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SUPREME COURT RULING MARKS END OF BATTLE FROM THE EDITOR
The long-anticipated Supreme Court judgment has finally landed, which is undoubtedly a significant moment for the taxi and PHV sector. The legal battle involving Uber, Delta and Veezu has drawn to a close, offering clarity on the issue of who holds responsibility in private hire bookings. The decision has sparked wide-ranging reaction across the industry, and we cover all the trade feedback in this edition.
These are the types of stories that highlight the trust and reach of TaxiPoint. When the ruling broke, our coverage attracted over 36,000 reads within just 24 hours. It’s a reminder of the importance of accurate, timely reporting in a sector where regulation and legal decisions have a direct impact on livelihoods.
We are also now one month into our Premium news service. Thank you to everyone who has already signed up. The weekly Premium email is well read and the Premium section on the website is steadily growing, with exclusive high-value content being added near daily. These are stories and insights you won’t find anywhere else, aimed specifically at those who want to stay informed on the most important trade developments.
If you haven’t tried it yet, now’s the time. There’s a trial offer running that gives you full access to the service at no cost until April 2026. We’re encouraging all readers to explore what’s on offer and decide for themselves whether Premium adds value to how they follow the trade.
Be lucky!
Perry Richardson
A NEW LICENSING INQUIRY OFFERS OPPORTUNITY TO RESHAPE FUTURE OF TAXI AND PHV INDUSTRY
wide-ranging inquiry by the Transport Committee into licensing standards in the taxi and private hire vehicle (PHV) sector has opened the door to one of the most significant reviews of regulation in decades. The inquiry is expected to cover everything from crossborder licensing and safety enforcement to accessibility, operator accountability and the anticipated arrival of autonomous vehicles. While much of the focus so far has been on the inconsistencies and gaps in the current system, this review also presents a major opportunity for the trade to help shape a future that is viable, modern, and competitive.
THE BACKGROUND: A PATCHWORK OF REGULATION
The current regulatory framework for taxis and PHVs in England is largely built around the Local Government (Miscellaneous Provisions) Act 1976
and the Private Hire Vehicles (London) Act 1998. These laws place responsibility for licensing drivers, vehicles and operators in the hands of local authorities. While the Department for Transport provides statutory guidance, each licensing authority retains the freedom to set its own local standards within the legal framework.
This flexibility has led to a wide variation in licensing rules. Some authorities have strict safety checks, detailed accessibility requirements and strong enforcement capacity. Others operate under lighter-touch systems. This has created inconsistencies in passenger experience, driver conduct and the level of oversight across the country.
In recent years, ride-hailing platforms have further disrupted the market. Their app-based booking models, remote operator structures and crossboundary working practices have exposed
weaknesses in how traditional licensing laws apply in a digital and mobile environment. Meanwhile, a growing number of drivers now seek licences from authorities that are faster or cheaper to deal with, regardless of where they intend to work.
It is this shifting model that has prompted the Transport Committee to launch a new inquiry into licensing and standards. It aims to explore whether the current system is fit for purpose, how passenger safety and service quality can be improved, and what reforms might be needed to prepare for future developments in vehicle technology.
THE SCOPE OF THE INQUIRY
The inquiry will look at how local authorities use their existing powers to regulate the sector. It will examine the effectiveness of enforcement regimes and how licensing conditions vary between areas. It will explore whether national baseline standards are needed and assess how technology is changing the industry.
Specifically, MPs will consider the challenges created by crossborder licensing, the fairness of
current arrangements for operators and drivers, and the effectiveness of national tools such as the National Register of Licence Revocations and Refusals (NR3).
They will also look to the future, assessing how the sector can adapt to the likely arrival of autonomous taxis and PHVs. This includes exploring what licensing arrangements would be needed, how safety and accessibility could be managed without a human driver, and how accountability would be enforced if software providers or remote operators replace the traditional driver role.
The inquiry will take written and oral evidence from licensing authorities, operators, technology firms, driver representatives, passenger groups and industry experts. Written submissions are open until 8 September 2025.
A CHANCE TO RESET FOR THE YEARS AHEAD
While the inquiry will no doubt raise concerns about current weaknesses in the system, it also offers a rare chance for the trade to set out a long-term vision for the future.
Many in the industry recognise that the current model,
designed decades ago, is under pressure from modern demands. Passenger expectations have changed. The public now expects real-time booking, live vehicle tracking, cashless payments and a standard of service that aligns with other transport options. The rise of on-demand platforms has redefined what passengers see as convenient, affordable and reliable.
For traditional taxi and PHV operators, this presents both a challenge and an opportunity. By engaging with the inquiry, the sector has a chance to argue for a framework that ensures fair competition, protects driver livelihoods, and supports long-term investment in safer, cleaner and more accessible vehicles.
There is also an opportunity to improve public confidence. A consistent, enforceable national licensing baseline could help ensure that all passengers, wherever they travel, receive the same standard of service and protection. Properly resourced enforcement, clearer data-sharing, and shared oversight tools could help prevent incidents and raise professionalism across the board.
DIGITAL DISRUPTION AND FUTURE MOBILITY
The inquiry arrives at a time when digital platforms continue to expand their reach in the UK market. While these services have introduced new technology and booking systems, they have also raised questions about accountability and standards.
There is still no clear regulatory framework for how ride-hailing platforms themselves should be overseen. Some councils treat them as standard PHV operators, while others argue they fall outside existing definitions. The inquiry could lead to a clearer structure for how these platforms are licensed, what responsibilities they hold, and how they work with local and regional authorities.
Looking further ahead, the potential introduction of autonomous vehicles into the taxi and PHV market adds a new dimension. If self-driving vehicles become a commercial reality, the entire basis of driver licensing will need to be rethought. Regulators will need to address questions such as
who holds responsibility in the event of a fault, how passenger safety will be monitored, and how accessibility will be designed into vehicle systems from the start.
Rather than waiting for AVs to arrive and disrupt the market, the industry now has the chance to influence how that transition is managed. This includes shaping what standards should apply to autonomous fleets, how their operators are licensed, and how traditional services and AVs can operate alongside each other during the transition period.
THE ROLE OF REGIONAL AND NATIONAL COORDINATION
There is growing support for greater coordination across licensing authorities. Some argue for national standards enforced through a central licensing authority. Others propose a regional model, where mayoral combined authorities oversee licensing in larger urban areas while rural authorities retain local control.
