Crime and Policing Bill

Lord Blencathra Excerpts

Committee stage
Monday 15th December 2025 Lords Chamber

[Baroness Brinton (LD)]

My Lords, I want first to pick up on the amendment from the noble Baroness, Lady Maclean, and both her comments and those of the noble Baroness, Lady Fox, and ask the Minister a question. Am I right in thinking that given that the Prison Service—and I think also the Probation Service—must do a full assessment of risk on any transgender prisoner, the protections they seek are already there?

I am grateful to the noble Baroness, Lady Maclean, for raising the case of Karen White. The Scottish Prison Service apologised because it did not do what it should have done: a full risk assessment. Had it done that, she would not have been placed on a women’s wing. I therefore hope the Minister can confirm that the protections for the public, particularly for victims, remain, because now, following the Karen White case in particular, real care is taken to make sure the law is followed. I would find it extraordinary if crimes were just dropped off the list because somebody had a transgender recognition certificate—so could the Minister confirm that this is not the case?

Turning now to my noble friend Lord Clement-Jones’s amendment, we on these Benches also welcome Clause 87, but it needs strengthening. My noble friend’s amendment is very clear: we have to be able to stop offenders changing their names without the knowledge of the police. That also plays into the amendment from the noble Baroness, Lady Maclean. Research from the Safeguarding Alliance has shown that key legislation is being made redundant because of a loophole that people can use to get through the cracks. This is not just about transgender issues; it is about people just changing their name regardless of their gender. Frankly, this makes Sarah’s law and Clare’s law utterly useless. I hope the Minister is prepared to consider this.

The remaining amendments in this group, from the Government, look as though they are sensible adjustments to the arrangements regarding sex offenders obtaining driving licences in Northern Ireland. We look forward to hearing from the Minister in more detail on those.

[Lord Blencathra (Con)]

My Lords, I was not going to participate in this debate until I heard about the Scottish case and the Scottish Prison Service admitting that it got it wrong and that it did not carry out what they should have done.

I recall Julia Hartley-Brewer interviewing the SNP Scottish Justice Secretary. The Justice Secretary was saying that it was terribly difficult to reach an assessment, make a judgment and try to get it right. Julia Hartley-Brewer said, I believe, “What is the problem? Just look down his trousers and you will find the answer”. I commend that as the best answer I have ever heard.

[Lord Cameron of Lochiel (Con)]

My Lords, beginning with the amendments that regulate the name changes of sex offenders, I am glad that Members across your Lordships’ House agree on the necessity of regulations. Clause 87 is a sensible measure from the Government, and the amendments that build on its principle are similarly prudent. An individual who commits a crime as intrusive and offensive as a sexual offence demonstrates that they are a threat to public order and safety. After all, that is the reason why we have a sex offender register. Criminals who have proven that they pose a risk should be monitored by the authorities, and the authorities should have the necessary details to monitor and manage them.

Amendment 317 in the name of the noble Lord, Lord Clement-Jones, would ensure that those who change their name by deed poll are legally required to alert the police of this change. The amendments in the name of the Minister extend the provision restricting the granting of driving licences in a new name to Northern Ireland. All these amendments seek to consolidate the existing legislation to ensure that there are no gaps there or in the Government’s new law, and we support the principle behind them.

The most consequential of the amendments in this group is that tabled by my noble friend Lady Maclean of Redditch. It would serve to bar those who commit sexual offences from obtaining a gender recognition certificate. This is a very necessary measure. I am glad that the Government have not yet granted an exemption for sex-offending transgender criminals, which would allow them to attend a prison different from their biological sex. Hailing from north of the border—where, as others have commented, there have been several incidents of that happening—I believe that it is a very worrying scenario indeed.

The Government have still not implemented the Supreme Court’s judgment in the For Women Scotland case, neither in statute nor in guidance. There is still the chance that those who commit sexual offences can end up in the wrong prison through obtaining a gender recognition certificate. I am not remotely suggesting that the Government would wilfully do this, but I hope that, given their record on prisoner administration, the Minister can understand our concerns.

