English Devolution and Community Empowerment Bill

Lord Borwick Excerpts

2nd reading
Monday 8th December 2025 Lords Chamber

[Lord Borwick (Con)]

My Lords, I think I might have discovered why Governments of all flavours make their legislation so heavy and long—in the case of this Bill, 371 pages, 93 clauses and 34 schedules. It is to enable any Peer to speak about the one subject they know about at Second Reading. That is very generous, because several clauses are to solve long-term problems in the taxi industry and that is what I want to talk about.

I must first declare my interests. I have been connected with the taxi trade for about 45 years and I own my own wheelchair-accessible licensed taxi. Historically, I was the group CEO of Manganese Bronze Holdings plc, which voluntarily introduced the first production wheelchair-accessible London taxi in 1997.

I want to mention the Disability Discrimination Act 1995. Thirty years ago may seem to the young people in the transport department to be legislative archaeology, but the wonderful Library here has dug out the history of this legislation. Section 32 of the 1995 Act says that the department

“may make regulations … for the purpose of securing that it is possible … for disabled persons … to get into and out of taxis in safety”

and

“to be carried in taxis in safety and in reasonable comfort”.

The Government did not actually make the regulations, and the DDA Act was repealed and replaced by the Equality Act 2010. The same clauses were carried through in Section 160 of that Act, but the same inactivity was carried through too. The House of Lords did post-legislative scrutiny on the Equality Act and disability, and the Liaison Committee did so again in 2021. I think that both said the provision should be commenced without further delay. The Government leaped into action, agreed with the committees, and did nothing. So, I believe that the words in Section 32 are still relevant 30 years later. The department “may make regulations”, but has not bothered to do so, and still disabled people with flat batteries are pushing their wheelchairs uphill.

These words pose an obvious question: why have they not been actioned? Is it because there has not been the time in 30 years to action them? The Conservative Party was in power for 16 years, the Labour Party for 14 years, and the Liberal Democrats in coalition for 5 years. All of them have had the power to do something, but nobody has actually done anything. The blame should be shared among the parties represented here; there is ample obloquy for everyone other than the Cross-Benchers to take their fair share.

This is a shameful history, and it should stop. Essentially, Parliament decided to do something and the department decided not to do it but did not have the courage to repeal the legislation. Thirty years is enough. In those 30 years, the number of people who use wheelchairs has grown enormously as longevity has increased. Indeed, I can point out that all of us have used a wheelchair; it is called a baby buggy, and we are very fortunate if it is only at the beginning of our lives when we use a wheelchair.

The noble Baroness, Lady Brinton, made a speech on 4 March 2022 that impressed me. She mentioned that she had arrived at her local station, Watford, after 11 pm in sleet and snow, and only a very few of the taxis were wheelchair accessible. She had a flat battery, so she had to push her heavy wheelchair because there was not an accessible taxi available. Why did any party in power not do the small work required to get the statutory instrument in place?

I have enormous respect for the Minister the noble Lord, Lord Hendy, who I know is enthusiastic to solve this wheelchair accessibility problem. I ask the Government two questions: has the department already drafted the statutory instrument needed by the previous Section 32? I presume that that was 30 years ago. When can we see it proposed?

On the Bill itself, where there are new clauses on the licensing of taxis and private hire vehicles, I ask: why not set a timetable for these excellent clauses, which I thoroughly support? Why does it say “may” and not “must”? Are we debating a 30-year timetable to get these changes done?

The largest problem in the taxi industry is cross-border hiring, which was mentioned earlier. It was a problem mentioned in the Casey report. If a taxi driver can be caught in a crime and lose his licence but carry on working the same place with a new licence from somewhere else, this change to enlarge licensing areas should be made.

There is clearly something suboptimal about the knowledge in London. Butter boys—the London trade’s name for newly qualified drivers—spend three to five years memorising knowledge which is inherently computable. It can be done better on an iPhone than in a brain, because the answer to the question, “How do I get from the House of Lords to Carey Street?”, changes from day to day, depending on who is digging up which road and then staring at the hole.

