The Minister of State, Department for Transport (Lord Hendy of Richmond Hill) (Lab)
My Lords, I thank all noble Lords for their contributions and thank particularly the noble Lord, Lord Hogan-Howe, for the opportunity to debate these important issues—indeed, it is my first debate since I became a Minister. I also thank the noble Lord, Lord Moylan, opposite, for his welcome, and I welcome him to his position too. He and I, on a couple of occasions a long time ago, cycled around London. We at least stopped at red traffic lights, unlike the former Mayor of London. I also hope that he is similarly as knowledgeable and effective; we can check with each other from time to time what we think of each other’s performance.
I hope to respond to everybody who has spoken but, if I do not, I will write following this debate. I note the many strong and, frankly, conflicting views that we have heard on the subject of cycling. This Government are being bold and ambitious on active travel, whether walking, wheeling or cycling. We want to set out ambitious plans to promote greener journeys, no matter how people choose to travel.
As my right honourable friend the Secretary of State for Transport has made clear, the department is committed to delivering greener transport and maintaining and renewing our road network to ensure that it serves everyone. Investment in active travel supports the Government’s economic growth, health and net-zero missions by helping to revitalise high streets, improving air quality and supporting people to live longer, healthier lives.
No one at all is simply a motorist, cyclist or pedestrian. We are all people who may choose to walk, cycle and drive at different times. However, with power comes responsibility and, whether cycling or driving, the Highway Code outlines a clear hierarchy of road users. This starts from the premise that those road users who can do the greatest harm have the greatest responsibility to reduce the danger or threat they may pose to others. Therefore, people cycling have a duty to behave in a safe and responsible manner, particularly around pedestrians, and to follow the rules set out in the Highway Code.
As we have heard today, many of us have seen instances of poor cycling behaviour, whether jumping red lights when people are crossing, riding on crowded pavements or wearing earphones. Dangerous cycling can put lives at risk, including that of the cyclist, and it is completely unacceptable. It also has the effect of intimidating other people cycling and therefore deterring people currently cycling and those considering cycling for the first time. In that might be a clue to the gender gap to which the noble Baroness, Lady Randerson, refers.
Like all road users, people cycling are required to comply with road traffic law in the interests of their own safety and that of other road users, and this is reflected in the Highway Code. If they cycle irresponsibly, if they do not use lights or are not visible, or if their use of the highway creates an unsafe environment or causes a nuisance, they may be committing a number of offences that can make them liable for prosecution.
The enforcement of road traffic offences has been referred to by virtually everyone who has spoken in this debate. Enforcement, including of cycling offences, is an operational matter for the police. The noble Lord, Lord Hogan-Howe, will know from his time as the Commissioner of the Metropolitan Police of the success of the dedicated Metropolitan Police Service cycle safety team, funded by Transport for London. I hope that he and the House would commend this approach to other chief police officers elsewhere in the UK. Such a dedicated force can deal with not only cycling offences and cyclists’ behaviour but the issue of theft by cyclists, referred to earlier.
I turn to the specific points raised by several noble Lords concerning registration and insurance. With more than 20 million cycles in Britain, a national licensing system for all cycles similar to the one for cars and motor cycles would be complex and expensive to design and administer. Cycles would need to be fitted with registration plates that were sufficiently visible and robust and that could not easily be transferred from one cycle to another. The costs of administering such a scheme would be likely to outweigh any benefits, and it would also be likely to lead to a reduction in the number of people cycling. This would have adverse impacts on health and congestion, particularly if those cycling chose instead to use their cars for short journeys.
I was interested to hear some suggestions from the noble Lord, Lord Hogan-Howe, about licensing and adding cycling to driving licences, and particularly about maybe making cycling offences endorsable on driving licences for motor vehicles. We will certainly look at that.
Mandatory insurance is similar to licensing. People cycling are already encouraged, but not required, to take out some form of insurance, and many people have insurance cover through their membership of cycling organisations. For example, membership of Cycling UK provides £10 million of third-party liability insurance. This will cover members if they damage another person or their property—for example, if a cyclist accidentally causes injury to a fellow rider or hits a car. But it is not currently mandatory, and we believe that mandatory insurance would be as difficult as mandatory licensing. These and other matters would therefore need to be very carefully considered before any change to the law could be contemplated.
On the question of data concerning cycling and collisions, data is available from the department, several noble Lords have quoted from it, and I would be happy to consider any request that noble Lords wish to make for further data beyond that quoted today.
A number of noble Lords referred to the previous Administration’s plans to introduce new offences concerning dangerous and careless cycling through the Criminal Justice Bill, which fell due to the general election. We are currently considering a range of different interventions, including those, to improve road safety for all users.