No safeguards currently exist outside of ministerial discretion. A way to guarantee that this does not happen would be to bar sex offenders from obtaining a certificate in the first place; it is a bare minimum. In sending such people to prison, we are admitting that they are not trustworthy among the public; why, then, should we risk the safety of prisoners of the opposite sex? For those reasons, I support my noble friend’s amendment, and I hope the Minister can too.

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Moved by

[Lord Blencathra]

330: After Schedule 10, insert the following new Schedule—
“ScheduleDisqualification for riding a cycle: minor and consequential amendments1 The Road Traffic Offenders Act 1988 has effect in relation to a person disqualified for riding a cycle as if it was amended as follows.2 In section 26 (interim disqualification)—(a) omit subsection (7) to (11);(b) in subsection (12), for “section 34 or 35” substitute “section 34”.3 Omit sections 34A to 37A (provisions relevant only to a person disqualified for driving a mechanically propelled vehicle).4 In section 38(1) (appeal against disqualification), for “section 34 or 35” substitute “section 34”.5 In section 39 (suspension of disqualification pending appeal) omit subsections (3) and (4).6 In subsection 40 (power of appellate courts in England and Wales to suspend disqualification) omit subsections (7) and (8).7 In section 41 (power of appellate courts in Scotland to suspend disqualification) omit subsections (3) and (4).8 Omit section 41A (suspension of disqualification pending determination of applications under section 34B).9 In section 42 (removal of disqualification)—(a) in subsection (3) omit “(disregarding any extension period)” wherever those words appear, and(b) omit subsection (3A)(b), (3B) and (5)(a).10 Omit sections 44, 44A and 45A (endorsement of licence and driving record).11 In section 46 (combination of disqualification with orders for discharge)—(a) in subsection (1), for “sections 34, 35, 36, 44 or 44A” substitute “section 34”;(b) in subsection (2)—(i) omit “or” at the end of paragraph (a), and(ii) omit paragraph (b);(c) in subsection (3), for “sections 34, 35, 36, 44 and 45A” substitute “section 34”.12 In section 47 (supplementary provisions as to disqualifications and endorsements)—(a) in subsection (1)—(i) for “section 34, 35 or 44” substitute “section 34”, and(ii) omit “or endorsement”;(b) omit subsections (2) to (4).13 Omit sections 48 to 50 (exemption from disqualification and endorsement for offences against construction and use regulations, etc).”Member’s explanatory statement
The purpose of this amendment is to amend the Road Traffic Offenders Act 1988 as it applies to persons disqualified for riding a cycle.

[Lord Blencathra (Con)]

My Lords, my noble friend Lord Lucas is making a good recovery from an operation and has asked me to move or speak to his amendments for him. I suspect that he is watching on parliamentlive.tv to see if I get it right, so I hope the Committee will forgive this awful breach of protocol when I say, “Ralph, switch off the TV; just rest up and recover”. I shall move his Amendment 330, speak to his other amendments in the group and speak to my own amendments at the end, if I have time.

The purpose of this amendment is to fine-tune Part II of the Road Traffic Offenders Act 1988 as it applies to persons disqualified from riding a cycle. The proposed new schedule would omit Sections 34A to 37A, 41A and the other odd section on the ground that they are relevant only to disqualified drivers of mechanically propelled vehicles. For example, Sections 34A to 34C cater for reduced disqualification on successful attendance on a course and apply only to persons convicted of a specified motoring offence. Section 35 relates to persons convicted of an offence in which fixed penalty points are to be taken into account, but fixed penalty points do not apply to cyclists. Sections 35A to 35D, which relate to custodial sentences, do not sit well with the proposed new cycling offences. Sections 36 to 37A all relate to motor vehicles, whether it be by disqualification until a driving test is passed, the revocation of a driving licence or the surrender of a revoked driving licence to the Secretary of State. Accordingly, all those sections would be omitted.

