, especially at local level, because that is where people misbehave.

May we have the equivalent figures for railway passengers killed in the past four years? Does the Minister agree that it would make more sense, and be safer, if the Government encouraged the greater use of public transport, especially railways?

The figures are available. If the hon. Gentleman is suggesting that everyone should move from the roads to the railways, he will find that the democracy of transport moves in a way different from that which he expects.

asked the Secretary of State for Transport whether he has received any representations in favour of lighting all remaining sections of the M25; and what offers he has received from lighting companies about lighting the motorway.

We have received a number of representations, including a press release with a covering letter from a lighting manufacturer.

Is my hon. Friend aware that 26 people have lost their lives on the M25 since it was opened? Is he further aware that a number of companies such as Philips are showing interest in taking over lighting on the M25, because only 40 miles are lit and 80 miles are unlit? Will the Minister consider proposals by any lighting company making a bid to undertake the complete lighting on the M25, because lighting saves lives? Is my hon. Friend aware that non-lighting fatalities cost £206,000 per person?

My hon. Friend will be happy to know that I am shortly to meet representatives of the company which he named. As a Right-winger like myself, in terms of value for public money, my hon. Friend will know that even the most inspired reaction to European Road Safety Year and Energy Efficiency Year should not preclude any lighting proposals going out to competitive tender.

asked the Secretary of State for Transport when he next intends to meet the chairman of British Rail to discuss the procurement of capital equipment.

The policy of the British Railways board, agreed by Ministers, is for competitive procurement. The implementation of this is a matter for the board.

Would the Minister wish to see the retention of railbus production at Workington in the event that the Laird Group succeeds in taking over Leyland Bus? Would he say that the Government and the British Railways Board are more than satisfied with the railbus while it is being produced at Workington?

I understand that British Rail was satisfied with the production at Workington. As to the competitive sourcing of DMUs, there will still be at least three potential suppliers for railbus and two for Sprinters. That is important to British Rail.

Can my hon. Friend confirm that this Government's investment in British Rail is running at an all-time high?

I can confirm that British Rail's proposals for investment have been fully met whenever they have come forward and that they have been quickly turned round.

Is the Minister aware that there is widespread anxiety in south Wales about British Rail's announcement during the weekend of major cuts in the south Wales rail network, including the loss of 424 jobs at the Severn tunnel junction, which will decimate railway villages such as Rogiet, Magor and Undy? When the Minister next meets the chairman of BR, will he ask him to reconsider? Will the Minister notify the Secretary of State that there will be some concern about the fact that he has chosen not to make a statement to the House today about this extremely important matter?

The issues that the hon. Gentleman has raised are for the management of British Rail, but I shall look into the matter and write to him in response to his question.

asked the Attorney-General what steps he has taken to ensure that, in future, advice from the Law Officers remains confidential.

As I informed the right hon. and learned Member for Aberavon (Mr. Morris) in a written answer on 13 January, I am satisfied that the arrangements in my Department are adequate and that other Departments are aware of their duty to maintain the confidentiality of any advice which the Law Officers may give them.

Is it not fair to say that, in standing before the House and answering the questions of my right hon. and hon. Friends about confidentiality, the Attorney-General is showing that he is accountable to the House of Commons? Why should that accountability not extend to addressing members of the Select Committee, which is examining these matters? Should they not be treated in the same way? What is the distinction?

It is a well-accepted convention because the usual work of the Law Officers is to give advice, and that advice would not be required by a Select Committee.

Will my right hon. and learned Friend remember that the question is, I think, asked not out of devotion to the British constitution but to stir up trouble, and that these things are far better left to the old conventions on which we have managed our affairs for many centuries?

I agree with my hon. Friend. As I have said before, the House should think very carefully before it tries to alter that convention.

Was anybody in the Attorney-General's Department consulted about the possibility of the letter to be written by the Solicitor-General being put into the public domain? When the leak inquiry was set up, did the right hon. and learned Gentleman have reason to believe that it might have been an official leak?

The answer to the first part of the right hon. and learned Gentleman's questions is no. As for the second, there was no communication at all save for my communication with the secretary to the Cabinet.

asked the Attorney-General if he considered granting immunity from prosecution to any other civil servant involved in the disclosure of the Solicitor-General's letter to the then Secretary of State for Defence.

No, Sir.

