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National standards are the solution
Mark Bursa
The Government’s response to Baroness Casey’s report into Child Sexual Exploitation should have alarm bells ringing throughout the taxi and private hire trade.
Discussions within the House of Commons seem to suggest that major changes to the Deregulation Act, ending the principle of “cross-border hiring” should be made, with the implication that doing so would increase the safety of children being transported by taxis, and avoid a repeat of the appalling Rotherham grooming gang scandal, where a group of paedophiles used taxis to pick up vulnerable children from schools.
But hang on. The Rotherham scandal took place between 2007 and 2013, pre-dating the Deregulation Act and its well-meaning provisions that allow drivers licensed out-of-area to pick up pre-booked fares.
More than 20 people were jailed for their involvement in Rotherham, and it is clear that those who were licensed as taxi drivers were licensed not “out of area” but in Rotherham.
equated this with a claim that Wolverhampton was somehow offering a less rigorous service than Manchester councils.
This is clearly not the case. In fact, Wolverhampton has one of the strictest set of criteria and one of the most active enforcement operations. It can afford to have – as it is legally bound to reinvest the proceeds from licensing into licensing.
Burnham’s ire should be directed at the inefficient licensing operations in Greater Manchester, whose slow service opened the door to a more efficient rival.
Of course, this whole issue could be solved by introducing full, comprehensive national standards for taxi and private hire licensing. Just like there are national licenses for truck, bus and coach drivers. A full, strictly enforced national standard would mean that it does not matter where the drivers get licensed. They would have to undergo the same check and safeguarding procedures wherever they went to get their license.
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The whole safeguarding issue could be solved by introducing full, comprehensive national standards for taxi and private hire licensing ”
Since the scandal, the government has introduced safeguarding guidelines which should be part of every licensing application. This, along with extended DBS checks, should ensure that potential paedophiles are identified and taken out of the licensing process.
This is what should be happening. But it is clear that not all licensing authorities are as rigorous as they should be in this process. Meanwhile, the Deregulation Act, which allows drivers to apply outside their home area for a license, has had an unintended consequence. Councils, notably Wolverhampton, seized on the inefficiency of other licensing authorities and geared up to offer a licensing service to the wider trade.
By providing a more efficient service, thousands of drivers from other cities such as Birmingham, Manchester and Liverpool flocked to Wolverhampton to get licensed. Why? Because their own local councils are so inefficient and slow that it takes up to 10 months to process a license. We’re seeing it now with crumbling TfL, which cannot cope with a licensing backlog that has been building up since 2023.
When Greater Manchester Mayor Andy Burnham – in political terms, one of the good guys – started shouting about the number of Wolverhampton-plated cars in Salford and Stockport, he immediately
A council that refused to adhere to the standard would not be allowed to issue licenses. It would create a streamlined system where councils such as Wolverhampton handle the bulk of the work, and it would be up to other councils to provide a service with equivalent speed and efficiency.
Regardless of the licensing issue, cross-border hiring has been a real benefit to the industry, not least in environmental grounds, where sub-contracting jobs has eliminated thousands of “dead miles” where cars trundle back to base, empty.
That TfL should again be proposing the genuinely stupid “ABBA principle”, is shocking. This is not going to make any child any safer. It is not a “loophole”. It is a useful tool in the age of apps and advanced booking technology. And how is reintroducing such a backward-looking concept going to work for chauffeurs who are booked by the hour or by the day and work “as directed”?
Recent parliamentary debates on the taxi sector highlighted the lack of comprehension about the sector. This results in kneejerk reactions when major issues – such as grooming gangs – touch on the taxi sector.
Of course, the safety of children has to be paramount. But fiddle-faddling around with the nif-naf of regulations is not the solution. Proper, well-devised and strictly applied national standards is. Yvette Cooper, please take note.
DfT could end out-of-area licensing in wake of grooming gangs report
Mark Bursa
Home Secretary Yvette Cooper has announced that the Government is planning to tighten up taxi licensing – which could cause chaos for the private hire sector.
The plans could include an end to the current ability under the Deregulation Act of 2017 for rivers to register with another council outside their area. And it could force a return to the wasteful and inefficient practice of forcing drivers and operators only to accept jobs that start or finish in their “home” licensing area – the so-called “ABBA principle”.
The Government is planning to make changes in response to Baroness Casey’s recent national audit on group-based child sexual exploitation and abuse. The report has led to Prime Minister Kier Starmer’s decision to hold a national inquiry into the issue.
The report included a recommendation that “The Department for Transport should take immediate action to put a stop to ‘out of area taxis’ and bring in more rigorous statutory standards for local authority licensing and regulation of private hire drivers.”
Baroness Casey wrote: “The Department for Transport should close this loophole immediately and introduce more rigorous standards” as part of a national effort to reduce risk to children and improve the integrity of taxi services involved in school and care-related transport. However, most drivers only resort to licensing in
other areas as a result of inefficiency and backlogs in their own areas. Drivers in Greater Manchester face delays of up to 10 months to get licenses, and as a result, hundreds of drivers apply for a license in Wolverhampton, which can be issued in a matter of days.
The taxi and private hire industry has instead called for national licensing standards, which would remove the issue of out-of-area licensing as it would require all councils to operate to the same standards – including safeguarding, so no licensing area could opoperate with lower standards.
Andrew Pakes MP (Labour, Peterborough), raised concerns in the Commons about this issue and called for action to establish uniform national standards.
But in response, the Home Secretary said the Department for Transport is examining the issue with a view to reforming the law. In response to Pakes, she said: “Many local authorities across the country have worked to ensure that they raise standards and checks in their licensing arrangements, particularly those in areas where there have been serious problems and criminal cases.”
“However, those checks and safeguards can end up being undermined by the licensing of taxis in other areas that do not have such checks, so we are looking to take forward reforms to the law. The Transport Secretary is looking at exactly this issue to make sure that we find a way to close the loophole.” No specific timelines or draft legislation have been announced.
A Freedom of Information request earlier this year, revealed that 96% of Wolverhampton taxi and private hire drivers licensed in the last year live outside the council area.
Greater Manchester Mayor Andy Burnham has pointed out that more than 11% of England’s private hire vehicles are licensed by Wolverhampton Council.
In April, he said: “The taxi licensing system is demonstrably a broken system. In our city region, we are on the verge of not licensing the majority of our taxis. We’re just about hanging on. But if the growth [in out-of-area] licenses continues, we will no longer licence the majority of our taxis.”
However, City of Wolverhampton Council defended its policies and denied that
it operated to lower standards than other cities. In a statement, the council said: “Under the current law, applicants are able to apply to any licensing authority for taxi licenses and the council may not refuse an applicant simply because they live in a different area. It is illegal for licensing authorities to impose a limit on the number of private hire licences it issues.”
“Applicants are usually local to the area they drive in, but many choose to be licensed in Wolverhampton due to our efficient, yet rigorous, licensing process. Our early adoption of digital technology has allowed us to offer a simple and efficient online application procedure, with the requirement that drivers attend in person for training and strict assessment before an application can be processed.”
“In addition, City of Wolverhampton Council is the only authority which carries out daily checks of drivers’ DBS status. The council does not gain financially, as the fees for taxi licensing are legally ringfenced for spend only on related activities. Where our income generates a surplus, due to economies of scale, we return the money to the trade by reducing our fees.”
