Crime and Policing Bill

Lord Katz Excerpts

Committee stage
Wednesday 17th December 2025 Lords Chamber

[Lord Davies of Gower (Con)]

My Lords, I rise to speak to the group of amendments moved by my noble friend Lord Shinkwin in what I might say was rather a poignant way.

The amendments probe the liability of courier companies, specifically for the actions of their employees who use cycling as their method of transportation. My noble friend Lord Shinkwin spoke of the threat posed by these cyclists to a disabled person, for example. Amendment 346C, tabled by my noble friend Lord Shinkwin, asks for a review looking at how the law could be changed to ensure that bicycle courier companies are held accountable for their riders.

Noble Lords will be aware of the explosive growth of bicycle delivery and courier services, and many of those courier companies are not held responsible for the dangerous manner in which their riders behave. Many of the most dangerous incidents are caused by delivery riders under pressure to meet tight deadlines and often operating fast, heavy e-bikes. Holding companies responsible, or at least requiring a public review of their practices, would help deter irresponsible riding and shift the burden back on to the companies that profit from high-speed delivery models. A review of this kind would also allow us to examine the employment models used by these companies, the incentives placed on riders and the adequacy of training, supervision and enforcement mechanisms. It would provide a valuable evidence base for any future legislative change, rather than relying on piecemeal responses to individual incidents.

I thank my noble friend Lord Blencathra for Amendment 416K and the passion with which he spoke in support of it. It would give the police power to issue fines of an unlimited amount to delivery companies for dangerous cycling offences

“under sections 27A (causing death by dangerous cycling), 27B (causing serious injury by dangerous cycling), 28B (causing death by careless, or inconsiderate, cycling) or 28C (causing serious injury by careless, or inconsiderate, cycling) of the Road Traffic Act 1988”.

We support the intention behind the amendment, whose aim is to hold companies that hire large numbers of delivery drivers to account for the actions of their hired staff. This is an important principle and touches on the important points of what frameworks and policies companies have in place to ensure that their own staff are abiding by the laws of the road. While questions would clearly need to be addressed around proportionality, enforcement and evidential thresholds, the amendment raises legitimate concerns about the status quo. I hope the amendment has made the Government reflect on whether current penalties fall too heavily on individual riders, while the companies that benefit financially from the delivery model escape meaningful consequences. I look forward to the Minister’s response.

Amendment 481, tabled by my noble friend Lord McColl of Dulwich, proposes a review into bicycle and motorcycle delivery services and their potential links to criminal activity. We are broadly supportive of the principle behind the amendment. It seeks to shine a light on a range of issues that are often raised by residents and local authorities, including concerns about organised crime, exploitation, immigration compliance and the impact of delivery riders on community safety.

Taken together, these amendments raise serious and timely questions about accountability, public safety and the responsibility of large delivery platforms. The noble Lord, Lord Hogan-Howe, is absolutely right that the Government must acknowledge the argument and come up with answers. The words of my noble friend Lord Goschen summed it up perfectly: this is an opportunity to do something positive about a very real problem, and to do it now in this Bill. I hope the Government will engage constructively with the issues raised and set out how they intend to ensure that the rapid growth of this sector does not come at the expense of safety and public confidence.

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

My Lords, these amendments, in their different ways, seek to extend liability for the unlawful actions of cyclists to their employers or contractors. Amendment 346C, moved by the noble Lord, Lord Shinkwin, proposes a review of the new cycling offences provided for in Clause 106 one year after the clause comes into force. He set out its provisions with clarity, his customary humility and his personal perspective, and we are all grateful for him doing so. As I understand the noble Lord, the intention of such a review is to assess whether the new offences have impacted the standard of cycling by delivery riders, and whether further changes in the law are required to ensure that their employers or contractors take greater responsibility for the cycling standards of their workers.

To be clear, these offences apply to all cyclists regardless of the purpose of their journey or whether they are paid to do it. I, of course, recognise the very real concerns around the behaviour of delivery riders that we have discussed in this group of amendments, but I completely reject the idea from the noble Lord, Lord Hogan-Howe, that we are somehow being complacent and ignoring the issue. The noble Viscount, Lord Goschen, talked about the importance of using the opportunity to do something positive, and I will come on to that in a second. I am also grateful to the noble Baroness, Lady Pidgeon, for sharing her experience from City Hall of the Greater London Authority, the mayor’s office and TfL.

We of course recognise the concerns about the behaviour of delivery riders, but it is harder to find firm evidence to suggest that their behaviour is so demonstrably worse than that of other groups that it is necessary to single them out for review—hard evidence, I would say, looking at the faces of some noble Lords opposite. Furthermore, it is not clear what such a review would achieve. The Health and Safety Executive’s guidance already makes it clear that those who drive or ride for work should have the skills and expertise required to be safe on the road. The key thing here is that the Department for Transport—we discussed this on Monday in Committee; certainly, I spoke to it on one of the later groups—is also developing a new road safety strategy, and we will set out more details shortly. That will be a holistic strategy around all elements of road safety including pedestrians, cyclists, motorcyclists, road users and public transport drivers—the whole gamut. I say to the noble Viscount, Lord Goschen, that is the opportunity for us to do something positive and take a holistic approach to improving road safety. We are not playing down these issues but just trying to find the best way of approaching them in a sense that is complete and wholescale rather than piecemeal.

