Air Traffic Management (Amendment etc.) (EU Exit) Regulations 2019

Debate between Lord Whitty and Baroness Sugg

Monday 25th February 2019 Lords Chamber

[Baroness Sugg]

I am afraid that I do not have a specific figure. Future funding is under consideration as part of our wider airspace modernisation project. That will be looked at through the CAA, which has a contingency fund for airspace modernisation costs, including the deployment of new technology.

It is important to reiterate that the safety of airspace will not be jeopardised after we leave the EU. This SI, along with the aviation safety SI which has been laid and will be debated in the coming weeks, will ensure that we have the same high safety standards. Air traffic controllers will continue to be licensed by the CAA and relevant EASA regulations will be saved in national law to ensure that those safety standards remain.

On the pilot common project, UK industry has been involved in the governance to shape the scale and costs of SESAR deployment projects. The future deployment of new technology would need UK legislation under the Civil Aviation Act 1982.

The noble Baroness, Lady Randerson, asked about military and commercial use. The military is excluded from the single European sky legislation. The flexible use of airspace is about using airspace reserved for the military when the military does not need to use it. It is not strictly about regulating the military, as such, but rules will be transferred into UK law through the statutory instrument which will continue to oversee them.

NATS is currently the UK’s en route air navigation services provider and will continue in that role; there will be no difference. On the question of what will replace the SESAR programme when the UK leaves the EU, the level of participation in SESAR remains a matter for negotiation. We firmly believe that it is in the best interests of the UK and indeed of the EU to maintain close co-operation, but it is likely that UK industry will no longer be able to receive EU funding for SESAR deployment. As I said, the Government have committed to cover the costs of that.

I hope that I have answered all the questions. If I have missed any, I will follow up in writing. This SI, and others to be debated in the coming weeks, are a key part of ensuring that we have a functioning statute book for aviation should we leave the European Union without a deal. It will make sure that, in the event of no deal, the UK has effective regulatory arrangements for our air traffic management system, and that the aviation industry, the CAA and NATS, have clarity about the regulatory framework.

[Lord Whitty (Lab)]

My Lords, I do not think that the Minister answered my noble friend Lord Rosser’s question on this instrument, or the previous one, about consultation with the trade unions. As she is aware, I am the vice-president of BALPA.

[Baroness Sugg]

My apologies for not answering that question. We meet BALPA regularly to discuss a variety of issues, including Brexit. I cannot recall discussing this specific SI with BALPA but it is incredibly important that, as we develop these SIs, we take into account industry’s needs, our regulators’ needs and of course trade union needs.

Haulage Permits and Trailer Registration Bill [HL]

Debate between Lord Whitty and Baroness Sugg

Report stage (Hansard): House of Lords
Tuesday 17th April 2018 Lords Chamber

[The Parliamentary Under-Secretary of State, Department for Transport (Baroness Sugg) (Con)]

My Lords, I shall speak first to the various amendments relating to the negotiation aims, which address the points made by many noble Lords on the continuation of the Community licence regime, before moving on to why we need to make the regulations irrespective of the outcome of the negotiations. I hope I have been clear on the Government’s objective throughout the passage of the Bill: we want to maintain the existing liberalised access for UK hauliers. A mutually beneficial road freight agreement with the EU will support the objective of frictionless trade. We are confident that our future relationship with the EU on road freight, as part of our wider continuing relationship on trade, will be in the mutual interest of both sides.

These amendments would enshrine negotiation objectives in the Bill. On their overall principle, I must be clear that we do not believe that an attempt to mandate a particular stance in negotiations, in the way that these amendments would, is appropriate in the Bill. We will need flexibility to be able to adapt our approach in different areas. I am afraid that I shall not be able to accept these amendments, but I understand that noble Lords need the reassurance that we aim to have in place the arrangements that we need to maintain continued access.