The inquiry could bring clarity on this point. Regional models may help smooth out local differences and improve
enforcement in areas with large numbers of crossborder vehicles. But they must also ensure that drivers and operators can still engage with licensing teams locally and that the distinct needs of different communities are respected.
AN INDUSTRY VOICE IS NEEDED
The trade now has a clear window to influence what happens next. Whether through driver groups, operators, associations or direct submissions, this inquiry allows the sector to speak with a unified voice about the kind of licensing system that is needed to protect its future.
With the right reforms, the industry can position itself to remain a central part of local transport for years to come. That means fair licensing rules, consistent safety standards, investment in accessibility, and readiness for future technologies. This inquiry is a rare chance to build a foundation that supports the trade through modernisation, rather than being overtaken by it.
WHAT’S THE LEGAL POSITION ON TAXI DRIVERS AND PASSENGERS
WEARING SEATBELTS?
DAVID SWEENEY, TAXI INSURER HEAD OF TAXI BROKING
ARTICLE BY:
All passengers aged 14 years and older are required by law to wear an adult seatbelt. It’s the passengers’ responsibility to ensure they’re buckled up. If not, they’re committing a criminal offence.
If caught without a seatbelt, passengers face an on -the-spot fine of £100. If the matter goes to court, the maximum fine could be as high as £500.
FIXED PARTITION EXEMPTION
However, it’s important to note that the regulation above doesn’t apply to all taxis.
Section 9 of the Motor Vehicles (Wearing of Seat Belts) Regulations 1993 (MV Regulations) states that buses, licensed taxis and hire cars with “a fixed partition” are “exempt from the prohibition” in section 15(3) and 15(3A) of the Road Traffic Act 1988 (RTA 1988).
partition to be driven if those children are not wearing seatbelts.
TAXI DRIVER EXEMPTION
While not wearing a seatbelt can also land regular drivers with a £100 fine, if you’re a taxi or PHV driver you are exempt from this rule in certain circumstances. The rule requiring drivers to wear a seatbelt doesn’t apply to a licensed taxi driver when they’re seeking hire, answering a call for hire or carrying a passenger for hire. However, when not working, they must wear a seatbelt.
When working as a PHV driver you don’t need to wear a seatbelt if you’re carrying a pre-booked passenger. However, you should still wear a seatbelt at all other times.
The reason behind these exemptions is two-fold:
A fixed partition refers to the physical barrier between the driver and the passengers in some taxis. Consequently, if the taxi in question features a fixed partition, under the MV Regulations, the driver would be exempt from the prohibitions in section 15(3) and 15(3A).
In other words, section 15(3) and 15(3A) of the RTA 1988 do not apply to the vehicles noted in section 9 of the MV Regulations i.e. there are no rear-seat seatbelt regulations for children under the age of 14 in licenced taxis fitted with a fixed partition. Therefore, there is no legal requirement for children under the age of 14 sitting in the rear seats of this type of taxi to wear a seatbelt.
Notwithstanding this, children between the ages of three and 14 should ideally still wear adult seatbelts where possible for safety reasons, but it is not illegal for a taxi equipped with a fixed
1. Drivers are less likely to be assaulted. Passengers can’t hold the belt and pin drivers to their seat while they assault or rob them.
2. It’s easier for drivers to move in and out of their vehicle to guide passengers and help them with their luggage.
Of course, just because drivers may be exempt, it doesn’t mean they can’t wear their seatbelts anyway. In the event of an accident, it could make the difference between a minor injury and a fatality.
Even though taxi and PHV drivers are exempt from wearing seatbelts, DfT figures show that 91.6% of PHV drivers and 55.4% of taxi drivers still choose to wear them, which is pleasing to hear.
INSURANCE IMPLICATIONS
So how does not wearing a seatbelt affect insurance claims? Well, any passenger injured in an accident while not wearing a seatbelt is likely to be accused of contributory negligence and see their personal injury claim impacted.
SHOULD PRIVATE HIRE VEHICLES BE ALLOWED SIGNAGE?
The question of whether private hire vehicles (PHVs) should be permitted to display signage continues to split opinion, with drivers and industry figures voicing differing views on what should and should not be visible on licensed vehicles.
Supporters of signage argue that clear identification helps both passengers and enforcement. Drivers such as Mark Lang believe vehicles should display the words “Private Hire Vehicle”, include an “advance booking only” note and show the name of the operating company. This, they argue, improves transparency and customer confidence.
like Gibson Brennen, believe the issue highlights the broader lack of uniformity in rules across councils.
In practice, some PHV drivers say they already display company branding with the approval of their licensing authority. Others noted that if a driver moves to a public hire licence, advertising becomes possible, though often with added council charges.
Stuart Wilby says signage should be limited to bold notices showing the licensing district and plate number, but no advertisements. He, like others, sees a distinction between necessary identification and commercial branding.
Meanwhile, some feel signage is outdated. One driver, May Lev, questions the need entirely, pointing out that number plates and licensing systems already identify vehicles in the digital age.
There are also questions over consistency in enforcement. Drivers such as Ashley Callaghan raised concerns over Wolverhampton-licensed vehicles not displaying side plates, while others,
The discussion highlights an ongoing tension in the industry: clarity and consistency for passengers and authorities, versus regulatory and financial burdens on drivers.
Some industry figures have raised concerns that allowing private hire vehicles to display prominent signage may blur the legal distinction between PHVs and hackney carriages. There is a risk that passengers, particularly those unfamiliar with the differences, could mistake a branded PHV for a taxi and attempt to hail it from the roadside.
This not only breaches the requirement that PHV journeys must be pre-booked, but also introduces serious safety concerns. Passengers entering unbooked vehicles have no booking record, which weakens traceability and increases the risk of encountering unlicensed or rogue drivers posing as legitimate operators.
A WITH THE RISE OF GIG ECONOMY PLATFORMS AND APP-BASED RIDEHAILING SERVICES, HOW ARE INSURANCE PRODUCTS EVOLVING TO MEET THE NEEDS OF MODERN TAXI AND PHV DRIVERS?
t Acorn Insurance, we’ve seen first-hand how the landscape of the taxi and private hire vehicle (PHV) sector has transformed over the past decade. The emergence of ride-hailing apps and the wider gig economy has fundamentally reshaped not just how drivers work, but how we as insurers must think about risk, flexibility, and service delivery.
Traditionally, taxi insurance was relatively straightforward. Policies were often annual, offered limited flexibility, and catered primarily to full-time, licensed drivers working for local operators. That model has shifted significantly with the entry of appbased platforms like Uber, Bolt, and FREENOW.
