Browse regulations

This Order, in force since 17th May 2002, removes trunk road status from a specified length of the A38 in Worcestershire/Gloucestershire and reclassifies it as a principal road. The Order transfers administrative responsibility from the national Highways Agency to local highway authorities.

This Order represents deregulation, not regulatory burden. Detrunking reduces centralized control and transfers decision-making to local authorities, who are better positioned to respond to local needs and conditions as Hayek would advocate. No regulatory cost, restriction of supply, or monopoly protection is created — rather, this reduces bureaucratic constraints by moving road management closer to affected communities. The detrunking has operated successfully for nearly 25 years without issue.

The A452 Trunk Road (B5011 Ogley Road Junction To The A4041 Queslett Road East/B4138 Thornhill Road Roundabout) (Detrunking) Order 2002, which came into force on 17th May 2002. This Order reclassifies a section of the A452 trunk road as a 'principal road,' transferring responsibility from the national Highways Agency to the relevant local authority. The detrunking removes this road from national strategic road status.

This Order represents detrunking — an actual deregulatory action that transferred responsibility from central government to local authorities, reducing national oversight of this road segment. Deleting it would not restore any burden or regulatory apparatus; the reclassification has already been fully implemented for 24 years. This is not a retained EU law, imposes no regulatory restrictions, creates no compliance costs, and contains no gold-plating. It is simply a completed administrative reclassification with no ongoing regulatory impact.

This Order, effective 17th May 2002, reclassifies a section of the A523 trunk road between Calton Moor and the Cheshire border from a trunk road to a principal road. The change transfers oversight responsibility from the Secretary of State for Transport to local highway authorities. The Order references a deposited plan (HA/10/OD/295) for the specific route description.

This is a simple administrative reclassification that has already been fully implemented since 2002 — the road's trunk road status was removed nearly 25 years ago. Deleting this Order would not reverse that change; it would merely remove the statutory record of a completed devolution of road management from central to local government. Far from being a regulatory burden, this detrunking actually reduced central government highway authority and costs, aligning with decentralisation principles. There is no ongoing compliance cost or market distortion to eliminate.

The A516 Trunk Road (West of Derby) (Detrunking) Order 2002 reclassifies a specified length of the A516 trunk road as a 'principal road', transferring it from national trunk road status to local authority responsibility. The Order came into force on 17th May 2002 and includes definitions for key terms including 'principal road', 'the trunk road', and references a deposited plan showing the affected section.

This is a one-time administrative reclassification order that has already been fully implemented since 2002. Deleting it would create legal uncertainty and potential administrative chaos by reverting the A516 to trunk road status against the expressed wishes of the local authority. The detrunking reflects a legitimate policy decision to transfer road maintenance responsibility to local authorities, who are better positioned to manage roads of this nature. Since the reclassification has been operational for nearly two decades, any costs were already incurred and absorbed; the ongoing benefit is clarity in administrative responsibility.

The A523 Trunk Road (County of Cheshire) (Detrunking) Order 2002 reclassifies a specified length of the A523 trunk road in Cheshire from trunk road status to principal road status, effective 17th May 2002. It defines key terms including 'principal road' and 'trunk road,' references a deposited plan showing the affected section, and transfers maintenance responsibility from the national highway authority to the local highway authority.

This is a technical administrative reclassification that clarifies maintenance responsibility and legal liability for a specific road section. Deleting it would create uncertainty about whether the A523 segment remains a trunk road (National Highways responsibility) or principal road (local authority responsibility), potentially leaving a gap in accountability and creating legal ambiguity. The order imposes no economic restrictions, no market interference, and no compliance costs on businesses—it simply shifts administrative jurisdiction from national to local control.

The A523 Trunk Road (Metropolitan Borough of Stockport) (Detrunking) Order 2002 reclassifies a section of the A523 from a trunk road (nationally managed) to a principal road (locally managed), transferring maintenance and governance responsibility from the Secretary of State to Stockport Metropolitan Borough Council. It came into force on 17th May 2002.

This Order is fully executed and spent — it accomplished a one-time administrative reclassification in 2002 that has already taken permanent effect. The road has already been detrunked. Retaining this on the books serves no ongoing regulatory function; it is merely a historical record of a completed administrative act. The supposed 'deregulation' (local vs national control) has already occurred. If further detrunking orders are needed, fresh legislation can be made; there is no need to preserve completed orders.

The A61 Trunk Road (Alfreton to Sheffield) (Detrunking) Order 2002, which came into force on 17th May 2002, reclassifies a section of the A61 trunk road between Alfreton and Sheffield from trunk road status to 'principal road' status. The Order defines key terms including 'principal road' and 'trunk road,' references the deposited plan (HA 10/OD/297), and specifies that the road length described in the Schedule shall cease to be a trunk road upon commencement.

This Order has been fully implemented since 2002 and represents a completed administrative reclassification with no ongoing legal effect. As a historical record of a past action rather than an active regulatory burden, it should be deleted from the statute book. Furthermore, detrunking itself reduces central government control over the road network, transferring responsibility to local authorities—a move consistent with decentralisation principles. There is no ongoing cost to keeping it on the books, but it serves no current purpose.

This Order detrunkes a section of the A52 between Derby and Calton Moor by removing its trunk road status and reclassifying it as a principal road, effective 17th May 2002. It defines key terms ('principal road', 'trunk road') and references a deposited plan showing the affected route.