The current arrangements for road freight access between the EU and UK through the Community licence allow drivers to use a single permit for trips between all EU member states. The licence also allows transit traffic through EU member states. Several noble Lords have spoken about the advantages of the Community licence. I am aware of those benefits and that many hauliers would like to see it continue. While continued participation in the Community licence arrangements is one potential outcome of the negotiations—we will certainly discuss it—there are other means to replicate the access that the Community licence provides, which these amendments would rule out.

Our current liberalised non-permit-based agreements with some non-EU countries provide for mutual recognition of operator licences in lieu of the requirement of a permit. The UK-Turkey agreement is one such example. The EU has a similar arrangement in the EU-Swiss land transport agreement, where permits are not needed and mutual recognition is allowed. Our future agreement with the EU could be based on a similar scheme and, if that were the case, permitting would not be relevant. Including the objective to seek continued participation in the Community licence arrangements may make it harder to agree such a beneficial deal for our hauliers.

The noble Baroness, Lady Randerson, has tabled an amendment to the regulations made under Clause 1 that would see them apply only to an EU member state outside the UK, rather than any other country. This would mean that the focus of this part of the Bill will be only on arrangements with the EU. The Bill creates the legal frameworks to deliver for any administrative system that might be required as part of the final deal, but it also caters for our existing bilateral agreements with countries outside the EU. It is important that the Bill enables the regulations to cover these agreements so that there is compliance and consistency in the administration of a permit scheme, the allocation of permits and enforcement in relation to permits.

Non-EU agreements have previously been dealt with under administrative powers. The Bill will repeal the International Road Haulage Permits Act 1975 and bring in an entirely new framework. It is in UK hauliers’ interests to be able to use one system to apply for permits for non-EU countries as well as any permits that may be required, but we are clear that we hope that there would be no such requirement under any new EU schemes. I do not agree with the noble Baroness, Lady Randerson, that this is a coat-hanger Bill, but I am grateful to her for introducing me to a new term. It is important that we do all we can to provide consistency and certainty for the industry in how they can apply for permits and the methods of allocations for these permits. That is why the Bill should refer to all countries outside the UK and not just EU member states.

The noble Baroness, Lady Randerson, is quite right that the World Trade Organization’s most-favoured-nation rules apply to the road haulage sector except when there is an exemption or it is part of a wider free trade agreement, which is of course something we are seeking with the EU. The free trade agreement would cover sectors crucial to our linked economy, such as the haulage industry. On the point made by the noble Lord, Lord Berkeley, on the Chief Whip’s statement, I believe that the words on today’s list were taken directly from page 130 of the Companion. I will not attempt to justify them further, but I am grateful to the noble Countess, Lady Mar, for her intervention on that.

Noble Lords have raised the issue of borders, customs and border delays. I acknowledge the point made by the noble Lord, Lord Berkeley, that much work needs to be done in this area, but this work is happening in consultation with industry. In the case of this Bill, the provision of a permits scheme—whatever its detail or design—is intended precisely to ensure that there will be no delays for UK hauliers at our borders or any other borders in relation to their permission to travel.

Moving on to the amendments relating to the wider need to make regulations, irrespective of whether we have a future relationship with the EU that relies on permits, I understand that there is concern about the inclusion of enabling powers in the Bill if they will not be used at any point in the future in relation to our arrangements with the EU. However, as I have outlined, the Bill covers existing permit-based arrangements so we would need to continue to use them.

As the Prime Minister outlined in her March speech, our default is that UK law may not necessarily be identical to EU law, but it should achieve the same outcomes. Specifically on transport, she stated that,

“we will want to protect the rights of road hauliers to access the EU market and vice versa”.

In direct response to the point made by the noble Lord, Lord Whitty, we are not seeking to return to the arrangements that we had before becoming an EU member state. The Bill does not suggest an alternative system—that is a matter for negotiations—but simply puts in place a mechanism for delivering the outcome of those negotiations. That is the responsible thing to do.

