Pedicabs (London) Bill [HL]

Baroness Randerson Excerpts

Monday 11th December 2023 Grand Committee

[Lord Leigh of Hurley (Con)]

My Lords, my name is attached to two amendments in this group. Amendment 2 is a probing amendment to simply ask my noble friend the Minister why the draftsman uses “may” in some instances and not “must”. I would have thought that these are “musts” that we want to see. In his Amendment 44 in this group, my noble friend has helpfully chosen a “must”, but that is the other way round, requiring that TfL

“must obtain the approval of the Secretary of State”.

He will see why I want it in the direction that I have requested.

[Baroness Randerson (LD)]

My Lords, my contribution to this group of amendments is in having given notice of my intention to oppose the Question that Clause 6 stand part of the Bill. In doing so, I take a contrary view to that of all the amendments about how this issue should be dealt with. All the amendments have a centralising thrust, whereas my thrust is for decentralisation. In one aspect, I agree with the noble Lord, Lord Berkeley, that these regulations need to be used to improve the services provided by pedicabs and not to kill them off entirely. We need to use this opportunity to turn the negative into a positive so that they enhance rather than damage the tourism offer in London.

I tabled my notice of intention to oppose Clause 6 standing part of the Bill to probe why the scrutiny of regulations made by Transport for London is to be undertaken by Parliament and not the London Assembly. The legal situation in England is that, outside London, pedicabs can be licensed as taxis. Taxi and PHV licensing is undertaken across England by 262 lower-tier and unitary authorities of a vast range of sizes. The taxi legislation therefore gives licensing authorities significant discretion in vehicle requirements. A taxi driver must be deemed fit and proper to hold a licence, must have held a car driving licence for the last 12 months and must not be disqualified on immigration grounds, which is covered by the right-to-work check.

Some authorities, such as Herefordshire, York and South Lakeland, have policies that detail specific requirements for pedicabs, whereas other authorities state in their licensing policies that they do not license pedicabs. There have been complaints since 2006 about pedicabs in London, but all that time other local authorities have had the powers to deal with this and design and implement their own regulations. That is a satisfactory approach. As I said, there have been complaints over 20 years, but successive Governments have not considered this issue important enough to deal with or they have not had time in the parliamentary timetable to do so.

Now we have this Bill, which has broad support but is, in parliamentary terms, a bit of a sledgehammer to crack a nut. From the point of view of residents in London who complain long and hard about the noise, nuisance and danger of the current situation, regulation and control of pedicabs cannot come into force quickly enough. A single day of delay will annoy them. Why are the Government so intent on delaying things even more by ensuring that Parliament must approve Transport for London regulations?

Across the UK, local authorities consider issues of detail where local knowledge is essential. I would argue that Parliament is definitely not the place to decide the adequacy of regulations that might, for example, stipulate the location of cab ranks. We should not be sitting here saying that a cab rank should not be on this street corner but on another one. That is not the level of detail we should be going into. That sort of thing requires local knowledge and should be scrutinised by the GLA.

It is also essential that we do not clutter our timetable—the Government are always saying they do not have parliamentary time, particularly in relation to transport—with things that can be done better at a different level of government. I argue that Clause 6 should not be part of the Bill.

[Lord Moylan (Con)]

My Lords, in this exciting ideological divide I find myself, curiously, much on the same side as the noble Baroness, Lady Randerson, rather than the side of the noble Lord, Lord Berkeley, or even the Government.

We have been here before. In 1514, we enacted a Bill to regulate the fares charged by water taxis on the Thames and it ran into exactly the same problem that the suggestion made by the noble Lord, Lord Berkeley, will run into, which was that there was nobody to enforce it. Who in the Department for Transport will turn up and enforce the regulations made by the DfT if TfL, which has an enforcement department, is cut out of it?

The Act of 1514 became, in effect, a nullity. Undeterred, Parliament returned to the subject in 1555 to have another go and this time more sensibly. We delegated the power of setting these fares and enforcing them, as far as river-borne traffic was concerned, to what were known as the rulers of what became the Company of Watermen and Lightermen. The regulation of horse-drawn traffic in London, including things like cabs and taxi meters, has—as far as I am aware, and until the creation of Transport for London under the GLA Act of 1999—always been the responsibility of the Metropolitan Police. Again, that is a local body and one well acquainted with enforcement.

