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.