Who should control London’s robocabs? Ministers face mounting calls to hand full powers to TfL and here’s why
- Perry Richardson
- 4 minutes ago
- 3 min read
London has entered a new phase in the development of autonomous passenger transport following the arrival of Baidu’s Apollo Go robotaxi trials in Brent through a partnership with Freenow by Lyft. The Chinese firm joins Waymo and UK-based Wayve, both of which are already preparing autonomous passenger services in the capital as the Government advances its Automated Vehicles programme. Wider commercial deployment is expected from 2027 following further trials during 2026.
However, the pace of technological development has intensified concerns that London’s long-established taxi and private hire licensing system could be weakened if responsibility for regulating autonomous passenger services remains split between central and local government.
Under the current framework, the Department for Transport is responsible for authorising self-driving vehicles for operation on public roads, while Transport for London retains responsibility for licensing taxi and private hire services carrying paying passengers within the capital. Commercial autonomous services would require TfL consent before launching, but ministers continue to set the wider legislative framework governing automated vehicles.
Caroline Russell, Chair of the London Assembly Transport Committee, believes that arrangement should change before robotaxi fleets become established.
Russell said ministers were “controlling the regulation of all of this when TfL should have a licensing role”, arguing that London’s transport authority should have direct oversight of operational requirements, data-sharing obligations and safety standards for autonomous passenger services.
She warned: “There’s all sorts of issues around that London’s got to get on top of before anything gets unleashed on our streets.”
The concerns span way beyond just the vehicle technology. London operates one of the world’s most complex urban transport systems, with buses, the Underground, taxis, private hire vehicles, cycling infrastructure, pedestrians and freight movements all managed through locally developed transport policies. Decisions affecting one part of that network can have wider implications for congestion, kerbside management, accessibility, enforcement, road safety and the Mayor’s wider transport strategy.
Giving TfL stronger regulatory powers would allow autonomous services to be assessed alongside the existing transport modes it already manages. TfL currently regulates London’s iconic black taxis and private hire sector, oversees the capital’s bus network, manages the Underground, London Overground, Docklands Light Railway, Elizabeth line concession, tram network, major roads, traffic signals and the capital’s cycle hire scheme.
Supporters argue that autonomous passenger services should sit within that same integrated regulatory framework rather than being directed primarily through Whitehall.
TfL Commissioner Andy Lord has also warned against any dilution of London’s devolved transport powers. Appearing before the London Assembly Transport Committee, Lord said TfL had made its position clear to government during consultation on autonomous vehicles.
“There is a risk here, depending how the Government introduced this, that actually the Department for Transport would have greater regulation on autonomous vehicles than TfL currently has,” Lord told Assembly Members.
“We need to be really clear this doesn’t cut across around London’s devolution powers.”
Lord also emphasised that safety must remain the overriding priority as autonomous passenger services develop.
“We’ve been very clear safety comes first,” he said. “There could be potential safety benefits. There could be disbenefits. We don’t know yet.”
Earlier this year the TfL Commissioner confirmed that no existing autonomous vehicle currently satisfies London’s licensing requirements for carrying fare-paying passengers.
“Autonomous vehicles would have to meet our current private hire regulatory requirements, and no driverless vehicle would comply as it stands,” Lord said.
He also highlighted practical issues around enforcement and funding, saying: “We’ve got to be able to enforce and manage these vehicles going forward, if they are being used for commercial purposes. We need to be able to recover those costs.”
Lord further warned that autonomous services could create many of the same challenges already associated with cross-border private hire licensing if legislative safeguards are not introduced.
Asked whether cross-border hiring issues could also affect autonomous vehicles, he replied: “Potentially, yes, depending on what legislation is in place and depending on what form the AVs are operating. We already discussed cross-border hiring. I would absolutely want the same legislation change to apply to AVs as it will hopefully apply to PHVs and taxis going forward.”
As commercial robo-cab deployment moves closer, London’s debate is increasingly shifting away from whether autonomous vehicles will arrive towards who should ultimately control how they operate. For many within City Hall, the answer is that the authority already responsible for regulating London’s transport network should also hold the strongest powers over its newest form of passenger transport.