Now, for the first time in at least half a millennium of legislation, we appear to have the notion from the noble Lord, Lord Berkeley, that all regulation should be set by the Government and from the Government the not terribly dissimilar notion, as was pointed out by the noble Baroness, Lady Randerson, that while Transport for London should be allowed to draft, in effect, the statutory instruments and must submit them immediately—“immediately” is the word used—to the Secretary of State, the Secretary of State, with no time limit, requirement or obligation on him or her, then has to approve, amend, change or reject them. Why? What is the advantage to the Government or to the travelling passenger of doing this? Why are the Government not under the same obligation to act immediately, or at least within set time limits, in dealing with the SIs sent to them by Transport for London?

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[Lord Liddle (Lab)]

My Lords, I find myself, in my position speaking for the Opposition, in favour of devolution on this issue. I agree with what the noble Baroness, Lady Randerson, said; I do not know why she thought that I would disagree but I agree totally with what she said.

[Baroness Randerson (LD)]

I did not say that.

[Lord Liddle (Lab)]

The noble Baroness did.

[Baroness Randerson (LD)]

I did not—at least, I did not intend to imply that.

[Lord Liddle (Lab)]

In that case, I apologise, but I agree completely with what the noble Baroness said. I disagree with my noble friend Lord Berkeley and agree with the noble Lords, Lord Moylan and Lord Borwick, on this issue. It is the responsibility of Parliament to set the framework to empower Transport for London to make these regulations, but their detail should be a matter for it and it should be given the power to do this. One of the amendments I have tabled suggests that we push ahead quickly with this and that TfL should be given the power to get on with it as quickly as possible. I suspect that the real argument one ought to have concerns whether this is a Westminster borough issue or a London-wide one, but it makes the most sense for TfL to have the legal responsibility. I am sure that the borough of Westminster will be consulted by it on this matter very thoroughly.

This is certainly an important principle. If we want speedy action in this area, it should be supported across the Committee. With great respect to civil servants in the Department for Transport, it is also ridiculous that they should spend their time monitoring these, which are, frankly, of minor significance in the overall scope of their responsibilities. I therefore urge the Government to think again on this matter, otherwise, we might have a bit of an argument on Report.

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[Baroness Randerson (LD)]

In the interests of efficiency, before the Minister replies, I will get in a third intervention because it is along the same lines. He said that this could be done by Parliament rather than the London Assembly because this was the first time that regulations had been produced for pedicabs, but that is not in practice the case. Local authorities across England outside London have—maybe not after long debate in the House, but certainly in practice—been given the power to regulate pedicabs. As I said, they have done so in a number of cases. I have made inquiries. The Department for Transport does not keep records of how many local authorities have these regulations in place, but it is aware of a number of places that do. They exist; they have had time to be trialled.

[Lord Davies of Gower (Con)]

In answer to the noble Lord, Lord Liddle, I can only repeat that convention dictates that only Ministers can lay orders in Parliament. Therefore, Transport for London would be unable to do so. The amendment is intended to be explicit on that point, making it clear that Ministers would be responsible for laying a pedicab order.

We do not consider that the Government would have to consult. Transport for London would have to consult prior to bringing pedicab regulations forward.

Amendments 2 and 15 in the name of my noble friend Lord Leigh of Hurley seek to impose a statutory requirement on Transport for London to make pedicab regulations, and would require pedicab regulations to make provisions under the matters covered by Clause 2(6). It is right that the Bill provides Transport for London with a discretion to determine how pedicab regulations are designed. Clause 2(6) provides that flexibility, and Transport for London has indicated that it will introduce regulations covering matters under that subsection. In any case, those regulations will need to be consulted on and, as I have set out, a consensus will be needed between the Government and Transport for London.

Transport for London is supportive of the Bill and the need to regulate London’s pedicabs. As such, the Government expect Transport for London to commence work to bring forward pedicab regulations following the Bill’s passage. I emphasise that Transport for London has been asking for the Bill, so we expect it to be industrious in the forming of the legislation.

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[Baroness Randerson (LD)]

My Lords, this is a changing scenario. As the vehicles change slightly in how they are powered and so on, people dream up new and useful purposes for them. I support the noble Baroness, Lady Anelay, and the noble Lord, Lord Blencathra, in their amendments, because it is essential that the Government are entirely clear. This is an opportunity for them to put this on the record—which, of course, has legal implications in itself.

