The Transport Committee of the Greater London Authority Council met on Wednesday 24 June 2026 to discuss the potential introduction of autonomous passenger vehicles (APVs) in London. The committee heard from industry representatives and advocacy groups regarding the safety, accessibility, and wider societal impacts of this emerging technology. Key concerns raised included ensuring APVs are inclusive for disabled passengers, the potential for increased congestion, and the implications for existing transport jobs.

Autonomous Passenger Vehicles in London

The committee extensively debated the implications of introducing autonomous passenger vehicles (APVs) into London. Representatives from Waymo, Free Now, and Wave presented their perspectives, alongside evidence from disability advocates, cycling campaigners, and academics.

Safety and Regulation: Dr Sarah Gates of Wayve emphasised the rigorous testing and regulatory framework in place, including adherence to UN regulations and the UK's Automated Vehicles Act 2024. She highlighted that Waymo vehicles have driven over 200 million miles globally, with a focus on safety through multiple sensor types and predictive AI. Ben Loewenstein of Waymo further detailed the company's safety data, which has been peer-reviewed and independently verified, suggesting that their vehicles improve road safety by eliminating human error factors like distraction and fatigue. He also explained the operational design domain (ODD) concept, which defines the specific conditions under which APVs are permitted to operate.

However, concerns were raised about the potential for disproportionality in how APVs detect different groups of people, such as children versus adults, and individuals of varying ethnicities. Professor Siddartha Khastgir from the University of Warwick noted that while regulators are aware of this issue, ensuring representativeness in training data sets is crucial. He also highlighted the importance of considering diverse factors like clothing and hairstyles in pedestrian detection. Concerns were also voiced about the ability of APVs to handle complex urban environments and interactions with emergency services, with a call for clear protocols and robust remote support systems.

Accessibility and Inclusivity: Navi Sunnia from Transport for All and Rebecca Posner from the Research Institute for Disabled Consumers stressed that the benefits of APVs for disabled people would only materialise if the vehicles and the entire service ecosystem were designed with inclusivity from the outset. They highlighted the need for features such as automatic ramps, securement points for mobility aids, and accessible handholds. While acknowledging that APVs could offer greater independence for some disabled individuals, they also pointed out the potential challenge of the absence of a human driver to provide assistance with boarding and alighting, which is currently offered by taxi and private hire drivers.

There was a strong call for a co-production approach, involving disabled people and their organisations in the design, testing, and policy-making processes. It was noted that currently, there has been limited engagement between TfL and disability groups regarding APVs. Rebecca Posner also pointed out that while some operators are engaging with diverse user groups, there is a lack of standardised best practice.

Impact on Congestion and Existing Transport: Tom Bogdanowicz from the London Cycling Campaign expressed concern that introducing a new form of private car transport could increase congestion, contradicting the Mayor's Transport Strategy aim of shifting journeys towards active travel and public transport. He argued that APVs should ideally replace unnecessary car journeys or function as shared services, such as shuttle buses in outer London, rather than adding to the number of vehicles on the road.

Representatives from Waymo and Free Now countered that their business models prioritise vehicle utilisation to minimise empty miles and that their services could augment existing transport options, particularly in areas with unmet demand. Danny O'Gorman of Free Now highlighted a hybrid approach where APVs would complement, rather than replace, existing taxi and private hire services, potentially filling gaps during peak demand. However, the committee questioned whether this would inevitably lead to more vehicles on the road.

Employment and Economic Impact: The potential impact on the livelihoods of over 100,000 licensed private hire and taxi drivers was a significant concern. While industry representatives suggested that APVs would initially augment supply and that new jobs would be created in areas like fleet maintenance and remote support, the committee questioned whether these new roles would compensate for potential job losses, particularly in the longer term. The possibility of operators contributing to a retraining fund for displaced drivers was raised.

Privacy and Data Security: Concerns were also raised about the collection and use of personal data by APVs, with assurances given by operators that data would be GDPR compliant, anonymised where possible, and deleted within a short timeframe. Robust cybersecurity measures were highlighted as essential to prevent vehicles from being used for malicious purposes, with adherence to UN regulations on cybersecurity and software updates being a key part of the approval process.

TfL's Role: Transport for London (TfL) confirmed its role as a consenting authority under the new regulatory framework, meaning they can consent or refuse permission for APVs to operate in London, but the final decision rests with the Driver and Vehicle Standards Agency (DVSA). TfL expressed concerns that this model limits their ability to intervene directly in safety or operational issues and called for a review of the framework to devolve more powers to TfL.

The committee noted the report and discussion, delegating authority to the Chair, in consultation with party Group Lead Members, to agree any output arising from the meeting. The committee's work programme was also noted, and authority was given to the Chief Officer, or their delegate, to engage an external recruitment agency for the London TravelWatch Board recruitment exercise, up to a maximum value of £50,000, and to make necessary arrangements for the recruitment process. The next meeting was scheduled for 14 July 2026.