Crime and Policing Bill

Lord McColl of Dulwich Excerpts

Committee stage
Wednesday 17th December 2025 Lords Chamber

I urge the Committee to support the amendment and all other amendments to the Bill in previous groups and future groups that seek to make our streets safer for pedestrians, which the Department for Transport simply does not give a damn about.

[Lord McColl of Dulwich (Con)]

My Lords, my Amendment 481 seeks to address the specific part that delivery services play in broader criminal activity. Delivery riders make regular deliveries to residential accommodation, which often houses vulnerable people. The identity of these riders is unknown, because they wear masks and helmets. Despite the anonymity of these riders, they can wander around inside these residential accommodations with impunity, especially because the outside door of these flats is often controlled remotely. Some of the elevators actually open into private apartments.

As has been mentioned already, a vulnerable 80 year- old lady opened the door of her flat from the lift and was confronted by one of these helmeted, masked foreigners. When she tried to shut the door, he prevented her shutting the door by putting his foot across the threshold into her apartment. You can imagine how frightened she was. Besides the fear that these riders can stoke, they can also commit crimes within the building. Some of them have put graffiti all over the place, so there is a real problem here.

Another thing we have to bear in mind is that these people are often involved in human trafficking and can be in the country illegally, as has been mentioned. This month, 171 illegal delivery riders have been arrested. My amendment is the first step in addressing all this criminal behaviour. It would enable an accurate diagnosis of the problem, the impact of which is particularly felt by the most vulnerable in our society.

[Lord Hogan-Howe (CB)]

My Lords, I support all three amendments, particularly the one tabled by the noble Lord, Lord Shinkwin. I have tabled amendments with general concerns about cyclists putting pedestrians at risk. The Government did not accept those. These amendments are different. It is no coincidence that the three people who tabled them have physical challenges that they overcome every day. Although as pedestrians we all face challenges with cyclists, if you cannot get out of the way, cannot see them coming and will sustain more grievous injuries should you be hit, that group in society is even more vulnerable. We should listen carefully to the case that they have made.

This Government and even the Lib Dems are a little complacent about responding to the general point about cyclists being held to account. There is almost a patting on the head: “There are not that many people dying or getting injured compared with those being hit by cars”. Well, 25 people have been killed by cyclists over the last 10 years, and it mattered to those families. It should matter to the Government to take some action.

The amendment from the noble Lord, Lord Shinkwin, merely asks for a review to gather evidence, particularly in the narrow area of commercial operations that employ cyclists, rather than just general cycling. The link between the cyclist and the employer has got more vicarious. Many of them are on zero-hour contracts and provide the cycles themselves. They do not always visit the operating centres of their employer. The employer says, “We didn’t buy the bikes; we don’t see the bikes. What has what they do when they are working for us got to do with us?”

I was out a few days ago with the City of London Police and saw that these people clearly are operating on behalf of a commercial company. There is a vicarious liability for the employer, but in no way is that link being established at the moment. The employers or companies could look at the data on the bikes. They could establish how often they were being operated. Sometimes this is beyond normal employment practice. They could establish which streets they went on. Many of them are going the wrong way down certain streets, which would be clear if they were to look at the data.

At the very least, this review might want to consider that an employer could do more positive things than just employ sanctions. They could start to educate their cyclists and reward them for better behaviour. Many employers of HGV drivers and bus drivers have schemes advertised on the rear of the vehicles: “If you don’t like how our driver is driving, please let us know”. They could do that for cyclists. You might say, “There’s no registration plate”. I argue for a registration plate. If you do not like that idea, they could have highlighters with details on the back advertising which company they were employed by and who you might report it to if you were not happy with the driving of that cycle. You are then starting to bear down on some of the accountability, which would gradually improve road safety. I am sure the Government are not blind to the problem, but people are worried about the amount of bureaucracy that would be needed and are frightened of having to establish it. I understand the administrative burden, but it is important to make incremental steps to start to have some impact in this important area.

At the very least, this review could establish some data on which we could all debate. It is insufficient for anecdotes to drive policy, but the anecdotes are so frequent and obvious that there is underpinning data that is not being collected. A review such as this would collect data, inform policy and make sure that any proposed changes were reasonable and likely to have some effect.