The Government need to be entirely clear about the purpose of the Bill. If there is uncertainty, it will serve to undermine efforts to encourage active travel. For example, parents across London are often seen with their children in trailers at the back of their bikes. It is important that that kind of healthy, active travel is encouraged, not discouraged.

[Lord Liddle (Lab)]

My Lords, it is our earnest hope that the Government listen carefully to the common sense of the points made on these amendments. The noble Baroness, Lady Anelay of St Johns, spoke with typical common sense. The Government need to take account of what she said and bring forward amendments to reflect her concerns. I also agree with what the noble Baroness, Lady Randerson, and my noble friend Lord Berkeley said on that subject.

With our amendments in this group, we are trying to make sure that there is a flexible mechanism in the Bill so that the definition of a pedicab can be changed in the light of experience. That is sensible so that it can be done quickly to counter any attempts that people may make to escape the Bill’s provisions or get round them in some way. I hope the Minister will be sympathetic to that concern in his reply.

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[Baroness Randerson (LD)]

My Lords, this has been a very significant debate. My contribution to this group is Amendment 48, which I will come to in a moment.

I point out that this is a rapidly evolving scenario. When complaints were first made about pedicabs in London, just after the turn of the century, there were no e-bikes. It is therefore a huge mistake for the Government to have limited the scope of this legislation, which is written so tightly that it cannot be expanded to take in new technology. I agree wholeheartedly with the noble Lord, Lord Hunt, about the missed opportunity of having two random transport Bills and a lack of joined-up thinking on these issues.

At Second Reading, we had an impassioned debate, led in part by the noble Lord, Lord Blencathra, who is not here today, about the urgent need to deal with the much more widespread problems of e-scooters and e-bikes that noble Lords have talked about—their danger both to users, who are mostly young, especially with e-scooters, and to pedestrians. I commend to the Minister the report on this issue of the Parliamentary Advisory Council for Transport Safety. I declare an interest as an officer of that group.

The rising death and injury toll has been mentioned by others. There is a prevalence of head injuries because of the centre of gravity of e-scooters, which is different from that of ordinary push bikes. There is a complete inconsistency and lack of joined-up thinking in the Minister and his Government’s thinking on this, given the existence of electric pedicabs.

The noble Lords, Lord Blencathra and Lord Hunt, and I all tried, without success, to expand the scope of this Bill. Amendment 48 is my pale imitation of other bolder attempts to do this that were rejected. The reference in my amendment to the need for a review in 12 months is my effort to ask the Government to bring this back in 12 months’ time and expand it, in the interests of a broader outlook.

Many noble Lords across the House raised issues around safety, which the Government have said is at the heart of the case for the Bill. As my noble friends Lord Storey and Lord Foster referred to, it is about the safety both of those operating the pedicabs and of the batteries. Also mentioned this afternoon was the safety of e-bikes in terms of their stopping distance—they are often modified to be able to go faster than they were originally designed to do. We must bear in mind that, if you add the extra weight of passengers and a cab at the back, their stopping distance is often very poor. They are therefore dangerous.

The noble Baroness, Lady Stowell, rightly and justifiably drew attention to the dangers and risks associated with yet another extension to the so-called trials on e-bikes. This Christmas, thousands more e-scooters and e-bikes will be bought. Unsafe practices are becoming so entrenched: riding without helmets, for example, and there are many other issues. These unsafe practices will be impossible to reverse suddenly through regulation in a couple of years’ time, so I support all noble Lords who have spoken on this group of amendments.

[Lord Liddle (Lab)]

My Lords, before I get on to the points in this group on e-scooters and e-bikes, including the clause standing part, I will deal briefly with the others. The points made by the noble Lord, Lord Berkeley, on Amendments 7 and 9 seem sensible. I can think of no reason why something on those lines could not be incorporated in further government amendments. On Amendment 16, the noble Baroness, Lady Stowell, and my noble friend here spoke on the need for the strict regulation of people who are licensed. Again, we strongly support that.

The main question that people have raised is about e-powered pedicabs, e-scooters and e-bikes. On this side of the Committee, we were hoping that the Government were going to live up to their promise to produce a comprehensive transport Bill, which would have covered rail and bus licensing, and all these other issues. They have completely failed to do that and decided just to go for two relatively minor issues: pedicabs and autonomous vehicles. These have merits in themselves, of course, but it is disappointing that the Government have not given us the opportunity for a comprehensive look at transport regulation.