Nowadays, a significant proportion of drivers are self -employed and their working patterns are more diverse. These drivers often work part time, dip in and out of the trade, combine it with other gig work, or operate on demand based on their personal schedules.
To meet these evolving needs, insurance products have had to become far more adaptable. As a business, we’ve embraced this changing market by rethinking how policies are structured and delivered. One of the most significant developments has been the move toward short-term insurance
options. Many app need an annual policy. Instead, they may seek flexible cover for a week, or a month, depending on their working patterns. We taxi insurance products that provide comprehensive cover without long-term commitment – adapting to the market and our customers’ needs.
Beyond flexibility in duration, the industry has also had to respond with more integrated digital solutions. Drivers today expect to be able to quote, purchase, and manage their policies entirely online or via mobile. We’ve invested heavily in digitising our customer journey – streamlining documentation, automating renewals, and offering our new app-based policy management. This aligns with the expectations of a digitally savvy driver population, many of whom entered the industry through app-based platforms.
road and earning, in the event of an accident.
Another significant development has been in the area of combined cover. Many modern drivers now look for insurance products that cover taxi work, fast food delivery & courier, as well as personal use, all under one seamless policy. We offer tailored hybrid products that eliminate the need for multiple policies, reducing both cost and complexity.
’s important to address support and claims service. The gig economy often leaves drivers isolated when things go wrong. An insurance company that provided dedicated, taxi-specific claims support, with teams that understand the unique circumstances and pressures our drivers face is vitally important. Whether it’s assistance with a non-fault accident or navigating a repair process, we’re focused on keeping drivers on the road and earning.
The rise of gig platforms and app-based mobility has pushed the insurance sector to become more agile, digital, and customer-focused. At Acorn Insurance, we see this as an opportunity, not a challenge. re leading the way in developing products that reflect the real-world working patterns of today’s taxi and PHV drivers – introducing products that are as dynamic and flexible as the industry they serve.
ARTICLE BY ACORN INSURANCE
DO ALL ROADS LEAD TO CAPS?
THE GROWING CASE FOR LOCAL CONTROL OVER TAXI AND PRIVATE HIRE NUMBERS IN ENGLAND
A
debate is heating up around whether local licensing authorities in England should be handed the power to cap taxi and private hire vehicle (PHV) numbers, bringing them in line with parts of Scotland where such powers already exist.
This growing discussion is shaped by concerns around road congestion, environmental impact and driver welfare. With cities such as Glasgow using legal powers to cap PHV licences, the question facing English regulators is whether the current system is sustainable and what changes are needed to address the challenges facing the sector.
WHY CAPPING IS BACK ON THE AGENDA
Supporters of caps say the benefits are threefold. First, limiting licence numbers can reduce road congestion. Fewer for-hire vehicles circulating the streets means less traffic, fewer delays, and safer roads for all users. In places like Glasgow, which currently caps its PHV fleet at 3,450 vehicles, campaigners warn that lifting the limit would lead to a sharp increase in traffic levels.
Second, fewer vehicles operating means lower emissions. The combined environmental impact of taxis and PHVs has become a growing concern, particularly in urban areas trying to meet clean air targets. Caps are seen as a way to prevent excessive growth that can undermine these efforts. Local authorities in Scotland have argued that limits support air quality improvements and traffic management plans.
the number of PHVs in check. The move was
introduced to prevent market saturation and help maintain quality of service. The licensing committee there has said the cap was necessary to protect jobs, reduce congestion, and maintain an appropriate balance between taxis and PHVs. Notably, every hackney carriage in Glasgow is wheelchair-accessible, something that cannot be said for PHVs, and limiting the growth of PHVs indirectly supports the availability of accessible vehicles.
or respond to fluctuations in demand, especially in areas underserved by taxis.
Operators also warn that caps could increase waiting times and reduce convenience for passengers. In places like Glasgow, Uber has called for the cap to be lifted, saying it hampers growth and makes it difficult to offer reliable service.
WHY CROSS-BORDER RULES MAKE CAPPING INEFFECTIVE
Even if English councils were granted the power to cap PHV numbers, the current cross-border licensing rules would make it difficult to enforce in practice.
In contrast, councils in England have no equivalent legal power to cap PHVs. While hackney carriage numbers can be limited if there is no significant unmet demand, there is no mechanism to restrict PHV licences on the same basis. English licensing authorities are required to grant a PHV licence to any applicant who meets the statutory criteria, regardless of how many vehicles are already operating.
The legal position for authorities in England is that they have a legal duty to grant a licence to anyone who meets the criteria.
THE SPLIT BETWEEN DRIVERS AND OPERATORS
The issue of capping divides the trade. Many drivers support it. For them, caps offer protection from low earnings and oversupply. A more stable number of vehicles means more consistent income and a chance to work reasonable hours without facing intense competition. Driver unions and associations have argued that unlimited licensing creates a race to the bottom and undermines quality and safety.
Operators, however, take a different view. They argue that caps could reduce service availability and make it harder to meet customer demand. This is especially true during peak periods, when having access to a large pool of drivers is vital to meet bookings. Large app-based operators might say that caps restrict their ability to scale up operations
Under existing legislation, a PHV must be licensed with a specific authority along with the driver and vehicle, but there is no requirement for jobs to be carried out solely within that licensing area. This allows for cross-border hiring, where a driver licensed in one authority operates in another.
As a result, a council that imposes a cap could quickly find itself undercut by vehicles licensed elsewhere. Some areas with faster or cheaper licensing processes have become hubs for issuing thousands of licences to drivers who never intend to work there.
In Greater Manchester, reports have shown that nearly half of the PHVs operating on the roads are not licensed by any of the local authorities in the region. Wolverhampton, for example, has licensed tens of thousands of PHVs, many of which work far beyond the city’s boundaries.
The Mayor of London has described this situation as a “loophole” that undermines local control. Even if TfL were able to cap licence numbers, drivers could simply obtain a licence in a neighbouring authority and continue operating in the capital.
WHAT WOULD NEED TO CHANGE
To make capping viable, two major changes are required.
First, Parliament would need to change the law to give councils the authority to refuse PHV licences based on overprovision. This could mirror the powers already in place for hackney carriages or follow the Scottish model, where local authorities can assess local need and act accordingly.
Second, the rules around cross-border hiring must be reformed. Without limits on where drivers can operate, any cap could be rendered ineffective by out-of-town vehicles flooding in. One option would be to require drivers to primarily operate in the area that licensed them. Another would be to introduce consistent national standards across all licensing authorities to remove incentives for drivers to seek out the most permissive regimes.
safety, and driver wellbeing are pushing the issue back onto the policy agenda. The recent government Best Practice Guidance suggests that licensing functions may be passed to regional transport authorities in the future, which could make area-wide policies, including caps, more enforceable.