There may well be significant problems with the rest of the legislation, but I support the taxi clauses. I will propose amendments to compel the Government to bring forward the inclusion of wheelchair accessibility to taxis—a matter agreed no less than 30 years ago.

English Devolution and Community Empowerment Bill

Lord Borwick Excerpts

Committee stage
Thursday 5th March 2026 Grand Committee

Moved by

[Lord Borwick]

235A: Clause 65, page 64, line 16, leave out “may” and insert “must”
Member’s explanatory statement
This probing amendment, and others in the name of Lord Borwick, seeks to ensure that the Secretary of State makes regulations related to the licensing of taxis and private hire vehicles within six months of the day on which this Act is passed.

[Lord Borwick (Con)]

My Lords, I rise on this St Piran’s Day to carry forward the millstone of ensuring accessibility just a bit, knowing that so many disabled people still struggle with accessibility every day, even 30 years after we legislated to make a change. I am indebted to the noble Baroness, Lady Taylor of Stevenage, for pointing out the importance of the patron saint of Cornwall. His miracle was to carry a millstone across the Irish Sea. My task is much easier: getting accessibility to actually happen. I should first declare my interests as the owner and driver of a wheelchair-accessible London taxi and as a London taxi proprietor. I have had a long history in the taxi trade.

The amendments in my name, co-signed by the noble Baronesses, Lady Brinton and Lady Grey-Thompson, the noble Lord, Lord Blunkett, and my noble friend Lord Young of Cookham, come in two sets. One is a set of probing amendments that add a new twist to an old chestnut—if noble Lords will forgive a badly mangled metaphor—and the other amendments are serious improvements to the reliability of wheelchair accessibility in this country. Thirty years ago, in the Disability Discrimination Act 1995, Parliament decided that all taxis in the country should be able to carry disabled people who use wheelchairs in dignity in their chairs. This intention was repeated in the Equality Act 2010. The phrase

“The Secretary of State may make regulations”


was used but, 30 years later, they still have not done so.

This English Devolution and Community Empowerment Bill, whose taxi clauses I thoroughly support, also states that the Secretary of State “may” bring forward regulations, but I am puzzled. Does this mean that they may bring forward regulations in more than 30 years’ time? How can we be assured that the Government will bring forward regulations called for by the Casey report, when they have not done so in 30 years on disability? Can the Minister therefore tell us when the Government may bring forward these regulations? Can he also compare the regulations with the accessibility regulations that were passed by agreement 30 years ago? We must have both sets, not just one set of regulations.

I am old-fashioned enough to believe in the sovereignty of Parliament and that, when decisions were made in Parliament, those decisions were the law and something that law-abiding departments followed. It appears that Parliament has achieved the credit for improving accessibility, while intentionally leaving disabled people, such as the noble Baroness, Lady Brinton, to walk home in the snow pushing their wheelchair because it has a flat battery.

This is only a probing amendment and I have no intention of proposing it on Report, provided the Minister deals with my next point. The requirement of the Disability Discrimination Act 1995, repeated in the Equality Act 2010, is that disabled people should be able to travel safely and comfortably in their chairs in a taxi. Private hire vehicles are different. The words to be inserted under my Amendment 235B are that:

“The Secretary of State may make regulations (in this Chapter referred to as ‘taxi accessibility regulations’) for securing that it is possible for disabled persons—


(a) to get into and out of taxis in safety;


(b) to do so while in wheelchairs;


(c) to travel in taxis in safety and reasonable comfort;


(d) to do so while in wheelchairs”.


Of course, when we at Manganese Bronze Holdings plc made the first wheelchair-accessible taxi to enter volume production in 1997, we discovered that the majority of people who could not walk were babies in baby buggies. We all spend time in a wheelchair while we are babies, and we are very lucky if that is the only time in our lives when we are dependent on wheels. The arguments used when Parliament decided on this matter included that the country needed a dependable, integrated transport system on which disabled people could rely. The fact is that they can now get wheelchair-accessible transport—a bus or a taxi—from anywhere in London to a mainline station, where they can get a wheelchair-accessible train to almost anywhere in the country. Only after this amendment is accepted will they know that they can get a wheelchair-accessible taxi at their destination. Hooray—this is an integrated transport system.