I hope the Minister will listen to the strength of feeling that has been expressed in this Committee about the Government’s failure to come up with a credible policy on e-scooters and e-bikes. I think he must realise that this is not a party question; it is a question of public safety on which people are looking for action. Maybe this Bill has been drawn up such that it cannot offer that action but, on Report, the House is entitled to expect a full statement from the Government on their intentions to regulate in this area. I ask the Minister quite bluntly: is it his intention that he will come forward with that statement before we come to Report?

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Moved by

[Baroness Randerson]

11: Clause 2, page 1, line 18, leave out subsection (2)
Member’s explanatory statement
This amendment seeks to probe why existing legislation is not sufficient to cover immigration status and right to work checks.

[Baroness Randerson (LD)]

My Lords, Amendment 11 is in my name. I want to preface my remarks by making it absolutely clear that I am in no way arguing that people who are not legal immigrants should be able to ply this trade. I am simply surprised to see this statement in the legislation, because it is unusual to have something saying that nobody who has not been legally accepted as an immigrant can do this work. This is the type of statement where, when it is put forward in an amendment by the Opposition, the Government reject that provision because they say that it is already adequately stated in other legislation, therefore there is no need to say it again. Their argument goes along these lines: if we included a statement such as this, it would bring forward questions about other conditions that need to be included, and which we all take for granted in relation to a particular occupation, as well as similar issues that are not being restated in the legislation. However, all legislation takes into account previous legislation and what exists as conditions stated in that legislation.

Let us look at the Government’s reasoning in this. They appear to say that there is a prevalence of illegal immigrants involved in this occupation. I fear that that is simply a result of the fact that it has gone unregulated for more than two decades; as a result, it has been a free-for-all. When it comes under much-needed and long-overdue regulation, it will be treated in the same way as we treat taxi drivers: they have to be a fit and proper person; they have to be legally allowed to work; they must have no criminal convictions of a designated type; and they must have a driving licence. I do not understand why we cannot just take that approach here.

If the Minister thinks that it is necessary to have this subsection, as I am sure he will say, can he tell us whether it will become a standard provision in all legislation that involves people’s professions and occupations? Whatever we look at—whether it is teaching or medicine, for example—will we start off by saying, “No one who isn’t a legal immigrant can do this job”? Otherwise, I do not understand why we are saying it here.

The other amendments in my name in this group include Amendment 17, which has cross-party support—I am very grateful for that—and stresses the importance of regulations on noise; Amendment 18 in the name of the noble Lord, Lord Blencathra, is similar. The evidence is that complaints about noise from pedicabs have become increasingly frequent since the pandemic. Basically, what has happened is this: during the pandemic, in this industry—as in so many—there was a crisis and there is increasing competition between pedicab operators. The way they draw attention to and advertise themselves is noise. In fact, noise is the No. 1 complaint of local residents, as opposed to that of the people who take pedicabs. They appear to be immune to it; otherwise, they would not choose the one making it, I suppose. This issue desperately needs some attention. Can the Minister assure us that the regulations will cover noise?

My Amendment 23 relates to the need for a cap on the numbers of pedicabs—I know that local residents think that this is also a good idea. As competition has got fiercer, the numbers of pedicabs operating from inappropriate positions have become an increasing problem. Throughout the UK, it is common for there to be a regulation on the numbers of taxis given permission to operate; the same approach would seem sensible for pedicabs.

Finally, Amendment 26 suggests that the regulations must also cover the issue of cab ranks. Once again, the theme here is the convenience of local residents and their peace and quiet. Because there is noise and so on, the ranks are very intrusive. We have cab ranks for taxis, so there should also be appropriately designated places for pedicabs.

I will make a special plea. The problems associated with the closure of Hammersmith Bridge, which have gone on for years, are very serious for local residents. Let us turn a negative into a positive: pedicabs offer an opportunity for local residents to hire one to cross the bridge, which would be really useful. The local MP, Sarah Olney, has been running a campaign to encourage the Department for Transport to consider this and to designate cab ranks on either side of the bridge to enable that to happen. My simple request is for the Minister to agree to meet me and the local MP to discuss this issue and its appropriateness. I would be grateful for his consideration of that.

[Baroness Stowell of Beeston (Con)]

My Lords, I have added my name to Amendments 17 and 18, in the names of the noble Baroness, Lady Randerson, and my noble friend Lord Blencathra, both of which relate to noise. I add that I am sympathetic to the noble Baroness’s Amendment 26 and the points she raised about cab ranks—I do not mean those to do with Hammersmith Bridge specifically. She makes an interesting argument about the provision for ranks for pedicabs.