Detrunking is a form of regulatory reduction and decentralisation - it transfers road management from national (Highways Agency) to local authority control, reducing central bureaucratic control. If deleted, the road would remain a trunk road under national management, denying local authorities the flexibility and decision-making authority over their own road network that detrunking provides. Unlike restrictive regulations that suppress supply or create monopolies, this Order expands local choice and accountability.

A targeted exemption order permitting a specific heritage railway vehicle (Drewry Car DB998901) owned by the EM2 Locomotive Society and operated by the Middleton Railway Trust to operate without conforming to 14 specified provisions of the Rail Vehicle Accessibility Regulations 1998. The order imposes conditions requiring operators to provide assistance personnel for disabled and visually impaired passengers during boarding, alighting, and passage. The exemption ceases if the vehicle is operated by a different entity or removed from the Middleton Railway.

This is a narrow, conditional exemption for a single heritage vehicle that would effectively cease to exist without it. The conditions in articles 5 and 6 already mandate practical accessibility assistance, balancing the policy goal of inclusive access with the physical constraints of a 1950s-era vehicle. Deleting this would not improve accessibility but would permanently ground a historic railway vehicle operated by a volunteer society, providing no benefit to Britons while eliminating a cultural and engineering heritage asset.

The Child Support (Miscellaneous Amendments) Regulations 2002 is a technical amending instrument that makes numerous adjustments to child support scheme regulations, including the Decisions and Appeals Regulations, Maintenance Calculation Procedure Regulations, Transitional Regulations, and several others from 1992-2000. The amendments cover: revisions to decision-making processes; effective dates for maintenance calculations; treatment of income (including disabled person's tax credit); transitional calculation rules for system conversion cases; and procedural timeframes for appeals and requests.

This instrument is a patch atop a fundamentally flawed foundation—the Child Support Act 1991 itself, which imposes a bureaucratic system of child maintenance calculations by government fiat rather than allowing parties to arrange matters through contract or courts. The amendments correct technical glitches and adjust transitional provisions but do nothing to address the core dysfunction: the State supplanting parental responsibility with administrative formulas. A functioning market in family law services, with proper judicial oversight, would serve families better than this labyrinthine regime of prescribed amounts, nil rates, and prescribed percentages. Since this instrument merely refines the machinery of an unjust system rather than dismantling it, it should be deleted alongside the underlying legislation it administers.

This Order detrunks a section of the A57 trunk road between the M1 and A1 junctions, reclassifying it as a principal road. It transfers administrative responsibility from the Highways Agency to local authorities, removing trunk road regulations from this stretch of highway. The Order came into force on 17th May 2002.

This Order is itself a deregulatory measure — detrunking removes a road from the stricter trunk road regime, which carries fewer restrictions on access, development alongside the route, and local authority discretion. Deleting it would mean reinstating trunk road status and its associated regulatory burden on this section. The mechanism is simple, effective, and achieves its stated purpose of transferring administrative control without unnecessary intervention.

This Order reclassifies a specified length of the A606 Trunk Road between A52 and A46 from trunk road status to principal road status, effective 17th May 2002. It defines key terms including 'principal road' and 'trunk road', references the deposited plan, and transitions the road's classification and associated management responsibilities.

This Order reduces rather than increases regulatory burden by transferring control of a road segment from national to local authority management. Removing trunk road status removes certain restrictions associated with national Highways Agency control. As a routine administrative reclassification that decentralizes road management to local authorities, it serves the interests of local accountability and efficient resource allocation. No compelling case exists for deleting this instrument as it imposes no new regulatory costs and actually represents a devolution of control.

The A614 Trunk Road (Leapool to Ollerton and Blyth to Bawtry) (Detrunking) Order 2002 removes trunk road status from specified sections of the A614 and reclassifies them as principal roads, effectively transferring maintenance responsibility and strategic road management from the Secretary of State to relevant local authorities.

This detrunking Order reduces central state control over highways and transfers responsibility to local authorities, consistent with the principle of subsidiarity. Deleting it would maintain unnecessary central government burden and expenditure on road maintenance that local authorities are better positioned to manage. The Order imposes no regulatory restrictions on citizens or businesses—it is purely an administrative reclassification that decentralises highway management.

The A15 Trunk Road (North of Lincoln to North Lincolnshire Border) (Detrunking) Order 2002 reclassifies a specified stretch of the A15 from trunk road status (national management by the Secretary of State) to principal road status (local highway authority management). The Order came into force on 17th May 2002 and references a deposited plan showing the affected section.

This Order has been fully executed for nearly 24 years; the road has already transitioned to local management and the legal framework has adapted. Retaining this historical administrative reclassification serves no ongoing regulatory purpose and creates unnecessary statutory clutter. If any future change to road classification is needed, it should be reviewed on its own merits under current policy rather than preserving a 2002 decision.

This Order, which came into force on 17th May 2002, reclassifies a section of the A15 trunk road (south of the M180) from trunk road status to principal road status. It defines key terms including 'principal road' and 'the trunk road', references the deposited plan (HA 10/OD/404), and specifies that the road length described in the Schedule shall cease to be a trunk road from the date the Order takes effect.

This Order has been fully spent since May 2002 — its sole purpose was to execute a one-time reclassification of a specific road segment. The regulation imposed no ongoing compliance burden, no regulatory apparatus, and no future obligations; it simply altered the administrative classification of a highway at a point in time. There are no residual costs to keeping it, but equally there is nothing to preserve — the detrunking has already occurred and cannot be undone by revoking an executed Order. A spent instrument that governs a completed administrative act should be deleted as obsolete.