Noble Lords may well ask which of the disqualification provisions in Part II would therefore remain, as they apply subject to those minor and consequential amendments set out in the schedule. My noble friend has listed them: Section 26, interim disqualification; Section 38, appeal against disqualification; Section 39, suspension of disqualification pending an appeal; Sections 40 and 41, power of appellate courts to suspend disqualification; Section 42, removal of disqualification; Section 43, the rule for determining the end of a period of disqualification; Section 46, combination of disqualification and orders for discharge; and Section 47, supplementary provisions as to disqualification. That concludes Amendment 330.

On Amendment 338, my noble friend says that new Clause 29A(7) introduces new subsections (8) to (12). This amendment would extend the clause to new subsection (12A), forming part of another amendment that I propose to speak to later.

On Amendment 339, the thrust of Clause 106 is to bring cycling offences pretty much into line with those that apply to motor vehicles. However, at present, provision for obligatory disqualification is omitted for the most serious offences, so it may be said that there will be a lacuna in the law—disqualification, with motor vehicles being, inter alia, an added deterrent to offending. Accordingly, the amendment now before the Committee would amend Section 34 of the Road Traffic Offenders Act 1988 by prescribing that the period of disqualification for the two most serious offences of causing death or serious injury by dangerous cycling will not be less than five years and two years respectively. The other two offences of causing death or serious injury by careless or inconsiderate cycling, where the culpability is less, will be subject to obligatory disqualification for not less than 12 months. No additional amendment of Section 34 would be required.

The only alteration that would be made by Amendment 340, in respect to the penalties for certain serious cycling offences, is the insertion of references to “obligatory” in column 5 of Part I of Schedule 2 to the Road Traffic Offenders Act 1988. The expression relates to disqualification. Without it, certain provision in the amendment of Section 34 would be of no effect.

Amendment 342 is my noble friend’s last amendment in this group. He says that it would insert three subsections. He proposes a substitute for new Section 29A(12) to extend the penalties for certain serious cycling offences set out there. The proposed new subsection (12A) would amplify the definition of “disqualified”, and subsection (12B) would introduce proposed new Schedule 11A.

The only amendment that would be made by proposed new subsection (12) is with respect to the penalties for certain other serious cycling offences not catered for in new subsection (11), again with the insertion of the word “obligatory” in column 5 of Part I of Schedule 2 to the Road Traffic Offenders Act 1988. As before, the expression relates to a disqualification. It too is necessary if Section 34 is to bite.

Proposed new subsection (12A) addresses the fact that “disqualified”, as currently defined, is couched in terms that at present can apply only to disqualified drivers of “mechanically propelled” vehicles. In other words, “disqualified” is for holding or obtaining a driving licence. That formulation is retained in paragraph (a).

As for the riders of cycles, I am sure noble Lords are well aware that a driving licence is not required for them. Therefore paragraph (b), in relation to them, inserts a different formulation. It redefines “disqualified” as disqualified for riding a cycle

“on a road or other public place”,

the latter expression being in conformity with the same wording in the new cycling offences created by this provision.

Finally, proposed new subsection (12B) would introduce a new Clause 106(11)(a), containing as it does

“minor and consequential amendments of the Road Traffic Offenders Act 1988”.

That concludes my noble friend’s amendments. If one thought that the debate on the last amendment was highly technical, this one is even more technical. I shall set a test at the end by asking questions to see whether all noble Lords have got it.

I turn now to my own Amendments 337B to 337F. I am certain that the Minister will see that in the Marshalled List there are four groups of amendments tabled by many more Peers than just me who are deeply concerned at the scourge of dangerous cycling inflicting serious damage on pedestrians and aiding criminality. I am sure the Minister saw the news item last week on the Met finally cracking down on the big, heavy, illegal bikes capable of 70 mph that are used for snatching phones. Many of them are driven by food delivery couriers—mainly Deliveroo. I encounter them every night on my way home on the pavements outside Millbank.

