English Devolution and Community Empowerment Bill

Sam Carling Excerpts

Tuesday 25th November 2025 Commons Chamber

[Sam Carling (North West Cambridgeshire) (Lab)]

I strongly support this Bill and was proud to serve on the Committee. The Bill will deliver an enormous transfer of power out of this place and into our local communities. As a former councillor, I know that trusting local representatives to make decisions about local services and issues leads to much stronger outcomes.

I want to speak strongly in favour of the Government’s new clauses 49 to 57, which provide for the introduction of national minimum standards for taxi licensing. I am delighted to see the Government bringing forward those measures, which I and others, many of whom have spoken today, have proposed to tackle the huge problem with cross-border licensing, which is an issue for both taxi drivers and passengers. Right now, local councils have significant flexibility around taxi licensing policy, without a baseline, which means there is huge variance between councils. Yet drivers can operate anywhere once licensed. Unsurprisingly, that creates huge demand for licensing from councils with laxer standards.

Wolverhampton has become the UK’s taxi licensing hub. In the first five months of last year, as my hon. Friend the Member for Crawley (Peter Lamb) mentioned, the council issued over 8,500 licences, which is more than 30 times any other council in the midlands. From April 2023 to March 2024, 96% of licences went to people living elsewhere. Wolverhampton-licensed taxis now operate nationwide, and a third of taxis in Manchester are registered in Wolverhampton, 80 miles away. That is not the drivers’ fault, as seeking out the best deal possible is understandable, particularly if it is cheaper or if processing times are faster. However, there are several problems.

First, drivers who do the right thing and register locally are undercut by those going to councils with weaker standards, creating a race to the bottom that harms both drivers and passengers. We must emphasise that drivers want this to be fixed too, so that rogue operators can be dealt with. There is a real democratic deficit: local authorities cannot regulate their own standards effectively and they lose control, as seen in Peterborough in my area, where plans for CCTV in taxis had to be dropped because locally licensed drivers would pay more while others would avoid the cost by licensing elsewhere.

Secondly, climate and emissions aims are undermined too. Peterborough city council will not license a vehicle that is over nine years old, but Wolverhampton allows cars up to 12 years old. There is a lot of variance on that.

[John McDonnell]

We have all had a go at giving Wolverhampton a bashing. The council has not advertised this licensing; it just deals with it efficiently, so drivers have gone there—but it was not the council’s fault.

[Sam Carling]

I recognise what my right hon. Friend has said. In fact, I carefully drafted this speech to avoid attacking Wolverhampton in any way, because I recognise that the reasons for this situation are complex. That goes to my next point: overstretched councils cannot monitor conditions, let alone enforce them, for drivers operating hundreds of miles away. If there is an incident in my constituency of North West Cambridgeshire involving a driver who is licensed halfway across the country, there is no way that their licensing council can properly investigate and do something about it. It would be like asking Police Scotland to investigate something in Cornwall; it just does not make sense.

Thirdly, there is a huge safety issue. Some councils have less stringent Disclosure and Barring Service checking requirements, they are cheaper, or they have no requirement for CCTV or emission-compliant vehicles, so both passengers and drivers are left without adequate protection when there are incidents. That was a key point of the recent Casey audit on child sexual exploitation and abuse, which identified that some councils go beyond statutory guidance as a means of tackling sexual exploitation, but were hindered by a lack of stringency from other authorities.

That problem was also raised in the 2014 Jay inquiry into child sexual abuse in Rotherham. That rings true with calls from all sectors, including from trade unions such as Unite and the GMB—I declare that I am a GMB member—in their long-running campaigns around this matter, to which I pay tribute. I am delighted that the Government have listened to me and others and adopted the proposals that were brought forward in Committee. I look forward to seeing the detail of what the Government propose for national minimum standards, and I will continue to engage closely.

At this point, I was going to talk about the importance of considering raising the licensing authority level to strategic authorities and transport authorities, so it was brilliant to hear the Minister say just now that we will be consulting on that, because that is the other key part of this story. Together, those two measures could have a profound impact on dealing with the issues in this sector.

Turning briefly to other amendments, I wholeheartedly welcome the Government’s new clause 45, which will remove the requirement for local councillors’ home addresses to be published. Given the security environment, this is excellent news. I am aware of more than one incident in my region over the past few years of councillors’ home addresses being publicised maliciously online by bad faith actors, encouraging people to intimidate councillors in their homes. Indeed, that has happened in my region on several occasions, so this provision will have a tangible impact on keeping safe those dedicated volunteers from our communities who are trying to do what is best.

New clause 79, tabled by my hon. Friend the Member for Dunstable and Leighton Buzzard (Alex Mayer), talks about establishing local accounting officers and public accounts committees in each mayoral strategic area. The Government have been talking about this for some time, and there is a lot of support for these committees to hold local spending to account and provide some real oversight, so I would appreciate some thoughts from the Minister on why the Government are not bringing that forward at this time, and whether they are considering doing so more broadly.