The Home Secretary and Transport Secretary have also acknowledged the problems caused by crossborder licensing and have indicated a willingness to examine reforms to close the gap.
Some campaigners have also suggested a move to regional or national licensing frameworks. This would reduce inconsistencies between neighbouring authorities and help ensure that local policies, including caps, are not undermined by licensing variations across council boundaries.
A CHANGE IN POLITICAL DIRECTION?
So far, the Government has been reluctant to support caps. In 2019, it rejected recommendations from the Taxi and PHV Task and Finish Group that local authorities be allowed to cap PHVs. The Department for Transport said at the time that limiting numbers could impact passenger choice and reduce availability.
However, there are signs that this position could shift. Increasing concerns around pollution, road
Industry groups and local mayors are continuing to press for change. They argue that without local powers to manage fleet sizes, efforts to improve air quality, reduce traffic and ensure a fair deal for drivers will fall short.
WHERE NEXT?
The direction of travel appears to favour greater local control, but meaningful reform will require action from central government. Until then, English cities are stuck with an open-ended licensing model that does little to manage growth or protect working standards.
Capping remains a contentious topic, balancing customer access with public safety, environmental concerns and driver welfare. But as Glasgow and other Scottish cities show, legal powers to limit numbers can be used to help regulate the trade more effectively. The question for England is whether the political will exists to follow suit.
T POOR ROAD CONDITIONS ADDING TO COST BURDEN FOR UK TAXI AND PRIVATE HIRE DRIVERS
axi and private hire drivers across the UK are facing mounting costs due to poor road surfaces, with vehicle damage from potholes and neglected routes now a growing concern for the trade.
Operators and cabbies are warning that years of inadequate road maintenance are not only creating safety issues but are hitting drivers financially, particularly those already struggling with high fuel prices, licensing fees and vehicle compliance costs.
Many working-class drivers, who rely on their vehicles for full-time income, are finding themselves forced to pay out for repeated repairs to tyres, suspension and wheels. In some cases, damage caused by potholes takes vehicles off the road entirely, costing drivers bookings and essential earnings.
In a recent Westminster debate, Cheshire MP Aphra Brandreth cited the case of a local taxi operator who reported rising repair bills and lost work due to the poor condition of roads in
rural parts of her constituency. She said the driver had to cancel jobs when his vehicle was damaged, highlighting the wider impact on passengers and local mobility.
The issue is not confined to Cheshire. Reports from across the country suggest similar experiences in towns and cities where local authorities are struggling to maintain their road networks. Industry representatives say the patch-up approach to potholes and surface defects fails to protect professional drivers, who often clock up far higher mileages than private motorists.
Small business groups have long called for a ringfenced national repair fund for roads most used by taxis, private hire vehicles and other businesses. They argue that drivers are paying vehicle excise duty and other taxes, but are being let down by a
lack of proper investment in the infrastructure they depend on.
With many drivers also navigating rising insurance costs and new vehicle upgrade requirements in clean air zones, the added pressure from repair bills is pushing some to the edge.
While councils maintain responsibility for local road upkeep, MPs from across the political spectrum are now urging ministers to look at how funding models and repair priorities could be overhauled to support those who rely on roads for their income.
For taxi and private hire workers already juggling tight margins, they continue to run the risk of paying the price not just in repairs, but in lost income and reduced reliability for their passengers.
A LONDON PHV DRIVER
CLEARED OF RECKLESS DRIVING ACCUSATION AFTER CCTV DISPROVES PASSENGER CLAIM
London private hire driver has been cleared following a false complaint, thanks to in-car camera footage that proved his conduct was professional and safe throughout the journey.
The incident took place during a standard fare when the passenger became verbally abusive. Feeling at risk, the driver activated an audio recording function by pressing a panic button. Video recording had already been running, covering both inside and outside the vehicle.
At the end of the trip, the passenger submitted a report to Uber, claiming the driver had acted recklessly. The driver also notified Uber that he had been threatened by the same passenger. In line with its internal process, Uber temporarily deactivated the driver’s account while the case was reviewed.
Crucially, the driver had previously fitted a Transport for London (TfL)-approved camera system supplied by ACSS. The two-camera setup included internal and external video and had clearly displayed signs inside the vehicle warning of active recording.
The footage showed the driver acted calmly and drove responsibly. The audio recording captured the passenger using threatening and abusive language. Uber examined the evidence and confirmed the driver had not acted improperly, reinstating his account without further action.
The use of CCTV in licensed vehicles is becoming more widespread in London and other UK cities. Several councils are currently consulting on making camera systems mandatory for all licensed taxis and private hire vehicles.
While some drivers express concern about the cost of installation and maintenance, systems like the one used in this case have shown they can offer strong protection. They provide a clear, objective record of events that can prevent unjust suspensions and safeguard a driver’s right to work.
In this instance, having a compliant and clearly signposted recording system meant the difference
ENGLISH LANGUAGE
In a written response to a Parliamentary question from Independent MP Rupert Lowe, the Department stated that, as of April 2024, 81% of authorities required licensed taxi drivers to meet a minimum English proficiency standard. The figure for PHV drivers stood slightly higher at 82%.
The requirement typically includes either written, oral or both forms of language assessment. This is part of statutory guidance issued under the Policing and Crime Act 2017, designed to ensure drivers can understand safeguarding policies and recognise signs of potential exploitation, particularly involving children and vulnerable adults.
However, the Department also confirmed that it does not collect information on whether licensing authorities conduct in-person interviews for driver applicants.
both oral and written English language skills to ensure that drivers have the ability to understand written documents, such as policies and guidance, relating to the protection of children and vulnerable adults and can identify and act on the signs of potential exploitation.
“As of 1 April 2024, 81% of licensing authorities in England reported that they require the taxi drivers that they license to meet a minimum standard of proficiency for either written, oral or both written and oral English language. As of 1 April 2024, 82% of licensing authorities in England reported that they require the private hire vehicle drivers that they license to meet a minimum standard of proficiency for either written, oral or both written and oral English language. We are currently reviewing licensing authorities’ compliance with existing guidance and will hold those who do not follow it to account.
“The Department does not hold any information about whether licensing authorities conduct inperson interviews for applicants for taxi or private hire vehicle driver licences.”
that an operator is legally responsible once a booking is made, regardless of whether they act as principal or agent.