I have been clear on the Government’s objective for the negotiations in relation to the UK haulage industry. We aim to stay as close to the status quo as is reasonably practical. That objective is shared by the haulage industry and noble Lords across the House. We do not believe that this amendment is necessary; it may have the unintended consequence of making the objective of continued liberalised access harder to achieve. I therefore hope that the noble Lord feels able not to press his amendment.

[Lord Whitty]

My Lords, I thank the Minister for that reply. She made a number of points, which I take on board. I understand why she does not want us to tie the hands of the negotiators—the noble Earl, Lord Attlee, made roughly the same point. I would have hoped that we could find a form of words that introduces the Bill that does not refer to the negotiations, but as a default situation, were we unable to preserve the Community licence scheme. Unfortunately, neither I nor my noble friend Lord Bassam have found a form of words, and it is getting a bit late in the process for this Bill. However, I wonder whether the Minister is prepared to accept that there could be a form of words that makes it clear that this is a contingency Bill. It might not go all the way back to 1973 or 1968, but it allows an entirely different permit-based system to operate. That is our default position if we are not to continue with the present system or something close to it.

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[Baroness Sugg]

My Lords, in Committee we discussed the process by which permits may be allocated to hauliers in a future permit scheme, should there be one. I am bringing forward an amendment that clarifies the Secretary of State’s powers to make regulations catering for all the different scenarios that may arise. The amendment does not change the Government’s policy on the methods that need to be available to allocate permits. Instead, in response to previous discussions, it aims to make legislation clearer on what regulations may include, while ensuring that regulations can be made specifying all the methods of selection we need to have available to us.

I understand that noble Lords are concerned about the use of these methods, so I will set out how we would use them and explain why they are on the face of the Bill. The Bill enables regulations to be made which provide that permits are required for a journey, if they are needed. Whether they are needed or not will depend on the agreements we negotiate. The Bill also makes regulations to make provision as to how the Secretary of State will decide whether a permit is granted. Regulations may specify criteria or other methods of selection. To ensure that the Secretary of State has the power to make regulations that cater for different approaches, the Bill provides that the methods of selection may include an element of random selection and “first come, first served”.

On first come, first served, our existing permit schemes are undersubscribed, so our applicants have always received what they have applied for. For example, in 2017 we issued 66 permits for Ukraine from a quota of 400; for Georgia we issued six permits from a quota of 100. This means that permits are issued on demand, and in these cases it makes sense to issue permits as we receive applications—on a first come, first served basis. In the future, where there are more permits available than are applied for, we will issue permits to all eligible applicants.

This drafting, with reference to “first come, first served”, ensures that the Secretary of State clearly has the power to provide in regulations that permits may be allocated on that basis. This is clearly a simpler process for the Government and hauliers where the supply exceeds the demand, but it means that hauliers will not be asked for as much information and additional criteria do not need to be applied, which will keep the process as simple and quick as it can be.

Moving on to random selection, the Bill enables regulations to be made that specify how the Secretary of State will decide whether a permit should be granted. That provision can include specifying criteria or other selection methods, which could include an element of random selection. If the demand for permits exceeds supply, we will look to allocate them in a way that maximises the benefits to the UK economy and that is fair and equitable to UK hauliers. We will set out this criteria in regulations and the Secretary of State will provide guidance relating to the information that applicants must provide.

As I said previously, we will be consulting on the criteria to be included in regulations, but these could include relevant factors such as the need for an applicant to hold a valid operator’s licence, the environmental standard of the vehicle authorised to be used by a permit, the sector the applicant operates in, or the proportion of a haulier’s business that is international. However, there might be cases where the application of criteria does not enable the Secretary of State to allocate all the permits. It is necessary, therefore, that other methods of selection should be available. As I said, the exact details of any permit scheme, if needed, are yet to be determined, so we want to ensure that the Bill enables regulations to be made that address scenarios where the application of criteria needs to be supplemented by other methods of selection.

