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TAXIPOINT IS MOVING FROM THE EDITOR
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Perry Richardson
AUTONOMOUS
GREEN LIGHT SIGNALLED – WHAT LIES AHEAD FOR THE UK’S AV ROAD?
The United Kingdom has effectively given the green light for autonomous (selfdriving) taxis, with recent announcements signalling an accelerated push towards real-world trials. In June 2025, the UK Government and Uber both unveiled plans to bring autonomous vehicles (AVs) onto public roads in limited taxi and shuttle services. This marks a major step toward driverless ride-hailing –but also raises pressing questions about the impact on traditional taxi and private hire vehicle (PHV) drivers, regulatory frameworks, and the practical challenges of scaling up an autonomous
fleet. Below we delve into what was announced, how it could reshape the industry, what concerns have emerged (and who is voicing them), how these new robotaxis will be licensed, and whether human-driven cabs and PHVs can survive in the long run.
Government & Uber Announce AV Trials in the UK
Wayve and Uber have partnered to launch public trials of autonomous taxis in London, enabled by a new UK government framework fast-tracking selfdriving vehicle pilots.
The UK Government has signalled strong support for autonomous transport. In June 2025, Transport Secretary Heidi Alexander announced an “accelerated framework” to begin commercial self-driving vehicle pilots by spring 2026, making the UK one of the first countries in Europe to allow public robotaxi services without a human safety driver on board. For the first time, companies will be permitted to run small-scale autonomous taxi or shuttle services for paying passengers on UK roads with no driver at the wheel. This fast-tracking of trials is part of a government push to position Britain as a global leader in AV technology. The Department for Transport (DfT) projects that a successful rollout of self-driving vehicles could make roads safer and create a new industry worth £42 billion (with 38,000 new jobs generated) by 2035. As Heidi Alexander put it: “The future of transport is arriving. Self-driving cars could bring jobs, investment, and the opportunity for the UK to be among the world leaders in new technology.”
On the same day as the Government’s announcement, Uber confirmed it will launch robotaxi trials in London in partnership with UKbased AV startup Wayve. Uber – the ride-hailing giant – plans to integrate Wayve’s Level 4 autonomous vehicles into its platform, allowing some London riders to hail self-driving taxis via the Uber app once the trial begins (expected in 2026). Notably, these vehicles will operate without any human safety driver on board during the pilot – a first for Europe. The trials will start with a small number of vehicles in designated areas, essentially testing the concept in one of the world’s most complex urban driving environments. Uber’s COO, Andrew Macdonald, said the company’s vision is to “make autonomy a safe and reliable option for riders everywhere”, and that this London pilot with Wayve is a key step toward that future.
Uber chose London as its largest AV testing ground so far, highlighting the city’s importance –and the UK Government’s receptiveness – to autonomous mobility. The Wayve partnership leverages the startup’s “AI Driver” system (an embodied AI that learns from experience rather than relying on pre-mapped routes) to navigate London’s busy, irregular streets. Uber and Wayve will work closely with the UK Government and Transport for London (TfL) to obtain the necessary approvals and permits prior to launching the service. If successful, this trial could pave the way for a broader rollout of autonomous ride-hailing across the UK by 2027, when a full legal framework is expected to take effect.
Impact on the Taxi & PHV Industry: Opportunities vs. Job Concerns
Officials tout autonomous taxis as a potential boon to the economy and mobility. The Government predicts self-driving tech will bring investment, innovation, and even help fill transport gaps – for example, by adding new travel options in rural areas or for people unable to drive. In the long term, a widespread electric robotaxi fleet could also reduce emissions and, if widely shared, possibly ease congestion. From Uber’s perspective, the advantage of driverless taxis is clear: vehicles that never require a human driver could eventually lower operating costs and allow 24/7 deployment, fundamentally changing the economics of ride-hailing.
However, these optimistic visions are tempered by significant concerns in the taxi and private hire vehicle industry – particularly about the fate of human drivers’ livelihoods. Uber’s announcement of London AV trials reignited long-standing concerns that self-driving technology will eventually displace large numbers of professional drivers. Major urban centres like London, where AVs will likely appear first, concentrate tens of thousands of taxi and PHV drivers who could be
affected. Industry representatives and driver groups have warned that if robotaxis take off, many drivers could see their jobs at risk over time. This worry comes on top of existing pressures taxi drivers have faced from ride-hailing apps – and now those same apps may one day use cars with no drivers at all.
Crucially, Uber is attempting to reassure its workforce that drivers still have a future on its platform. The company insists that human drivers will remain a “critical part” of its network “for the foreseeable future”, even as AVs are introduced. An Uber spokesperson told TaxiPoint that “10 years from now we will have more drivers on our network than we do today… human drivers and AVs [will] continue to grow, side by side, for the foreseeable future cars are not replacing humans overnight but will instead form a hybrid network handling some trips and human drivers still serving many others. In fact, Uber predicts its overall demand will increase such that it will need even more human drivers in 2035 than it has now, alongside a fleet of AVs. This scenario portrays automation as augmenting capacity rather than cutting jobs, at least in the medium term.
An Uber spokesperson said: "We believe that 10 years from now we will have more drivers on our network than we do today. Looking ahead, we expect that the number of human drivers and AVs on the platform will continue to grow, side by side, for the foreseeable future as we continue scaling a hybrid network that combines both."
Many observers, however, remain unconvinced that this hybrid model will last indefinitely. The introduction of AVs may begin gradually, but if the technology proves safer and cheaper, there will be strong pressure to expand driverless services and potentially run. There is a concern that Uber approach could be transitional rather than permanent, with the balance tilting toward autonomous services as they become more capable and accepted. Questions remain about how many years it will take for AVs to handle a substantial share of trips, and whether human drivers will eventually face dwindling demand as a result. This uncertainty is creating anxiety among drivers today.