What remains puzzling is why the director of information at the Department of Trade and Industry was apparently given immunity from prosecution but that the same was true for no other civil servant, including Mr. Powell at No. 10, who certainly had a hand in the leaking of the letter from the Solicitor-General to the then Defence Secretary. Why was the decision to write the letter taken? Does the Attorney-General agree, on reflection, that the Solicitor-General was used by the Prime Minister, and that she prompted him to write the letter to the then Defence Secretary?

The answer to the first question is that nobody even suggested, let alone asked me to grant immunity to anyone else, so that matter did not arise. As for the hon. Gentleman's second question, I repeat yet again that there was no question of my hon. and learned Friend being used. He carried out his duty in the normal way.

asked the Attorney-General if he will make it his policy to take over the funding of law centres currently funded under the urban aid programme when the funding under that programme expires.

No, Sir. The reallocation of ministerial duties is not a matter for individual Ministers.

Will my hon. and learned Friend acknowledge the good work that is done by many law centres, especially by the Southwark law project? After the ending of urban aid for that project it is likely to be funded by Southwark council, which is a recipient of many of the complaints and cases that the centre receives and conducts on behalf of clients. Therefore, there is likely to be a conflict and unsatisfactory funding.

I am sure that my hon. Friend is right in saying that the Southwark law project does extremely good work. That being so, I hope that the local authority will not stint support for it. It would be wrong for any local authority, in determining its funding responsibilities, to take account of the fact that a law centre encourages individuals to draw attention to any impropriety of such an authority.

May I underline the valuable work that law centres undertake, especially on behalf of the disadvantaged and the poor in inner city areas? Is it not about time that a thorough appraisal was undertaken with a view to the Government coming to some decisions that will mean that local authorities do not have to find money to fund law centres through urban aid, bearing in mind all the restrictions that Government Departments place upon them?

I am sure that the hon. Gentleman is right in saying that many law advisory centres undertake extremely good work. However, they are local voluntary organisations and do not form part of the statutory legal services framework. As such, their funding falls for local decision, especially local authority decision.

Does the Solicitor-General not recognise that the recommendation of the Lord Chancellor's advisory committee was that money should be found for the continuance of law centres, and that the complacent answer given by his noble Friend in another place last Monday suggested that the Government have no intention of doing anything to help any of the law centres throughout the land? Is he aware that that is unacceptable to those in the legal profession, both the Bar and solicitors, and to the majority of clients who depend upon law centres and Government funding for them for any hope of obtaining decent legal representation in cases which are often important?

I recognise the recommendation to which the hon. Gentleman referred, but I do not recognise the conclusion that he seeks to draw from it. Law centres are part of the local framework by which the statutory legal services are supplemented. Therefore, their funding must be subject to local decision. I believe that that is the right way of proceeding. It is for local authorities to determine their priorities, not for central Government to impose priorities upon them.

asked the Attorney-General whether it will be open to the legal aid review committee to propose savings in expenditure; and whether he has any particular areas in mind.

Yes, Sir, and it will be for the committee itself to select the areas of review.

Is the Solicitor-General aware that there is widespread concern at the apparent intention of the Government to cut eligibility for legal aid for the first time since the scheme was introduced? Does he realise that the Law Society and many other bodies have expressed their dismay at the proposal, which is likely to lead to a cut in the right to legal representation for poor people, especially those with families? Can that really be the Government's intention?

I think that the hon. Gentleman is referring to the announcement that was made about dependants last week. The Government keep the working of the legal aid scheme under review at all times, and not only when special review teams are established. There are no plans for further changes in eligibility at present. The reduction in dependants' allowances will in a small way moderate the rate of growth of legal aid expenditure. It still remains true that expenditure in the next financial year on legal aid will exceed that for the present year by far more than can be accounted for by inflation

Has my hon. and learned Friend read the Coopers and Lybrand report on the remuneration of the Bar? Is he aware of the widespread unrest at the Bar? Does he understand that the Bar is most unhappy at the refusal even to negotiate with it and with the attempt to impose a 5 per cent. increase in fees? Does my hon. and learned Friend want to be responsible for the destruction of the Bar?

Tempting though it is, it is not for me to comment upon a matter that is now before the courts.

asked the Attorney-General what conclusions have been reached by the Lord Chancellor's Department on the rights of audience of solicitors in the higher courts in the course of its consideration of the desirability of changes in the general practice of the courts.

It is the view of the Government that solicitors should be able to deal with certain formal or unopposed matters in any court. We have recently sought the views of both branches of the legal profession and the National Consumer Council on how this might best be achieved.

