Taxis and private hire vehicles (PHVs) form a key part of the transport network, particularly for people who face barriers to using other forms of transport and as a driver of the nighttime economy. However, the current system for regulating these vehicles can vary across different licensing authorities, creating inconsistencies and raising questions about how … Show more
| Title | HC No. | Published | Items | Response |
|---|---|---|---|---|
| 1st Report – Raising the standard: licensing of taxis and p… | HC 80 | 10 Jun 2026 | 35 | Pending |
Evidence to our inquiry and the previous work undertaken by the Law Commission and the Task and Finish Group have all described a legislative framework that is unfit for purpose in the modern era, in which use of ride- hailing apps has grown rapidly. It is fragmented and does not … Read more
We are pleased that the government has set out plans for legislation to modernise and consolidate the licensing framework for taxis and private hire vehicles. We urge the government to use the Law Commission’s 2014 draft bill and the report of the Task and Finish group as its starting points, … Read more
Out-of-area working is now a widespread feature of the taxi and private hire vehicle market. We recognise the strength of concern about its impact on standards, local accountability and public confidence. We also acknowledge that outright prohibition would be impractical. (Conclusion, Paragraph 31) Read more
We urge the department to bring forward a clear plan to curtail the extensive practice of out-of-area working and create greater incentives for drivers to license in the locality in which they operate. This will enable local licensing authorities to take enforcement action more readily, keep both drivers and passengers … Read more
The government’s proposal to move responsibility for licensing to local transport authorities may have advantages in terms of improving operational capacity, and the ability of transport authorities to better integrate taxis into their transport plans and brand accordingly. However, we are not persuaded that a transfer of licensing responsibilities will, … Read more
Following the conclusion of its consultation on transferring taxi and PHV licensing to local transport authorities, the department should publish a comparative appraisal of licensing models, including the local transport authority approach and a potential national licensing model. This appraisal should assess which model would best reduce incentives for extensive … Read more
The sheer scale of variation in standards across different licensing authorities has created an inconsistent and confusing landscape for trade and passengers alike. (Conclusion, Paragraph 41)
We welcome the department’s acknowledgement that greater national consistency in licensing standards is required. However, we are not persuaded that the current plan to pursue national minimum standards will be sufficient, unless those standards are strong enough to avoid a lowest common denominator effect, and carefully specified to remove incentives … Read more
The government’s plan for national minimum standards must not mean low by default. The areas in which variation in standards is permitted should be minimised in order to disincentivise licence shopping, and set at a high level wherever possible to ensure consistently high-quality passenger experiences. (Recommendation, Paragraph 51) 47 What … Read more
The overwhelming majority of drivers uphold high standards and play an essential role in keeping communities moving safely. However, the system needs to provide a robust safety net for the protection of passengers and drivers. Safety standards must be absolute and not subject to local variations. (Conclusion, Paragraph 57) Read more
An enhanced DBS check is the highest level of criminal record check available, yet it seemingly does not guarantee that licensing authorities receive all the information they need to make sound judgements about licence applications. We are concerned that the current framework creates a false sense of security: licensing authorities … Read more
We agree with the minister that every local authority must require drivers to have an enhanced DBS check and to be checked against the adults’ and children’s barring lists. We also recommend that requirements for safeguarding training and clear requirements for frequency of re- checking DBS certificates be included in … Read more
Defining “fit and proper” in statute would not be straightforward, and any definition would need to preserve a degree of flexibility for licensing authorities to exercise judgement in individual cases. The consequences of getting decisions wrong are serious, however, and more specification could be useful for decision-makers. (Conclusion, Paragraph 64) Read more