I have listened to concerns noble Lords have raised that all permits will be allocated randomly and that getting a permit could be purely a matter of chance, but this is not the case. Where random selection is used, it will not be used on its own without any criteria being applied. The change of drafting to,

“an element of random selection”,

is a constraint on the delegated power to ensure that random selection cannot be used on its own. I state again that, while we expect some of these provisions not to be necessary, in passing this legislation we must ensure that the Secretary of State has the power to make regulations that enable a range of outcomes. That is the responsible thing to do.

We have made explicit mention of the method of first come, first served and random selection in the Bill to make it clear that the Secretary of State has these powers. Given that there might be circumstances in which these methods are used, it is appropriate that these powers are spelled out clearly in the Bill. This will ensure that there is no doubt that these powers are available to him and will provide transparency about what may be included in regulations. We have aimed to be open about the potential use of these methods and I have sought to set out the circumstances in which we envisage that these methods may be used.

I recognise the concerns raised about this wording and I hope that the detail and the amendment as set out will allay some of the fears about how the powers might be used. As I said, we will be consulting on the draft regulations. Additionally, the Government have tabled an amendment that will require the first regulations made to be subject to the affirmative procedure. We will come to that later, but it will mean that noble Lords will have the ability to scrutinise the regulations and, in particular, the way in which the Secretary of State has used his power under Clause 2.

As I have stated, I am confident that we will reach an agreement where all hauliers who seek a permit can get one—if, indeed, we need a permit system—but, as a responsible Government, we are preparing for all outcomes. I hope that the amendment makes the intention of the clause clearer and that noble Lords will support it. I beg to move.

[Lord Whitty]

My Lords, I have Amendment 5 in this group. The noble Baroness has in part answered the issues it is intended to raise, but it is not very clear in the Bill, in which the criteria for granting a permit seem to be entirely an issue of allocation of numbers, in terms of either the number of drivers or the number of vehicles, and what is available for a particular country. The amendment attempts to say to Ministers that there also need to be some qualitative criteria as to whether permits are given.

In the way the noble Baroness described it, the consultation might include that, but I would like that to be a little more explicit. We need to make sure that the operators who apply for and are given permits have reached certain standards of performance in relation to safety and maintenance, and to the employment and training they provide for their drivers and others; in relation to certain financial criteria that enable them to be of good financial repute; and in relation to certain environmental standards, as well as safety standards.

I hope that the consultation will cover all those things. What the Minister has said clearly includes that, but it is slightly odd that the wording of the Bill does not refer at all to regulations. I would therefore be grateful if the Minister could even more explicitly reassure me that these issues will be taken into account when criteria are established as to the suitability of operators to receive permits under the new system—if we need a new system.

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[Baroness Sugg]

My Lords, I will first address enforcement and Amendments 10 and 11. The sections on enforcement use the model of enforcement powers that are already in place in the context of operator licensing, Community licences and permits. Under current arrangements, the Community licence is the paper document that hauliers are required to carry in the vehicle and show to inspectors on request, so a switch to paper copy permits, should they be needed, will not fundamentally change this process.

The noble Lord, Lord Whitty, is right to highlight the benefits of digital documents. We want to see the haulage sector moving in this direction and are working towards that, but unfortunately we are not there yet. The Bill already provides the flexibility to move to that digital system in the future. Clause 1 provides that the permit,

“may be in any form the Secretary of State considers appropriate”.

That would enable the Secretary of State to specify the form of permits as digital once we have all the processes in place for that and once the industry is ready for it. Some of our existing permit agreements with other countries require a paper permit to be carried, and indeed all our existing permit schemes are currently paper-based, so it would be slightly counterproductive to insist on a digital permit at this stage. However, I can reassure the noble Lord that we are working towards that and that the current drafting allows us to move to that as and when we are ready to do so.