The collegiate of judges met on 13 January, no practice direction has emerged from the collegiate, and we have no definitive statement from the Lord Chancellor's Department. Does the Attorney-General not realise that there is widespread disquiet, however ill-founded it may be, about the belief that backstairs pressures are at work? Will the Attorney-General try to get an early announcement about the matter from the Lord Chancellor's Department, or will he prompt the judges to give the required practice direction?

A matter as important as this is a matter for consultation, as the hon. Gentleman will appreciate. In the end it comes down to looking at the public interest. That must be the key to this problem.

asked the Secretary of State for Foreign and Commonwealth Affairs what money from the Overseas Development Administration budget has become available, either from slippage or because emergency funds have not been taken up, for rapid disbursement during February and March; and to which investments he has allocated it.

Inevitably, some adjustments within the programme are necessary towards the end of the financial year. I have recently announced new allocations of emergency aid for the Sudan and refugee relief in African countries, involving some £5 million of expected spending in the current financial year.

Will my right hon. Friend confirm that only £5 million has been underspent in the expected expenditure at the beginning of the year? If that is so I am rather surprised, because it would be one of the lowest figures ever in the ODA budget. Does this need to disperse money quickly not militate against long-term development projects, particularly in agriculture, which we should be undertaking, or is it a result of African and other countries becoming so impoverished over the last 10 years that they are unable to implement the projects for which my right hon. Friend has allocated money? Is there not a case for a longer carry-over period, so that the projects can be carried out and properly funded in the following years?

Obviously there would be some convenience to me and to my Department if we had a long carry-over period. One must recognise that public expenditure requires a tight discipline and the system used for a long time is, broadly, effective.

Does the Minister recognise the danger of aid fatigue on the part of donors, in view of the immense effort put in over the past year, particularly by voluntary agencies? What attempt will he make by way of example, through Government expenditure and generally, to spearhead a public relations exercise to show the continuing need in Africa?

People talk about the possibility of aid fatigue as it is called, and such fatigue may exist in the voluntary sector. However, the signs are that the British public still have a great determination to play a part in solving the problems of Africa, and the Government are equally committed to solving those problems.

asked the Secretary of State for Foreign and Commonwealth Affairs what assistance his Department provides for rural development in Kenya.

In 1985–86 we expect to spend about £11·3 million to assist development in rural areas in Kenya. This covers activities in agriculture, livestock production, forestry, health, transport and the training of teachers for rural schools. I have just agreed to a grant of a further £4·37 million for applied research in the Embu, Meru and Isiolo districts, where we are seeking to achieve better use of arid lands.

Will my right hon. Friend tell the House what contribution is being made from our aid programme towards the health and population programme in Kenya? There is high population growth in that country and anxiety has been expressed there about the increased rise in the population.

My hon. Friend is right. The rate of population growth in Kenya is over 4 per cent. a year, and that is one of the highest rates in the world. We are contributing to an integrated rural health and family planning project. We have also financed the construction of six rural dispensaries and a rural demonstration centre, and have recently undertaken to finance a district hospital in Isiolo.

Was the right hon. Gentleman satisfied, after his visit to Kenya, that expenditure of so large a sum of money—£21 million of last year's aid—on the Nkubu road project was a satisfactory priority and one that was well directed towards rural economic needs?

I was completely satisfied. The road is a fine piece of engineering. On top of that, the project is essentially designed to serve the rural community east of Mount Kenya, and I am sure that it will do that.

Will my right hon. Friend consider more smallholder agricultural projects in rural development schemes in Kenya?

My hon. Friend has made a good point. I should be happy to discuss it with him.

In view of the importance of rural democratic co-operatives for coffee growing and marketing in Kenya, may I ask what special action the right hon. Gentleman is taking to provide the training necessary to enable those co-operatives to play a proper part in rural development?

The record of co-operatives across Africa, as elsewhere, is somewhat mixed. They are certainly more useful in marketing than in production. I am happy to look at the hon. Gentleman's specific point.

asked the Secretary of State for Foreign and Commonwealth Affairs what is his estimate of the likely balance in the Vote for the aid and trade appropriation at the end of March.

I hope that the Vote will be fully spent, but spending on the aid and trade provision is subject to many uncertainties about the acceptance and timing of commercial contracts.

Does the right hon. Gentleman agree that the amount can vary considerably? For instance, last year, one project in India—the Balco power station—cost £10 million. If the variation in the aid and trade provision can be so great, is it not possible to vary the amount in respect of rural development projects, such as those to which the right hon. Gentleman referred a short time ago?