We also have the problem of thousands of e-bikes—mainly Lime—lying scattered over our pavements; of companies deliberately selling massive off-road bikes, which people then use on our streets; of some e-bikes being so heavy that they are breaking the legs of users; and of thousands of people riding on our pavements, with grossly inadequate enforcement to stop it.

The penalties under Clause 106 are inadequate and I have suggested increased penalties for anyone convicted, as has my noble friend Lord Lucas. However, I submit that no one will ever be convicted under its subsections, because a conviction depends on someone, presumably a police officer, concluding that the cycling

“falls far below what would be expected of a competent and careful cyclist”,

and that a competent cyclist would conclude that it was dangerous. Will the Minister tell me how many times the Home Office expects to find a police officer present to witness this behaviour and come to the subjective conclusions in subsections (4) and (6)? We need a simple objective test, as is in my Amendment 337E, which would mean that anyone

“who rides a cycle on any pavement … is to be regarded as cycling without due care and attention”.

I challenge any noble Lord to dispute that. It seems to me pretty obvious that that has to be the case.

My Amendment 337C introduces

“a presumption that it is automatically dangerous cycling if the person is riding a bicycle capable of exceeding the legal 15.5 mph speed limit and weighs more than 30 kilograms”.

Thirty kilograms is a new concept, but it is now essential. A non-electric bike weighs between 8 kilograms and 15 kilograms, and most electric bikes now weigh about 25 kilograms. However, the company Lime has increased the weight of its bikes to 35 kilograms, leading to a phenomenon known as “Lime bike leg”. In August, the Telegraph reported the following, which the BBC also covered:

“I’m a trauma surgeon and treat patients with ‘Lime bike leg’ weekly … It’s a really common cause of leg injuries today”.


Lime bikes are 25kg heavier than normal pedestrian bikes. The report continued:

“Doctors have observed an increase in lower leg injuries caused by heavy e-bike frames falling on their riders”


and breaking their legs.

I fed into a road safety algorithm, “What would be the effect of a 35-kilogram bike with a 70-kilogram man sitting on it hitting a pedestrian at 25 mph?” and the answer was, “Almost certainly in every case: fatal with pretty horrific, catastrophic injuries”. Even at 15.5 mph, the injuries would be life-threatening, and totally fatal in the case of a child. Therefore, we must introduce a weight restriction, as well as strictly enforcing the 15.5 mph speed limit.

Would a “competent and careful cyclist” ever ride a bike on a pavement, or ride a 35-kilogram bike faster than 15.5 mph? Of course not. If someone is riding one of these massive, heavy, fast bikes, we do not need a subjective judgment on the quality of the riding; the criterion for dangerous cycling has been met per se.

My Amendment 337D would add an aggravating factor. It simply makes the point that if an innocent pedestrian is killed by a person using an illegal e-bike capable of going faster than 15.5 miles per hour and weighing more than 30 kilograms, an additional penalty should be applied. I apologise for my typo in the amendment; it says 25 kilograms, but it should be 30 kilograms. I suggest an additional five years, and a minimum of 15 years where a life sentence has been given. This is not for the ordinary cyclist who is reckless but for someone deliberately using a big, heavy, fast, killer bike.

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[Lord Hanson of Flint (Lab)]

My Lords, it seems an awful long time since my cycling proficiency test. We can debate whether standards have slipped in the 50-plus years since I took my test, but I think it is a common experience of all noble Lords who have spoken that a small minority of cyclists’ reckless actions potentially put people at risk. As a temporary resident of London during the week, I regularly see cyclists on pavements and going through red lights. I can report that, on crossing a zebra crossing one evening, I myself was almost hit by a cyclist, who was then pulled over by a police car not 100 metres later, much to my satisfaction. So it is possible for enforcement to happen.