The court rejected arguments that the Act implies a contractual obligation upon acceptance of a booking. It noted that such an interpretation would remove the flexibility traditionally allowed in the PHV sector, where arrangements can vary. The triple licensing system, requiring separate licences for operators, vehicles and drivers, is the mechanism designed to protect customers.
The court also dismissed UBL’s reliance on later amendments such as section 55A, which concerns subcontracting. These do not support a broader interpretation that would impose new requirements across the board.
This decision maintains the legal position that private hire operators outside London may operate under various models, including acting as intermediaries or agents, without needing to enter direct contracts with customers.
Layla Barke-Jones, Dispute Resolution Partner at Aaron and Partners, who represented DELTA, welcomed the judgment. Barke-Jones said: “This is a monumental decision, not just for DELTA, but for all private hire taxi drivers and operators across England and Wales. Had this gone the other way, the cost and complexity of implementing VAT systems would have pushed many firms to the brink.
“This ruling ensures that operators can continue to operate under established, regulated models that have been in existence since regulation was introduced almost half a century ago– such as the agency model without being forced into a ‘one size fits all’ model.
TRADE
legal battle and confirms that operators can continue to choose which business model they adopt to run their business. Uber was seeking a declaration that would have resulted in 20% VAT being charged on all PHV fares.
“Private hire firms are vital in the communities, and are used frequently by those with disabilities, low-income households and older people who rely on taxis for essential journeys and to maintain their independence.
“If VAT suddenly had to be paid by all those people, the additional cost would have meant many simply choose not to travel at all, leaving some of the most vulnerable people in our society isolated.
“A crisis has been averted. This ruling protects the freedom to operate and the right of communities to access affordable, reliable transport.”
the status quo for licensed PHV drivers and allows the private hire sector to keep serving the people and places that rely on it 24/7. This ruling also shows that British-owned businesses can stand up against global giants that attempt to use litigation as a tactic to shape the sector to suit their business model.”
Kimberly Hurd, Bolt's Senior General Manager for the UK, said: “While this case doesn’t directly involve Bolt, we welcome the Court’s decision to uphold the agency model, a framework taxi firms and customers across the country have relied on for fifty years. This helps protect lower fares for passengers and fair earnings for self-employed drivers, with our research showing that 86% of drivers choose private hire work for
the control and autonomy it offers.
“Although this decision is a step in the right direction, rules remain inconsistent across the UK. Outside London, operators can choose between agency and principal models, but in London only the principal model is allowed. It’s time for a modern, consistent regulatory framework that levels the playing field for all operators, regardless of where they are.”
Paul McLaughlin, a Delta Taxis spokesman, said: “We are thrilled with the result and extend our gratitude to our legal team in achieving it. We
BUSINESS NEWS
CURB AND TIKTOK
TEAM
DOWN AFTER 50 YEARS IN TAXI
A long-standing London-based LEVC service agent has closed its doors after more than 50 years in the motor trade. KPM Automotive Ltd, based on Lukin Street, confirmed the decision in a public letter, citing mounting financial and regulatory pressures that have made continued operation unviable.
The recent announcement marked the end of a journey that began in Brady Street and later moved to Hemming Street, before settling at its current location. The closure has been effective since Friday 25 July.
KPM pointed to several factors behind the closure. These included the impact of Transport for London’s enforcement of vehicle age limits and emissions consultations, which have pushed older taxi drivers out of the market and reduced the company’s customer base. The decline in new drivers entering the trade has further affected business.
The firm’s LEVC Authorised Service Agent Agreement is set to expire in 12 months. Coupled with recent news that LEVC has cut 45% of its workforce, KPM said this uncertainty only highlighted how difficult the future trading environment would be.
UP TO DELIVER CREATOR CONTENT ACROSS US TAXI NETWORK
Curb, the US-based licensed taxi media and ride-hailing platform, has partnered with TikTok to stream full-screen, sound-on video content through its national Taxi TV network. The deal falls under TikTok’s Out of Phone programme, which extends platform content beyond mobile devices into real-world environments.
The rollout will reach more than 15,000 taxis across over 65 US cities, connecting with millions of passengers annually. It will showcase curated TikTok videos during journeys, offering brands access to captive audiences.
Taxi TV offers advertisers a full-screen, nonskippable format supported by Curb Journey Connect (CJC), a mobile ad solution launched earlier this year. CJC uses factors like location, time of day, and journey length to deliver content in context. It currently generates over 2.3 billion impressions annually and achieves an average 3% click-through rate.
TikTok’s involvement through its Out of Phone initiative reflects a wider shift towards hybrid media models. The programme places TikTok content in locations such as taxis, cinemas and billboards.
UBER RIVALS BOLT LAUNCH NEW FAMILY PROFILE FEATURE
TO SUPPORT OLDER, YOUNGER AND VULNERABLE PASSENGERS
Bolt has introduced a new Family Profile feature, allowing users to manage and pay for rides on behalf of up to nine other people. The update aims to make transport safer and simpler for older adults and those who may struggle with digital access.
The ride-hailing firm says the tool is particularly useful for supporting people with health conditions or mobility challenges. It enables a trusted person, such as a family member or carer, to book rides, cover fares and monitor journeys, even if the passenger does not use the Bolt app.
The move follows a 10% increase in hospital trips made through Bolt in the UK over the past two years. Outside London, the rise is even more marked, with cities such as Nottingham and Birmingham seeing growth of 41% and 32% respectively. The figures suggest a growing
reliance on ride-hailing for everyday travel and essential appointments.
Family Profile gives one account holder full control, including setting spending limits and receiving live updates on trips. All rides appear in the shared account’s history, allowing the main user to review travel activity and manage costs more effectively.
IMAGE CREDIT: BOLT
UBER GRANTED OPERATING LICENCE IN TUNBRIDGE WELLS AS RECENT EXPANSION CONTINUES
Uber has been granted a one-year private hire operating licence by Tunbridge Wells Borough Council (TWBC), expanding its presence in Kent beyond food delivery.
The US-based firm, which already runs Uber Eats in the area, will now be permitted to offer ride services using locally licensed drivers and vehicles. The council confirmed Uber’s application was processed in line with its standard procedures and approved on 17 July.
A TWBC spokesperson told the BBC the application was treated like any other, with a full assessment against existing policies. Councillor David Hayward added on social media that Uber will be required to use only council-licensed vehicles and drivers while operating within the borough.
