TRANSPORT COMMITTEE INQUIRY
FURTHER RESPONSES TO VERBAL EVIDENCE: NPHTA FINAL SUBMISSION
Article by Dave Lawrie Director NPHTA
dave@nphta.co.uk
SECOND HEARING
FIRST SESSION: IoL, Local Government Association and Transport for All
It was refreshing to hear the presentations from all parties involved. In particular, it was encouraging to see recognition from James Button representing the Institute of Licensing, who pointed out that much of the discussion often focuses on negative issues; but it must be stated that the majority of the taxi and private hire industry consists in fact of hardworking, professional individuals who take great pride in their role and in providing a high-quality service to their communities.
It was also reassuring to hear Transport for All clearly acknowledge the importance of a mixed fleet in more rural areas, in order to ensure affordability and service consistency. This is an approach we strongly support, as there is little justification for requiring 100% wheelchair-accessible vehicles in such settings.
During the presentation, it was suggested that the disabled community should be invited to be involved in the development of disability awareness training. We fully support this proposal and would go further by recommending that the taxi and private hire industry itself is also deeply involved in the design and delivery of such training.
Our experience shows that when courses are designed or approved by local authorities alone, they can be significantly lacking in practical suitability. Examples include the absence of guidance on electric wheelchairs, limited understanding of wheelchair warning labels (such as “do not hook”), and a lack of awareness of rear-loading wheelchair-accessible vehicles. This is particularly disappointing, as rear- loading vehicles are demonstrably safer for both passengers and drivers, especially when health and safety at work considerations are taken into account.
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These shortcomings in training are largely the result of insufficient active engagement with both service providers and service users, all of whom have a critical role to play in ensuring training is effective, relevant, and safe.
The issue of cost and availability was clearly articulated by the Chair of the Transport Select Committee, Ruth Cadbury, who highlighted that wheelchair-accessible vehicles are extremely expensive. Current prices are in the region of £70,000 for a cash purchase, or approximately £90,000 when financed. Unlike the bus and rail sectors, the taxi and private hire industry receives no direct funding, making this an unsustainable business model. This, in turn, pushes drivers towards private hire licensing, where such vehicle requirements do not apply.
There was also a strong focus on enforcement, including the handling of reports, investigations, and complaints. These processes are significantly simplified where CCTV is in place, potentially saving both time and resources for local authorities.
We believe there should be far more active
enforcement of the “triple lock” rule and Section 75(1)(a) Local Government (Miscellaneous Provisions) Act 1976, which requires that drivers may only be passed a booking while within their licensed area. There is no justification for drivers routinely or predominantly waiting outside their licensed region without a booking to support their presence.
Without an Intended Use Policy - already proven to be highly effective in the hackney carriage (taxi) sector and enforceable at little to no cost to councils due to its evidence-based nature - there is no meaningful deterrent. As a result, licence shopping will continue regardless of the introduction of national standards or further devolution.
SECOND SESSION: Operators
During the second session, operators were asked by Elsie Blundell MP how many operating offices they maintain in each region in which they operate. Uber responded that they have offices in “all of them” and stated that they comply with the triple lock rule.
This assertion was challenged by highlighting that FEBRUARY 2026 PHTM
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