The council concluded: “Public safety is of paramount importance to us. Drivers are regulated by Wolverhampton and can legally work anywhere in the country. We take enforcement seriously and our officers are out across the country, every Friday and Saturday night, working to protect the public.”
TfL taxi & PH may not be ‘fit for purpose’ says Mayor
London Mayor Sadiq Khan (right) has questioned whether Transport for London’s taxi and private hire licensing department is “fit for purpose” and has indicated that the licensing system might be reformed.
The move follows huge delays which have left hundreds of drivers unable to work as TfL has not been able to renew their licenses.
Elly Baker AM, chair of the London Assembly Transport Committee, used Mayor’s Question Time to raise serious concerns about the delays. She
said nearly 500 drivers’ licenses have expired without any apparent reason. She said this was not a result of criminal record checks or medical issues, but due to TfL’s failure to process them.
The problems stem from a cyber-attack in late 2023, which disrupted internal communication systems. Tens of thousands of emails were unanswered and inboxes shut down entirely. She said her office was still dealing with unresolved cases dating back up to 10 months. She added that drivers have no way
to confirm if TfL has received or is acting on their submitted information.
In response, Mayor Khan agreed that the situation was “unacceptable”. He confirmed he is reviewing whether TfL’s taxi and private hire department was “fit for purpose”, and said there was a need for reform in how driver licensing is managed.
“It is unacceptable the way Assembly Members and drivers and representative groups have been treated,” Khan said. “I’m looking at the issue whether this section of TfL is fit for purpose.”
TfL has said it is working to reduce the backlog and return to normal processing times, but driver groups say progress has been too slow.
TfL pushes to revive ‘ABBA’ plan as licensing chaos continues
Mark Bursa
Transport for London has admitted it wants to enforce the much-derided “ABBA Principle” – which forced all operators and drivers only to accept jobs that either start or finish within their licensing area – as a way to combat the issue of cross-border hiring.
The under-fire regulator also faced further criticism of its Taxi and Private Hire Action Plan, announced earlier this year, at a fiery London Transport Committee Assembly meeting. Assembly Members expressed growing concern over the lack of interim targets and transparency around progress, as well as a failure to address key issues.
TfL is currently mired in ongoing delays to issuing licenses, which has resulted in hundreds of drivers being unable to earn a living. TfL apologised for the delays and said it was hoped to re-
solve the backlog by the end of the summer, with a return to “steady state” operations by September 2025.
Meanwhile TfL said it had tried to resolve the chaos by issuing 1,000 short-term licenses to drivers, with 300 more expected.
Cross-border hiring and capping driver numbers were key issues spotlighted by Members .TfL said that addressing the cross-border loophole was more urgent than introducing a cap on the number of licensed private hire vehicles. Under existing legislation, PHV drivers and operators licensed outside London are permitted to carry out work in the capital, provided the job is pre-booked.
TfL said the scale of the issue has increased in recent years, driven in part by licensing delays and disparities in cost and standards between local authorities. Some drivers have opted to obtain licences from bor-
oughs with what it claims are lower entry requirements, while continuing to carry out the vast majority of their work in London.
TfL said is was now focusing its lobbying efforts on securing legislative changes to address cross-border hiring. Officials said they are pushing for a legal requirement that the “ABBA principle” (A to B or B to A) should become a legal requirement – which would cause enormous problems for operators whose drivers are booked for blocks of time to “work as directed”.
TfL previously outlined the ABBA proposal in a 2018 policy paper, though it was roundly criticised by trade associations at the time but Helen Chapman, TfL’s director of licensing regulation & charging (pictured), confirmed that it remains the preferred solution.
She warned that introducing a cap on PHV driver numbers in London without resolving cross-border hiring could push more operators and drivers to license elsewhere, increasing the problem the cap would seek to control.
Assembly Members challenged this stance, arguing that TfL should still be pressing for both powers in parallel. They questioned why the agency had dropped the capping request entirely, rather than retaining it as part of a broader legislative agenda, as TfL has no mechanism to control PHV numbers.
Carlisle’s Tap
A Taxi celebrates ‘fantastic’ first year
Carlisle-based Tap A Taxi celebrated its first 12 months in operation with a number of giveaways for customers, including restaurant vouchers, local spa getaways, and a 10-person VIP experience at Carlisle’s Box Arena.
Tap A Taxi was launched in May 2024, and has grown from a standing start to employing 40 drivers and 18,000 regular customers. It provides both hackney and private hire vehicles in the Cumbrian city.
The company was founded by Russell Donaldson and Craig McLaughlin, who are planning new initiatives
for the firm, including self-service kiosks in supermarkets and businesses, designed to make booking a taxi easier for customers. Donaldson said: “The support from our customers has been absolutely fantastic. Our main focus is giving our customers the same service, a quality service which gets them from A to B as fast as they
want.” McLaughlin added that they Tap A Taxi has been made to feel part of the community, and the founders enjoy being able to reward customers.
He said: “We are always looking for ways to give back to our customers and to the local community. We have done 12 days of Christmas, we’ve done so many giveaways, and we always want to repay their support.”
Manchester’s biggest hackney fleet rebrands from Mantax to ComCab
Mark Bursa
Manchester black cab service Mantax has been rebranded as ComCab Manchester, as part of parent company ComfortDelGro’s plans to grow the ComCab name as a recognisable taxi brand across the UK.
Mantax operates the largest hackney carriage fleet in Manchester. As ComCab it joins similar-branded hackney operators in London, Liverpool and Aberdeen. ComCab now has 600 taxis in north-west England. These operations form part of Comfort DelGro’s CityFleet Networks operation.
As part of the rebranding, customers can now access app and web booking services via a new ComCab Manchester app, enabling them to book both in advance and on-demand, with real-time tracking for live updates on taxi availability and location.
The taxis will feature
clear, distinctive ComCab signage, ensuring visibility and passenger confidence that they are getting into an authorised taxi.
In a statement, ComCab said: “This expansion is part of a broader investment in Manchester’s transport network, providing customers with enhanced vehicle availability, reduced waiting times, and seamless booking across the ComCab network.”
Karen Long, north-west regional general manager, said: “This rebrand and integration into the wider ComCab network marks a significant milestone in our commitment to delivering a safe, seamless, and trusted service both locally and nationally.”
She continued: “Benefitting from enhanced booking options, real-time tracking, and increased connectivity between Manchester and Liverpool, this change reflects our vision for a modern, integrated transport solution that meets the evolving needs of the communities we serve.”
York Council approves Uber five-year York license
Uber has been granted a five-year license to operate in York. Officers at City of York said the company had met the conditions of the 12-month license it awarded in June 2024, and that had provided time to assess Uber’s suitability for the longer term. Five years is the longest license term that can be granted under current rules.
Uber’s head of cities Matthew Freckelton (pictured) said the company was delighted
by the latest decision, which means Uber will continue with a York base in Terry Avenue, and the company will continue to recruit local drivers. Two conditions imposed last year – informing drivers on how to access the city centre through the bollards when they are carrying passengers with a blue badge, and guiding drivers away from official taxi ranks – remain in force.
Freckelton said: “Since securing the license with the council last year, we have secured a number of local drivers. We are
growing in line with the very popular and successful tourism economy in York.”
Matt Boxall, head of public protection at City of York Council, said: “Consistent with the committee’s June 2024 decision, a renewal of their licence has now been granted under officer delegation for a 5-year period.”