The move comes after the council raised hackney carriage fares in December 2024, making Tunbridge Wells one of the costliest places in Kent to take a taxi. Private hire operators like Uber are not bound by council-set tariffs and can adjust pricing based on demand.
Uber’s expansion into Tunbridge Wells is part of a wider 2025 UK growth plan. The company has most recently launched services in Oxford, York and Aberdeen, all operating under local licensing arrangements. Each of these locations reflects Uber’s continued strategy of entering local markets across the country.
LONDON NEWS HEATHROW AIRPORT TAXI
TOUTING CONCERNS CONTINUE AS TFL SIGNAGE REVIEW REMAINS INCOMPLETE
Transport for London (TfL) is yet to complete its review of taxi rank signage at Heathrow Airport, despite previous commitments to address growing concerns around touting.
The review, intended to improve clarity and guidance for licensed taxi use at the airport, is being carried out jointly with Heathrow Airport Limited (HAL). However, the Mayor confirmed during July’s Mayor’s Question Time that while work will progress “over the coming months”, any signage changes would ultimately remain the responsibility of HAL.
Efforts to tackle touting at Heathrow have also been delayed due to an unresolved data processing agreement. HAL has delegated its Heathrow byelaw powers to TfL, but TfL cannot act on those powers until the agreement is concluded.
TfL said it continues to work closely with all involved parties to finalise the agreement, but no timeline for completion has been provided.
The Mayor of London said via a written response: “Transport for London (TfL) will work with Heathrow Airport Limited (HAL) over the coming months on this issue and provide recommendations for improvement of signage. However, any changes would need to be decided and implemented by HAL as it owns and operates the airport.
“The data processing agreement has not yet been concluded and TfL continues to work closely with the relevant parties to finalise this agreement.”
In spring this year Aviation Policing officers, in collaboration with Transport for London’s (TfL) Cab Enforcement Team, shared details of a patrol at Heathrow Airport addressing illegal taxi and private hire activities.
During that operation, a male suspect attempted to flee but was apprehended.
That enforcement action formed part of a broader initiative to combat unauthorised taxi and private hire vehicle operations at Heathrow. Mayor Sadiq Khan confirmed that TfL had identified over 60 cases of illegal taxi and private hire activity at the airport, employing both uniformed and covert patrols to target offenders.
SHERBET LONDON CEO WORRIES SELFDRIVING TAXIS COULD ‘ERASE’ BLACK CAB HERITAGE WITHOUT THE RIGHT CONSULTATION
The CEO of Sherbet London Taxis has raised concerns about the growing interest in autonomous taxis, warning they could threaten both passenger safety and the future of traditional cab driving in the capital.
Asher Moses, a former licensed taxi driver, now heads one of the largest electric taxi fleets in London.
Moses said on social media: “As a former cab driver who now leads the largest fleet of electric taxis, I find myself reflecting on the ongoing Department for Transport consultation regarding self-driving taxis. While I wholeheartedly support innovation, my primary concern remains the safety of our passengers and the livelihoods of our drivers.
“Our iconic black cabs are not just a means of transportation; they are a part of London’s cultural heritage. The unique skills, knowledge, and personal touch that our drivers provide create a connection with passengers that technology cannot replicate. I worry that as robo-taxis begin to roll out, we risk erasing this national treasure.
“We’ve built our reputation on high safety standards, and it’s vital we maintain that as new technologies emerge. It’s crucial to engage in a dialogue about how we can innovate responsibly without sacrificing the integrity of our industry and the jobs that support it.
“I invite you all to share your thoughts. How do we strike the right balance between embracing technological advancements and preserving the rich heritage of our taxi industry?”
LONDON TAXI DRIVER AND CHARITY FUNDRAISER TAKES ON NEW CHALLENGE IN BBC SERIES DESTINATION X
London black cab driver and long-time Taxi Charity for Military Veterans volunteer, Daren
Parr, is among the contestants in a new BBC
One series, Destination X. The programme, hosted by comedian Rob Brydon, sees participants take on a travel-based competition testing endurance, navigation and teamwork across varied locations.
Parr, known in the cab trade for his high-profile fundraising adventures, has previously climbed
Mount Kilimanjaro, scaled Mount Meru, and rowed across the Atlantic Ocean. His latest
challenge, however, will be in front of the cameras as he competes against other participants in what’s described as an unpredictable and physically demanding journey.
The first airing of Destination X was on 30 July and provided viewers a first glimpse of the demanding conditions and remote landscapes the contestants will face. It’s the latest in a line of competition-based reality formats aimed at testing both mental and physical limits.
REGIONAL NEWS
D SCHOOL TRANSPORT DRIVER LICENSING OPTION IN READING MAY BE SCRAPPED, PUSHING UP COSTS FOR CURRENT DRIVERS
rivers taking pupils to school in Reading may soon face higher costs, as Reading Borough Council considers changes to the school transport licensing system.
The council is proposing to scrap the current school transport licence and instead require all drivers to hold a private hire taxi licence. The move comes amid an overspend on school transport provision, which largely serves children with education, health and care (EHC) plans.
At present, it costs £240 to obtain a school transport licence. A full private hire licence costs £315, making it more expensive overall.
The concern is that the changes may force many of the part-time drivers, often retirees or family members of taxi drivers, to meet the full requirements of private hire licensing. Critics argue this would discourage people from continuing in these roles and could reduce the availability of school transport drivers.
Speaking at a recent policy committee meeting, Alan Parkinson of Green Metro Cars said: “Removing the school run licence would create a massive hole. Getting school transport a Private Hire badge is just not happening. They are not interested in putting that effort in.”
Mr Parkinson explained his firm transports 1,000 children daily, adding that using drivers on school
transport licences remains far cheaper than licensing them as private hire operators.
Clyde Masson, the council’s principal licensing officer, said the school transport licence has been subsidised since 2006. He questioned why the council should continue supporting it given wider changes in the industry.
Mr Parkinson responded that school transport is specialist work, requiring drivers to undergo specific training and support children with a range of complex needs.
Despite concerns, councillors at the licensing applications committee unanimously agreed to proceed with a statutory consultation on the proposal. The eight-week consultation will run on the council’s Go Vocal website.
WIRRAL CONSIDERS NEW TAXI TARIFF FOR LONGER HACKNEY CARRIAGE JOURNEYS
HEADING OUT-OFAREA
General Purposes Committee is reviewing a proposal to amend Hackney Carriage fares following a submission from Unite the Union, which represents local taxi drivers.