Early Reactions: Driver Groups and Officials Voice Concerns
Not surprisingly, driver advocacy groups and some officials have reacted warily to the robotaxi plans. In London’s City Hall, Assembly Members have raised concerns about what autonomous taxis mean for employment. Elly Baker, the Labour Party’s transport spokesperson on the London Assembly, welcomed innovation but cautioned that while “jobs might be created building and managing driverless cars, existing taxi and private hire drivers shouldn’t risk being left behind”. She and others argue that as the industry evolves, measures may be needed to protect current drivers from being simply displaced or to help them transition.
London’s famed black-cab drivers – who have already weathered a decade of competition from Uber – have so far met the AV announcement with a mix of scepticism and defiance. Steve McNamara, General Secretary of the Licensed Taxi Drivers’ Association (LTDA), flatly declared of Uber’s driverless car ambitions: “They are living in fantasy land. We’re probably going to have flying taxis before we have autonomous ones in
London.” In McNamara’s view, the technology is nowhere near ready to handle London’s chaotic streets. He noted that many people don’t even trust robot vacuum cleaners or lawnmowers in their homes, let alone a robot car to ferry their children to school, implying a deep public reluctance to overcome. Citing the challenges AVs have faced even on the simpler grid of San Francisco, the LTDA leader said he isn’t losing sleep – quipping that he’s “genuinely not worried. Come back to me in 2040”. This dismissive stance suggests that veteran cabbies expect to be driving their taxis for many years yet, believing fully self-driving cars in a city like London are a distant prospect.
It’s worth noting that public opinion in Britain may indeed prove a barrier to rapid AV adoption. Surveys indicate Britons are among the most sceptical in the world about AI-driven vehicles, with many people uneasy about riding in a car with no driver.
Recognising this, the Government has emphasized a “safety-first” approach and public education to build trust in self-driving tech. Early robotaxi services will likely be small pilot programs that help demonstrate safety and reliability to a wary public. As Wayve’s CEO Alex Kendall observed, these early pilots are intended to “help build public trust” in autonomy step by step. If British riders remain unconvinced or uncomfortable, the expansion of driverless taxis could be slower – which in turn would prolong the reliance on human drivers. In short, consumer acceptance is a wild card: some riders (including, reportedly, many women who feel safer with a robotaxi) may prefer driverless rides, but others will avoid them, ensuring a continued role for humandriven cabs for the foreseeable future.
LICENSING AND REGULATION: A NEW FRAMEWORK FOR AUTONOMOUS TAXIS
licence for services where no human driver is present. However, many specifics – including safety certification, data sharing, and operational rules –are left to be fleshed out through secondary regulations that are now being consulted on and drafted. The Government’s Centre for Connected and Autonomous Vehicles (CCAV) is targeting full implementation of the AV regulatory framework by the second half of 2027. In the interim, any trials (like Uber’s 2026 pilot) will operate under provisional agreements and monitoring, but without a full permanent licensing regime.
Safety will be the paramount concern in approving any AV services. The new law stipulates that autonomous cars must demonstrate “a level of safety at least as high as [a] competent and careful human driver” before they can be authorised for use. They will undergo testing and approval processes to verify this standard. TfL has asserted
that any deployment in London must contribute to the city’s Vision Zero goals – meaning the AVs should help eliminate road deaths and serious injuries, not endanger safety. During the initial pilots, Uber and Wayve will be working closely with DfT and TfL to meet stringent safety and performance requirements. Issues of liability and insurance are also critical: under the new framework, if a truly self-driving car crashes, the “user-in-charge” (if there is one) or the vehicle’s operator will bear responsibility rather than a human “driver” (since there isn’t one). Insurers and regulators are still hashing out how to handle accident data and fault when an algorithm is driving, but the AV Act is introducing provisions to ensure data from the vehicle (like sensor logs) is available for investigations and claims.
Importantly, until the full AV legislation is in force, there are limits on what TfL can require or enforce
on autonomous services. For example, at present there is accessibility standards
London Assembly members have raised concerns about whether driverless taxis will accommodate disabled passengers access or audio announcements for the visually impaired? These are not guaranteed under existing rules, unlike London must be wheelchair press these issues in the Government
Likewise, data transparency is a point of discussion: London officials want AV operators to share detailed safety and usage data (much as they require from ride hailing operators), but they may need new legal powers to mandate this sharing. In short, operate under ad regulatory regime (covering safety, accessibility, data, and licensing) will likely arrive only as the Automated Vehicles Act is fully implemented by 2027 then, London faces a tricky balance: encouraging innovation while ensuring these early robotaxis don run roughshod over the standards expected of public transport services.
As for whether the advent of AVs will trigger a change immediately. Both government and industry figures stress that small fleets in controlled conditions. Widespread deployment across the UK is envisioned only after the new laws and safety assurances are firmly in place (post -2027). Even then, the transition will be gradual. The BBC, commenting on the London trials, noted that getting a driverless taxi system fully up and running is a “slow process and validation it a labour autonomous nature. In other words, no one is flipping a switch in 2026 to replace all cabs with robots. The more likely scenario is a cautious scaling in one city, then perhaps a few hundred in a couple of cities, expanding only as fast as public confidence, technology, and infrastructure allow.
OWNERSHIP AND INFRASTRUCTURE
fleet manager or even a rental car company to keep the driverless cars running smoothly.