Uber did not always have such favourable treatment from York council. In 2017, the council refused to renew the Uber license following a significant data breach and 155 complaints lodged against its drivers in the year leading up to the decision.
Tuesday, August 19, 2025, Epsom Racecourse
Tuesday, August 19, 2025, Epsom Racecourse
Join our Car of the Year
Awards judging panel
We’ll be judging next year’s Cars of the Year - yes, the 2026 winners - on Tuesday, August 19, 2025, at our regular venue, Epsom Racecourse in Surrey. It’s a fun day where you will have the chance to drive up to 50 of the latest cars suitablefor private hire and chauffeur work.
We’d love it if you could join us for the day and help us choose our winners. Put the date in your diary and let us know by emailing editor@prodrivermags.com and we’ll be in touch. See you there!
Blacklane to be global ground transport partner for new Saudi airline Riyadh Air
New Saudi Arabian airline Riyadh Air has signed a partnership with Blacklane to provide chauffeur services worldwide to its business class and loyalty passengers –including free rides in Saudi Arabia.
Riyadh Air will start operations later this year and has unveiled ambitious plans to fly from the Saudi Capital to more than 100 destinations worldwide. The deal was signed by Blacklane CEO Jens Wohltorf and Riyadh Air CEO Tony Douglas at the recent Paris Air Show, against the backdrop of a Riyadh Air-liveried Airbus A321 aircraft.
Business Elite or Business Class, plus eligible loyalty members will qualify for complimentary Blacklane chauffeur services within 50km radius of Riyadh’s King Khalid Airport.
Passengers travelling internationally in Riyadh Air
Blacklane, which now operates in more than 50 countries and 500 cities
around the world, is integrated directly into Riyadh Air’s booking platform, allowing passengers to book Blacklane chauffeurs worldwide as part of their travel experience, where eligible. As well as airport transfers they can also book city-tocity travel, in-city rides and
chauffeurs by the hour in Riyadh and at any of the airline’s global destinations.
Riyadh Air CEO Tony Douglas (back seat, left) said: “Our partnership with Blacklane reinforces our ethos Saudi hospitality with world-class service standards.”
“Riyadh Air and Blacklane are brands with hospitality and an attention to detail at heart, and our relationship will offer our guests a truly elevated travel itinerary”
Dr. Jens Wohltorf, CEO of Blacklane (back seat, right), added: “Together, Riyadh Air and Blacklane will offer guests a thoughtfully curated journey, marked by reliability, sophistication, and care.”
Major delays forecast as Gallows Corner flyover is rebuilt
Drivers in east London face delays over the summer as Transport for London replaces the Gallows Corner flyover, at the junction of the A12 and A127 in Romford.
TfL began the second phase of major strengthening and refurbishment work on the Gallows Corner flyover on 23 June. The essential work will require both the flyover and the roundabout to be closed to all traffic, other than emergency vehicles, buses and black cabs. The closures will be in place until September.
Gallows Corner flyover was built in the 1970s as a temporary structure and is in urgent need of renewal. The speed and weight limits implemented in previous years have allowed the structure to continue operating safely but a major refurbishment project is now taking place to avoid future disruptions
to the road network. This strengthened structure will allow for the removal of speed and weight restrictions, improving journey times. Once completed, the refurbished flyover will also include new pedestrian and cycle crossings at the roundabout.
The work has been timed to coincide with the summer months, when traffic on the network is relatively lower than at other times of the year. The full
closure enables the works to be completed as quickly as possible rather than a series of lengthy partial closures with ongoing disruption.
Roads will be closed, with local access maintained, between Gallows Corner roundabout and the following areas:
• A12 Eastern Avenue to Pettits Lane/Pettits Ln North
• A12 Colchester Rd to Gooshays Drv/Gubbins Ln
• A127 Southend Arterial Rd to Ardleigh Green Rd/Squirrels Heath Rd
• A118 Main Rd to Upper Brentwood Rd
• A118 Straight Rd to Masefield Cres.
For longer journeys that are non-stopping in the Gallows Corner area, motorists are advised to use the M25 for the M11 or A13
Full travel advice is available at ww.tfl.gov.uk/gallows-corner
Mark Bursa
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UK’s cheapest and most expensive taxi fares revealed in new survey
Bolsover council in Derbyshire is the UK’s cheapest place to take a taxi, while – perhaps unsurprisingly – the most expensive is London Heathrow Airport, according to a new study from taxi insurance broker ChoiceQuote.
The survey analysed the average price for a two-mile journey in 329 different locations over the past five years, to find the cheapest and most expensive locations, as well as the areas experiencing the steepest increases in fare prices.
Since 2020, taxi fares in the UK have risen by 21%, with 95% of districts reporting a rise.
On average, taxi fares in 2020 were £6.01 for every two miles travelled. In 2025, the average cost of a taxi across the country is £7.27, with this spiking to almost double this price in some areas of the country.
Bolsover in Derbyshire is currently the cheapest place in the UK to take a taxi, costing £4.60 on average
for a two-mile trip. In fact, the district is one of the only places where taxi prices have remained the same over a five-year period.
Burnley takes second place, with a taxi costing £5 for a two-mile trip in 2025. Unlike in Bolsover, the Lancashire town has experienced a 11.1% spike in taxi fares over a five-year period, with prices increasing by 50p per two miles travelled.
By contrast, Heathrow airport is the most expensive place to get a taxi. It costs £13 for every two miles travelled in the area –57% more expensive than the UK average of £7.27.
Fares in the area have risen by 14% in the past five years, from £11.33 in 2020.
Following closely behind, Luton is the second most expensive place to get a taxi in the UK, costing £12.60 for a two-mile trip. This is a 36% increase from 2020, whenyou could get a taxi for £9.20.
The Surrey district of Epsom and Ewell takes third position, costing £11 for a two-mile taxi ride. That is almost a £3 increase in taxi fare prices since 2020.
The sharpest rises were also in Surrey. Elmbridge borough is the 9th most expensive location in the UK to take a taxi, but it reported
the biggest increase in fares, with prices rising by nearly 56% since 2020.
In 2020, the price of a taxi was £6.10, placing Elmbridge in mid-table across the UK for taxi fares. In 2023, fares began to rise and in 2025 the price of a two-mile trip in a taxi is now £9.50.
Cherwell in Oxfordshire is the only place to experience a decrease in taxi fares since 2020. With an average cost of just £5.08 for a two-mile taxi journey, Cherwell offers one of the most affordable taxi rates in the country. Fares in the district were 10% higher five years ago.
North Yorkshire launches new taxi fare consultation
North Yorkshire Council has launched a public consultation on the maximum fares that hackney taxi drivers can charge. The six-week consultation closes on Monday, July 28.
The council sets the upper limit for taxi fares across the county. These limits apply to taxis hailed on the street or hired at a rank, but not to private hire vehicles.
North Yorkshire Council said it regularly reviews the maximum fare table to ensure it remains fair and competitive. Drivers are not obliged to
charge the maximum and can agree lower fares. The council has bench-
marked its current fare structure against those in neighbouring areas. It is now
asking residents, businesses and drivers to take part in the consultation and provide their views before the deadline.
Cllr Greg White, executive member for licensing, said: “It’s important that we strike the right balance between ensuring fares remain reasonable and affordable for passengers, while also reflecting the costs of operating a licensed vehicle so drivers are fairly rewarded. We encourage residents, drivers, and other stakeholders to share their views on the current maximum fares.”
