Moped and Motorcycle Licensing Changes UK 2026: What the Consultation Proposed

In January 2026 the DVSA and the Department for Transport opened a consultation titled "Improving moped and motorcycle training, testing and licensing". It ran until 31 March 2026 and invited responses from riders, trainers, industry bodies and the public. As of October 2026 no government response has been published and no reform date has been set. What follows is a summary of what the consultation put on the table, not a description of changes that are happening.

#Why DVSA and DfT opened this consultation

The last substantial reform to motorcycle licensing in Great Britain came in 2013, when the current progressive access categories replaced the previous scheme. That framework has been in place for more than a decade. The DVSA and DfT judged there was enough evidence of pressure points in the system to warrant a formal review, covering three main areas: how CBT is structured and recorded, how riding instructors are qualified and monitored, and whether the progressive route from AM moped through A1, A2 and full A adequately balances safety with accessibility.

The consultation also reflected a changing market. Electric mopeds and light motorcycles have grown in popularity, and some in the industry argued the current rules create ambiguities around high-powered electric bikes that sit uncomfortably in the AM or A1 categories. Whether the consultation will lead to changes specifically targeting electric two-wheelers has not been indicated in any published material.

#What the consultation proposed: current rules versus proposals on the table

The consultation covered several distinct areas. None of the following proposals has been confirmed, given a start date, or written into law. The comparison below sets the current framework alongside what the consultation discussed in each area.

#CBT changes under discussion

CBT (Compulsory Basic Training) is the first step for anyone wanting to ride a moped or motorcycle on UK public roads as a learner. Under the current rules it is a one-day practical course at an Approved Training Body, covering five elements: introduction and eyesight check, on-site training, on-site riding, on-road training and on-road riding. At the end of the day you receive a paper DL196 certificate. That certificate is valid for two years and acts as proof that you can legally ride on L-plates. If it expires before you pass your full tests, you must complete CBT again.

The consultation raised the possibility of replacing the DL196 with a digital record on a DVSA-managed platform. A digital system would, in theory, make it easier for police to verify a valid CBT, reduce paperwork for training schools, and give DVSA better data on training volumes and centre quality. The Motorcycle Industry Association and the National Motorcyclists Council backed the idea. However, no implementation date, technical specification or cost estimate has been published, and the proposal remains under review.

#Theory and hazard perception: the proposal to bring them into CBT

Under the current framework, the theory test and hazard perception test are separate DVSA examinations. You sit them after completing CBT but before you can book Mod 1 or Mod 2. For a learner who completes CBT and stops there, there is no theory requirement at all. The theory test only becomes compulsory when you want to take Mod 1 and progress towards a full A1, A2 or A licence.

The joint response from the MCIA, National Motorcyclists Council (NMC) and National Moped and Motorcycle Dealers Association (NMDA) backed the idea of building some theory and hazard perception content into the CBT day itself. Their argument is that it would raise the baseline knowledge of everyone who gets onto a powered two-wheeler, not just those who continue to full tests. How this would be delivered in practice (on a screen at the training centre, via an app, as a written component, or as part of the course debrief) has not been specified in any published document. The scope of what "integrating" theory into CBT would cover also remains unresolved.

#Instructor qualification reform: what the industry called for

The current system for motorcycle instructor qualifications runs through DVSA-approved bodies. Anyone teaching on a CBT course must hold the appropriate instructor qualification and operate through an Approved Training Body. The MCIA, NMC and NMDA argued in their joint response that instructor quality is inconsistent across the country and that a reformed qualification framework, with clearer competency standards and more structured monitoring, would improve both safety outcomes and the reliability of training.

The detail of what reformed qualifications would look like (new assessment routes, mandatory refresher requirements, or a different oversight structure) has not been published by either DVSA or DfT. The consultation asked for views on whether the current system produces instructors of consistent quality; the responses are in but a summary or government response has not yet appeared.

#Progressive access: A1, A2 and full A, and whether the tiers might change

The UK progressive access system sets minimum ages and power limits at each licence tier. The full category structure runs from the AM moped category (minimum age 16, limited to 28 mph / 45 km/h on public roads) through A1 at 17, A2 at 19, and full A at 21 via progressive access or 24 via the Direct Access Scheme. Each step from A1 upward requires passing a Mod 1 off-road test and a Mod 2 on-road test, plus the theory and hazard perception tests.

The consultation included progressive access in its scope but the minimum ages themselves do not appear among the confirmed areas for change. Changes to progressive access training (rather than the age thresholds or power limits) would most likely affect what skills instructors are required to cover before a candidate sits Mod 1. No specific proposals on training content at each tier have appeared in available secondary reporting.

#What the motorcycle industry bodies said in their joint response

The MCIA, NMC and NMDA submitted a joint response that broadly supported the consultation's direction but argued the proposals did not go far enough. Their central concern was that overly restrictive or expensive reforms risk pushing riders away from legitimate licensing routes and towards unregulated alternatives, particularly as high-powered electric two-wheelers become more common. The full response is not published in its entirety, but secondary reporting identified four main themes.

#What this means for anyone planning to ride now

If you are starting a motorcycle or moped licence today, the path is the same as it has been since 2013. The consultation has no effect on applications, tests or training until a formal government decision is announced and legislation or DVSA guidance is changed. The published timescale for the government response says details will be available "in due course", which is standard phrasing for an open-ended review. There is no public date for when that response will appear.

#Sources and further reading