Haulage Permits and Trailer Registration Bill [HL]

Lord Bassam of Brighton Excerpts

Committee: 2nd sitting (Hansard): House of Lords
Thursday 22nd March 2018 Grand Committee

[Baroness Randerson]

It is, I gather, but that is the instruction from the Minister. We are working to the Government’s definitions.

This is a good opportunity to raise the issue of the voluntary registration scheme currently provided by the National Caravan Council, not to be confused with the Caravan Club. The council is an industry body which operates a very well-established scheme of registration. It is concerned that the Bill should not muddy the waters on registration. I am sure that it would like its own scheme to continue, but I am concerned that we do not end up with two different registration schemes with slightly different requirements and criteria. This will already add complexity to the existing situation, and we need to be careful that it does not become confusing as well as slightly more bureaucratic. How will the Government’s proposed scheme fit with the National Caravan Council scheme? Have she or her officials had discussions with the council, because it remains concerned about the issue?

Our other amendment in this group, Amendment 17, was drafted simply to help provide clarity to travellers who may, as a result of us not being a party to the community licence any more, be subject to different trailer registration requirements in different EU countries. The point has been made in debate here that Germany, for example, is quite stringent in its requirements on trailers. We are seeking to take the opportunity of this Bill to raise public awareness of the variation in the attitude between different EU member states to trailer registration. I very much hope that the Minister can give us some information to allay concerns.

[Lord Bassam of Brighton (Lab)]

My Lords, I have tabled Amendment 16 in this group. It is a probing amendment that would cover commercial and non-commercial trailers. It relates, along with Amendment 18 in the next group, to concerns raised by Karin Smyth, MP for Bristol South, prompted by a tragic case involving constituents of hers, Donna and Scott Hussey. Their son, Freddie, was killed in 2014 when he was hit by a trailer that had come loose from a Land Rover. The trailer’s tow-hitch was not secure as the position of its handbrake prevented it being properly locked down. The family and Karin Smyth have been campaigning ever since on the issue of trailer safety, and they have attracted support from successive road safety Ministers, including the current Minister, Jesse Norman. The National Trailer and Towing Association also supports legal changes.

My Amendment 16 simply says that there should be a compulsory register of trailers weighing under 3.5 tonnes, regardless of whether it is used in the UK or internationally, and that the register should be maintained by the Secretary of State. It is pretty obvious that registration is essential as a requirement for regular safety checks. There is no evidence in the impact assessment published alongside the Bill as to why the Government have set the weight rules at 750 kilograms and applied the regime to commercial trailers only. Why limit the scope in the way in which the department is proposing? Why not take advantage of the legislative opportunity that this Bill provides to widen the scope of safety checks? The Freddie Hussey case is not the only example of failed safety measures leading to loss of life. The Husseys, understandably, have done quite a lot of research and have come across several similar cases.

The impact assessment says that the Bill presents an opportunity to improve safety through better regulations. This amendment seeks to probe this possibility. I also give notice, if I may, that, if I get an unsympathetic response from the Minister, I might want to push this issue on Report. I would, of course, much prefer to get there by agreement and co-operation. I am sure that the Minister will be sympathetic to this and I hope that the Committee will be also. When we come to Amendment 18, I will flesh out some of the thinking behind this approach and the trailer safety requirement, which I will move later.

[Earl Attlee (Con)]

My Lords, I remind the Committee of an interest that I have: I own one very large commercial trailer. However, it is extremely unlikely that I will be taking it on to the continent, and therefore it is not in scope of the Bill.

I have some sympathy for the amendment of the noble Lord, Lord Bassam. The difficulty is that the burden on individuals and the cost of implementing it probably would not outweigh the benefits. However, his amendment as he describes it is about the need to test these trailers rather than register them. I share his concern about the safety of these trailers, particularly those under 3.5 tonnes that are used for transporting cars and goods. There is no requirement whatever for these vehicles to be tested; I myself have seen some in an absolutely terrible state. There is an issue, and the department needs to look closely at these smaller trailers because I have seen them involved in quite a few accidents.

We already test HGV trailers under the plating and testing regulations, but these trailers are not currently registered in the way that we are proposing. We will be registering some under the Bill in order for them to operate on the continent. Still, if the Government were minded to, they could bring these trailers under 3.5 tonnes in scope of testing by other means without using the Bill. So the noble Lord raises an important point; it is perfectly proper to use the Bill to raise the issue, but I do not think that this is the right vehicle—excuse the pun.

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Moved by

[Lord Bassam of Brighton]

16: Clause 12, page 8, line 36, at end insert—
“( ) Regulations must provide for the compulsory registration of trailers weighing under 3.5 tonnes kept or used on roads, whether the trailer is being used internationally or only in the United Kingdom, in a register kept by the Secretary of State.”