Scaling up to mass levels of AV deployment presents hefty challenges, especially in dense cities like London. One concern is the need for dedicated facilities - charging stations, parking and staging areas, maintenance garages, and cleaning depots - to service potentially hundreds or thousands of autonomous cars that cannot park themselves at home or be cleaned by a driver. London’s high land values and scarce space make this a real head-scratcher. Building large new depots in or around the city would be extremely costly. It’s likely that operators will have to strike creative partnerships: for instance, using off-peak capacity at existing car parks or bus depots, or partnering with electric charging networks and valet services to swap and charge vehicles during quiet hours. Even the simple act of cleaning the interior of a robotaxi after a messy passenger is non-trivial - without a driver, the car might have to drive to a depot or summon a roving cleaning crew. These operational logistics are not fully solved, but they will need to be ironed out if AV fleets are to
autonomous cars (a departure from its asset-light history), or more likely it will rely on partners –such as automakers or leasing companies – to supply vehicles while Uber provides the ridehailing platform and customer base. Vehicle permits for AV services will probably be issued to companies, not individuals, under the new AV Act scheme (e.g. a permit for an operator to deploy X number of driverless cars in a city). TfL’s Helen Chapman hinted at a new category of permit specifically for AV operations. This could resemble a concession or licence granted to an AV service provider, with conditions attached.
One intriguing idea floated within the taxi industry is to adapt the regulatory model to ensure existing drivers have a stake in the new world. Taxi trade advocates have proposed a medallion” or capped permit system in London, similar to New York City’s taxi medallions, as a way to control fleet size and integrate autonomous vehicles in the future. Under one concept, current taxi drivers would earn and own a transferable licence medallion over years of service, which could later be leased or sold to AV fleet operators when driverless taxis arrive. In theory, this would compensate drivers and include them in the profits of robotaxi services rather than rendering their licences worthless. It would also allow regulators to cap the number of AV taxis by limiting permits, helping manage congestion and market impacts. To be clear, this is not policy – it’s a suggestion from within the trade – but it shows that creative solutions are being considered to merge the old and new models. Whether or not a medallion system is adopted, it’s evident that ownership of AV fleets will concentrate in fewer hands (corporate entities rather than tens of thousands of individual driver-owners), and managing the permits for those fleets will be a key tool for authorities to shape the transition.
W CAN TRADITIONAL TAXIS AND HUMAN PHVS SURVIVE?
ith so much change on the horizon, taxi drivers and private-hire drivers are understandably asking if there them in the age of autonomy. The short answer is yes, at least for many years ahead, human drivers will continue to play a major role – though the landscape of their industry will evolve. Even the most bullish AV proponents concede that the rollout will be incremental. The UK Government timeline anticipates full commercial deployment no sooner than 2027 that assumes all goes well with trials. In the meantime, millions of trips will still require a human at the wheel. Uber’s strategy of a hybrid network suggests that the company sees human drivers as indispensable for the foreseeable future. For potentially the next decade or more, we are likely to see a mixed fleet, where autonomous cars service some rides (perhaps in certain areas or at certain times where they operate best) and human drivers cover everything else – including all the trips that are too complex or outside the AVs’ operational limits.
It’s also important to recognise what current AV technology cannot yet do. Self-driving systems, impressive as they are, still struggle with many realworld variables – bad weather, unclear road markings, unexpected obstacles, or the subtle eye contact and decision-making that human drivers use to negotiate busy city streets. Human drivers
accessible or meet other accessibility needs, meaning segments of the population (e.g. wheelchair users) will still rely on human-driven accessible taxis. Unless and until the autonomous fleets are equipped and mandated to serve those needs, drivers who can assist disabled, elderly, or special-needs passengers will remain vital. Furthermore, many customers might prefer a
human driver for reasons of comfort, trust, or even social interaction – a robotaxi ride is a very different experience from a friendly chat with a cabbie.
Regulatory and market forces could also preserve a role for human drivers. If authorities see that unlimited AV proliferation might harm mobility workers or cause other issues, they may introduce policies to moderate the transition (such as limiting AV fleet sizes or requiring a licensed operator to employ a certain number of human staff for oversight). Also, new types of jobs might emerge: for example, remote vehicle operators or supervisors who monitor multiple autonomous cars, cleaning and maintenance crews for AV fleets, or customer service agents to assist riders of driverless cars. Some professional drivers might transition into these roles over time. The Government’s outlook is that the AV sector will create tens of thousands of
jobs – though admittedly those are not driving jobs in the traditional sense. Still, driverless technology is not purely a job destroyer; it will shift where labour is needed (from driving to tech and support services).
In the long term – looking 15 or 20 years out – it is possible that the number of human-driven taxis will decline if robotaxis prove consistently safer, cheaper, and more efficient. Companies like Uber ultimately aim to increase automation because a driverless fleet could operate at lower cost per ride. However, how fast we reach that point is highly uncertain. To date, even the most advanced robotaxi services (in U.S. cities like San Francisco and Phoenix) operate in limited areas and still encounter mishaps and public backlash. One major player, GM’s Cruise, halted its autonomous taxi operations after a series of incidents and technical challenges, acknowledging
the “considerable time and resources” still needed to scale the business. These setbacks suggest that autonomous taxis are not an inevitability everywhere, and that conventional drivers may have more breathing room than tech optimists predicted. Indeed, the LTDA’s McNamara may be exaggerating when he says “come back in 2040”, but he taps into a real possibility: the road to full autonomy could be longer and bumpier than expected, especially under Europe’s stricter safety expectations.