I turn to some further specific points. There has been a lot of debate here about electric cycles and their speed and power. The current legal situation is that e-cycles are legal only where their electric motor cuts out at 15.5 mph and where the electric motor does not exceed a power of 250 watts. If they can reach greater speeds or greater power, they are classed as a moped or a motorbike and must be registered, taxed and insured. The previous Government consulted on potential changes to the existing regulations which would allow more powerful e-cycles and would enable them to be powered by the throttle all the way up to 15.5 mph. Ministers are carefully considering next steps in this policy area, including whether to proceed with these changes. We will respond on this in due course.
On the speed limit and the speed of cycles, it is the case that speed limits set under the Road Traffic Regulation Act 1984 apply only to motor vehicles, but cyclists can still be charged with careless or dangerous cycling, depending on the circumstances. The introduction of a speed limit would bring many challenges. Many cyclists are, in practice, seldom able to exceed the speed limits that apply to motorised vehicles, other than perhaps in 20 mph zones, when going down a steep hill or in the case of those with Olympian levels of fitness. More prosaically, very few cycles are fitted with a speedometer. Again, enforcement would have to be a matter for the police, but they are already able to stop cyclists for offences such as cycling without due care and attention or without reasonable consideration for other persons using the road.
The design of cycling facilities was mentioned. Active Travel England has initiated and produced design standards which have been shown to dramatically reduce collisions and conflict, giving users greater confidence. Local authority officers need the right skills to help deliver that agenda and Active Travel England trained more than 3,500 local government officers across England last year, which has already led to real improvements. Similarly, funding for active travel has been significant. This Government will make an announcement on plans beyond 2025, including the development of a third cycling and walking investment strategy, in due course. Since it was established in 2022, Active Travel England has invested just under £250 million to deliver 260 miles of walking and cycling routes and hundreds of safer crossings and junctions. This includes funding for the national cycle network.
I turn to the question of bus stop bypasses, raised by the noble Lord, Lord Moylan, The Government are committed to championing the rights of active and disabled people, putting their views at the heart of our actions. We are fully aware of the concerns raised by some groups, particularly visually impaired people, over the use of floating bus stops. It is a complex issue and we are carefully considering next steps, following the Living Streets research the department co-funded with Transport Scotland and which was published in April this year. We will respond to that in due course.
I was much encouraged by the contribution of the noble Lord, Lord Young, about progress in the last 50 years. I was around 50 years ago and I too remember that there were no cycle lanes, no dedicated traffic lights and a reluctance to make any provision. I was interested by his and other noble Lords’ contributions about rental bikes abandoned on pavements. They are clearly a considerable impediment to pedestrians in general and to those with visual disabilities in particular. I will write on this subject because it is so important. The department is also consulting on micro-mobility and e-scooters.
The question of helmets was raised. The Highway Code very strongly advises cyclists to use helmets, but any change to mandatory use would pose the same issues about enforcement that are related to other matters raised today.
I was sorry to hear about noble Lords who have personal experience of accidents, either cycling or caused by cyclists, and I hope they are all fully recovered.
I do not currently have information about off-road bikes, but I will write to the noble Baroness, Lady Hodgson, about them.
The noble Lord, Lord Hastings, raised the matter of potholes, which was raised in an Oral Question yesterday. The Government are committed to a programme of filling many more potholes and making road surfaces smoother.
A noble Lord raised the question of prosecutions in advanced stop areas. I do not currently have information about that, but I will write if it is available.
The noble Lord, Lord Macpherson, raised the question of road safety campaigns. The THINK! campaign, which I hope noble Lords will recognise as a long-standing and successful road safety campaign, deals particularly with the proper behaviour of all road users.
The noble Baroness, Lady McIntosh, and others asked about the e-scooter trials which have been extended to 3 May 2026, whereupon the Government will consider what legislation is appropriate, including registration, because it is clearly an important and growing subject.
The noble Lord, Lord Shinkwin, raised the Policy Exchange report, which he asked me to read and reply to, and I shall do that.
The noble Baroness, Lady Randerson, raised training and education. Active Travel England has a £50 million programme for young people’s education on cycling. This is, of course, extremely welcome because understanding the Highway Code and the correct way to behave on the road is really important, so I am sure that all noble Lords fully support that programme.
In conclusion, the Government are being bold and ambitious on active travel, but the safety of our roads is an absolute priority, whether people are walking, wheeling, cycling or driving. As the noble Lord, Lord Moylan, says, that should be delivered for all road users, including the vulnerable and the disabled. We want to see more people cycling but doing so safely and with consideration for their fellow road users.
The Government are committed to delivering a new road safety strategy, the first in over a decade. Many of the points made today will be considered as part of that, and we will set out our next steps in due course.