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[Lord Bassam of Brighton]

My Lords, I will restrain myself except to pick up a point raised by the noble Earl, Lord Attlee. Clearly, he is concerned, as I think all of us are, that we do not overburden the regulatory field. I understand that, but I think registration is an important element of safety and it has to be in place.

This takes me back to a time when I was responsible for food standards regulations as a national official. In the Food Safety Act 1990, the Government got it right because they insisted that we had to have a system of registration for food premises. At the time, I thought that that was all well and good, but there was insufficient regulation on top. Nevertheless, the Government were right to insist on proper registration, and the proper application of regulations and standards began to apply after that; the sector has improved immeasurably since. I would apply the same logic to this area of regulation and I hope that the noble Earl will be sympathetic to that. I agree with him about vehicle testing. That is addressed in Amendment 18 and I will comment on that in a moment.

[Earl Attlee]

My Lords, in answer to my noble friend the Minister, my trailer weighs 27,000 kilos, not 3,500 kilos. I also control what I call the little trailer which weighs only 17 tonnes.

I want to put forward one further argument in support of the amendment moved by the noble Lord, Lord Bassam. These 3.5-tonne trailers are often lent out among friends. Quite often people do not own their own trailer but they know someone who has one and they borrow it in the hope that it is in good mechanical order. Generally speaking, you do not have the time to check that it is in good mechanical order, and even if you were a little concerned about it, it is a bit of an insult to approach someone with a view to borrowing their trailer and then say, “I am not towing that”. For practical reasons, you might be towing a trailer that really is not quite right.

On the noble Lord’s point about why registration is needed, I shall repeat what I have said. Currently, HGV trailers used in the UK are not registered but they are tested annually. There is a Ministry plating certificate on the vehicle which is linked to the trailer’s chassis number. The current system has everything that the noble Lord wants to see in order to have a proper system for testing trailers, so I do not think that registration of these trailers, as his amendment would require, helps on the safety position. However, I urge the Minister to think carefully about the principle that the noble Lord has set out as regards the testing of trailers because I have concluded for myself that there is too much of a risk with these 3.5-tonne trailers. I have seen too many examples of poor ones. It is not a matter that we need to legislate for at this point. The Minister has all the powers she needs to deal with the problem, but she ought to think about it.

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Moved by

[Lord Bassam of Brighton]

18: Clause 13, page 9, line 7, at end insert—
“( ) Regulations must make provision for mandatory safety standard requirements which all registered trailers must satisfy, with inspections of such trailers to be undertaken on an annual basis.”

[Lord Bassam of Brighton]

My Lords, this amendment follows on from Amendment 16. Basically, I am asking the Government to introduce a scheme for mandatory safety standard requirements, which all registered trailers should then comply with. The amendment asks for these to be conducted on an annual basis.

Obviously, the amendment will not bring back Freddie Hussey but it might prevent deaths such as his occurring in the future. This was a terrible and tragic case. Mrs Hussey was with Freddie on a footpath and he was crushed by a huge trailer that came loose. They were simply doing what most parents and children do every day—walking along a footpath—and he was cut down by a 2-tonne trailer. His parents ask simply: how can vehicles more than 1 tonne in weight which travel at speed—and, if they come loose, will not stop—not need safety checks? It is madness. An MOT or safety check could have prevented this and picked up on the bent handbrake. It was the bent handbrake—obviously not properly serviced—that caused the problem.

A trailer can often—and in many circumstances will—weigh more than a car and other vehicles on the roads but obviously if trailers are in the wrong hands and are not well maintained and have not been properly checked, they are lethal. As we know from recent terrorist attacks, vehicles are lethal weapons and they kill people—large numbers of people. The safety issue here is paramount.

Paragraph 58 of the DfT’s own impact assessment says, under “Indirect benefits”:

“Trailer registration may also bring about safety improvements by facilitating enforcement of existing regimes related to trailer roadworthiness … the act of completing registration may prompt owners to check and address any roadworthiness issues”.


That is blindingly obvious but, as the impact assessment says, if road safety improvements can be made, the modest reductions in accidents could result in significant societal changes and improvements. Mr and Mrs Hussey might argue that young people—always more vulnerable on or near roads—would be less likely to be the victims of other people’s negligence.