Traditional taxis and human-driven PHVs can survive – and even thrive – in the coming years, but they will face a changing environment. The introduction of autonomous taxis in the UK will likely be a gradual evolution rather than a sudden revolution. During that evolution, human drivers will continue to be in demand for a host of reasons: technology limits, customer preferences, and the need for a fallback when automation falls
short. The challenge for the taxi and PHV workforce is to stay adaptable. The industry may need to upskill drivers (for instance, training them to interact with new technologies or to take on complementary roles) and to fight for policies that ensure they are not simply cast aside. Regulators, for their part, are already considering how to balance embracing innovation with protecting workers and the public interest. As one example, the idea of taxi drivers owning medallions that could be leased to AV operators shows an attempt to give drivers a stake in the autonomous future. Whether through such schemes or other measures, the hope is that today’s drivers won’t be left stranded.
AUTONOMOUS ARTICLES SERIES: PERRY RICHARDSON TAXIPOINT EDITOR
WHO WANTS A NATIONAL TAXI TARIFF?
TaxiPoint recently asked the trade whether there should be a national minimum taxi fare. The replies showed just how divided the industry remains on this topic.
Some drivers argued a national minimum would be pointless unless private hire companies also had to follow it. Lee Flanagan dismissed the idea, saying Uber would undercut any national fare, leaving hackney drivers at a disadvantage. Zulf Ali made a similar point, highlighting that hackneys already operate under strict fare structures set by councils, while private -hire firms can set their own rates.
Others focused on the reality of today’s earnings. Jamos Clark described waiting ninety minutes to make just £5. Mick Fox said a minimum of £5 should apply even for the shortest journeys. Simon Lee suggested £3 as a base figure. For Mark Jones, he says the pressures on drivers are huge - diesel, operator commissions, tax and time spent getting to jobs all eat into fares. He even went as far as to say customers expecting cheap rides should take the bus instead.
The idea of setting one national rate drew strong objections from drivers in less busy or lower cost areas. Jim Muir argued different standards of living across the country mean a flat minimum would not work. Paul Reay said fares in London should be higher than the north-east, reflecting regional costs. Others compared it to house prices: uniformity wouldn’t fit the reality of regional economies.
A few wanted tighter rules on private hire. Tommy Steele said all private hire should follow hackney carriage standards, with meters on and no surge pricing. That would, in his view, bring fairer competition and help set reliable fares for
passengers and drivers alike. Junaid Ahmed floated an idea where operators cover any gap if passengers pay less than a minimum faresomething he said already happens during certain promotions.
Frustration with the current system came through in other comments. Drivers said there are too many licensed drivers, poor enforcement of standards and huge differences in local council policy.
Regional differences were a constant theme. Drivers from the north complained southern fares were too high, while southerners argued their costs were much steeper. Graham Gray pointed to Scottish Borders, where local fares rose for the first time in eight years. He still felt the increases were needed to keep up with rising costs.
Some warned any national minimum fare would be undermined by competition, especially from Uber and app-based firms. Other drivers complained of undercutting by operators taking on too many drivers willing to work for lower rates.
In the end, there was little consensus. Some drivers wanted immediate action to set a minimum fare to protect earnings. Others called for better local enforcement, tougher licensing rules and more focus on private hire regulation rather than a single nationwide figure.
One clear thread ran through almost every response: drivers feel squeezed on costs and undercut by competitors. Whether a national minimum fare could fix those problems remains an open question.
A UBER REJECTS UNIVERSITY OF OXFORD STUDY THAT FINDS DRIVERS SEE DROP IN PAY UNDER ‘DYNAMIC’ PRICING
new study from the University of Oxford and Worker Info Exchange has found that Uber’s use of dynamic pay has cut driver earnings, increased the company’s commission, and left pay levels unpredictable and unequal.
The research, based on 1.5 million journeys from 258 drivers who accessed their own data, is the first large-scale audit of algorithmic pay practices using GDPR rights. The report, Not Even Nice Work If You Can Get It, examines the shift in Uber’s pricing and pay system since it adopted AI and machine learning to set fares and allocate jobs in real time.
Gross hourly earnings have fallen from £22.20 to £19.06 since dynamic pay was introduced. Once running costs are factored in - such as insurance, vehicle hire, fuel and other expenses - many drivers are left earning less than the national minimum wage. This comes despite the 2021 Supreme Court ruling that granted Uber drivers worker rights. The study also points to growing inequality. Over
80% of long-serving drivers now earn less than they did before the algorithmic system came in. A smaller number, mainly newer or part-time drivers, are seeing higher pay - but the benefits are not shared across the workforce.
Driver pay has also become more uncertain. The research shows that it is now much harder for drivers to predict earnings based on when and where they work. While Uber says its model gives drivers flexibility, the report suggests algorithms now control when and where work is available, reducing driver autonomy.
According to the report, Uber’s cut from fares has also grown. Before dynamic pricing, its
commission was fixed at 25%. It now takes up to 50% on some trips, with little transparency. Standby hours, when drivers are logged in but not earning, have increased by more than an hour a week on average since 2022.
Worker Info Exchange has called this shift a move toward “algorithmic gamblification”, where drivers have no say or oversight on how prices are set, leaving them to gamble on when and where work will pay off. One driver quoted in the study said: “They [Uber] are robbing us and the customer.”
On a national scale, Worker Info Exchange estimates that UK Uber drivers lost $1.6 billion in pay between April 2024 and March 2025. This is based on Uber’s global rise in commission from 20% to 30% over the period.
In response to the findings, Worker Info Exchange is calling for urgent policy changes. These include
a ban on dynamic pay, proper enforcement of employment rights, pay for all working time, and greater transparency of pricing algorithms for both drivers and passengers.
An Uber spokesperson rejected the report’s findings, stating: "We do not recognise the figures in this report. Uber drivers in the UK took home over £1 billion in earnings between January and March of this year, which is up on the year before. Drivers choose to drive with Uber because we offer total flexibility on when they work and provide full transparency over the trips they accept. All drivers receive a weekly summary of their earnings, which includes a clear breakdown of what Uber and the driver received from trips. We are proud that thousands of drivers continue to make the positive choice to work on Uber as passenger demand and trips continue to grow."