Mark Bursa
Be.EV opens new £4m Manchester EV charging hub
EV charging network Be.EV has turned a derelict petrol station into a major electric vehicle charging hub.
The Manchester Charging Oasis in Failsworth. The site, located on the corner of Reliance Street and Oldham Road, is one of the first projects of its kind to repurpose a former petrol station into a modern EV hub.
The site was a derelict petrol station for more than 15 years, but now has twelve 300kW ultra-rapid charging bays that allow drivers to add up to 325 miles of range in a 20-minute stop. The site will charge 50p/kWh, making it the cheapest ultra-rapid charging site in Manchester.
only used local suppliers in its construction.
The site includes two extra long bays, an accessible bay and four waiting bays where drivers can park while waiting for a charger. The site also houses a Caffè Nero Express coffee shop. Be.EV has invested £4m to develop the site and has
According to Be.EV, there are 1,250 registered EVs in the Failsworth area, and 26,000 commuters pass the site every day. It is estimated that 150,000 EVs will be on Manchester’s roads by 2038.
Asif Ghafoor, CEO of Be.EV, said: “This flagship site has been a long time in
the making, and we’re thrilled that it’s open to the public. It’s taken a lot of hard work to get to this point and is a proud day for everyone in the business. It’s been designed to give drivers exactly what they want. Not only amenities to give them a break from driving, but also trees, wildflowers and nature that makes drivers excited to come here and charge.”
Be.EV, established in Greater Manchester in 2019, is the UK’s 4th top-rated large rapid/ ultra-rapid EV charging network in the UK (as voted by EV drivers) according to Zapmap. It currently operates a growing network of 800 live charging bays across the UK, a figure expected to reach 1,600 by the end of 2025. It is backed by £110 million from Octopus Energy Generation and a further £55 million from lenders NatWest and KfW IPEX-Bank.
Energy Savings Trust relaunches EV loan scheme for Scottish taxi drivers
Mark Bursa
The Energy Saving Trust has relaunched a loan scheme aimed at encouraging Scottish taxi drivers to transition to an electric cab.
The ‘Switched On Taxis Loan’ is an interest-free loan that can be repaid over six years. The loan covers both hackney cabs and private hire vehicles, and the maximum loan amount available to borrow is £75,000.
The scheme was originally launched in 2020, but closed at the end of last year. Now it has been relaunched, funded by Transport Scotland.
The loan applies only to vehicles eligible under the taxi category of the UK OZEV plug-in grant list. The biggest amount of £75,000 is available for the
purchase of a new LEVC hackney cab.
For a new non-purposebuilt electric taxi vehicle, the loan is capped at £30,000 for electric cars, which must cost £50,000 or less.
For electric vans of the same price, the maximum loan amount is £35,000 per vehicle. This rises again to
£40,000 for a new electric wheelchair accessible vehicle (eWAV). The cost caps include VAT.
For used vehicles, the maximum loan amount for electric cars or vans, which must cost £30,000 or less, is £30,000 per vehicle. For a used eWAV, the maximum loan amount is £35,000. For used, purpose-built, electric
black cabs, a loan of up to £50,000 can be sought.
Applicants must be based in Scotland or be able to demonstrate that they currently and actively operate in Scotland.The applicant must become the named owner of the vehicle and be trading for at least 12 months without interruption at the time of submitting an application.
They must also have owned their current vehicle for at least 6 months before applying; and may not receive any other Scottish Government grants or loans towards the purchase of the vehicle.
EST says the application process can be completed in less than a month. Vehicles must be sourced from either a traditional dealership or an online retailer.
David Bayne, owner of Tayport Taxis, bought this MG ZS electric car via the Switched On Taxis loan scheme in 2021
ROBOTAXIS ON TRIAL ROBOTAXIS ON TRIAL
Uber has announced it will start trialing fully autonomous taxis in London next spring. The announcement follows new UK government rules about driverless cars, which seek to bring to market small “autonomous bus and taxi-like” commercial services on to the roads earlier than the original target of the second half of 2027.
The Uber cars will be driven using artificial intelligence (AI) technology from Wayve, which has been testing the technology in London with human oversight. Uber confirmed that the cars will still have to carry a “safety” driver, as the scope of the new legislation does not yet extend to allowing full autonomy.
Indeed, Uber has not yet said whether or not the trial will include vehicles that will be available for customers to use. Uber has previously said it intends to add them as a regular option
The government appears to be backing autonomous vehicles, and Uber is ready to go, but there could be major problems in setting up a licensed autonomous taxi service in the UK. Mark Bursa reports
via its UK app as soon as legislation allows.
Alex Zelubowski, Uber's UK lead for autonomous mobility & delivery, said: “I firmly believe Uber offers the most compelling path to bring autonomy to the market. It’s exciting to see the UK’s leadership in the space. I’m looking forward to working with partners across government, industry, and the technology sector to bring AVs to the UK in a thoughtful and safe way.”
The Department for Transport says the AV industry could create 38,000 jobs and add £42 billion to the UK economy by 2035. These jobs are expected to be focused in technology development and manufacturing – and
do not factor in the loss of jobs among the UK’s 400,000 taxi and private hire drivers.
Trade unions share these concerns, and the taxi industry fears that the loss of driving jobs will not be compensated by new employment opportunities – including IT relating to AV services, or more likely, car cleaning and preparation.
GMB national secretary Andy Prendergast recently told the BBC that driverless cars and taxis would have “significant social implications” on employment if thousands of drivers were to lose their jobs.
The Government says it will work closely with industry stakeholders
TRIAL TRIAL
Uber has brought forward plans to operate self-driving taxis in London
to ensure that the transition takes into account the livelihoods of those in driving-based professions. The Department for Transport said it was preparing secondary legislation to implement the Act, and discussions with taxi, bus, and private hire groups are part of that process.
There could be other problems too. Transport for London has claimed that current AV proposals would not be classed as either taxis or private hire vehicles, meaning they would fall outside existing regulatory frameworks and might have to have a different classification altogether. This could potentially undermine existing standards applied to licensed services.
Christina Calderato, TfL director of transport strategy and policy, said any deployment of autonomous vehicles must contribute to Vision Zero, the policy targeting the elimination of deaths and serious injuries on London’s roads. Calderato confirmed that
TfL is working with government and private operators, including Uber, to understand how AVs can be integrated safely and effectively.
Calderato said: “These would not be taxi or PHV services and so they are different offerings and the public can expect different things from them. The AV offering as we understand at the moment would be outside of that kind of taxi or bus regulation.”
Helen Chapman, TfL’s director of licensing, regulation and charging, suggested AV operations may require some kind of permit, but admitted nothing could be done until the government passes legislation. The issue of accessibility also needs to be addressed, as there is nothing in the latest rules about making the AVs accessible to disabled users.
The Government is maintaining that safety is a key driver behind the adoption of the technology. Lilian Greenwood, parliamentary under-secretary at the Department for Transport, told the Commons that the benefits of AV include “reducing human error, which causes nearly 9 in 10 road collisions”.
However, experience in the US, where a number of autonomous taxi schemes are already in operation, show that there are still considerable issues in terms of safety. Tesla last month launched its first “Robotaxis” in Austin, Texas. These were not purpose-designed vehicles (as displayed last year) but appeared to be standard Tesla Model Ys, with a safety driver in the passenger seat.