There is a powerful argument behind this safety requirement on trailers. I think the department and the Minister ought to seize the opportunity to make some progress on it. While in general this piece of legislation is there only because of the disaster of Brexit, it would be nice if we could take the opportunity to make use of it to improve safety standards. As I said at the outset, the Husseys are not the only ones who have suffered a loss as a result of poor maintenance, inadequate inspection and the lack of a more rigorous testing regime. I have not seen hard data in terms of numbers but they have a lot of anecdotal evidence and copies of cases reported in local newspapers of young people in particular ending up the victims of poor trailer maintenance. It is something we should take seriously. The noble Earl, Lord Attlee, made that point rather well earlier. It is a concern. Because this is an underregulated sector, we have to use the opportunity to better regulate it, secure long-term improvements and reduce the number of deaths on or off the roads that are caused directly or indirectly by trailer malfunction and poor maintenance.

[Lord Campbell-Savours]

My Lords, I am in a little difficulty on aspects of this, as I was saying to my colleagues before coming to this meeting today. I shall delicately go through my reservations. I accept that trailer safety is very important. As my noble friend has pointed out, in the Hussey case the trailer concerned weighed 2 tonnes. That is a pretty big trailer. I can understand that where big trailers are involved there is a need for some sort of regulatory arrangement. What troubles me is in Amendments 16 and 18. Amendment 16 says:

“Regulations must provide for the compulsory registration of trailers weighing under 3.5 tonnes kept or used on roads, whether the trailer is being used internationally or only in the United Kingdom”—


in other words, effectively all trailers. Amendment 18 says,

“with inspections of such trailers to be undertaken on an annual basis”.

In other words, a little trailer—one of these aluminium boxes that you buy in Halfords for a couple of hundred quid—would have to go in to some sort of MOT-type station for an annual test. I have to say to my noble friend that I have great difficulty in going down that route. Big trailers can of course do a lot of damage.

The answer to this is to make it mandatory, where you have the clipping mechanism for the trailer, to put a lock and chain on as well. That would give an extra element of safety over and above the mechanism in the male and female, they call them; I do not know the actual term. If you had some sort of chain and lock arrangement on smaller trailers, in my view that would be quite sufficient.

We should be very careful about introducing a system for smaller trailers with an annual inspection that could affect hundreds of thousands of people and put them to what I would call unnecessary expense. People are going to complain that it costs 30 quid to test your trailer every year, and that is after you have registered it as well, and it only cost you a couple of hundred. In my view, when it comes to small trailers the situation would be exactly the same as in Scotland over air rifles. The Scotland Office estimates that there are 500,000 air rifles in Scotland, but I am told that up till now only 15,000 people have taken out licences for them so, if those figures are correct, we have criminalised nearly half a million people in Scotland who have so far failed to take out a licence on air rifles. I am worried about systems where you impose on people responsibilities that, on reflection, we might think are really gold-plating what my noble friend has raised, which is an extremely important issue of safety. I apologise to him if I have in any way undermined his case, but I do so with the greatest of respect.

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[Baroness Chisholm of Owlpen]

Yes, absolutely. We will look further into it and see what other data we can find.

[Lord Bassam of Brighton]

My Lords, I am grateful to the noble Lords who have supported this amendment. I am disappointed by the Minister’s response, although I am grateful for it and for the information she has given us. I think that one death is one death too many, and the case I mentioned was particularly tragic. Let us be clear about this: it involved a tonnage lower than the 3.5 tonnes level. Nevertheless, it was clearly sufficiently heavy to be fatal. As I understand it, the victim was crushed by the weight of the trailer, and that was obviously the cause of his death.

The circumstances of the crash are such that although the driver, who was brought to court, was clearly responsible for the death, he received a sentence of 200 community hours and a six-month driving ban, whereas had he been over an alcohol limit we all know that he would likely have faced a term of imprisonment, because that is what is applied. Had he been on his mobile phone, quite possibly a similar penalty would have been imposed, but because it related to a defect, the penalty was rather different. One can understand the anger and frustration of the parents: they want a sense of justice. That is why they have a web page calling for justice for Freddie. While we can all express sympathy, we will never bring Freddie back, but they are very compassionate people and they want to make sure that something is done that drives down the number of fatalities, however low it is. I accept that 2% is quite low, but there are a large number of accidents: 5,000 was the figure given, and 1,700 killed or seriously injured is in itself no small number.

I accept the general point that road safety has been steadily improving over the years, largely because of improvements in vehicles and because we have become better drivers as a consequence of improved training and so on. But I think there is still an issue here. The weight level needs to be lower. More work needs to be done on this. Although obviously I will withdraw the amendment today, it would helpful if we could have some further discussions before the next stage of the Bill, and I retain the right to bring a similar amendment back—perhaps an amendment that the department and the Minister would find more agreeable—on Report. This is a significant issue and we should always try to do as much as we possibly can to improve safety. After all, it is the steady accretion of intelligent regulation that has driven down the number of road-related accidents and deaths over time. For instance, going back to the 1960s, people were not that happy when safety belts were introduced but they have made a massive difference to the outcome of road traffic accidents, as have many other features that have mandatorily been imposed on motorists, including alcohol limits, which have made a very significant difference as well.