Jonathan Robertson-Wray recalled a run from Market Weighton in East Yorkshire to Cambourne in Cornwall, some 387 miles, only for the customer to ring the next day asking for a pickup back home.
There were plenty of other marathon drives: Dumitrescu Marius Mihai drove 1,270 miles from Leicester to Romania. Craig Hatton remembered Hull to Spain with a sleepover in France on the way out but driving straight through for 22 hours on the return.
Some drivers racked up miles over several days. Stanley Roth covered 900 miles within Great Britain, travelling up the east coast to Edinburgh and down the west coast in Wales over seven days. He also added 700 miles through France, Belgium, Holland, and Germany on another
Not every journey was measured by distance. Graham Gray’s trip from Galashiels to Plymouth stands out for the trouble it caused. After dropping the customer, Gray discovered an oil leak on the way home. The RAC took him back to Galashiels, and repairs ended up costing him almost the entire fare.
Other drivers shared journeys of hundreds of miles: Edinburgh to Portsmouth in snow, Berlin on a charity run for veterans, Southampton to Barnard Castle and back overnight, and countless runs from London to Scotland.
These stories show the lengths drivers will go to serve customers. Whether battling snow, crossing borders, or clocking up thousands of miles, taxi drivers are on hand, day and night, taking passengers wherever they need to go no matter how far that might be.
CROSS BORDER END OF THE ROAD?
residents. The remainder were to drivers from other parts of the country.
Critics say this has created a “race to the bottom”, where drivers flock to councils with the weakest oversight. It has also left councils with no power to act against drivers working in their area but licensed elsewhere.
then worked almost entirely elsewhere. But that loophole, which many believe undermines local standards and enforcement, appears to be nearing its end.
As readers of TaxiPoint will know, councils and local drivers have long raised concerns about the issue. They argue that out-of-town vehicles operating in their area make it harder to enforce safety standards, while also creating unfair competition. Drivers licensed by councils with strict requirements are often undercut by those operating under looser rules.
This system grew rapidly after the Deregulation Act 2015. Since then, councils like Wolverhampton have issued tens of thousands of licences to drivers who do not live locally. Between April 2023 and March 2024, Wolverhampton issued over 21,000 taxi and PHV licences – but only 813 of those went to local
Safety concerns prompt action
The pressure to address this licensing gap has intensified following the publication of the Casey Report, which reviewed how authorities responded to child sexual exploitation. The report raised concerns about the use of taxis in grooming gangs and described the licensing system as “not fit for purpose”.
According to the report, some councils that had been affected by abuse scandals – such as Rotherham and Rochdale – introduced enhanced safety checks, including mandatory CCTV and driver safeguarding training. But these efforts can be easily sidestepped if drivers obtain licences elsewhere. The report highlighted how this
guidance, but making them legally binding is now under consideration.
Another possibility is to limit where PHV drivers can operate. One proposal would require journeys to either start or end in the area where the vehicle is licensed. This would stop drivers from working permanently in areas where they are not regulated.
Some in the industry, including campaigners and MPs, suggest that technology could help enforce such rules. GPS-based geofencing could restrict where vehicles can accept jobs, ensuring they return to their licensed area before taking on new passengers.
However, the Government must also balance safety with availability. Officials warn that overly strict rules could reduce the number of licensed drivers, which might push some users toward unlicensed or
illegal services. The goal is to tighten regulation without creating unintended consequences.
Impact already felt across the industry
The growth in cross-border licensing has had a major impact on the taxi and PHV sector. It coincided with the rise of ride-hailing apps such as Uber, which used the flexible licensing rules to scale up operations quickly. By encouraging drivers to get licensed in councils with fast or low-cost processes, companies avoided dealing with stricter authorities.
This created tension between app-based operators and traditional firms. Local taxi drivers complained of being undercut by out-of-town cars that did not follow the same rules. In areas like Barnsley and Hull, local firms reported losing business to drivers
from distant parts of the country. Some councils, including Hull, formally asked the Government to intervene.
From a safety perspective, the variability in standards has also caused concern. Passengers often cannot tell whether the driver picking them up meets local vetting requirements. When a vehicle is licensed hundreds of miles away, enforcement becomes more difficult. Officers must contact the licensing authority, delaying any action against the driver.
The national database of licence revocations, introduced in April 2023, has helped prevent banned drivers from simply moving to another authority. But it does not address the wider problem of differing standards or the mass issuing
the long run.
Smaller operators, by contrast, may struggle with the transition. If higher standards and fees become
mandatory, some may face financial pressure or lose drivers unwilling to go through more complex checks.
From a customer perspective, there could be changes in vehicle availability and pricing. In towns currently served by many out-of-area drivers, the number of vehicles might temporarily fall as the rules take effect. This could lead to slightly higher fares or longer wait times. However, passengers would gain more confidence in the quality and accountability of the drivers.
A long-awaited turning point
After nearly a decade of concern and debate, the Government appears ready to act. Both Labour and Conservative MPs have signalled their support for reform, and the cross-party momentum suggests legislation is on the way.
In the coming months, a formal consultation and proposed legislation are expected. These could bring the biggest changes to taxi and PHV regulation since the 1970s. The likely result is a new framework where drivers and operators are held to the same standards regardless of where they work – ending a loophole that has shaped the industry for years.
BUSINESS NEWS
NEW ICABBI CAMPAIGN
VALUE CAR EXPORT SUCCESS REVEALS
The iconic LEVC TX electric taxi has been recognised as a major contributor to the UK’s thriving luxury and niche car manufacturing sector, which exports nearly £5 billion in high-value vehicles each year. The Society of Motor Manufacturers and Traders (SMMT) has highlighted the TX among other high-end products in its latest report on Britain’s small volume automotive manufacturers.