On the noble Lord’s amendment to Clause 8, the offence in Clause 8(2) relates to the conduct of a driver when a requirement is made of him or her by an examiner. Clause 6(2)(a) requires a driver to produce any permit carried on the vehicle to an examiner, and failing to do so without reasonable excuse would be an offence under Clause 8(2). That offence is relevant where a driver is frustrating enforcement activity, and mirrors similar offences for failing to produce documents carried on the vehicle, such as drivers’ hours records under Section 99 of the Transport Act 1968.

I absolutely understand the noble Lord’s point that if a driver has been sent on a journey by an operator without the necessary permit, the driver should not be punished for that. I agree, and to avoid this we included the wording,

“that is carried on the vehicle”,

in Clause 6(2)(a). Therefore, the driver will be prosecuted for failing to show a permit only if there is one on the vehicle which has been provided by the operator. If that is the case, that would be an offence under Clause 8(1), and that offence applies to the operator, so the driver would not be prosecuted for failing to produce a permit if they had never had such a permit in the first place. I hope this clarifies the scope of these offences to the extent that the noble Lord feels able not to press those amendments.

On the cost element of this group, the amendment proposes that fees should not be charged for five years. I have already outlined, and am happy to do so again, that our aim is to set fees, should they be needed, on a cost recovery basis and to minimise those costs to hauliers using any permit scheme. If we were to exempt hauliers from any permit fees for five years, these costs would have to be borne by another party. That would either be the taxpayer or it would need to be done via the cost of the operator licence, as the noble Baroness, Lady Randerson, pointed out, which would mean that all freight operators would pay for it. The latter would be more in accord with the principles in Managing Public Money which we are trying to stick to.

The noble Lord, Lord Whitty, is right to predict that I will use the argument that the costs of issuing Community licences are covered by operator licensing fees, which also operate on cost recovery. The issuing of Community licences is a small part of the costs of the operator licensing regime, and these fees are kept under review. If we no longer have to issue the Community licences and this reduces the cost to be covered by the fees, of course we will consider that when the fees are reviewed.

However, overall we think it is fairer that those who benefit from a service cover its running costs, rather than have all hauliers or all taxpayers paying for a benefit that only a small number get. Earlier, I confirmed that the fees will cover only the day-to-day running costs, with the Government covering the set-up costs of the scheme, which is being funded as part of our grant from the Treasury. Again, I am happy to confirm that we will do all we can to keep those fees low.

I hope that this discussion and the fact that the fees, should they be needed, will cover only the running costs will reassure the noble Lord that the fees charged to hauliers will be proportionate and stop an additional burden being imposed on the taxpayer. I can also reassure noble Lords that, should the government amendments be accepted, these fees, should they ever be needed, will be subject to three further measures: a statutory consultation with the industry; an affirmative procedure to allow proper parliamentary scrutiny of the regulations; and a report following their introduction to examine the impact on the haulage industry.

The noble Lord, Lord Whitty, has again suggested that we might benefit from further discussion on this. However, as with Amendment 1, I feel that I have been clear about the Government’s position on the Bill and the Government have nowhere further to go. Therefore, if the noble Lord wants to push the matter further, he will have to test the opinion of the House today. However, I hope that with these reassurances and the government amendments that we will come to later, he will feel able to withdraw his amendment.

[Lord Whitty]

My Lords, I am slightly disappointed by what the noble Baroness has said, and I also need to take heed of what she said on the previous group of amendments. Talking about the money, as I understand it, after the initial set-up costs, which will be borne by the taxpayer, it is still the intention to put a charge on hauliers for a service that will replace the Community licensing system, which is not currently charged for but is covered by the costs of the domestic operators’ licences.

I fully accept that from time to time these arrangements have to be reviewed, but with this amendment I am saying that at a time when hauliers are faced with substantial changes and increased competition from people who are still in the European Community licencing system, this will be seen as a charge on their costs. It is correct to say that we need to protect taxpayers’ money, but we also need to protect the industry, which eventually contributes to taxpayers’ money. Therefore, I am not sure that I am satisfied with the noble Baroness’s answer on that.