As I said on the other group, I am grateful to my noble friend for his letter to all Peers. In Transport for London’s note, which was attached to his letter, it was encouraging to see that it proposes to introduce regulations that will cover, as part of the conduct of drivers, the playing of loud music and causing a disturbance. As I said at Second Reading, the loud music played and amplified by pedicabs is the greatest concern that gets raised by business owners and residents—the noble Baroness, Lady Randerson, is right about that.

I was a little concerned that, in the note TfL prepared, it suggests that some noise offences are already covered by existing legislation. When I read this, I thought that, in that case, either the existing laws are inadequate, or—to return to enforcement—the enforcement of them is not good enough. I acknowledge that, in his letter, my noble friend pointed out that Westminster City Council and the Metropolitan Police have issued penalty notices that have raised around £30,000 in fines over the last two years.

However, I am concerned that the focus on noise will be about night-time noise. It is not only at night that pedicabs and the playing of loud, amplified noise is a problem; it is a serious problem during the day as well. In my noble friend’s opening speech at Second Reading, he referred to the problem of

“blasting loud music at all hours of the night”.—[Official Report, 22/11/23; col. 768.]

In his closing remarks, he referred to the fines issued by the Metropolitan Police or Westminster City Council, saying specifically that these were for the playing of music “after 9 pm”.

One of the reasons I am keen to see noise added to the relevant clause in the Bill is that noise and the playing and loud amplification of music is the most significant concern that people have about pedicabs, as I said at Second Reading. I am also concerned to ensure that TfL will take an approach that ensures that the loud amplification of music will not be allowed at all hours, not just after 9 pm. I would be grateful for my noble friend’s response to that.

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[Lord Davies of Gower (Con)]

My noble friend raises a very valid point and something that we will take into account.

Amendment 19, in the names of my noble friends Lord Blencathra and Lord Strathcarron, Amendment 20, in the name of the noble Lord, Lord Liddle, and Amendment 21, in the names of my noble friend Lord Blencathra and the noble Lords, Lord Berkeley, Lord Hunt of Kings Heath and Lord Foster of Bath, all relate to Clause 2(6) of the Bill, so I will address them together.

The matters listed under Clause 2(6) are intended to provide a discretion for Transport for London to determine what is most appropriate in bringing forward pedicab regulations following a consultation. This is not an exhaustive list; it rather provides flexibility for Transport for London. However, the Bill is clear that pedicab regulations could cover matters such as the quality and roadworthiness of pedicabs; safety and insurance requirements; the equipment that must be carried on pedicabs; their appearance or markings; and testing requirements. The Government consider that this gives Transport for London sufficient scope to address issues, such as those covered by these amendments in pedicab regulations.

Amendment 22, in the names of my noble friend Lord Blencathra and the noble Lords, Lord Berkeley, Lord Hunt of Kings Heath and Lord Foster of Bath, seeks to require the batteries in power-assisted pedicabs bear the marking UK conformity assessed or the European equivalent—CE or conformité Européenne. These markings denote conformity with statutory requirements. I note that the requirement for power-assisted pedicabs to meet suitable product regulation is covered by existing law and therefore this amendment is not necessary; I will explain why this is the case.

As is the case with all e-cycles and e-scooters, power-assisted pedicabs need to comply with several product safety regulations. These include the Supply of Machinery (Safety) Regulations 2008. These regulations set out essential health and safety requirements for how the product must be designed and constructed.

Power-assisted pedicabs, as a whole product, are regulated under these regulations. These require manufacturers to ensure that pedicabs meet essential health and safety requirements and that the relevant conformity assessment procedure is undertaken. The manufacturer would then affix the UKCA or the CE marking before the product could be sold in the UK. To be sold lawfully on the UK market, power-assisted pedicabs must already have this marking. If they do not, they are in breach of the regulations.

Noble Lords may point to examples of pedicab drivers or operators adapting their power-assisted pedicabs after they have been purchased. Product regulations would not be relevant here; however, I again point to Clause 2(6) of the Bill, which provides scope for TfL to set out the expected standards for pedicabs through the regulations.

Pedicab batteries are not subject to a regime that requires the UKCA marking to be affixed to them, but the Office for Product Safety and Standards is in the process of reviewing the position with regard to these batteries. Once that review has taken place, my friend the Minister in the other place, Minister Hollinrake, will assess what appropriate and targeted action should be taken.