The study, titled The UK’s Small Volume Automotive Manufacturers: An Enduring British Success Story, points to the economic strength of a sector turning over more than £5.5 billion annually. These manufacturers produce everything from hypercars and luxury SUVs to electric saloons and taxis, including the London TX built by LEVC.
The sector, responsible for 4% of the UK’s car production, contributes 12% of the value, reflecting the high market worth of each vehicle. Nearly 90% of all small volume vehicles built in the UK are exported, with the LEVC TX helping strengthen the country’s automotive reputation abroad.
ENCOURAGES PASSENGERS TO BACK LOCAL TAXI AND PRIVATE HIRE FIRMS
iCabbi has launched a national campaign urging the public to choose local taxi and private hire services over global ride-hailing platforms.
The “Love Local Taxi & Private Hire” initiative aims to remind passengers of the importance of supporting firms rooted in their communities. According to iCabbi, local fleets play a vital role, from sponsoring grassroots organisations to stepping in during emergencies.
As part of the campaign, iCabbi has introduced a new roaming feature on its network, known as The iCabbi Exchange. This allows users of a local fleet’s branded app to book journeys in other UK cities using the same platform. For example, customers of Mi Taxis in Nuneaton can now use the Mi app to hail a cab in cities such as London, Leeds, or Glasgow.
The roaming system lets passengers continue backing independent firms, even when travelling away from home. It also boosts collaboration between local operators using iCabbi’s system.
BOLT PARTNERS WITH DISABILITY RIGHTS UK TO IMPROVE PRIVATE HIRE ACCESS
FOR DISABLED PASSENGERS
B
olt has announced a new partnership with Disability Rights UK aimed at improving private-hire transport access for disabled people in London.
The ride-hailing firm, now used by over half of Londoners, becomes the first UK platform to collaborate with a national disability organisation to co-develop virtual accessibility training for drivers.
The move comes as research shows one in five disabled people are unable to travel due to a lack of suitable transport. The new joint initiative looks to address this by equipping drivers with practical knowledge to better support disabled passengers.
From July, two new ride categories will appear in the Bolt app. ‘Bolt WAV’ will offer wheelchairaccessible vehicles with drivers trained by
Disability Rights UK. ‘Bolt Assist’ will serve passengers needing extra help to get in or out of a vehicle. All cars under both categories will be wheelchair accessible. Fares will remain the same as Bolt’s standard rates.
To encourage uptake, Bolt is offering drivers £150 for completing the WAV virtual training and a further £150 for referring another driver who does the same. A 15% commission rebate will also apply to trips made under the new categories.
Bolt and Disability Rights UK are calling on more drivers to take part and help close the transport accessibility gap. The initiative forms part of Bolt’s wider efforts to promote inclusive mobility and improve service quality for all passengers.
LONDON UBER DRIVERS SET TO BENEFIT FROM C40 CITIES EV CHARGING PARTNERSHIP
Uber’s latest survey of its drivers, running since 2021, shows a shift in the main concern around switching to EVs. Access to charging has now overtaken vehicle cost as the biggest obstacle for drivers in both the UK and US.
In response, Uber is introducing the Electric Vehicle Infrastructure Estimator (EVIE), a tool that projects future demand for EV charging. The tool identifies areas with the greatest need for infrastructure investment, down to less than a square kilometre. EVIE’s rollout includes 40 global cities and is designed to help local authorities and
energy providers pinpoint where public chargers are most urgently needed.
In London, areas like Hounslow and Wembley have been identified as key locations. These are examples of the ‘charging deserts’ where demand outpaces existing infrastructure, particularly in areas with higher population density and lower access to home charging.
To further support adoption, Uber has partnered with Vmoto to offer discounted e-mopeds to couriers across Europe. A battery-swap pilot for mopeds is due to begin in London in the third quarter of 2025.
Uber and C40 will also work to influence city policy, helping to unlock planning and investment that increases public charger access. The goal is to directly assist at least 55,000 drivers and enable wider regional improvements.
Sahlgrenska University Hospital.
The trial recorded 10,000 charging events with full operational uptime. It delivered 140
LONDON NEWS
LEE DACOSTA TAKES CONTROL OF UNIFY LONDON TAXIS AND PREPARES REBRAND AS
Lee DaCosta, founder of Cabvision Network Limited, has finalised the acquisition of Unify London Taxis and announced plans to relaunch the service as blackcab.com. The new platform is set to go live in August 2025.
The revamped service will remain exclusive to licensed Black Cab drivers and will not charge commission fees. In a move aimed at increasing driver involvement, the platform will also introduce voting rights on selected trade policy issues, including pricing decisions and custodianship.
DaCosta said the decision to buy Unify came from concerns about the direction of the industry. He confirmed the service will follow the regulated fare system set by Transport for London and continue to serve the trade exclusively.
Unify was originally founded by Michael Harris and his late wife Barbara. The couple launched the platform with the goal of uniting the Black Cab community and ensuring drivers earned the full metered fare, without additional fees or dynamic pricing.
Though linked to Cabvision Network Limited, blackcab.com will operate separately. The platform will focus on driver representation and transparent pricing for passengers.
DaCosta’s background includes a career in finance and a long-standing connection to the Black Cab trade. He played a key role in Cabvision’s support of
TfL’s shift to card payment systems and has been active in the United Trade Action Group’s legal campaigns.