In relation to the other two issues, I take the point about digital provision and the fact that we are not there yet; nevertheless, it is right that the Minister has put on the record that a digital presentation of the documentation would be accepted. However, I am not entirely clear that she has gone far enough in relation to the driver’s responsibility, because Clause 8(2) implies a rather wider range of circumstances than simply refusing to provide documentation which is on board. When it comes to the regulations, the Minister will need to look at that a bit more tightly if we are not to transfer the responsibility of meeting the documentary requirements and other provisions, which lies with the operator, to the individual driver. She probably accepts that in principle but I am not sure that the Bill says that at the moment, and I hope that the regulations will do so. The reassurance that she has given us that the regulations will come through the affirmative procedure is helpful.

Returning to the issue of money, I do not think that what the Minister has said will reassure the industry significantly. However, she has allowed herself some elbow room on this. In view of the degree to which she has tried to give reassurance in respect of previous amendments and this group of amendments, I will not press this amendment tonight, although she challenges me to do so. The Government need to address this matter and to come back to us in a way that reassures the industry. It may be that, even at Third Reading, she will be able to say something more in that direction. However, for the moment, I beg leave to withdraw the amendment.

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[Lord Whitty]

My Lords, I too was not going to intervene in this debate but one additional point occurs to me that the noble Baroness might like to take note of. To make the point I have to declare an interest: I am chair of the Road Safety Foundation and of an organisation called EASST, which deals with projects on road safety—roads and vehicles—in eastern Europe, the former Soviet Union and Asia. My point is that Britain has often led the way in road safety. Statistics are difficult to come by, but anecdotally the number of problems with trailers in developing countries with inadequate road systems in central Asia and even in eastern Europe is quite substantial.

We have heard of horrific cases here from my noble friend Lord Tunnicliffe, but there are equally horrific anecdotal cases from other countries. Given the respect in which Britain’s road safety expertise is held around the world, a report of the kind that my noble friend’s amendment calls for could well influence global road safety and therefore be a contribution from the DfT to the new global Britain, and could be presented that way to otherwise reluctant colleagues in the House of Commons who might not accept simply another report. It is important that we maintain that lead on road safety and this is one area which, to my knowledge, has not been systematically addressed in the international road safety community.

[Baroness Sugg]

My Lords, safety is of course very important and warrants due care and consideration whenever we are legislating. Under the proposals in the Bill, around 80,000 commercial trailers, and a negligible number of non-commercial trailers, would fall within the mandatory scope of the scheme. It would not affect the 1.7 million trailer users who solely use their trailer domestically. We believe that this approach balances the need to offer clarity to UK operators and enable them to continue to operate internationally, without placing undue costs and administrative requirements on businesses and non-commercial users.

It may be helpful to explain the existing regimes in place to ensure high standards of safety and roadworthiness of trailers. This includes an annual testing regime for larger trailers and an approvals regime for new trailers. The current annual testing regime applies to almost all trailers weighing over 3.5 tonnes, with very limited exceptions. Certain other categories are also included, such as those weighing over 1,020 kilograms with powered braking systems. This regime covered the testing of almost a quarter of a million trailers in 2016-17. The pass rate at first test last year was 88%. The separate approvals regime is very similar to that which is in place for motor vehicles and covers new trailers ahead of their entry into service. This means that almost all new trailers are approved either by model or on an individual basis ahead of taking to the roads.