The government should ensure that guidance clearly links the criteria for making a fit and proper person judgement to national licensing standards. (Recommendation, Paragraph 65)
We recognise that there are established routes for sharing safeguarding and risk information between the police and licensing authorities. However, in practice, information sharing remains inconsistent and results in uneven access to information that is crucial for public protection. (Conclusion, Paragraph 69) Read more
We welcome the commitment from government that it intends, through legislation, to improve transparency and information sharing. The department should work with the Home Office to place information sharing between policing bodies and licensing authorities on a statutory footing so that there are common expectations everywhere. This should 48 include … Read more
The absence of a comprehensive national database makes it harder for licensing authorities to make safe and consistent decisions, particularly where drivers, vehicles and operators work across authority boundaries. We welcome the fact that the department has started work to address this. (Conclusion, Paragraph 75) Read more
We welcome the department’s work towards establishment of a mandatory national licensing database covering all taxi and private hire drivers, vehicles and operators. The database should enable licensing authorities to confirm licence status, licensing history and the responsible authority quickly and ensure that refusals, revocations and other relevant decisions are … Read more
We recognise that mandating in-vehicle CCTV across the sector would be a significant, and in some quarters, controversial step. However, we heard substantial evidence about its potential to strengthen safety for both passengers and drivers, and we consider that evidence to be compelling. (Conclusion, Paragraph 81) Read more
We recommend that the government consult within the next 12 months on introducing mandatory in-vehicle CCTV, with a view to including this requirement within national standards if it is sufficiently supported by evidence. The consultation should also seek views on how data protection, privacy and storage concerns could be suitably … Read more
Prolonged application and renewal delays create strong incentives for licence shopping. More acutely, they have a huge impact on the livelihoods of drivers. We welcome the government’s intention to improve the efficiency of licensing through forthcoming legislation. (Conclusion, Paragraph 85) Read more
National standards should set a clear benchmark for licensing processing times, covering applications, renewals and variations, and require all licensing authorities to publish performance against that benchmark in a consistent format. (Recommendation, Paragraph 86) Read more
The government’s proposal to move responsibility for licensing to local transport authorities will not apply in London, where Transport for London already acts as the licensing authority. London’s recent experience of licensing backlogs demonstrates that this reform will not, at a stroke, solve resourcing and efficiency issues. The department must … Read more
The current inconsistent expectations for English language proficiency and local knowledge across different licensing authorities can have negative effects on the safety and confidence of passengers and drivers alike. (Conclusion, Paragraph 93)
National standards should set proportionate and fair requirements for key elements of driver competence, including spoken English language proficiency and appropriate knowledge of the areas in which drivers operate. (Recommendation, Paragraph 94)
Refusals of service, low availability of wheelchair accessible vehicles and inconsistent disability equality training remain significant barriers to inclusive travel by taxi and private hire vehicle. The cost of and practical challenges for drivers in purchasing and maintaining wheelchair accessible vehicles exacerbate the problem. (Conclusion, Paragraph 103) Read more
National standards should include mandatory disability awareness and equality training for drivers and operators, to be provided to a high minimum standard of quality, with clear refresher requirements and effective enforcement against non-compliance. (Recommendation, Paragraph 104) Read more
The department should publish a national plan to increase wheelchair accessible vehicle (WAV) provision. The plan should be underpinned by a single national WAV fleet requirement, specifying the minimum proportion of each licensing authority’s total licensed fleet that must be wheelchair accessible vehicles. The plan should require every licensing authority … Read more