We should always look for those opportunities and, as the impact assessment says, this is one. It is a question of getting the balance right between regulation and continuing as we are. I make a strong appeal to the Government, the Minister and the officials to give that some further thought, because there is more we can do here.

Amendment 18 withdrawn.

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[Baroness Randerson]

To clarify, the reason for this is that with most Bills we pass here, the Government believe that they need the legislation—whether we like it or not—and have a clear idea of how they are going to implement it. This Bill suffers from a number of uncertainties over exactly how it is going to work in practice and even whether it will be needed. It is worth remembering the Minister’s opening words, which were to the effect that this was a Bill the Government hoped they did not need.

[Lord Bassam of Brighton]

The amendment I have in this group is just to tease out when the Secretary of State might bring forward the licensing arrangements. We would like to have some idea of the timetable. I accept that this is a Bill the Government do not want to use and I suspect that the industry would rather they did not either. Most of us would think that it would be better to have the current system than what is on offer here, not least because operators will end up being charged. But I would like some idea of the timetable and how the Secretary of State intends to organise these regulations.

I rather take to Amendment 28 in the name of the noble Baroness, Lady Randerson. It is very valuable for Clauses 1 and 3. Obviously, I support Amendment 22, moved by my noble—and good—friend Lord Tunnicliffe.

[Baroness Sugg]

My Lords, this debate relates to the previous group of amendments, although the Government’s view is slightly different, as I will explain.

As I said, we aim to pass regulations under the Bill as soon as possible to implement both the trailer registration scheme and the permits scheme. However, we cannot be sure that this will be within three months of it passing because, as well as having to reflect a full and proper consultation, as the noble Baroness, Lady Randerson, said, it will have to reflect the agreed future haulage arrangements with the EU. The implementation period may also extend the time by which we may need to make regulations; certainly with regard to the permit registration scheme.

We fully understand the practical implications of not having a permit or trailer registration scheme in place. As I said, we will bring forward regulations in good time to deliver these schemes. I am afraid that I am not able to give the noble Lord, Lord Bassam, a specific timetable at the moment. We do not believe that we should include this specific requirement in the Bill simply because it may not be possible to deliver it.

Moving on to the sunset clause for the delegated powers in Clauses 1 and 3, which is similar to the recommendation from the DPRRC, I understand and indeed agree with the intention of sunset clauses to avoid creating new delegated powers that may be not be used, but we do not believe that to be the case with this Bill. The noble Baroness, Lady Randerson, is right to say that we hope we will never use this Bill for the EU agreement because obviously we hope that we will have continued liberalised and open access to our European neighbours, but we will be using the legislation in Part 1 to regulate for permits for international road haulage by UK hauliers once regulations made under it come into force. This means that it would cover all the permit schemes where UK hauliers are required to carry permits, whether that be unlimited in the European Union or whatever may come from that, if needed; existing and future agreements with non-EU countries; and, indeed, the ECMT permit scheme—which we have not heard about so far today.

If the agreement between the UK and the EU does not require the use of permits, the regulations will not prohibit haulage to EU member states without a permit, but they will for other agreements. We believe that the regulations under Clause 1 should also continue to allow us to regulate the permit requirements of our existing and future international agreements, so the delegated power will not be left unused and a sunset clause would be unsuitable in this case.

I understand the concern about using EU exit legislation for other purposes but I hope that noble Lords do not view this clause as granting new, wide-ranging delegated powers. Clause 1 is a re-enactment of Section 1 of the International Road Haulage Permits Act 1975, which the Bill will repeal. This enables the Government to regulate permit arrangements with other countries, and it is important that our preparations for leaving the EU provide a consistent legal basis for all the permits we administer. The amendment would not only restrict the use of the clause, it would also be a restriction on the existing powers the Government already have under the 1975 Act.

Moving on to Clause 3, again we do not believe that there should be a sunset clause in this specific case for a different reason. It allows for the relaxation of the requirement to carry a permit in exceptional circumstances, and we need to use that to cover existing international agreements. I apologise—that is the same reason as for the first group.

Beyond the first set of regulations made under the Bill, they would need to be updated and amended as our new international agreements change or as permit agreements are made. That deals with the temporary exemption.

On the trailer registration part of the Bill, I re-emphasise that regardless of what agreement is reached with the EU, we would still enact this to align with the Vienna convention. I recognise that the amendment would provide for a sunset clause to be extended, but given how we are seeking to introduce the regulations under the clause, we would inevitably need to seek to extend it indefinitely, so we do not think that it would be beneficial.