This amendment would abolish one of the constant problems of disability: the overhead of planning. Can I get an accessible loo at my destination? Will there be steps on the way? These are all old problems that the Minister—the noble Lord, Lord Hendy—has done more than his fair share to abolish. As disability becomes more complex in general, many more people have a range of simultaneous disabilities that can make the overhead of planning much harder.

Another argument produced is that taxi drivers cannot afford the cost of a wheelchair-accessible taxi. This argument has the flaw that drivers compare the cost of a new taxi with the cost of a second-hand car. A new taxi is indeed expensive, but that is partly because the volume is so low. I am confident that the price will reduce as volume increases.

Comparing two 100,000-mile vehicles makes the answer different. My taxi, which is parked in a car park outside and has 126,000 miles on the clock, has only one year left on its life in London because of the emissions regulations and age limits in London, so it will be sold next year for very little. However, all taxi drivers have had 30 years’ notice of this change, ever since the Disability Discrimination Act was passed in 1995. Is 30 years’ notice insufficient?

If any noble Lord wants to replay this argument, I am perfectly content to do so, but I would say that the argument is over. Parliament has already decided on this matter, and the choice is either to implement the Equality Act 2010 or to repeal it. Hiding a change in the long grass of legislation, passing an accessibility measure and modestly accepting praise for it but then doing nothing is immoral and offensive to disabled people; I am sure that the noble Lord, Lord Hendy, would not want to have anything to do with it.

I was amused to see a press release issued by the Department for Transport on 27 November last year. It was proud that these taxi clauses in the English devolution Bill improved accessibility—so proud, in fact, that the press release mentioned accessibility four times. The trouble is the clauses do not mention accessibility at all. On introducing these clauses on Report in another place, the Communities Minister, Miatta Fahnbulleh MP, said that they are

“improving the accessibility of services for everyone. That means that people—particularly those who rely on these services the most, such as women, girls and people with disabilities—can be reassured”.—[Official Report, Commons, 25/11/25; col. 286.]

However wonderful and necessary Clauses 64 to 72 are, they do not seem to me to improve accessibility at all.

This should not be a party-political matter. All parties and the department have been trying to do the right thing over the past 30 years. No party is trying to stop this. Any criticism of the Department for Transport may be misplaced because, clearly, the department showed extraordinary foresight in knowing both that I would propose such amendments as these and that its prediction that these clauses would improve accessibility would come true in the end, because it would accept my amendments and take the credit for them. I do hope that I am right. I beg to move.

--- Later in debate ---

[Lord Hendy of Richmond Hill (Lab)]

I can absolutely confirm to the noble Baroness that I will do exactly that. It is a very important subject.

[Lord Borwick (Con)]

On taxi accessibility, is the Minister arguing that the local requirements of disabled people might be different in one area from those in another? Surely, that is completely wrong, because the whole purpose of this is to organise transport—that a disabled person in London should be able to travel to Penzance and know that in Penzance there are the same standards of accessibility. It is in the nature of travel that people change their location; therefore, they surely need to have the same standards. It is the job of the Government, as was put in the Disability Discrimination Act 1995, that they set the regulations that can be met by as many disabled people as possible. That I would approve of, but saying that we cannot do anything just in case there is a difference in the local arrangement seems to me more in the nature of an excuse than a plan for the future.

[Lord Hendy of Richmond Hill (Lab)]

I am certainly not arguing that the needs of disabled people are different in different areas, but—and some noble Lords have heard this in the course of meetings that we have already had on this Bill—I am expressing that there are extraordinarily different sets of local circumstances across the country and that what the park of vehicles in local areas consists of is very different in different places, and serves quite different purposes.