Lee DaCosta said: "I'm delighted to have completed the acquisition of Unity. With Michael's support, I look forward to relaunching as blackcab.com in the near future. I have completed this purchase as I have grave concers about the direction of travel for the industry, and I hope this acquisition and rebrand reassures drivers of our commitment to them and to the trade. Just like Cabvision, we are committed to working exclusively with Black Cab drivers and will continue to operate strictly within Transport for London's regulated fare structure."
Michael Harris, Founder of Unify, said: "I've been a long-time customer of Cabvision and am well aware of Lee's commitment to the trade through his work with UTAG. I'm proud to have built a business that honours Barbara's legacy, and equally pleased to have found a principled successor who shares our values and vision."
A NEW HEATHROW TAXI RANK APP SET TO BEGIN TESTING
new app designed to manage the flow of licensed taxis at Heathrow Airport is set to be trialled by a group of ten drivers. The technology, tied to Heathrow’s Automatic Number Plate Recognition (ANPR) system, is part of a broader attempt to ease congestion and bring order to the airport’s stretched feeder park system.
The app allows drivers to buy credits, check how busy each terminal is, and see where taxis are needed. It also links directly to ANPR cameras installed at all feeder park entrances, exits and terminal forecourts. These cameras track vehicle movements in and out of the airport estate.
A key feature in development is the app’s ability to recognise drivers returning from local jobs or Fares
Fair work. Once a driver passes the Spur Road or enters perimeter roads, the app may eventually allow them to rejoin the feeder system queue. However, that function has not yet been confirmed. The app trial, which involves live testing by selected drivers, is expected to shape how the system works when rolled out to the wider taxi trade. Feedback from these early users will help refine the features and gauge whether it genuinely improves the working experience at Heathrow.
A fault in Transport for London’s (TfL) system led to Penalty Charge Notices (PCNs) being incorrectly issued to a number of London taxi drivers using the Blackwall Tunnel on 16 June.
The United Cabbies Group (UCG) first confirmed that TfL identified the issue as a technical error.
The problem caused a small number of PCNs to be sent to licensed taxi drivers despite their vehicles being exempt from such charges.
According to UCG, the VRMs they have received from members of affected vehicles have been
passed to TfL, which is now working to cancel the PCNs issued in error. UCG has advised its members to check TfL’s system to confirm the PCNs have been removed.
A spokesperson from the Licensed Taxi Drivers’ Association (LTDA) said: “Any member receiving TFL PCN's for ULEZ, Blackwall and Silvertown Tunnels dated 16th June please don't worry or call the LTDA as following TFL identifying the issue they WILL be cancelled without the need to challenge them.”
S CROSS-BORDER CONCERNS: SOUTH KESTEVEN COUNCIL LATEST
AUTHORITY TO CALL FOR OUT-OFAREA PRIVATE HIRE CLAMPDOWN
outh Kesteven District Council (SKDC) are the latest region to call on the Government to tighten rules around taxi and private hire licensing as concerns grow over the number of out-of-area vehicles operating locally.
Council Leader Cllr Ashley Baxter has written to Local Transport Minister Simon Lightwood MP following repeated concerns raised at Licensing Committee meetings and other forums. The focus is on Wolverhampton-licensed vehicles, which are frequently seen operating across South Kesteven.
The councillor said the loophole means drivers who might be refused or stripped of a licence by SKDC can continue working in the district under the approval of other councils with less rigorous standards.
Cllr Baxter said: “Because of this, drivers who would not qualify for a licence from South Kesteven, or might even have had a licence refused or revoked by us, are enabled to trade in our District.
“Wolverhampton City Council has approximately 35,000 licensed taxi and private hire drivers, compared to 350 in South Kesteven. Does Wolverhampton really need 100 times as many licensed drivers as South Kesteven?
“The overall number of taxi and private hire drivers in our district has remained relatively constant in recent years.
Many survived the significant impact of Covid but now face increasing financial pressure due to unfair competition from drivers licensed by other authorities.
“Unfortunately, South Kesteven is suffering a deluge of vehicles licensed by other local authorities. This is having a detrimental effect on local drivers and operators.
“In response to requests from our elected members and officers, I am pushing for anomalies and loopholes to be resolved in the interests of the livelihoods of our hard-working taxi-drivers and operators as well as the safety of passengers.
“I have written to the Under-Secretary to request that either the cross-border licensing loophole is closed, or that a national statutory policy or legislation is considered to enable the provision of safe, accessible, available, and affordable services that meet the wide range of passenger needs by a thriving trade by all Licensing Authorities.”
MANCHESTER AIRPORT’S PRIVATE HIRE POLICY BRANDED ‘UNFAIR’ AS OLDHAM DRIVERS CALL FOR URGENT REFORM
Manchester Airport is facing growing pressure from private hire drivers who say the airport’s new policies are creating financial hardship and operational chaos.
Hundreds of drivers, represented by the Oldham Private Hire Drivers Association (OPHDA), have written their concerns to airport officials calling for an immediate overhaul of the pick-up and drop-off system and improvements to the driver area.
A major point of concern is the barrier-less entry system recently introduced at the airport. Drivers claim the setup lacks clear signage and instructions, leading to a surge in penalty notices even for those who have registered and paid through AutoPay. According to the OPHDA, many fines have been wrongly issued, with drivers receiving penalty charges of £100 despite following the process.
OPHDA has accused the airport of profiting from this confusion, calling the penalty levels disproportionate and inconsistent with the principles laid out by Greater Manchester Mayor Andy Burnham in trade discussions. The group has demanded that fines be capped at £40, reduced to £20 if paid early, and that a threemonth adjustment period should have been implemented before full enforcement.