The essential point one must bear in mind is that all that funding—whether it is the aid and trade provision or conventional aid—has to come out of the overall aid budget. Managing that budget is a difficult operation. I believe that the facts show that our record in managing is very good.

Is that not an argument for making more aid and trade provision commitments so that we achieve the expected disbursement by the end of each year?

The aid and trade allocations are much higher than the amount that is taken up. Obviously, not every contract is successful. Getting it right is a difficult matter, but, by and large, I believe that our record is successful.

Surely the reality is that the right hon. Gentleman is planning to increase the aid and trade provision tenfold over the next two to three years—a major increase. Does that not contrast in practice with, for example, the right hon. Gentleman's unwillingness to finance a refugee study programme at the University of Oxford, which would have major implications for developing countries?

The hon. Gentleman has got it totally wrong. There is no plan to increase the aid and trade provision tenfold during the next few years. There is a sensible plan to bring in a new loan facility, but it will not result in such an increase.

asked the Secretary of State for Foreign and Commonwealth Affairs what are the implications for his Department's policy on development of the conclusions of the United Nations Nairobi conference set out in forward-looking strategies for the advancement of women.

My Department has long sought to ensure that the interests of women are taken into account throughout the development process. The conclusions of Nairobi, which were accepted by consensus, require implementation by donors and recipients alike. We are doing our full part through the aid programme.

Are not special efforts required from the right hon. Gentleman's Department, particularly in view of the conclusions of the Nairobi conference, which, I am happy to say, are now available in the Vote Office for hon. Members? Is the right hon. Gentleman aware that, for example, in Africa women do most of the work, including about 90 per cent. of the agricultural work? Surely that should be taken into account in considering aid projects in that part of the world?

The hon. Gentleman is right. It is evident that women in Africa and elsewhere in the world have an enormous role. I can claim that my Department has long recognised that role. In assessing projects, we look carefully at their likely impact on women in the area. I believe that we have a good record. I propose to make a grant of £50,000 in the next financial year to the United Nations development fund for women, which I believe will be very welcome.

asked the Secretary of State for Foreign and Commowealth Affairs if he is satisfied that the service provided by the Crown Agents to other governmental organisations presents, in all cases, good value for money.

Yes, but problems arise in all organisations and the Crown Agents should be able to deal with them.

I had hoped that my right hon. Friend would take the opportunity to comment on our excellent aid programme in the Gambia. As part of that aid programme, the ODA is supplying Land Rovers. Land Rovers have to be bought through the Crown Agents and commission is paid on them. Would it not be more satisfactory if the ODA were able to buy the vehicles direct from the manufacturer at a discount and thus provide more aid?

I can confirm from my own experience that we are running a good aid programme in the Gambia. I acknowledge that there have been problems with Land Rovers supplied by the Crown Agents. However, I think that the case for operating through the Crown Agents is a good one. It is important to have competence and integrity in the procurement operation. I believe that the Crown Agents can provide that.

asked the Secretary of State for Foreign and Commonwealth Affairs if he has any new plans for land purchase in the Falkland Islands; and if he will make a statement.

I have agreed to an allocation of £550,743 from the 1982 £31 million Falkland Islands development aid grant to enable the Falkland Islands Development Corporation to buy Fox Bay west from the Falkland Islands Company. The farm will subsequently be sub-divided and sold to local buyers.

May I welcome that admirable news from my right hon. Friend? Does he agree that any move which gives land to local people for development must be good news?

Yes, I agree with my hon. Friend. Our programme has been well judged. We have been careful not to move too rapidly, but I think that the steps we have taken have proved sensible, and we shall continue in that way.

asked the Secretary of State for Foreign and Commonwealth Affairs if he will state the level of overseas aid to the Philippines in each of the last three years.

We have a small technical co-operation programme which in the years 1982, 1983 and 1984 amounted to £0·177 million, £0·190 million and £0·225 million respectively. Investments in this period by the Commonwealth Development Corporation and disbursements from the aid and trade provision totalled £6·7 million and £1·4 million respectively.

Does not the contribution which the Minister has just outlined, as well as the House's commitment to human rights, demand that the Minister should take this opportunity to condemn the blatant rejection of democracy in the Philippines? Will he join every other civilised country in saying that the people of the Philippines have voted for a change and it is time that their democratic wishes were respected?

It is not for me to comment on the general political position in the Philippines. However, I can confirm that we are watching it carefully from the point of view of aid and thinking carefully about what we should be doing in that area.