But the US National Highway Traffic Safety Administration is already investigating the Tesla self-driving taxis after seeing videos showing them braking suddenly or going straight through an intersection from a turning
lane and driving down the wrong side of the road.
Online Videos also show the ‘safety driver’ having to intervene in order to stop the Tesla AV hitting a reversing truck, while road safety groups set up a trap involving a school bus and a dummy child. The car did not recognise the danger and hit the dummy, driving on without stopping.
Uber also launched an AV service in Austin, Texas in March, with driverless vehicles working for up to 20 hours per day, seven days per week. Customers can choose whether to take a robotaxi with no difference in fare. Uber has not reported any major safety incidents, though its vehicles have considerably more sophisticated technology including LiDAR, compared to the Tesla cars, which just use cameras, and have come in for widespread criticism as a result.
One thing AV taxis don’t seem to be doing is bringing down the price of travel. Data aggregator Obi analysed roughly 90,000 journeys from ride-hailiers Uber and Lyft, and AV taxi operator Waymo between March 25 and April 25 in San Francisco.
The survey found that riding with Waymo was nearly always more expensive than using a human-driven Uber or Lyft. After comparing estimated arrival times, prices, and routes, Obi found that Waymo averaged $20.43 per ride, while Uber clocked in at $15.58 and Lyft at $14.44. The increase was worse at peak hours, when a Waymo ride cost $11 more than Lyft and almost $9.50 more than Uber.
New technology inevitably gains interest, but the road to usable, affordable and beneficial autonomous taxis seems to be long and fraught with difficulties.
Tesla has had major teething troubles with its autonomous taxis in Texas
Photo: Reuters
AFFORDABLE AFFORDABLE
Omoda 9 SHS
Omoda 9 SHS
Mark Bursa Mark Bursa
AFFORDABLE LUXURY AFFORDABLE LUXURY
Make no mistake – the arrival of Chinese brands into the European market is transforming the car landscape. BYD might have grabbed the headlines, but the arrival of another Chinese automaker. Chery, is having just as big an effect.
Chery has been here for less than a year, but it has already launched two brands – Jaecoo and Omoda – and it’s taking a slightly different route to BYD. Instead of focusing on battery-electric cars, hybrids are at the core of the Omoda Jaecoo offering. It makes sense when you realise that Chery is one of the biggest makers and exporters of internal combustion engines, and there are no Chinese regulations putting an end to petrol-engined car sales.
This car, the Omoda 9 SHS, is the third model to hit UK showrooms. The smaller Omoda 6 does come as an EV, but the Omoda 9 is only available as a plug-in hybrid (SHS stands for Special Hybrid System). The same apples to the first Jaecoo model, the Jaecoo 7, which has hit the ground running in the UK, sitting just behind the BYD Seal U atop the UK PHEV sales league table in May 2025.
While BYD has targeted Tesla as its key competitor, Omoda Jaecoo is looking further up the ladder. The company says key rivals for the Omoda 9 are other luxury plug-in SUVs such as the Volvo XC60 and the Range Rover Velar.
This doesn’t mean that Omoda is the more up-market brand. We’re not talking VW-Audi here. Instead, the relationship between the two brands is more like Hyundai and Kia, where the two brands sit at roughly the same place in the market but with different appeals. Jaecoo is the more conservatively styled brand (the Hyundai equivalent) whereas Omoda is more funky alternative.
Omoda 9 is only available with one trim level, one powertrain and one interior colour – any colour you like as long as it’s black. The only options are paint colours. This makes pricing very simple – the Omoda 9 costs £44,990 which puts it into the “luxury” VED band – so you’ll need to factor in an annual £620 charge after the first 12 months. There’s no plan – or indeed, way – to strip out £4,990 of cost from the car.
The Omoda 9’s powertrain is clever. Rather than just bolt an electric motor on to a standard petrol engine, Omoda 9 uses a specially designed engine optimised for use as a hybrid. This is a 1.5-litre TGDI petrol engine, which uses a ‘Deep Miller Cycle’ ignition cycle, which allows for good constant-speed running with low consumption.
This is paired with an advanced three-speed hybrid transmission and two high-performance drive motors that can be operated independently or in combination. In hybrid mode, the engine will engage from 12 mph.
CONTINUED ON PAGE 18
CONTINUED FROM PAGE 17
The hybrid system can work in a number of ways to optimise EV range, for example by using both motors to generate greater regenerative energy. And the petrol engine can act as a generator as well as a drive motor, charging up the battery pack on motorways, for example, to increase EV range for when the car reaches an urban clean air zone. Indeed, you can run the car in full EV mode until the battery depletes, or manually switch to petrol mode in order to save the battery range for when it’s needed. This is done easily via a separate menu on the touch screen, available by swiping down on the screen.
Factor in a large 34.46 kWh lithium-ion battery pack, and the upshot is a combined 449PS and 700Nm of torque; 0-62mph acceleration in just 4.9sec, and a total driving range of more than 700 miles (WLTP) thanks to a 70-litre petrol tank.
Of that range, 93 miles is achievable on battery alone, giving the Omoda 9 better battery-only performance than early EVs such as Nissan Leaf Mk1.
Under WLTP testing, with a fully charged battery, the Omoda 9 achieves fuel economy of 201.8 mpg. Across a complete WLTP cycle, overall fuel efficiency is measured at 43.6 mpg. CO2 emissions are just 38g/km.
Indeed, the Omoda 9 never reaches zero miles of EV charge, and internal technology enables the car to set its own self-charging level. Omoda 9 features a rapid DC charging ability that means a 30-80% recharge can take 25 minutes, while the 11 kW on-board charger enables home charging from 0 to 100% in 8 hours.
The interior is well finished and up-market, without being too minimal. Seats are trimmed in black “vegan leather” and the driver’s seat is supportive, though the base is a little narrow thanks to raised bolsters on the sides. I’d have liked more adjustment range too – the driving position felt too high for my liking, and it should be possible to set the seat at a lower height. Seat adjusters are door-mounted, Mercedes-style.
The dashboard has a twin-screen layout that doesn’t follow the same “tablet” trend as most manufacturers.
Instead the panel is a flowing curved display – which means separate dashboards for left- and right-hand drive versions. There’s also a head-up display as standard. Gearshift is via a stalk on the right-hand side of the steering column, with lighting and windscreen washer functions on the left. Radio controls and menus, as well as adaptive cruise functions, are controlled via steering wheel buttons.
Additionally there are three jet exhaust-shaped dials on the centre console, just above the twin phone charging pads, which allow manual adjustment of heating, air-con and demister. No need to dive into screen menus for these basic operations. The system runs on Apple Carplay or the Andoid equivalent.
The rear cabin is extremely roomy, with ample head- and legroom, and a panoramic sunroof means it’s light and airy. However there’s no separate rear climate zone.
And we are a little concerned about the claim of a 660-litre boot. The boot floor is high, level with the loading lip, and while the area between the floor and the retractable cover could
accommodate two suitcases, it’s not 660 litres. Omoda couldn’t clarify the measurement, but we suspect it’s the full boot area from floor to roof.
A sound system with individual speakers in the headrests means driver and passengers can all listen to separate audio feeds simultaneously.
On the road, the Omoda 9 is impressive. It’s very quiet, and the petrol engine switches in almost imperceptibly. This, along with the decent acceleration and planted feel make you feel that you’re driving an EV, not a hybrid.