[Lord Hogan-Howe (CB)]

My Lords, I am sorry to interrupt the Minister. In previous Bills, the Department for Transport has made exactly the point that he is making, which is that a strategy is coming. It was due in the summer of this year, we are now at Christmas and there is no date, so I am not reassured by that general point.

I was surprised to hear the Minister say that we are struggling to find evidence of the problem that we are all talking about, because you only have to walk outside. Our newspapers and broadcasters are carrying out surveys showing what we all know to be true—not to blame cyclists for everything in the world, but there is clear evidence it is happening, so I am surprised he said that.

Finally, I wonder whether the Minister would like to look into the health data. We have talked only about the police data. The health data is completely different. When people go to A&E, their GP et cetera for injuries caused by cyclists, it is not recorded in the same way as it is by the police. We have two sets of data which we are not bringing together; we only ever talk about the data collected by the police. I was surprised to hear the Minister say they could not find the data.

[Lord Katz (Lab)]

To be clear, I was talking about evidence of causality rather than necessarily data on incidents. Let me make some progress, and maybe the noble Lord will be a little mollified by the time I get to the end of my contribution—or maybe not.

The fundamental purpose of the new offence is to—

[Lord Blencathra (Con)]

I am sorry, but I am afraid that saying that there is no evidence of causality is just what the Department for Transport wants the Home Office to believe. The evidence is quite clear; there are no better words than from the Mayor of London himself, Sadiq Khan, who said it is a Wild West out there. Many other councils in London are now trying to ban bikes from their areas because of the danger they cause, and those heavy, gigantic food delivery couriers are the worst offenders of all.

[Lord Katz (Lab)]

Again, I say to the noble Lord that I will make some progress and then he may come back at me again before I finally sit down.

The fundamental purpose of the new offences is to appropriately punish offenders and deter dangerous cycling behaviours. There is no carve-out or special provision for delivery riders. To be clear, all road users will face equal treatment before the law under these provisions. I can also assure the noble Lord, Lord Shinkwin, that, like all new government enactments, the Crime and Policing Act will be subject to post-legislative review three to five years after Royal Assent, so there is the opportunity to review the action.

Amendment 416K from the noble Lord, Lord Blencathra, would allow for food delivery companies to receive an unlimited fine should any of their riders be convicted of any offences under Clause 106. A complicating factor around this, as many noble Lords recognised, is that many such riders operate in the gig economy—the noble Viscount, Lord Hailsham, and the noble Baroness, Lady Pidgeon, set that out particularly well. We are not always talking about the relationship between an employer and an employee, so using what we would consider normal working relationship incentives and rule structures is not always the easiest thing to do.

It is worth stating, particularly as the Employment Rights Bill finally finished its passage through Parliament yesterday, that as part of that wider package of employment reforms, there will be a major consultation on employment status which will help to clarify these grey areas. Again, I cite the contribution that the noble Viscount, Lord Hailsham, made. I say in response to the noble Lord, Lord Davies, that is probably the best place to have a review of the grey areas around contractors and employers working in the gig economy. A problem has clearly been identified in the delivery driving sector, but there are many other sectors— I remember from my time spent in Committee on the Employment Rights Bill that there are lots of areas where the lack of clarity on employment status is causing all sorts of consequences.

[Lord Blencathra (Con)]

I am so grateful to the noble Lord for giving way again; I hope this will be the last time. If he and my noble friend Lord Hailsham are correct that the current law on vicarious liability might mean that Deliveroo and Uber Eats are not liable for the agents they are using, does he accept my noble friend Lord Goschen’s point that we are Parliament and, if the current law does not cover it, we can amend the law as we suggest to make sure that those companies are liable for the people who deliver food in their name, with a great big bag on their back advertising that?

[Lord Katz (Lab)]

I do not disagree with the proposition that the noble Lord makes. Of course, we are Parliament, but I suggest that we should legislate in a slightly more deliberative way than simply shooting at ducks ad hoc as they come up in the stall.

[Viscount Hailsham (Con)]

On that point, does the noble Lord accept that there is an essential distinction between vicarious liability in civil law, which is to pay compensation for people injured by employers or whoever, and vicarious liability for criminal actions, which is something quite different and very rarely imposed?

[Lord Katz (Lab)]

I am certainly happy to defer to the noble Viscount’s legal experience and expertise. It is worth the Committee noting that distinction and I am grateful to him for making that point.

To that point, the individual must bear responsibility for their actions and face consequences for them, which is fundamentally the purpose of Clause 106. There is no hard evidence to suggest that the working practices of these companies either cause or contribute to serious injuries or fatalities involving cyclists or other road users. That is a relatively rare occurrence. We understand the point that the noble Lord, Lord Hogan-Howe, made on the rareness; obviously, any death is one too many, but it is a relatively rare occurrence compared to, say, collisions involving cars and pedestrians. Where that happens, however, we are determined to ensure the individual is held fully to account.