The noble Lord will recall a discussion that we had not too many weeks ago in which it was quite clear that there were some fundamental differences in the needs of local areas in the provision of taxi and private hire services. We are strongly attempting to recognise that we have to start from where we are and that a one-size-fits-all solution to the mandatory provision of things may not suit every area—for example, it may not suit rural areas in comparison to dense urban areas. I am not at all saying that the needs of disabled people are different in different areas, but the way in which the two trades are organised in different areas is because the needs of the users, as expressed in the use of those services, are very different.

[Lord Borwick (Con)]

I thank the Minister for his point, but I am not sure that I entirely agree with him and I look forward to the meeting and to Report. In the meantime, I withdraw my amendment.

Amendment 235A withdrawn.

English Devolution and Community Empowerment Bill

Lord Borwick Excerpts

Report stage
Monday 13th April 2026 Lords Chamber

Moved by

[Lord Borwick]

268: Clause 65, page 66, line 3, at end insert “, which must require taxis to conform with minimum taxi accessibility requirements under section 160(1) to (3) of the Equality Act 2010 within three years of the day on which such regulations are made.”
Member's explanatory statement
This amendment, and another in the name of Lord Borwick, seeks to commence section 160(1) to (3) of the Equality Act 2010 in relation to minimum taxi accessibility requirements and ensure that the standards prescribed under Clause 65 of this Bill conform with those taxi accessibility requirements in the Equality Act 2010, with the intention of ensuring disabled persons can use taxis to travel in comfort and dignity.

[Lord Borwick (Con)]

My Lords, I should first disclose my interests as the owner of a wheelchair-accessible London taxi and a past CEO of the manufacturer of London taxis. I thank the co-signers of my two amendments, the noble Baronesses, Lady Brinton and Lady Grey-Thompson; they have both encouraged me, as has my noble friend Lord Shinkwin.

--- Later in debate ---

[Lord Hendy of Richmond Hill (Lab)]

My Lords, I start by paying tribute to noble Lords who have spoken, and particularly to the noble Lord, Lord Borwick, for his commitment and contribution to accessibility for disabled people in taxis over many years. Without him, the iconic London taxi would not be the accessible vehicle it is today and the lives of many would be significantly curtailed. He is right to say that the provisions of the Disability Discrimination Act 1995, carried over into the Equality Act 2010, have never been taken up by the numerous Governments that have come and gone, and he says that it is time that they were. I cannot account for previous Governments’ behaviours. He was inclined in his speech to blame the department, but in fact the department is the Government of the day, but we are here.

The question that has to be asked is: why can I and the Government not support his amendment now? My answer is that the circumstances have changed. Thirty-odd years ago, the now two very closely aligned industries of the taxi industry and the private hire industry were in an entirely different place. Private hire vehicles were not licensed and illegal in many places. Now, the taxi has been joined across England by much increased numbers of licensed private hire vehicles, about which the noble Lord is not concerned, but I am. Some 82% of the combined fleets of taxis and private hire vehicles across England—more than 300,000 vehicles—are the latter, and in the modern age of apps, mobile phones and technology, for many people and in many places the two services are very nearly completely interchangeable.

Secondly, as the noble Lord, Lord Young, pointed out, we now know that disability is about not only people in wheelchairs but people with many other characteristics too, and one size fits all for the accommodation of people with disabilities is not now what this large market is all about. Indeed, a wheelchair-accessible vehicle for some is one that is not suitable for others. Across England, circumstances differ enormously, which I hope the noble Lord will recognise from the round table that we had some weeks ago and from the views of the Disabled Persons Transport Advisory Committee that he heard more regularly when he came to visit me in my office. In many places in England, especially in rural areas, the taxi fleet is generally smaller, sometimes virtually absent, especially in places that do not have a large town centre or transport hub, such as a railway station where a taxi rank would generally be placed, and most journeys are by private hire vehicles. This long-term growth in the number of private hire vehicles is a trend we cannot ignore. In rural areas, where the amendment would mandate an all-wheelchair-accessible taxi fleet, private hire vehicles hugely outnumber taxis and, crucially, the noble Lord’s amendment would not apply to those vehicles. Disabled passengers, including wheelchair users in those areas, would therefore not benefit.