Omoda 9 is very stable and solid at motorway speed, with very little noise. And it feels nimble enough for a big car on country roads. Electromagnetic suspension uses sensors that adapt the ride to changing surface conditions.
There are several driving modes (also switchable via one of the “jet exhaust” dials) including a number of off-road modes – the Omoda 9 is not just designed as an urban SUV. Normal mode is very smooth, while Eco makes more resistance on the accelerator pedal and more braking and deceleration regen –not so nice to drive, but it’ll help your economy.
DATA
Price as tested £45,990
SPECIFICATION
Engine 1.5-litre petrol plugin hybrid, with dual electric motor
Transmission Three-speed auto, all-wheel drive
Battery 34.46kW Li-Ion
System power 449hp
System torque 700Nm
Top speed 124mph
0-62mph 4.9sec
CO2 emissions 23g/km (WLTP)
Combined range700 miles (WLTP)
Electric range 93 miles (WLTP)
AC charging 0-100% (11kW) 8h
DC Charging 30-80% (70kW) 25min
Length 4,774mm
Width 1,932mm
Height 1,686mm
Wheelbase 2,800mm
Loadspace 660 litres
Turning circle 11.9m
Warranty 7 years/ 100,000 miles
Battery warranty 8 years/ 100,000 miles
Insurance Grp 45
VED Band B+ £620
VERDICT
Another new brand, another SUV-crossover. In this mainstream part of the market, consumers are getting seriously spoilt for choice.
Omoda is aiming high with this vehicle, hoping that a combination of practical performance and a high-quality finish will allow it to compete with the likes of Volvo and Range Rover rather than other more mainstream brands –including other Chinese rivals.
This all depends on how quickly the market takes to new nameplates like Omoda and its sister brand, Jaecoo. Judging by early sales figures, the plan is working. Indeed, evidence suggests that EV buyers, especially those under 40, are more likely to try out new brands.
As a car, there’s much to like about the Omoda 9. Only one specification means the spec is loaded with comfort and safety features. And the PHEV powertrain is very versatile and feels much more like an EV than older hybrids.
Comfort and performance is very good, though like all electrified powertrains there’s a little less engagement than with an ICE drivetrain. It’s at its best as a comfortable cruiser, well suited to the motorway. Our only real concern is the boot space, which felt smaller than claimed, with a relatively high floor.
Chery-picking: the 2026 Omoda Jaecoo range
The launch of Omoda 9 takes the UK Omoda Jaecoo range to three models – with three more to come before the end of the year.
Omoda 5 we saw last year, and comes as an EV as well as a regular 1.6 petrol car. It’s compact, but certainly could work for private hire as a Prius replacement. The E6 version has a decent 257-mile battery range and a price tag of around £33,000. Earlier this year it was joined by the first Jaecoo-branded car, the Jaecoo 7. This comes as petrol or plug-in hybrid and won’t be offered as an EV, and it’s keenly priced at just over £30,000 for petrol and £35,165 for PHEV. It’s proved to be very successful already, with a combination of Range Rover-ish looks at a price that undercuts big players in the sector such as Kia Sportage and Nissan Qashqai.
Omoda 9 becomes the most expensive model to date, and the two parallel ranges will be filled so each has a three-car range by the start of 2026 – with more to follow.
On the way is an entry-level Jaecoo 5, which resembles a slightly smaller Jaecoo 7, but which will come as an EV, using the
JAECOO 7 OMODA E6
same running gear and 250mile range as the Omoda E5. It’ll cost about £32,000 when it debuts here as early as August.
The third Jaecoo will be the Jaecoo 8, due toward the end of the year. This is likely to use much of the same PHEV powertrain as the Omoda 9, but clad in a
7-seater SUV body. It’ll become the flagship Jaecoo model.
Finally, a third Omoda –the Omoda 7 – will round out the initial Omoda range. It clearly fits between the 5 and 9, and like the 9 will be a PHEV, priced below the £40,000 luxury tax threshold. It’ll offer around 50
miles of electric range and a combined range of 700 miles. Again, an EV is not on the schedule.
Beyond these cars, expect an entry-level Omoda 3 at some stage in 2026. The range will include an EV, to compete directly with the likes of Kia EV3 and BYD Dolphin Surf.
HOT PURSUIT HOT PURSUIT
BMW’s game of catch up has seen it cruise past Mercedes-Benz
BMW’s game of catch up has seen it cruise past Mercedes-Benz
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RIDE THE WAVE RIDE THE WAVE
BYD Dolphin BYD Dolphin
Change is in the air. The electric vehicle market is gathering pace, regardless of the noise from the anti-EV brigade. The UK market share of battery-electric cars is now 21%. Behind where the government wants it to be, but on the rise.
The biggest boost would be increasing sales in the lower end of the market. Most manufacturers offer large and expensive electric SUVs, but very few have serious contenders in the small hatchback market. Indeed, EVs and PHEVs took just 10% of the 570,000 cars sold into the A-B segment last year.
But that’s starting to change. We’ve seen a number of smaller cars coming to market, such as the new Renault 5. And now here comes the most aggressive manufacturer in the EV sector, BYD, with a car that smashes through into the sub-£20,000 sector, bringing
electric motoring to a wider audience.
The BYD Dolphin Surf starts at £18,650 for base-level Active trim, rising to £21,950 for Boost and £23,950 for the range-topping Comfort model. Boost trim is the one to go for – it has a larger battery, offering 200 miles of WLTP combined range against the Active trim’s 137 miles. Comfort has a slightly lower range of 193 miles, because of a more powerful electric drivetrain (115kW against 65kW). Indeed, BYD claims in urban conditions, the Dolphin Surf Boost can return more than 300 miles of motoring between charges.
With 85kW charging capability, the battery can be recharged from 30-80% in 22 minutes, BYD says. The Active version is a little slower to charge, being limited to 65kW.
Dolphin Surf is a distinctive and well-packaged car, with ample rear legroom and headroom in the back for
two large adults, as well as a generous 308-litre boot – impressive for a small car that is less than 3m long.
It’s well finished too, incorporating features found on more expensive BYD models such as a 10.1in rotating touchscreen, including a permanent customisable shortcuts bar and three-finger gesture control for heating and ventilation, as well as Apple CarPlay and Android Auto connectivity.
Our first drive took us around the windy and somewhat hilly streets of north London, and the Dolphin Surf handled potholes and speedbumps with a minimum of fuss, while its narrow body and nimble steering makes it very manoeuvrable along streets that are just wide enough for two cars. Would it work as a taxi? It’s roomy enough, though your local council might not see it as being big enough. But EVs don’t need to be oversized, so why not?