The union is calling for a fifth tariff to be introduced, applicable to journeys that finish at least four miles outside the borough. The proposed addition is in response to concerns from drivers about fare levels for longer journeys, which are currently covered under the same pricing structure as local trips.
Hackney Carriage fares in Wirral were last updated in February 2024. The current system includes four tariffs covering day, night, holiday and festive periods. The new proposal aims to better reflect the cost of longer-distance travel, something drivers argue is not adequately accounted for in the current model.
The council has compared the proposed fares with those set by other authorities in the Liverpool City Region and Ellesmere Port & Neston. This benchmarking will help inform the committee’s decision.
PORTSMOUTH COUNCILLORS AGREE ON PUSH TO TIGHTEN RULES ON OUT-OF-AREA PRIVATE HIRE DRIVERS
Portsmouth City Council is considering new rules to ensure all taxis and private hire vehicles operating in the city meet its own safety standards, regardless of where they are licensed.
The move follows an alleged incident in which a woman from Baffins was harassed by a driver in a Wolverhamptonlicensed private hire vehicle. Unlike Portsmouth-licensed vehicles, the car did not have in-car CCTV, which is mandatory under local rules. The case has revived longstanding concerns about cross-border taxi operations.
At a recent licensing committee meeting, councillors backed proposals aimed at looking to close the safety gap created by national licensing laws.
Councillor George Madgwick said that licensing loopholes had become a “massive” issue, with many councils now trying to find ways to protect residents.
Cllr Madgwick proposed that companies such as Uber and Veezu should only be allowed to use vehicles in Portsmouth that meet local requirements, including CCTV and stricter background checks. He called for the power to suspend or revoke operator licences if firms fail to comply.
He referenced Baroness Louise Casey’s national review into grooming gangs, which called for a ban on outof-area taxis. The Government has since said it plans to take action on the issue.
The council’s solicitor described the proposal as “interesting” but warned that meaningful reform would need coordination between several local authorities. Without that, he said, any policy might have limited effect.
TAXI DRIVERS SPLIT OVER WHETHER THEY WOULD LIKE TO SEE MORE ENFORCEMENT CHECKS IN THEIR REGION A
recent reader question asking whether more taxi and private hire vehicle (PHV) checks should take place regionally has sparked widespread debate among drivers.
While a slight majority support increased enforcement to boost safety and public confidence, others argue that more inspections would add unnecessary pressure and cost to those already struggling with tightening margins.
The comments collected from across the country reveal a diverse trade, with concerns ranging from unregulated cross-border work to the financial and operational burden of repeated checks.
Many drivers backed the idea of more regular checks, citing public safety as the main reason. One respondent said: “All taxis should be checked regularly from a safety point of view. Best for passengers and the
public.” Others called for more targeted action against out-of-town vehicles suspected of operating unlawfully in areas they’re not licensed for. There were repeated mentions of private hire vehicles from other regions using local ranks and accepting bookings without going through an operator, which drivers said undermines the licensing system.
Several drivers said they would welcome the return of enforcement operations from earlier years, where police and licensing officers would conduct joint stop checks, often alongside the DVSA and HMRC. “Standards were higher 20 years ago,” one driver commented. “Now councils don’t even bother.”
But support wasn’t universal. Others pushed back against the idea of more checks, saying it adds pressure and stress to a profession already under scrutiny. One driver questioned whether they actually improve
standards or simply serve as a revenue stream. “This is just rich pickings for police,” said one cabbie. “Money makers. They make life hard for taxi drivers.”
In areas like North Ayrshire, drivers reported already undergoing multiple checks a year, including MOTs and local authority tests. One driver said vehicles can face up to three inspections annually depending on age, with costs exceeding £80 per test. “That’s too much,” he said. “It’s getting out of hand.”
The subject of cross-border drivers and inconsistent regulation came up frequently. Some respondents said they had never been checked in decades of service, while others felt enforcement disproportionately targets local drivers. “As long as they’re checking every plate type and not just locals,” wrote one, echoing a common concern.
A few drivers raised wider suggestions, including random drug and alcohol tests, stricter vetting for
new applicants, and mandatory CCTV in all vehicles. One called for facial recognition to prevent unlicensed drivers posing as legitimate ones through app-based bookings. Others wanted licensing authorities to be able to refuse entry to out-of-area drivers operating without proper approval.
The issue of enforcement is complex, with drivers balancing the need for professional standards with a call for fair treatment and support. While the public may view additional checks as a step towards safety and accountability, many drivers feel that real change requires more consistent enforcement across all licensing areas, not just increased action in some.
Until the issue of cross-border hiring and enforcement consistency is resolved, the trade is likely to remain split on how best to ensure safety without placing further strain on the workforce.
STOKE-ON-TRENT TAXIS FACE STRICTER SAFETY AND EMISSIONS RULES UNDER NEW
councillors approved a series of licensing changes.
Under the updated policy, all taxi owners will now be required to undergo Disclosure and Barring Service (DBS) checks covering unspent convictions and cautions. Drivers will continue to be subject to enhanced DBS checks, as well as mandatory safeguarding training. These courses, which cover
the protection of children and vulnerable people, must be completed before work starts and repeated every three years.
The changes also advise that CCTV is installed in all vehicles. This measure is aimed at improving safety for both drivers and passengers.
Taxi drivers will be expected to report any police contact within 48 hours. Previously, the council allowed a seven-day period for such notifications. Additionally, all drivers will need to prove their right to work in the UK, either through a UK passport or a right-to-work share code.
Environmental changes form a key part of the new policy. From April 2031, only electric or hybrid taxis will be licensed. Petrol and diesel vehicles will be phased out over time, although low-emission, wheelchair-accessible vehicles will be allowed to remain in service for longer.
COLCHESTER COUNCIL ADVISES AGAINST MANDATORY TAXI CCTV AS UPFRONT CLOUD-BASED SET-UP COSTS ESTIMATED
Colchester City Council’s Licensing Committee has recommended against making CCTV a compulsory requirement in Hackney Carriages and Private Hire Vehicles. The move comes after detailed assessments of legal, financial, and practical issues linked to such a mandate.
Instead of a blanket policy, the council supports encouraging operators, owners, and drivers to voluntarily install CCTV. Guidance would be offered to ensure installations comply with data protection law, as set out by the Information Commissioner’s Office (ICO).
The report warns that making CCTV mandatory would place the council as the legal data controller for all captured footage. This would mean the
AT OVER £650,000
authority must manage secure storage, data requests, compliance duties, and bear responsibility for any breaches. Cloud-based systems are the only viable GDPR-compliant option, adding further technical and cost requirements.
