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Fourteenth report of Session 2010-11 : Documents considered by the Committee on 19 January 2011, including the following recommendations for debate, EU Citizenship; financial management, report, together with formal Minutes
While DFID's total budget is increasing, the Department will both restrict operating costs to 2% by 2014-15 and reduce its administrative costs by a third in real terms, from £128 million in 2010-11 to £94 million by 2014-15. This report warns that capping operational costs and staff numbers may not reduce overall costs or improve effective delivery of development assistance. The International Development Committee also raises concerns that cost pressures are driving DFID to use consultants to deliver its programmes, rather than in-house expertise. The Department spends £450 million on technical cooperation per year. Much of this is good work, yet it was unclear exactly what this money was spent on, or how effective it was and the extent to which external providers were used. DFID needs to improve its assessment of which projects and services it should use consultants for; and assess more carefully the use of consultants to manage the Department's own delivery programmes. In its efforts to reduce administrative spending DFID might be 'exporting' these costs to other organisations, including NGOs and multilateral aid organisations, with higher real administration costs. The Department should assess the best and most effective way to deliver development assistance as it may be able to do it more cheaply and effectively than external organisations. The report recommends that the Department improves its tracking of and reporting on the total cost of administering its aid programme with the aim of quantifying how much aid actually ends up reaching recipients.
The European system of human rights protection faces institutional and political pressures which threaten its very survival. These institional pressures stem from the backlog of applications before the European Court of Human Rights, the large number of its judgments that remain unimplemented, and the political pressures that arise from sustained attacks on the Court's legitimacy and authority, notably from politicians and jurists in the United Kingdom. This book addresses the theme which lies at the heart of these pressures: the role of national parliaments in the implementation of judgments of the Court. It combines theoretical and empirical insights into the role of parliaments in securing domestic compliance with the Court's decisions, and provides detailed investigation of five European states with differing records of human rights compliance and parliamentary mobilisation: Ukraine, Romania, the United Kingdom, Germany, and the Netherlands. How far are parliaments engaged in implementation, and how far should they be? Do parliaments advance or hinder human rights compliance? Is it ever justifiable for parliaments to defy judgments of the Court? And how significant is the role played by the Parliamentary Assembly of the Council of Europe? Drawing on the fields of international law, international relations, political science, and political philosophy, the book argues that adverse human rights judgments not only confer obligations on parliamentarians but also create opportunities for them to develop influential interpretations of human rights and enhance their own democratic legitimacy. It makes an authoritative contribution to debate about the future of the European and other supranational human rights mechanisms and the broader relationship between democracy, human rights, and legitimate authority.
The Government's motoring agencies are undergoing reorganisation and are introducing digital services; both changes have potential to bring welcome improvements. The Government has a mixed approach to organisational change in the agencies with different emphasis on efficiency savings, restructuring, and private sector involvement across the agencies. It needs to do more to explain the future direction for all the motoring agencies and how it will create a more unified service. The agencies could do more to recognise and respond to the needs of business users. There are a number of specific areas that require action by the Government and its motoring agencies: the driver Certificate of Professional Competence may not be delivering all the benefits expected of it and the Government should negotiate changes at a European level; the agencies need to have effective assisted digital strategies in place to help those who cannot or are unwilling to use the internet to access services; the agencies need to work with the Government Digital Service and others to address the problem of misleading copycat websites; the DVLA needs to do more to explain how it is required to share personal data with private parking companies and the safeguards that are in place to protect such data; the DVLA needs to adjust it's fees to ensure costs are covered and do more to explain it's calculations; and data sharing needs to be effective, if revenue collection, action on safety and work by enforcement agencies are to be effective, and new services need to be planned with data sharing in mind
Crime on Britain's railways decreased year-on-year over the past decade. That trend shows the effectiveness of the specialist rail policing provided by the British Transport Police (BTP). The Committee were impressed by the BTP's commitment to tackling crime while minimising delays for the travelling public. Despite the welcome decline in overall crime, we identified areas where the BTP could improve its performance. The British Transport Police Authority (BTPA) is the body with responsibility for setting the BTP challenging but achievable targets to tackle crime on the railway. The BTPA must fulfil its remit and avoid any perception that it is too close to the people whom it should be holding to account. The Committee concluded that the BTP model of developing specialist policing skills and securing funding from transport providers might usefully be applied to other transport modes, such as aviation. Such an approach could minimise delays, maximise security and reduce the cost of policing to taxpayers. In the course of the inquiry, the Committee heard that vulnerable children and young people are often found in and around railway stations and were surprised to learn that the BTP currently has no targets in relation to child protection. The Department for Transport, the BTPA, the BTP and the charity sector should work together to tackle this emerging issue by examining the available data and reviewing current practice.
The UK's engagement with the legal protection of human rights at a European level has been, at varying stages, pioneering, sceptical and antagonistic. The UK government, media and public opinion have all at times expressed concerns about the growing influence of European human rights law, particularly in the controversial contexts of prisoner voting and deportation of suspected terrorists as well as in the context of British military action abroad. British politicians and judges have also, however, played important roles in drafting, implementing and interpreting the European Convention on Human Rights. Its incorporation into domestic law in the Human Rights Act 1998 intensified the ongoing debate about the UK's international and regional human rights commitments. Furthermore, the increasing importance of the European Union in the human rights sphere has added another layer to the relationship and highlights the complex relationship(s) between the UK government, the Westminster Parliament and judges in the UK, Strasbourg and Luxembourg. The book analyses the topical and contentious issue of the relationship between the UK and the European systems for the protection of human rights (ECHR and EU) from doctrinal, contextual and comparative perspectives and explores factors that influence the relationship of the UK and European human rights.
On cover and title page: House, committees of the whole House, general committees and select committees
The current Advisory Committee on Business Appointments (ACoBA) lacks adequate powers and resources; does not have appropriate membership for its function; and should be abolished. Instead, the Committee says, Government should legislate to establish statutory ethics regulation with a code of conduct and enforceable statutory penalties, overseen by an independent ethics Commissioner. The new Commissioner would also take over the role of the Prime Minister's Adviser on Ministers' Interests - who advises on ministerial conduct. PASC also renews their call for the power to initiate investigations into the Ministerial Code on his or her own initiative. Enforceable statutory penalties should be introduced for failing to comply with the Commissioner's recommendations. Government reforms are implementing increasingly close working between public servants and the private and voluntary sectors. Changes to public service delivery - including the outsourcing of public sector functions and the active promotion of "interchange" between sectors-are blurring the boundaries between the public sector and other organisations. This could present greater opportunities for public officials to use their position for personal gain, and may give rise to public concern about the probity of former, and serving, public officials. The Committee says that ACoBA's procedures are "opaque" and not helpful to departing public officials who may need guidance about what appointments may be regarded as inappropriate for them to take up and does nothing to deter misleading and damaging mis-reporting of individual cases