Lord Katz (Lab)

My Lords, I welcome the amendments from the noble Earl, Lord Attlee, and his engagement with me and officials from the Home Office and the Department for Transport on abnormal loads. He brings huge—abnormally large, perhaps I should say—expertise to your Lordships’ House on these matters, and certainly expertise that is unique for this House. I thank him for raising his concerns. It is good to hear from my noble friend Lord Faulkner of Worcester on this, bringing his experience, particularly as it pertains to the operation of heritage railways. Committee on a Bill is not complete, as far as I am concerned, if I have not talked to my noble friend Lord Faulkner about heritage railways. I have done so a few times—at least on the Employment Rights Act, I remember. Obviously, I note with added respect the new status of the noble Earl, Lord Attlee, as a social media influencer, so we should freight his words with even greater import. On the broader issues raised by these amendments, I am aware that the noble Earl has previously written to the DfT with a report that highlighted specific concerns about the interactions between the West Midlands Police and the heavy haulage industry. He made comments about the chief constable, which are obviously relevant and topical. I think we know what he is talking about, and I will just leave it there; it does not really pertain to the issues in these amendments. That report was appreciated, but it will come as no surprise to the noble Earl—although it may sadden him—that I remind noble Lords that the police are operationally independent from government. Therefore, individual police forces are responsible for making decisions on vehicle escorts based on an assessment of risks to infrastructure and the safety of all road users. As the noble Earl, Lord Attlee, acknowledged, the majority of police forces are making those decisions using their operational independence in a way that he is very satisfied with. The final decision in each case is for the relevant chief officer in discussion with interested local parties. That is set out in public guidance produced by the Driver and Vehicle Standards Agency, National Highways and the College of Policing. However, I fully recognise the importance of constructive dialogue on these operational matters. In that spirit, the policing Minister and I are pleased to have arranged a further meeting with the noble Earl, Lord Attlee, which I believe is going to happen next week, as he said, along with the national policing lead for abnormal loads, so that these concerns can be discussed in more detail. This would provide an opportunity to ensure that the guidance issued by the National Police Chiefs’ Council is being applied consistently and that any unintended consequences for the heavy haulage industry are perfectly understood. As a further general observation on these amendments, I reassure the noble Earl that the Government keep the special types general order 2003 under regular review to ensure that it remains fit for purpose and reflects operational needs and legal requirements. Where improvements are necessary, these can be made via an amending order, using existing powers under Section 44 of the Road Traffic Act 1988. This approach ensures that any changes are subject to the established processes for regulatory scrutiny, including impact assessments and public consultation. I hope that that provides the reassurance that the noble Baroness, Lady Pidgeon, sought in her remarks. In addition, I acknowledge the representations made by the Heavy Transport Association on this matter in support of the noble Earl’s amendments. The Government recognise the importance of the abnormal load and heavy haulage industry to the UK economy and its critical role in delivering major infrastructure projects across the country, be they in transport, civil engineering or housebuilding. We as a Government are committed to growth, and this is an important part of delivering that commitment. In recognition of this, the Government have supported the efforts made by the NPCC to standardise policing practices for abnormal loads. We strongly encourage police forces across the country to make full use of the new guidance on abnormal loads that was published by the NPCC in May 2025, to ensure that abnormal load hauliers receive a consistent service from the police, no matter where they are operating from. Given this ongoing work to support the industry by the NPCC, I contend that we should allow sufficient time for the new guidance to bed in before considering whether changes to the 2003 order are needed. The guidance is due to be reviewed in May 2027. As to the specifics of these amendments, as the noble Earl explained, Amendment 403 seeks to confer on the police a power to make traffic regulation dispensation orders. This would allow abnormal load drivers to break normal traffic rules to negotiate their chosen route. While I understand the intention behind this proposal, the Government are not persuaded that it is necessary. Traffic authorities already have the power to make traffic regulation orders under the Road Traffic Regulation Act 1984, and these can provide for precisely the situations described. The Government’s view is that traffic management should remain the responsibility of traffic authorities, which are best placed to consider the wider implications for road safety and network efficiency. Giving this power to the police would blur responsibilities and could lead to inconsistent decision-making. The Government are also unpersuaded of the case for repealing the provision in the Police Reform Act 2002 that allows the police to accredit certain persons with limited powers to control traffic for the purpose of escorting abnormal loads. Removing this power would mean that only police officers could direct traffic during these movements. The noble Earl has suggested that few accreditations have been made by chief officers utilising these powers. That may be the case, but where such designations have been made, it is inevitably the case that the repeal of these provisions would shift the burden back on to warranted police officers, reduce flexibility in managing abnormal load movements, and lead to delays and higher costs for the haulage industry. These movements often support major infrastructure projects and time-sensitive logistics, so any additional delays could have serious economic consequences. The current system strikes a sensible balance by allowing accredited persons to assist under police oversight, ensuring safety while avoiding unnecessary demands on police time. I turn to the amendments relating to charges levied by the police for escorting abnormal loads. Amendments 413 and 502 seek to require the Secretary of State to establish a regulatory framework for fees charged by police forces, while Amendment 416D details how payments should be made and received, and Amendment 416M seeks to prevent individuals who could be financially impacted by a decision concerning escorting an abnormal load from being involved in that decision. While I recognise that the aim of these amendments is to improve consistency and predictability for operators moving such loads, we do not believe such a statutory framework is necessary. Further, a national framework for charging for escorting these loads also already exists. Section 25 of the Police Act 1996 contains a power for the police to recharge the costs of policing that has been requested by an individual or organisation. Fee levels are set out in NPCC guidance on special police services and updated annually. Introducing a standardised regulatory framework as envisaged in Amendment 413 would also risk undermining the ability of forces to respond flexibly and proportionately to local needs. The operational demands placed on police forces by abnormal load movements can differ across the country, influenced by a range of local factors, including geography, road infrastructure, traffic conditions and the availability of police resources.