Crime and Policing Bill

Lord Lucas Excerpts

Wednesday 4th March 2026 Lords Chamber

Moved by

[Lord Lucas]

318: Clause 121, page 163, line 32, leave out “(6)” and insert “(6A)”
Member's explanatory statement
This amendment introduces subsection (6A) inserted by another Lord Lucas amendment.

[Lord in Waiting/Government Whip (Lord Katz) (Lab)]

The noble Lord, Lord Lucas, has been called to move his amendment. The debate will proceed from there.

[Lord Lucas (Con)]

My Lords, in moving Amendment 318 I will speak to the other amendments in my name. Amendment 318 is a revised and strengthened version of a proposal that was kindly spoken to in Committee by my noble friend Lord Blencathra. It has been modified in light of comments made then, particularly from the Government Benches. It bears on disqualifying persons convicted of a serious cycling offence.

I suspect most of us, particularly those of us who spend any time in London, have experienced the enormous discomfort of being ridden past on the pavement at speed by a cyclist who has absolutely no interest in your comfort. If one has spent any time outside this Palace, one will also have noticed that the police have no interest in enforcing the law in these circumstances. It is up to us to do something to tighten the screws on cyclists like this. They make life for pedestrians extremely uncomfortable. The practice of continual and open law- breaking just brings the whole of the law into disrepute. It is really important that we tighten things up.

Amendment 319 would insert a new offence of riding or attempting to ride a cycle while disqualified. Such an offence requires accompanying sanctions. A licensing system seems to me entirely disproportionate; it would be a heavy weight of bureaucracy. I prefer the solution adopted by the Government in their approach to cycling offences in the Bill, which is to leave them to be enforced if circumstances allow—for instance, where somebody has been involved in a serious incident that the police have taken an interest in, or a member of the public makes a complaint that the police choose to follow up. That would sit easily with current policing practices. Continuing enforcement along these lines, though limited, would, if and when a prosecution or conviction was reported in the media, send a warning message to disqualified cyclists generally.

Turning turn to Amendment 321, the thrust of Clause 121 is to bring cycling offences pretty much into line with those applying to motor vehicles, but it leaves out disqualification. This is a missed opportunity to provide a substantial deterrent to offending. Proposed new subsection (9A), to be inserted by Amendment 321, prescribes that the period of obligatory disqualification for the two most serious offences of causing death or serious injury by dangerous cycling will not be less than five and two years, respectively. As for the other two offences of causing death or serious injury by careless or inconsiderate cycling, where the culpability is less, they will be subject to obligatory disqualification for not less than 12 months.

Proposed new subsection (9B) extends the definition of “disqualified” so that it can apply to cycles in a manner that is in conformity with the wording of the new cycling offences already created by the Bill. Amendments 323 to 325 add “obligatory” to the entries inserted by subsection (11) in Part I of Schedule 2; without them the amendment of Section 34 set out in Amendment 321 would be of no effect.

Amendment 333 would prescribe the penalties and mode of prosecution for the offence created by Amendment 319, and it inserts a new schedule containing minor and consequential amendments to the Road Traffic Offenders Act which is fine-tuned as it applies to persons disqualified for riding a cycle. Sections relating only to mechanically propelled vehicles are omitted.

As someone who frequently obstructs and remonstrates with pavement cyclists, I very much hope that my amendments will attract the support of the Government. I approve of the other amendments in this group and will listen to them with great interest. I beg to move.

[Lord Hogan-Howe (CB)]

My Lords, I rise to speak to the amendments I propose. There are three sets affecting two themes. Amendment 343 is about the registration scheme for cyclists, and the two other groups—Amendments 326 to 328, and Amendments 330 to 332—are about creating a system to award points for offences committed by cyclists against their driving licence. They have the same theme, which is trying to get more accountability for cyclists when they hurt people or commit offences.

I do not intend to take as much time as I did in Committee, because I think the argument is fairly straightforward and the noble Lord, Lord Lucas, has made it. In 2015, 444 pedestrians were injured by cyclists; in 2024, that had increased to 603 and, of that number, those seriously injured had risen from 97 to 181. These numbers are based on police reporting, where the police attended. It is clear that these are minimum numbers. As a correspondent reminded me recently, it is not a legal requirement for the police to record an accident that occurs between a cyclist and a pedestrian, because it does not involve a motor vehicle. The numbers do not include incidents where the police did not attend a collision, where the pedestrian did not need medical treatment or attend their GP or a hospital— I think we have a serious gap in that information as well, because the data is not recorded well or collected at all—or where the police were not told.

--- Later in debate ---

[Lord Katz (Lab)]

I will be very happy to write to the noble Lord and put a copy in the Library with further details of the research and how it is being commissioned by the DfT.

In addition, the DfT’s road safety strategy, which has been referred to already this afternoon and which was published on 7 January, makes a clear commitment to the Government piloting a national work-related road safety charter for businesses that require people to drive or ride for them, whether using cycles, e-cycles, motorcycles, cars, or light or heavy-goods vehicles. The charter will aim to promote good practice and improve compliance with current requirements. It will be developed in collaboration with businesses and industry and will be informed by existing schemes. The pilot, which is voluntary, will run for two years and will be monitored and fully evaluated.

Before I conclude, I want to pick up a point made particularly by the noble Lord, Lord Blencathra, in Committee and repeated this afternoon on issues around the employment status of some of these delivery drivers. The Government are absolutely clear that bogus self-employment is unacceptable. Employers should never seek to deny people their employment rights and avoid their own legal obligations by claiming that someone is self-employed when in reality they are not.

We understand that many delivery riders in the platform economy value the flexibility that that kind of employment status can bring, but new technologies and ways of working have made it more complex for businesses and workers to understand and apply the current employment-status framework. That is why the Government are committed to consulting on a simpler framework which allows to properly capture the breadth of different employment relationships in the UK and ensure that workers can continually benefit from flexible ways of working where they choose to do so without being exploited by unscrupulous employers. We understand that this employment space of delivery drivers is a particular issue, which is why this is very much an important issue to act on.

In conclusion, I am afraid that I cannot follow up the call of the noble Lord, Lord Blencathra, for all-out vigilante action from pedestrians. I am not entirely sure that even he and his chariot—to use the phrase of the noble Lord, Lord Russell of Liverpool—might expect me to. However, I want to take this opportunity to really acknowledge the frustration and fears of all noble Lords, and, indeed, many members of the public, about the abhorrent and dangerous behaviour of a minority—I stress that—of cyclists.

However, I come back to where I started. Any new legislation in this area must be proportionate and must be mindful of the potential adverse impact on law-abiding road users. I want to encourage micromobility to reduce congestion and promote healthy living— very much the point made by the noble Baroness, Lady Pidgeon. We need a clear evidence base, and, as I have indicated, we are undertaking research concerning the road behaviours of delivery riders. I just want to repeat what we were saying. We will pursue legislative reform for micromobility in the round, including on e-scooters, when parliamentary time allows. For now, therefore, I ask the noble Lord, Lord Lucas, to withdraw his Amendment 318 and other noble Lords not to move their amendments.

[Lord Lucas (Con)]

My Lords, that was disappointing reply, but it ended on a more encouraging note, and I am grateful for that. It is a simple thing. If a company sets terms for its riders that encourage, incentivise and reward law-breaking, we need to control that. My noble friend Lord Blencathra is quite right about that. He and I are going to have to continue our vigilante efforts to deal with the more ordinary personal misbehaviour of cyclists. There we are—that is something we have taken on—and, thanks to the Government, I shall have more time for it than I have had recently. For now, however, I beg leave to withdraw my amendment.

Amendment 318 withdrawn.