I want to start with enforcement, because it is a thread that has run through a number of noble Lords’ contributions. It is right that strict legislation is already in place for cyclists, and the police do have the power to prosecute if these laws are broken. Cyclists have a duty to behave in a safe and responsible way that is reflected in the highway code. The Road Traffic Act, as the noble Lord, Lord Cameron, mentioned, imposes a fine of £2,500 for dangerous cycling and of £1,000 for careless cycling. The Road Traffic Act 1988 also makes it an offence to ride a bike if a person is unfit to do so due to drink or drugs. A considerable amount of activity is undertaken by the police to enforce these potential breaches of legislation. In fact, the Government themselves have pledged £2.7 million for each of the next three years to support police enforcement action on road traffic offences in the form of Operation Topaz, which is a strategic partnership between the Department for Transport, the Home Office and the National Police Chiefs’ Council.

I was pleased also to hear from the noble Lord, Lord Hogan-Howe, about the City of London Police, who I know have taken this matter extremely seriously. They have cycling police officers who can catch offenders who have gone off-road into areas where vehicles or police officers on foot could not catch them, so it is important we recognise that. We have had contributions today from the noble Lords, Lord Russell of Liverpool, Lord Shinkwin, Lord Hogan-Howe, and Lord Blencathra, who introduced amendments on behalf of the noble Lord, Lord Lucas. We have also heard from the noble Viscount, Lord Goschen, and the noble Baronesses, Lady Stowell of Beeston, Lady Neville-Rolfe, Lady Pidgeon and Lady McIntosh of Pickering. All have touched on the issues of enforcement and whether the legislation is significant enough.

I want to draw the Committee’s attention to Clause 106, which is where these amendments are coming from. Clause 106 underlines the Government’s determination that cyclists who cause death or serious injury should face the full force of the law, as if that were done by a motor vehicle. The criminal justice system should not fail fully to hold to account the small minority of cyclists whose reckless actions lead to tragic consequences. A number of contributors to the debate have mentioned their personal experiences and have also witnessed incidents. There is a whole cohort of cyclists who obey the law and who perform well, and as the noble Lord, Lord Hogan-Howe, would anticipate me saying, there is a health benefit to cycling that should be recognised and encouraged. However, there is certainly a holding to account of death and serious injury, and that is where the Government are coming from as a starting point to the debate today.

A wide group of amendments has been put forward, and I will try to touch on each amendment in turn. The noble Lord, Lord Blencathra, spoke on behalf of the noble Lord, Lord Lucas. I spoke to him before he went on his short, I hope, leave of absence from the House and discussed these amendments with him briefly. I wish him well for his speedy recovery and thank the noble Lord, Lord Blencathra, for introducing the amendments on his behalf.

Amendments 330, 338, 339, 340 and 342 would allow persons to be disqualified from cycling upon conviction of any of the offences in Clause 106. Again, let us not forget that Clause 106 contains the penalty of significant jail time, and potentially a life sentence with significant jail time added to it. I agree that dangerous or careless cyclists are a serious risk to others, but disqualification would pose significant challenges. This may touch on other, later amendments, but self-evidently, cyclists are not currently required to have licences, and the only obvious way to address this would be to introduce a licensing system. However, such a system would be complicated, costly and, I would argue, potentially disproportionate, in that it would be created solely to enforce offences perpetrated by a small minority of people. Again, I do not think the noble Lord intended his amendment to serve as a barrier to cycling, but my concern is that it would risk implementation of this and would not really be workable.

In his own right, the noble Lord, Lord Blencathra, introduced Amendments 337B and 337F. Again, these would introduce greater criminal penalties for cyclists riding heavier, faster e-bikes. I do understand that, as has been mentioned by a number of noble Lords, it is e-bikes that have been illegally modified for greater speed that represent an inherently greater risk to other road users. There is no longer any weight limit, following enactment of the Electrically Assisted Pedal Cycle Regulations 1983, but they do specify that the electrically assisted speed for e-bikes is limited to 15.5 miles per hour. E-bikes that can achieve greater speeds would not be compliant with these regulations and therefore would be classed as motor vehicles. Because they are motor vehicles, a person using such could already be prosecuted under the existing offences in the Road Traffic Act 1988 of causing death or serious injury, which carry the same penalties as proposed in the new cycling offences: a life sentence with a 14-year potential sentence.