As I said in Committee, the department’s independent Disabled Persons Transport Advisory Committee’s view is that mixed fleets of wheelchair-accessible vehicles and non-wheelchair-accessible vehicles provide a more inclusive service that supports both wheelchair users and ambulant disabled passengers than one that consists only of wheelchair-accessible vehicles. As I have also previously said, the cost of mandating every taxi in England to be a wheelchair-accessible vehicle would be extremely high. The noble Lord is right that new vehicle prices are not the same as second-hand vehicle prices, but if his vehicle is worth only £1,000, it would not be in service as a taxi for much longer in virtually any town or city in England. There would be a significant cost of some magnitude for thousands of self-employed drivers who are not able to call on reserves of funding to make this change. This requirement would run the risk of taxi drivers being forced to license as private hire vehicle drivers to avoid a cost they could not afford or even to leave the industry completely. Indeed, the traders raised exactly those concerns in response to the mandating of an all-wheelchair-accessible taxi fleet.

To summarise, if accepted and implemented, this amendment would realistically result in fewer taxi services being available across the country for all passengers, including disabled passengers, particularly in rural areas, meaning at best longer wait times for all who wish to travel by taxi and at worst no supply and no independent travel. The Government’s position is that we should use the powers to set national standards for licensing to mandate the completion of disability equality training for all taxi and private hire vehicle drivers and staff who take bookings and dispatch vehicles for private hire vehicle operators. This will ensure that every driver and staff member has the knowledge, skills and confidence to support disabled passengers appropriately. National standards will be subject to public consultation, but we intend to use the regulations to drive greater accessibility for all.

I agree with the noble Baroness, Lady Grey-Thompson, that the integration of taxis into wider public transport is very important. The Government’s integrated transport strategy will be published shortly. Her example of the unavailability of accessible taxis in any areas outside London, particularly in school hours, is germane to the real solution to this. My department already recommends in its best practice guidance that licensing authorities should assess the demand for wheelchair-accessible vehicles in their areas. They should set out the actions that they will take to meet that demand as part of a mixed fleet by publishing these in an inclusive service plan, and we will reiterate this.

Throughout this process, we have been clear that the measures being taken through this Bill are just the beginning of a broader package of reforms for taxi and private hire vehicle regulation, which is thoroughly out of date, as I think noble Lords would generally agree. My department is carrying out engagement with stakeholders to look at the broader issues, including a consultation just closed on changing licensing authorities to the significantly lower number of local transport authorities, and on accessibility for disabled passengers, looking to build consensus about what the best mechanisms are to tackle them.

In conclusion, the noble Lord’s campaign to see the execution of what has been promised for a very long time through previous legislation is not in vain. I understand perfectly well the symbolism of these amendments, as mentioned by the noble Lords, Lord Shinkwin and Lord Holmes, but we need to translate it into the reality of today’s position across England, where over four-fifths of vehicles used in this way are not taxis and the demands of everyone, including ambulant disabled and disabled people in wheelchairs, need to be met. The Government intend to do just that through the application of mandatory national standards on local transport authorities, as I have described, and thus I hope he will be able to consider that his objective will be achieved at last and withdraw his amendment.

[Lord Borwick (Con)]

My Lords, I am grateful for the words used by the noble Lord, Lord Hendy. To correct one of his points, the reason that my taxi is worth only £1,000 despite its very low mileage is because of the emissions standards in London, not because it is useless outside London. It would be useful in a market which does not have those same emissions regulations, but in London it is not worth more than £1,000.

The Minister said at the beginning that circumstances have changed. That is the basis of my problem, because circumstances have not changed in 31 years but they should have done. The Minister has the opportunity to change the circumstances, and I think he should do so. I am pressing this amendment, and I wish to test the opinion of the House.