Mark Bursa Mark Bursa
WAVE WAVE
DATA
Price OTR £18,650 (Active trim)
£21,950 (Boost trim)
£23,950 (Comfort trim)
SPECIFICATION (Boost trim)
Powertrain Single electric motor
Transmission SIngle-speed auto, front-wheel drive
Battery pack 43.2kW Li-Ion 'Blade' battery
Power 88hp
Torque 175Nm
Top speed 93mph
0-62mph 12.1sec
CO2 emissions 0g/km
Electric range 200 miles (WLTP combined)
DC Charging time 30 min (85kW, 10-80%)
AC Charging time 3hr 0min (11kW, 0-100%)
Length 2,990mm
Width 1,720mm
Height 1,590mm
Wheelbase 2,500mm
Loadspace 308 litres
Turning circle 9.9m
Warranty 6 years / 93,750 miles
Battery warranty 8 years /125,000 miles
Insurance group 14A
VED Band A
Mark Bursa Mark Bursa
Nissan Leaf Nissan Leaf TURN A NEW LEAF TURN A NEW LEAF
When it arrived on the market in 2010, the Nissan Leaf looked like the future. Here was a practical, mass-produced electric car that wasn’t a glorified golf cart. It was comfortable, looked cute and despite a limited range of about 75 miles, the Leaf kickstarted the EV revolution.
Over time, the Leaf evolved, gaining a facelift in 2017 that boosted the range to 220 miles but took away the cuteness. And by then, the EV market had moved on, and Nissan had lost its first-mover advantage.
Finally, a third-generation Leaf has been unveiled. It’ll go on sale in October and deliveries will start next Spring. And like its predecessor, it’ll be built at Nissan’s Sunderland plant. First appearances are positive – the
cuteness is back, though the new Leaf is more of a coupe-crossover than the previous hatchback. It’s entering a crowded market, but on paper, it seems well-equipped to be competitive.
It uses much of the same running gear as the bigger Nissan Ariya, giving a substantially increased maximum range of up to 375 miles on a single charge. It also offers enhanced charging speed of up to 260 miles of range in 30 minutes.
Designed at Nissan’s Global Design Studio in Atsugi, Japan, the all-new Leaf has a drag coefficient of just 0.25, compact exterior dimensions and a spacious interior including 437 litres of cargo space. The cargo area can be arranged in different ways to enhance flexibility and use.
There’s a panoramic dimming glass
roof with Leaf detailing, 3D rear lamps and a wide, digital dashboard with twin 14.3in screens. There’s a choice of seven exterior colour options, including the “Luminous Teal” turquoise colour pictured. Interior trim comes in black or white with purple accents. Options include 18-inch alloy wheels with 195 tyres on entry grade, 18-inch alloys with wider 215 tyres on mid-grade, and 19-inch alloy wheels with 235/45R19 tyres on the top grade.
There are two battery options: standard 52kWh, which gives up to 270 miles of WLTP combined range, and a bigger 75kWh pack, offering up to 375 miles. DC fast-charging capability of up to 150kW means the car can recover up to 260 miles in 30 minutes. On the highway, it delivers more than 205 miles of range at 80mph.
LEAF LEAF
DATA
Price OTR £TBA
SPECIFICATION
Powertrain Single electric motor
Transmission SIngle-speed auto, front-wheel drive
Battery pack 75kW Li-Ion
Power 160bhp
Torque 355Nm
Top speed 100mph
0-62mph 7.6sec
Electric range 375 miles (WLTP)
Charging time 30min (DC 150kW, 20-80%)
Length 4,350mm
Width 1,810mm
Height 1,550mm
Wheelbase 2,690mm
Loadspace 437 litres
VED Band A
Mark Bursa Mark Bursa
Lexus ES350e Lexus ES350e ELEXTRIFICATION! ELEXTRIFICATION!
The Lexus ES300h was a popular car among chauffeurs – operators such as Little’s bought them, and found their hybrid powertrain to be a reliable and practical alternative to EVs and PHEVs. It was voted Executive Car of the Year in the 2023 Professional Driver Car of the Year Awards, perhaps surprisingly beating a number of full-electric rivals.
But the world is electrifying, and Toyota has risked being left behind with its attachment to the hybrid powertrain. As a result, Lexus is playing catch-up, and the new ES is a very different animal to the old model.
The all-new Lexus ES range includes for the first time all-electric versions, which will go on sale in ear-
ly 2026. There are two battery-electric models: ES350e and ES500e. ES 350e is a front-wheel drive model delivering an output of 224hp, while the ES500e has all-wheel drive with an output of 343hp. The 77 kWh Li-Ion battery is located beneath the floor, lowering the car’s centre of gravity.
Data on range and charging times are still to be finalised, but Lexus says it expects a range of around 330 miles (WLTP standard) and a charging time of about 30 minutes for fast charging up to 80%.
Hybrid fans need not despair, as Lexus will also continue to offer a full hybrid powertrain ES300h, with the choice of front- and all-wheel drive.
The ES 300h hybrid features a redesigned Toyota “self-charging” hybrid system with a 2.5-litre in-line four-cyl-
inder engine, producing maximum power of 201hp. The hybrid battery has also been upgraded.
The new ES is also the first Lexus to have a fully digital driver’s cockpit in which multimedia, instrument display and Lexus Link+ app functions are integrated.
The new ES is larger in every dimension than its predecessor, and features sharper styling, which Lexus calls “Clean x Tech design”, highlighting elegance as a key quality.
The frontal design of the car presents a sharply defined ‘spindle shape’ that extends across the bonnet to the bumper edges. The spindle body rises from the low-set nose and takes in the horizontally aligned front wings to give the ES a strong and distinctive appearance. Hybrid models additional-
ELEXTRIFICATION! ELEXTRIFICATION!
ly feature a grille with upper apertures for extra cooling.
The flowing silhouette has a “trunkless” look, with the cabin tapering sharply to the rear, accentuating the low centre of gravity.
Lexus has refined the ES’s interior, removing excess detail to create a simple, clean and sophisticated space. The rear cabin can be fitted with reclining seats and, for the seat behind the front passenger, an ottoman leg support for an exclusive chauffeur experience. The front passenger seat has a forward-folding function to maximise rear leg room.
The ES also has ‘hidden switches’ below the dashboard which only light up when the driver starts the car. The switches look like a touch panel but give tactile feedback when used.
the knowledge
Back to the dark ages
Limiting the number of private hire vehicles in any area was a concept that I thought the industry had left behind in the dark ages, so I have been surprised to hear the concept of Limitation bandied about again recently.
To declare my interest here, I have never been an advocate of limitation. I believe the industry has struggled to let go of the idea that the industry is only about the driver and vehicle owners. The idea that customers should feature in the industry’s thinking has always been a minority interest. I admit to being a strong advocate of “Sage’s law” (supply creates its own demand) and although I can never claim to have been a Marxist, the phrase attributed to Karl Marx that “quantity has a quality of its own” suggests that having a large number of resources or units can create advantages that surpass the benefits of higher quality.
Turkeys for Christmas
I therefore strongly believe that our industry has grown stronger over the years through the lack of limitation in the private hire market. Indeed, limitation in many cities in relation to Hackney Carriages is probably the reason that private hire grew so strongly.
In my view, the “turkeys for Christmas” and “fewer cabs equals more work for me” mantras have never held water. If we can pretend for a moment that customers matter and there are alternatives to cabs, how does a shrinking supply, often increasingly polarised in smaller areas and operating in core hours, attract new customers? The answer is it doesn’t!
If we track back to why there was limitation in the first place it was all about plate values. Remember them? Taxi plates had a value and that value grew while demand from drivers outstripped supply of licensed taxi vehicles. I seem to remember that Hackney plates were changing hands for more than £100,000 in the 1980s in cities outside London, a city where there has never been plate values.