To conclude, I really welcome the Bill. We went through it line by line in Committee, so I know what a difference it will make, transforming local government, pushing power out of this place and empowering communities to make decisions that make sense for their areas. As with the last Labour Government, we are spearheading the devolution we need to unlock the growth and opportunities that have for too long been overlooked.

[Alison Bennett]

My amendment 34 is simple but vital. It would strengthen the ability of all our communities not only to bid for assets of community value but to make informed, responsible decisions when doing so. At present, communities have a right to bid, yet, absurdly, no guaranteed right to view. We ask our town and parish councils to act as prudent stewards of public money, to conduct surveys, to secure financing and to follow proper decision-making processes, yet we deny them the basic opportunity to inspect the very asset they may be committing taxpayer funds to purchase. This is impractical, illogical and unreasonable.

A recent case in my constituency of Mid Sussex illustrates the problem well. Hurstpierpoint and Sayers Common parish council sought to bid for a former church building listed as an asset of community value. I can attest to the value that this building had for the community, because when my children were tiny, they went there during the week. It served as their pre-school and I must say that Cottis pre-school was and still is a wonderful facility, led by Sam. I am still grateful to the staff there for their support and the best start they gave my children.

Throughout the six-month moratorium, despite repeated requests, the parish council was refused access to the building. Only after the moratorium ended, when the property was placed in an auction, did the auction house permit inspections. This left the council with just two weeks to carry out surveys, complete its internal procedures and secure public works loan board financing. No responsible authority could compress such due diligence into that timeframe. Predictably, the parish council was unable to bid, and the building—an asset that it could have afforded, based on the eventual sale price—has now passed into private ownership and been converted into flats, removing a much-needed community venue from village ownership.

My amendment 34 would correct that oversight. It would simply guarantee that community buyers had an early and fair opportunity to view an asset so that they could undertake proper due diligence. It would impose no unreasonable burden on vendors. It would merely ensure a level playing field. If we believe in empowering communities, and if we believe that assets of community value should genuinely remain available to those communities, we must give them the practical tools to act. A right to bid without a right to view is a hollow promise. I urge the Minister to support this amendment and give our councils and the communities they serve a fair chance to preserve the places that matter most to them.

--- Later in debate ---

[Ruth Cadbury (Brentford and Isleworth) (Lab)]

When people get in a taxi or a cab, they want to know that they will be safe, that the vehicle is safe, that the driver has had training in a range of different situations, that their specific access needs or disabilities will be recognised and supported, and that they will be treated with respect. Of course, the vast majority of drivers treat their passengers with respect and their vehicles are safe, but passengers want to know that should they have any concerns or complaints, there is a transparent and accountable method for these to be dealt with, and that they know the name and unique number of the taxi operator and the driver, should they need it.

[Sam Carling]

Does my hon. Friend therefore agree that cross-border licensing is causing huge enforcement problems, because authorities that are miles away cannot properly investigate such issues?

[Ruth Cadbury]

My hon. Friend is absolutely correct. That is another issue that has come up in our inquiry, and I do hope that the Government are addressing the cross-border issue. I will come back briefly to that shortly.

Passengers want to know that the same standards apply across the country, but there are no common standards. In fact, in England there are 270 different licensing offices and the more than 300,000 drivers operate under about 230 different sets of conditions and standards. The Transport Committee is in the middle of an inquiry on taxis and private hire vehicles. We have heard from drivers, their unions, operators, licensing officers, the Local Government Association, disability organisations, the Suzy Lamplugh Trust and others. The single most common message we have heard in our inquiry is the need for common standards across England, and not basic minimum standards, but high and absolute standards.

That is why I am delighted that the Government have brought forward new clauses 49 to 57 to be added to part 3 of the Bill. This will enable the Secretary of State to prescribe standards for granting, renewing, suspending and revoking driver and operator licences. It enables actions such as on what is included in driver training, what requires the installation of specific equipment such as CCTV and what level of background checks on drivers is used. By the way, such actions, particularly CCTV, protect drivers as well as passengers.

I welcome the fact that the Government are responding to the calls of many, and not least to the issues raised in Baroness Casey’s report. The last Government set up a task and finish group, but they only published guidance on a set of standards for taxis and private hire vehicles, and they ignored the recommendations of the group, saying only that licensing authorities should “have regard to” standards. That Government ignored the calls, but this Government are delivering.

One of the main issues raised during our Committee’s inquiry is that the current variation in standards encourages licence shopping, which refers to drivers or operators choosing to be licensed in local authorities that have the least onerous standards or the cheapest or fastest processes, even if most, if not all, of their work takes place elsewhere. That happens thanks to the 2015 deregulation brought in by the Conservative Government. According to one taxi firm that submitted evidence:

“The lack of a national standard undermines passenger safety, fair competition and public confidence in the industry.”

On the role of councillors in licensing decisions, we have been told that the councillors responsible for individual decisions on who gets, retains or loses their licence may be put under pressure to make a decision contrary to the recommendations of officers.