--- Later in debate ---

[Viscount Goschen (Con)]

Before my noble friend responds to the Minister’s wind-up speech, I put a gentle challenge to the Minister that the Committee was looking for a substantive response. I believe he was supportive, in principle, of the need for enhanced road safety but was not seriously acknowledging that there is a specific problem around delivery drivers, often riding e-bikes, and that we need to do something about that. I did not note a wave of support around the Committee for his contention that there was no evidence that there was a specific problem. Frankly, that is not a credible response. There is a problem. Every Peer in this Committee and everybody outside these gates knows that there is a problem. We need to do something about it.

I very much hope that my noble friends Lord Shinkwin, Lord Blencathra and Lord McColl, when they come to give their intentions, will continue to press the Government hard. I hope that, on Report, if there is no movement—perhaps there are grounds for a discussion before then—they will bring forward amendments and see whether the Government have support or whether those who are seeking to change the law have support. Essentially, large companies are sponsoring and benefiting from law-breaking, and the Government are turning a blind eye. That is not acceptable.

[Lord Katz (Lab)]

In response to the noble Viscount, and perhaps anticipating what the noble Lord, Lord Shinkwin, will say, we are of course happy to do that. We have had a fair bit of engagement on many different aspects of this Bill, both before Committee and during it, and I imagine that will continue. Our collective doors remain open to discuss all the issues that the Bill raises. I would be very happy to meet all Peers interested in these issues.

--- Later in debate ---

[Lord Davies of Gower (Con)]

My Lords, as was mentioned earlier in Committee when speaking to Amendment 346, we take the issue of bike alterations very seriously. My noble friend Lord Blencathra raises a similar issue with these amendments, and, in placing the onus on suppliers, a two-pronged approach to tackling the issue is welcome.

We know that many of the most dangerous e-bikes on our roads are not the result of amateur tinkering alone. They are enabled by a market that supplies batteries far in excess of the 250-watt limit set out in law, or batteries that fail to meet even the most basic safety standards for lithium-ion technology. These batteries transform what should be a pedal-assisted cycle into something much closer to an unregistered electric motorcycle, which is often capable of significant speed and acceleration, and frequently used in dense urban areas, on pavements and in shared spaces.

There is also a wider public safety dimension. Unsafe lithium-ion batteries are not merely a road safety issue; they are a growing fire risk in homes, flats and shared accommodation. The London Fire Brigade and other services have repeatedly warned about fires caused by substandard e-bike batteries, often supplied online with little oversight and no meaningful accountability. This amendment would reinforce the message that safety standards are not optional, and that those who profit from ignoring them may—indeed, should—face consequences.

[Lord Katz (Lab)]

I am grateful to the nobleLord, Lord Blencathra, for his amendments on the regulation of e-bike batteries. Your Lordships’ House may recall the recent passage through this House of the Product Regulation and Metrology Act, which received Royal Assent in July and underlines the Government’s determination to take action on this point. Amendment 346D would provide for the prosecution of any person who had supplied an unsafe battery to an individual who was subsequently convicted of any of the offences in Clause 106 of the Bill.

While an unsafe battery—and by this I mean one that does not comply with existing product safety standards—could put the e-bike at risk of catching fire, particularly while placed on charge, as we have heard from many noble Lords, particularly the noble Lord, Lord Davies of Gower, this would not directly lead to a person riding their cycle carelessly or dangerously. The noble Viscount, Lord Hailsham, anticipated my argument and posited it more eloquently than I might have done. The battery is simply that which powers the e-bike: it cannot, on its own, enable the rider to overcome speed or power restrictions provided for in regulations. This would come from a broader set of modifications concerning the electric motor and other component parts, and I will come on to that in a bit. As the battery would not play a direct role in any incident leading to a prosecution of the kind provided for at Clause 106, I hope the noble Lord, Lord Blencathra, will see that this amendment is not required.

In moving his amendment, the noble Lord also talked about the chips that allow bikes to be driven at frankly hair-raising speeds that make them unsafe for the user, let alone others. To be clear, those modifications are already illegal: e-bikes with those chips do not comply with the electrically assisted pedal cycle regulations. Therefore, there is already a law in place to cover this.

[Lord Mawson (CB)]

The Minister talked about taking action. Those are very fine words, but every day, many of us watch e-bikes and ordinary bikes going past the outside of this building, driving through red lights. Many of us have experienced driving up and down roads with people coming down one-way systems at us in the wrong direction. We have watched police at the side of these road, including here, taking no action whatever. What does “taking action” actually mean, in practice and in detail, even outside this building?

[Lord Katz (Lab)]

I am not sure whether the noble Lord was here for the previous group, when we talked at length on the wider issue of the use of e-bikes. As I said then, the DfT is undertaking a road safety strategy consultation, which will take a holistic view of road safety across all motor transport, including, very importantly, protecting pedestrians and those in mobility scooters and wheelchairs. That is the right way to approach this and is at the heart of the discussion we had on the previous group.