Dr Michael Galvin
Mobility Services Ltd mobilityserviceslimited.com
Plate owners often viewed their plate as their retirement fund and the last thing they wanted was for the local council to suddenly decide to issue more plates and erode their value. Note that demand from customers did not feature in the industry’s thinking. However, councils were and still are required to establish periodically if there was “significant unmet demand”. If there was, they presumably issued a few more plates. The outcome, of course, was that private hire sprung up and took care of the significant and in some areas insignificant unmet demand.
Hackney carriage plate values plateaued and then began to drift down. Councils also began issuing non-transferable plates to owners who would invest in wheelchair accessible vehicles in areas where wheelchair accessibility was not a condition of fitness. This further eroded plate values. Why buy a plate when you can get one from the council, albeit without any appreciating value?
The latest call for limitation appears to have nothing to do with plate values. That ship has sailed, or rather sunk. The latest call is largely based around the growth in ride-hailers in general and Uber in particular. So how this might work in practice.
Let’s assume all councils are given powers to limit private hire tomorrow. What would they do? Let’s assume they all decide they have too many private hire vehicles in their area and want to reduce them. Depending on how the law or other instrument is written it is unlikely that there would be an immediate reduction in licenses. How could there be? Let’s say the council decides we need 20% fewer private hire vehicles. Are 20% of drivers going to be put out of work? How would they be chosen? The lawyers would get busy on that one.
OK then, reduce the vehicles by 20% through a new age limit or requirement for electric vehicles or similar? This could help coverage in anti-social hours and actually improve supply as vehicles would be working around the clock. The economics would change as drivers would now not have access to their cab when not working so may need to buy a car.
Councils could stop licensing drivers until the number of licensed drivers reduced to the target population. How is the target set? What about drivers who have a license but don’t work? What about the passengers? Fewer drivers doesn’t make for a continually improving service.
And given the sole purpose for introducing limitation to private hire is to kill off ride-hailers, how does limitation magically make that happen? The fundamental reason to have regulation is public safety. Trying to use regulation to stymie competition has never, and I submit will never place one part of the industry in a more competitive position. Nor will it kill off ride-hailers.
Policymakers are not going to sacrifice the public interest (convenient travel) with arbitrary limitation targets to help businesses who are unable to compete with their competitors.
An archaic concept
Unemployment is ticking up. Do you think the government is going to sacrifice valuable parliamentary time to cut employment in the taxi sector?
I don’t wish to sound glib or harsh but maybe I’m telling you what your best friend should. Customers come to specific businesses because they like them, they like the service, the drivers, the cars, the prices and for 101 different reasons – find out why they come to you and use it to keep the customers you have and to get more.
The ride-hailers wish they could get 100% of the business. But they never will. Spend your time looking after your business, your drivers and your customers and forget about limitation. It’s an archaic concept and it’s not going to happen any time soon.
Suitable attire with no ties!
Once upon a time, (all stories should start like this) a Japanese businessman strolled down Savile Row in search of a bespoke and no doubt expensive suit. On his return to the Land of the Rising Sun, his peers were so impressed with his new look that they enquired as to where he had stumbled across such finery.Now, without getting technical and holding a fear of being accused applying racial stereotypes, native Japanese speakers can struggle to get their tongues around certain aspects of our English vernacular which don’t exist in Japanese.
An archaic concept
One example is the letter V. Savile Row was pronounced something like “Sabiro”. The word stuck and, to this day, a business suit is known on the streets of Tokyo as a Sabiro. Be thankful the tailor didn’t tell the Japanese customer the cockney interpretation of suit – “whistle and flute”. That way madness lies.
Traditionally, we chauffeurs are expected to dress in a “whistle”. Completing our snappy look with a choice of (or company) tie and a pair of shiny shoes that has us looking the mutt’s nuts as we stroll into the airport, or run if you are one of those drivers forced to cram in too many jobs in to make ends meet.
But is the suit becoming a thing of the past? First the tie bites the dust.
Many Americans I drive boast about never needing to wear a tie to the office. A suit, open-collared shirt but never a tie! A lot of my clients, on rare sunny days in London, have even suggested I remove my tie and jacket in order to feel
Kevin Willis Chirton Grange contact@chirtongrange.co.uk
more comfortable. Oh be-have! They simply do not require us to be in a suit. For instance, I recently spent two months driving an A-list actress who would actually mock me if I turned up to work dressed too smartly.
We Brits love tradition. The Changing of the Guard at Buck House and the Ceremony of the Keys in the Tower of London are pointless exercises in these modern times but because we have committed to these pageants for over eight hundred years we’ll be damned if we are going to stop now they have “tradition” status. Certainly not on the say so of some former colonials!
Personally, I like a suit, it advertises me as a chauffeur. A nod of respect toward my client to let them know I will not be embarrassing them when dropping off to a private jet or top restaurant.Admittedly my suits tend to come from M&S and my shoes from Clarks because I know that within a month the arse of my trousers are shiny, the back pocket buttons have popped off and my shoes are creased from all the braking and accelerating I do. Not so much with my old, dearly departed, mate Andy Witsch. Andy took chauffeur fashion to new highs and a point where it became difficult to know who was the chauffeur and who was the client. He was always immaculate! Checked suit, large
colourful tie and an explosion of silk handkerchief spilling from his top pocket, he was the Beau Brummel of the industry. Andy’s look worked for him - he was a very popular chauffeur. I prefer to fly under the radar.
Horses for courses, so when out in the Cotswolds showing clients our wonderful pubs and tea-rooms along with the few sheep we have left in this once over-populated ovine area, a suit, I feel, is not required. Too formal. When walking with clients or joining them for lunch, I’d draw second glances from locals who take me for a ‘minder’ before quickly deciding I must be an estate agent as I am too fat to be considered the security detail.
An archaic concept
So I opt for collared shirt, no tie and a sports jacket. Much in the same vein as not wanting to embarrass my client when in London’s Mayfair, I need to adopt the reverse tactic to ensure clients feel comfortable when with me in one of the Chipping’s or Slaughters that speckle the Cotswolds.
Then there is the security aspect of our work. Many of you reading this are trained security drivers who know, or under clients request, not to draw attention by dressing like an extra from the Blues Brothers. Here, smart, casual and under the radar is the order of the day (until they all turn up in beige chino’s, blue shirt and a navy blue, Stone Island jacket set below the incongruous translucent, curly wire of their ear piece). Give me a break!
Never judge a book by its cover. Tradition may have dressed us in business suit and tie for the past fifty years or so but how much longer will that be the case?
Times are a-changing, so maybe it won’t be too long before we are seeing more Ralph Lauren polo shirts instead of button-down collars or, as with our Italian counterparts, a cozy cashmere sweater under a jacket. Whichever you choose, wear it well, no creases in the suit, tie pulled up in a Windsor knot. polished shoes.
Perhaps we will go full circle and one day start donning a Japanese Kimono… though I am not sure if I am pronouncing that correctly.
Tuesday, August 19, 2025, Epsom Racecourse
Tuesday, August 19, 2025, Epsom Racecourse
Join our Car of the Year
Awards judging panel
We’ll be judging next year’s Cars of the Year - yes, the 2026 winners - on Tuesday, August 19, 2025, at our regular venue, Epsom Racecourse in Surrey. It’s a fun day where you will have the chance to drive up to 50 of the latest cars suitablefor private hire and chauffeur work.
We’d love it if you could join us for the day and help us choose our winners. Put the date in your diary and let us know by emailing editor@prodrivermags.com and we’ll be in touch. See you there!
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