The upfront cost to install cloud-based CCTV in 600 vehicles is estimated at over £650,000, with an annual running cost of approximately £48,000. Officers also highlighted potential challenges in enforcing mandatory rules.
Crime data between 2022 and early 2025 shows a declining trend in offences linked to taxis, dropping from 65 incidents in 2022 to just 9 in the first two months of 2025.
C COVENTRY SET TO EXPAND OPTIONS BY SCRAPPING LONDON CONDITIONS OF FITNESS AND AGE LIMITS
oventry City Council is preparing to remove the London Conditions of Fitness from its taxi licensing policy, a move set to widen the range of hackney carriage vehicles permitted in the city.
The proposed change aims to support a more accessible transport offer and create a more level playing field for drivers.
Currently, Coventry restricts hackney carriage licences to vehicles that meet the London Conditions of Fitness, typically associated with the iconic black cab. These rules cover features such as turning circles and
partitioned interiors. However, under the Department for Transport’s latest best practice guidance, councils are advised to adopt more flexible criteria which allows for a broader range of vehicles.
The Council’s revised draft policy proposes licensing other wheelchair-accessible vehicles, many of which already meet safety and accessibility standards. Removing the conditions will provide drivers with more choice and lower entry costs, while expanding the availability of accessible vehicles for passengers.
Only hackney carriages in Coventry are required to be
wheelchair accessible. The proposed change aims to result in a greater number of such vehicles on the road, particularly important for users with mobility needs. This could address long-standing concerns about the limited availability of accessible taxis in parts of the city.
The move will also aligns Coventry with other local authorities in the West Midlands, many of whom do not enforce the London Conditions.
The consultation on Coventry’s draft licensing policy opens on 8 August and closes on 3 October 2025. The final policy is due to
ENFORCEMENT NEWS
FORMER PRIVATE HIRE DRIVER SUSPECTED OF OFFERING LIFTS FOR CASH CAUGHT CARRYING SEVEN PASSENGERS IN FIVE SEAT CAR
FIVE PRIVATE HIRE DRIVERS CAUGHT
ILLEGALLY
PICKING UP FARES DURING LIVERPOOL
ENFORCEMENT STING
A former private hire driver in Surrey has been reported after being caught carrying seven passengers in a vehicle designed for five.
Surrey RoadSafe confirmed that the driver, who had previously had their private hire licence revoked, was suspected of offering illegal lifts for cash. Officers targeted the vehicle following those suspicions.
When stopped, officers found that two of the passengers were young children, who had been placed in the footwell. The driver told officers he was “only taking them down the road”, a claim authorities described as likely untrue and dangerous regardless of the distance.
The driver has been reported for the unsafe carriage of passengers. Social services have also been informed after it emerged the children’s mother allowed them to travel in such conditions, putting them at risk.
Five private hire drivers in Liverpool are set to be reported for serious offences after they were caught illegally picking up passengers during a test operation.
Licensing officers from Liverpool City Council carried out a targeted test purchase exercise, approaching 33 private hire vehicles in a bid to catch drivers plying hire without a prior booking.
According to the council, five drivers agreed to take officers without a legitimate booking in place. They will now be reported for summons for offences
DEFECTS, NOTICES AND TORS: OVER FIFTY TAXI AND PRIVATE HIRE VEHICLE CHECKS FORM PART OF JOINT CROSS BORDER OPERATION IN CHESTER
Chester Local Policing Unit has joined forces with local authorities in a recent operation to check taxis and private hire vehicles (PHV) operating across the city.
The initiative, known as Operation Recordings, was led by the Chester Beat Management Team and the Special Constabulary. The focus was to ensure licensed vehicles were safe, correctly licensed and meeting all necessary standards.
Officers carried out the checks on Friday 11 July, working in partnership with Cheshire West and Chester Council’s taxi licensing team. Licensing teams from Flintshire and Wolverhampton also took part in the joint effort.
A total of 53 taxis were stopped and checked during the operation. Three vehicles were removed from service due to defects. Seven rectification notices
Police also gave advice to 12 drivers for failing to display required ‘no smoking’ signs inside their vehicles.
The operation forms part of ongoing efforts to monitor and enforce taxi standards in Chester and surrounding areas.
Inspector James Wilson said: “Countless people use taxis to get around Chester – from residents and those who work in the area, to visitors taking a trip to the city to enjoy all it has to offer.
“This is why we work alongside our partner agencies to make sure the vehicles and drivers transporting these individuals are correctly licenced and compliant.
“These operations send a clear message that taxi drivers must comply with regulations for a reasonto ensure the safety of all those using taxis in the
POLICE FIND LOST PRIVATE HIRE DRIVER STOPPED IN LIVE DUAL CARRIAGEWAY LANE TO CHECK SAT NAV
A private hire driver has been reported by Staffordshire Police after stopping in a live lane on the A50 to check their sat nav.
According to the force’s Roads Unit, the vehicle was causing a hazard as other road users were forced to take evasive action to avoid a collision. The incident also led to unnecessary tailbacks along the dual carriageway.
Officers said the driver had come to a stop in a live lane because they were lost. The decision to halt the vehicle in such a dangerous location has led to the driver being reported for summons.
A Staffordshire Police Roads Unit spokesperson said: “If you’re lost please don’t stop in a live lane of a dual carriageway to sort the Sat Nav.
“Unlike this private hire driver we came across on the A50 where other cars had swerving out the way to avoid a collision & also causing unnecessary tail backs. Driver reported for summons.”
OUT-OF-AREA WOLVERHAMPTON PRIVATE
HIRE VEHICLE CAUGHT
WITH
ILLEGAL TYRES AT LIVERPOOL AIRPORT
A Wolverhampton-licensed private hire vehicle was found with two illegal tyres during a routine inspection by Liverpool City Council licensing officers at John Lennon Airport.
The officers, on duty at the airport, discovered the tyre defects while carrying out vehicle checks. The vehicle, operating in the Liverpool area despite being licensed elsewhere, was deemed unroadworthy.
Private hire drivers are legally required to maintain their vehicles in a roadworthy condition at all times. Tyre issues can lead to significant safety risks for passengers, drivers and other road users.
A spokesperson for Liverpool City Council Licensing said: “Liverpool Licensing Officers whilst on duty at John Lennon Airport, discovered this Wolverhampton PHV with two illegal tyres.
“There is no excuse for not checking the road worthiness or safety of your vehicle before starting work. The driver will be reported for the offences.”