[Lord Blencathra (Con)]

Just for clarification, the Minister said that they will be classed as motor vehicles. Does that mean they are still motor vehicles, even though they might not be registered or insured?

[Lord Hanson of Flint (Lab)]

They are classed as motor vehicles for the purposes of the legislation if they can travel above 15.5 miles per hour; but they are not, self-evidently, for the reasons I have already outlined, subject to the licensing arrangements that we have to date.

Mandatory uplifts based on specific vehicle type would be a novel but also an inconsistent approach to sentencing. Sentencing should always reflect the facts of the case and the level of culpability. Introducing rigid statutory additions could undermine the principle of proportionality, create inconsistency and risk setting an undesirable precedent. On the noble Lord’s amendments on changing the “careless and inconsiderate” cycling definition, I understand his desire to put beyond doubt that cycling on a pavement or in an area intended only for pedestrians should be considered as cycling without due care and attention. However, cycling on pavements is already an offence in its own right, as set out in Section 72 of the Highways Act 1835, which is an awfully long time ago and has stood the test of time. It is also an offence under Section 129 of the Roads (Scotland) Act 1984. Given that these offences are still in place, I would suggest that, along with those in the Bill for serious offences, that provides a sufficient deterrent.

Amendment 337F would insert the definition of a cycle. Again, I come back to Section 192 of the Road Traffic Act 1988, which already defines cycles, and this definition includes compliant electrically assisted pedal cycles. As I said earlier, an e-bike that does not comply with the relevant legislation is a motor vehicle for the purposes of the legislation, not a cycle.

I turn to a series of amendments—341A to 341D, 342A to 342F, 346A, 346B and 498A—in the name of the noble Lord, Lord Hogan-Howe, which propose that a person could receive up to 12 points on their driving licence upon conviction of any of the offences in Clause 106. Reaching 12 points on their driving licence would, of course, disqualify them from driving a motor vehicle.

As I have mentioned already, cyclists do not require any form of licence to cycle, therefore the noble Lord proposes points on a driving licence as an alternative penalty. In the Sentencing Bill, which is currently before your Lordships’ House, there is already a new driving prohibition requirement that the court can impose when giving a community or suspended sentence order. This prohibition will allow a court to take a more flexible and tailored approach to punishment than a driving disqualification, and it will be available irrespective of the offence that has been committed. I hope that the noble Lord agrees that the provision in the Sentencing Bill goes some way towards meeting his objective.

The noble Lord’s Amendments 346A and 498A seek to create a registration scheme for the purposes of enforcing the new offences in Clause 106—

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[Lord Hanson of Flint (Lab)]

I am grateful. This Minister would not have gone over time had he not given way, but he now has gone over time and so will sit down. I commend the course of action that I suggested to the noble Lord, Lord Blencathra.

[Lord Blencathra (Con)]

I am grateful to the Minister for his decency in replying as fully as he possibly could. I say to the noble Lord, Lord Berkeley, that there are many more groups to go on cycling, and I think he will have a chance of input there.

The general thrust that the Minister detected is one thing, but, if I may say so, my forecast was right. I said at the beginning that the general thrust I would detect was that Peers from all sides would be highly critical that not enough is being done. Clause 106 is okay as far as it goes, but there is a much wider problem out there, as articulated by nine other Peers from all sides, in addition to me. My noble friends LadyMcIntosh of Pickering and Lady Stowell asked why this never-ending consultation is taking place. Someone said that, as this is a Home Office Bill, why does it not just get on with it? It may be a Home Office Bill, but it is the Department for Transport’s policy, and that is where the rot lies.