While pedicab batteries are not subject to an independent regime that requires the UKCA marking to be affixed to them, they must comply with the Batteries and Accumulators (Placing on the Market) Regulations 2008. This restricts the substances used in batteries and accumulators and sets out requirements for their environmentally friendly end of life.

Amendment 23, in the name of the noble Baroness, Lady Randerson, seeks to allow Transport for London to place a cap on the total number of pedicabs operating in London. As the Committee is aware, the Bill will regulate the industry for the first time. The introduction of licensing is likely to see a short-term reduction in the number of pedicabs, as drivers exit the industry rather than apply for a licence. Over time, it is likely the industry will find a natural level in response to passenger demand.

The Government’s intention is to support the emergence of a safer, fairer and sustainable pedicab industry. This amendment could undermine the role of competition in that process. Competition benefits consumers by incentivising operators to give value for money to innovate and improve service standards. The existing powers in the Bill, which enable Transport for London to place limitations on pedicab operations under Clause 2(7)—including restricting the number of pedicabs operating in specified places or at specified times—are therefore considered sufficient to manage London’s pedicabs.

Amendment 24 in the name of the noble Lord, Lord Liddle, seeks to prohibit pedicabs being driven in cycle lanes. As I have set out, Transport for London will be able to place limitations on where and when pedicabs can operate, under Clause 2(7) of the Bill. Transport for London has indicated that it will consider prohibiting pedicabs operating on major roads and tunnels, as it does already for cycles, in the interests of public safety. This will be an aspect of Transport for London’s consultation, prior to making pedicab regulations.

Amendment 25 in the name of the noble Lord, Lord Berkeley, proposes to empower the relevant traffic authorities—in this case, Transport for London and London boroughs—to designate pedicab ranks. Amendment 26 in the name of the noble Baroness, Lady Randerson, similarly relates to pedicab ranks, specifically seeking to make provision for Transport for London to designate them.

Transport for London has confirmed that it will give proper consideration to the question of dedicated road space for pedicabs, taking into account the needs of pedicab drivers, passengers and other road users. This approach draws on Transport for London’s significant experience in this area through managing taxi ranks. As I mentioned, proposals brought forward by Transport for London will be subject to a consultation and will likely require collaboration across relevant parties, including London boroughs and industry groups. Amendment 51 in the name of the noble Lord, Lord Berkeley, is consequential to Amendment 25.

Excessive fares can spoil a visitor’s trip to London, leaving a sour taste and affecting London’s reputation as a global hub for tourism. That is why Clause 2(5) of the Bill has been included. It confers powers on Transport for London to determine what fares pedicabs charge, and when and how passengers are informed of fares. Transport for London has been clear that it sees pedicab regulations as a chance to address disproportionate fares, as well as other negative impacts associated with pedicabs.

Regarding fines, Clause 3 sets out the suite of enforcement tools available to Transport for London in bringing forward pedicab regulations. These have been drafted to provide flexibility in the design of an effective regulatory regime. There is also the ultimate sanction, under Clause 2(1)(b) of the Bill, of revoking a licence for rogue pedicab operators or drivers. The Government consider the scope of these enforcement powers sufficient to tackle excessive fare charging.

[Baroness Randerson (LD)]

I thank the Minister for his detailed response. We have had plenty of detail, which we can think about between now and Report.

I want briefly to pick out a couple of points that have been made. I re-emphasise the salutary point made by my noble friend Lord Foster about comparing the level of regulation on fireworks with the treatment of lithium batteries. It is part of a pattern that we see in so many fields: you get a build-up of public concern and statistics of incidents that lead to legislation, and the social change to go along with it. I hope that the Minister will take that message back to his colleagues.

The noble Lord, Lord Strathcarron, raised an important and complex issue around cycle lanes. It emphasises why these decisions need to be made at a local level where people understand exactly the issues, such as where one cycle lane is ridiculous and another is perfectly acceptable.

I thank the noble Lord, Lord Liddle, for his comments, which underline the way in which this sector has been neglected over decades.

It comes to my mind that there is, of course, the London Pedicab Operators Association. Has the Minister met it and taken any of its views into account? If he has not, it is referred to in briefings that we have been given as Members of this House; the fact that it exists and that it represents the sector suggests that there is real hope that regulation will improve things and could do so more rapidly than we might think.

I beg leave to withdraw my amendment.

Amendment 11 withdrawn.