The amendment seeks the collating of a report on the number and nature of accidents involving trailers. I confirm to noble Lords that this data is already recorded in the annual Reported Road Casualties in Great Britain report published by the department every September, which I am happy to share with noble Lords; there is also a copy in the Library. It contains extensive details of all vehicles and persons involved in accidents reported to the police that occurred on a public highway, involving at least one motor vehicle and where at least one person was injured. The noble Lord, Lord Tunnicliffe, pointed out the limitation that those are the only figures included. The report recorded statistics for more than 136,000 accidents resulting in injuries and has informed the department’s ongoing work on road safety, for which my honourable friend Jesse Norman is the Minister responsible. The number of recorded accidents involving a trailer in 2016 was 4,352, which accounted for 3.2% of the total number of accidents in 2016. The total number of accidents involving trailers has decreased by 21% in the last 10 years—a significant improvement.

The noble Lord, Lord Tunnicliffe, spoke of the tragic death of Freddie Hussey. I pay tribute to the campaign of his family and his local MP. Following this incident, the department and its agencies have undertaken significant work as part of our continuing commitment to improve towing safety standards. Highways England has launched the national towing working group, which brings together a range of stakeholders. The DVSA published further guidance regarding safe towing practices.

Noble Lords will appreciate that towing, by the fact of involving two vehicles, is more complex than driving a motor vehicle alone. The noble Baroness, Lady Randerson, highlighted some of the issues that can be faced. It requires not only the safety of the vehicles involved but knowledge of and education on driving and towing safely. Alongside effective enforcement of existing provisions, the department believes that education is integral to continuing to reduce the number of accidents related to towing.

My honourable friend the Roads Minister has been particularly engaged on the issue of trailer safety and has met Karin Smyth, the local MP for the Hussey family. He will be attending the trailer safety summit later this month alongside a range of industry stakeholders to take stock of the progress that has been made and decide what more can be done. I absolutely echo the sentiment of noble Lords that each death that occurs on the roads is a tragedy and we must do all we can do avoid them, but I hope noble Lords will agree that these figures and the work I have spoken of underline the fact that the trailers on our roads exhibit good standards of safety and our current approach is seeing steady improvements.

We remain of the view that it is not appropriate to include these amendments in the Bill, but the debate they have raised has been valuable. We will continue to review safety regimes on an ongoing basis, but I appreciate the wish of noble Lords for the department to look further at this issue of trailer safety, and I have discussed this in detail with my honourable friend the Roads Minister. We have asked officials to review what further steps could be taken on trailer safety and the reporting measures that are in place.

Although we remain of the view that trailer registration and indeed a trailer safety check are not integral to improving these standards, it is of course appropriate that we continually look for opportunities to consider data collection, review our conclusions on registration and testing, and raise standards of safety on the roads. As such, I am pleased to be able to commit the department to producing a dedicated report on trailer safety. This report will ensure that our existing reporting on trailers accurately covers the complexity involved in accidents involving towing where issues may arise from a vehicle, trailer or indeed the capability of the driver of the towing vehicle. After looking at the reported road casualties document, I agree that we could and should look at the way that we report trailer safety. It can definitely be improved. The report will also consider the role that registration and testing may play in continuing to improve trailer safety standards. We will certainly discuss this with the Caravan Council and other industry representatives.

As my noble friend Lord Attlee said, following our previous session I have arranged for him to meet the Roads Minister to further discuss trailer safety. On behalf of my honourable friend the Minister, I would like to extend this invitation to all noble Lords with an interest in the subject. The contents of this report I have committed to can be discussed there in more detail. I hope noble Lords are reassured by the statistics I have outlined and by the approach that the department is taking more generally. I thank the noble Lord, Lord Tunnicliffe, for suggesting a report in his amendment and I am pleased to be able to agree to such a report.

As I have throughout debate on the Bill, I have attempted to take on board the views of all noble Lords. I fully agree that the department should consider this issue further but, with my commitment to such a report, I do not think it is necessary to seek to include the amendment in the Bill by dividing the House. With the agreement to a report and the offer of a meeting with my honourable friend the Roads Minister to discuss the contents of such a report, I hope that the noble Lord feels able to withdraw his amendment.