The plan should also be accompanied by additional funding, delivered through licensing authorities, to help drivers meet the costs of acquiring, adapting and maintaining WAVs. (Recommendation, Paragraph 106)
Accessibility in the broadest sense also means giving users the widest variety of options for finding out about and booking services—both digital and non-digital. The department should consider including provision of a range of booking options by operators in the national standards. (Recommendation, Paragraph 107) Read more
Complaints and incident reporting arrangements are fragmented. In some areas they are difficult for passengers and drivers to navigate, reducing transparency and weakening accountability. (Conclusion, Paragraph 112)
The introduction of national standards should be accompanied by a single national complaints and incident reporting portal for taxi and private hire services. It should be digitally inclusive, route reports to the responsible authority, and include clear service standards for acknowledgement, updates, and resolution. (Recommendation, Paragraph 113) Enforcement that stops … Read more
Many licensing authorities lack the resources and capacity to carry out effective enforcement. Enforcement officers are not able to take action against all taxi and private hire activity in their area. Cooperation between licensing authorities can be a positive step in the right direction, but ad-hoc local agreements do not … Read more
We welcome the minister’s statement that the government wants licensing authorities to be able to take enforcement action against all the taxis and PHVs operating in their area. We look forward to the government’s forthcoming legislation setting out a clear pathway to achieving this. (Recommendation, Paragraph 121) Read more
Enabling full cross-border enforcement will only be effective if licensing authorities have the capacity and incentives to undertake it. The government should address the current mismatch between enforcement responsibilities and funding by enabling licensing authorities to recover the costs of enforcement action taken against out-of-area drivers from the authority that … Read more
| Date | Witnesses | |
|---|---|---|
| 14 Jan 2026 | Lilian Greenwood MP · Department for Transport, Liz Wilson · Department for Transport | View ↗ |
| 19 Nov 2025 | Andrew Wescott · Veezu Ltd, Councillor Arooj Shah · Local Government Association (LGA), Emma O'Dwyer · Uber, Emma Vogelmann · Transport for All, James Button · Institute of Licensing, Kimberly Hurd · Bolt, Mark Robinson · Vokes Taxis Limited, Saskia Garner · Suzy Lamplugh Trust | View ↗ |
| 15 Oct 2025 | Andy Mahoney MBE · Licensed Private Hire Car Association (The LPHCA), David Pattison · City of Wolverhampton Council, Eamon O'Hearn · GMB Union, Helen Chapman · Transport for London (TfL), Mr David Lawrie · National Private Hire and Taxi Association (NPHTA), Mr Lee Petrak · Blackpool Council, Mr Paul James · Unite Taxi Education Liverpool | View ↗ |
| Witness | Organisation | Sessions |
|---|---|---|
| Andrew Wescott · Corporate and Government Affairs Director | Veezu Ltd | 1 |
| Andy Mahoney MBE · LPHCA Official | Licensed Private Hire Car Association (The LPHCA) | 1 |
| Councillor Arooj Shah · Chair of Children and Young People Board | Local Government Association (LGA) | 1 |
| David Pattison · Chief Operating Officer | City of Wolverhampton Council | 1 |
| Eamon O'Hearn · National Officer | GMB Union | 1 |
| Emma O'Dwyer · Director of Public Policy | Uber | 1 |
| Emma Vogelmann · Co-Chief Executive | Transport for All | 1 |
| Helen Chapman · Director of Licensing and Regulation | Transport for London (TfL) | 1 |
| James Button · Director | Institute of Licensing | 1 |
| Kimberly Hurd · Senior General Manager for the UK and Ireland | Bolt | 1 |
| Lilian Greenwood MP · Minister for Roads | Department for Transport | 1 |
| Liz Wilson · Deputy Director, Accessibility, Coaches, Taxis an… | Department for Transport | 1 |
| Mark Robinson · Owner and Director | Vokes Taxis Limited | 1 |
| Mr David Lawrie · Director | National Private Hire and Taxi Association (NPHTA) | 1 |
| Mr Lee Petrak · Public Protection Commercial Enforcement Manager | Blackpool Council | 1 |
| Mr Paul James · Project Manager | Unite Taxi Education Liverpool | 1 |
| Saskia Garner · Head of Policy and Campaigns | Suzy Lamplugh Trust | 1 |
| Date | Direction | Title |
|---|---|---|
| 20 May 2026 | — | Correspondence from the Minister for Local Transport, Department for Transport … |
| 14 Jan 2026 | To cttee | Letter from the Minister for Local Transport, Department for Transport relating… |
| Date | Type | Detail | |
|---|---|---|---|
| 3 Dec 2025 | Formal meeting (private meeting) | — · The Thatcher Room, Portcullis House |