Those who criticised the last Government were absolutely right to do so. I condemn in no uncertain terms the Department for Transport under the leadership from 2019 to 2022 of Mr Grant Shapps, who was obsessed with getting more and more e-bikes and e-scooters on the road. The reason the consultations were extended was, in my view, and in what was tipped off to me, that he wanted to get so many more e-bikes out there that it would be impossible to pull back on them. It is like the police saying that everybody is shoplifting and so there is nothing they can do about it. Mr Shapps wanted to say, “Everyone has got e-bikes now, so we cannot put in a registration system and we cannot control them”.

If noble Lords want further evidence of the Department for Transport’s attitude, in February 2024 it went out to consultation again. The consultation was to double the size of the electric motor from 250 watts to 500 watts and to introduce an additional speeding system. There were 2,100 responses; the vast majority of professionals—police forces and others—totally condemned it, and the Department for Transport had to pull that back, and rightly so. But mark my words, it will try it on again and again.

The noble Lord, Lord Hogan-Howe, made a very good point: why should cyclists have a right to a healthy life but not the pedestrians who are getting mowed down? He tabled some good amendments that would be excellent. He made the point that although everyone has called for more enforcement, you cannot have more enforcement if you do not know the bike and the identity of the person riding it.

My noble friend Lady Neville-Rolfe made the point that the amendments just do not go far enough. She used the term Wild West. I assume she was quoting the press release—I have it here—from the Mayor of London, Mr Sadiq Khan, who said that very thing last month: London is now a Wild West for e-bikes.

The noble Lord, Lord Russell of Liverpool, made an absolutely excellent speech, and I commend him for it. He is right to say that we have boosted cycling, which is a good thing, but have not boosted the safety protocols. He is right about cyclists jumping red lights. You do not have to go far to see that; go to our prison gates at the Peers’ entrance and stand there and look at the pedestrian crossing and the lights. Last week, when the lights changed to red for the cars, I was halfway across when a cyclist tried to come through. I stopped and said: “Get back! Get back!” He did actually stop and move back a bit. That happens all the time. They use the red lights as an excuse; when cars stop, the cyclists belt through.

My noble friend Lord Goschen made the point that there is no enforcement at all. He wondered why anyone would bother to buy a moped or a small motorbike, when you have to have an MOT and insurance and pass a test, when they can buy an e-bike which goes 70 miles an hour and does everything you want, and you do not have to do anything to register or insure it, and no one will stop you when you break the law.

My noble friend Lord Shinkwin made the comment, rightly so, that there is a threat to disabled people. I am glad the noble Baroness, Lady Pidgeon, welcomed my definition of cycles. It is possible that that was the only thing she agreed with me on, but I will take any little crumbs of comfort. I am glad that my noble friend Lord Cameron of Lochiel supported most of my amendments, as I fully support his. I did ask for tougher penalties, but I am now content that the penalties are okay.

The Minister, in his speech, which was as courteous as usual, said that only a small minority break the law. He is right, I think, when that applies to the conventional cyclists and not e-bikes. In the past, it was my experience that it was a tiny minority of Lycra louts—the ones with their heads down between the handlebars and their backsides up in the air, belting through lights. I submit that I am certain that the majority of e-bike riders are breaking the law one way or another, either by excessive speed or by riding through lights or on the pavement. I can say with absolute certainty that 100% of the food delivery drivers are breaking the law, but more of that in another group. I disagree with the Minister that we cannot have a simple presumption that if people are riding a bike on the pavement then it is automatically, per se, and without any other judgment needed, seen as driving without due care and attention.

I simply say this again. I always come in with slightly more trenchant views than many other colleagues in the House, but we have had support today from colleagues with much more moderate amendments than mine. I am fairly certain we will see that when we come to the other groups. The Minister has to go back to the Department for Transport and tell it to get off its high horse and on to its bike. We must have proper amendments to toughen up the law and deal with all the other abuses of e-bikes, particularly in London. In those circumstances, on the assumption that we will be doing more work on this, I beg leave to withdraw my noble friend Lord Lucas’s Amendment 330.

Amendment 330 withdrawn.