WILTSHIRE TAXI LICENSING
NUMBERS REMAIN BELOW PRECOVID LEVELS PUTTING PRESSURE ON SCHOOL TRANSPORT
Taxi driver and vehicle licence numbers across the region remain well below prepandemic levels, according to the latest update from Wiltshire Council’s Taxi Licensing Team.
As of May 2025, there were 860 licensed taxi drivers. That marks a net drop of 190, or 17%, since April 2020. While 2023 saw a modest recovery with an 11% rise in driver numbers, the increase slowed in 2024 and has now plateaued. Licensing officers believe that numbers will not return to those seen before COVID-19, citing changes in town centre footfall and a weakened night-time economy.
Vehicle licence figures show a similar trend. A total of 831 vehicles are currently licensed, down from 917 at the beginning of the pandemic. Although the number briefly exceeded 800 in early 2023, growth has since stalled. The team forecasts that demand will remain suppressed due to lasting changes in consumer behaviour.
Currently, 106 licensed vehicles are wheelchair
accessible, making up 12.7% of the overall fleet. Hackney carriages account for 504 of the licensed vehicles, with 327 operating under private hire.
The reduction in licensed taxis has implications for the Council’s Passenger Transport Unit, which relies on the trade for school transport services. The update suggests that maintaining availability will be a challenge unless vehicle numbers increase.
The Licensing Team is also reviewing current policies in response to recent government guidance and potential changes linked to the 2020 Environment Bill. Among the proposals under consideration are the removal of age-based criteria for vehicle licences in favour of emissions standards.
Officers are also progressing two large projects: a taxi rank accessibility review and a plan for transitioning to hybrid and electric vehicles.
NOTTINGHAM CITY COUNCIL
TAXI DRIVER PRAISED FOR HELPING STUDENT GET HOME
thanked by the parent of a student after stepping in to help her get home safely when she became unwell from a suspected drink spiking incident.
According to Nottingham City Council’s Licensing team, the parent contacted the authority via email to express gratitude for the driver’s actions. The driver ensured the student got home without incident and took the extra step of calling her parent to confirm someone would be at home to meet her.
The council has acknowledged the email and said the message highlights the driver’s responsible conduct and care shown towards a vulnerable passenger.
Drink spiking remains a concern across many towns and cities. The case shows how licensed Hackney carriage drivers, who are vetted and trained by the council, can play a key role in safeguarding passengers during night-time hours.
The driver’s actions have been welcomed as an example of professional behaviour within the city’s licensed taxi trade.
A council spokesperson said: “Nottingham City Council Licensing has received an email from the parent of a student, thanking a Hackney driver for ensuring his daughter got home safely after her drink had been spiked. The driver also rang the parent to check that someone would be at home to meet her.”
WHAT ARE THE ROOT ISSUES THAT COULD PUSH TAXI AND PRIVATE HIRE DRIVERS TO REGULARLY WORK TIRED
AND EXCESSIVE HOURS?
Taxi drivers in Shropshire are working dangerously long hours, with reports of “umpteen” drivers “falling asleep” at the wheel raising serious safety fears from one councillor.
Councillor Corrine Chikandamina told Shropshire Council’s Regulatory Committee she had witnessed drivers drifting off while behind the wheel. She questioned whether current policy went far enough to stop drivers from working excessive hours.
Private hire and taxi drivers are typically selfemployed. Unlike bus or lorry drivers, there is no legal cap on their working hours. Under current licensing law, local authorities can consider whether a driver is ‘fit and proper’, but they cannot legally limit the number of hours a self-employed driver chooses to work.
Some operators do monitor the hours worked by drivers, but enforcement is weak as private hire drivers can often work for another operator if or when they reach a limit with one. Instead, licensing officers rely on complaints or incidents to investigate potential incidents.
The underlying problem often comes down to low pay or diminished profit. Drivers cover high costs including insurance, vehicle finance, maintenance, and fuel before they make any profit. For taxi drivers, fares set by local councils sometimes fail to keep pace with rising expenses or falling demand, forcing drivers to work longer just to break even.
Private hire drivers rely on operators to pay a viable tariff that pays them enough to rest sufficiently between shifts.
BEDFORD COUNCIL CONSULTATION REVEALS SUPPORT TO KEEP ROOF LIGHTS ON PRIVATE HIRE VEHICLES
DESPITE DFT GUIDANCE
Bedford Borough Council’s General Licensing Committee has reviewed the future of roof signs on private hire vehicles and steps toward cleaner vehicles following a recent public consultation.
The consultation sought views on two key issues: the mandatory use of roof signs for private hire vehicles and the adoption of electric, hydrogen, or other lowemission vehicles across the licensed fleet.
A majority of respondents 61% supported retaining roof signs for private hire vehicles. Most of those in favour said this was to help identify licensed vehicles and distinguish them from unlicensed ones. The council has maintained a two-tier visual policy since 2004, where hackney carriages must be white and display yellow roof signs, while private hire vehicles are any other colour with green roof signs.
Despite this, new Department for Transport guidance issued in November 2023 recommends that private hire vehicles should not display roof signs to help prevent
should carry illuminated roof signs, and signage on private hire vehicles should be limited to prebooked only indicators and licence plates.
The council noted that removing roof signs may benefit larger operators like Uber, which previously indicated that the roof sign requirement could discourage their entry into the borough. However, concerns remain about public safety and the risk of confusion for passengers.
On environmental proposals, responses to questions about moving to ultra-low emission vehicles were mixed. There was no clear public consensus for or
or licensing only zero-emission vehicles from 2029.
However, when asked if council transport contracts should give preference to operators using ultra-low emission vehicles, 51% were in favour, compared to 38% against. The council acknowledged that while procurement laws must be followed, there may be some flexibility to include emissions criteria in future contracts.
The committee will now consider whether to revise policies based on the feedback and government guidance, weighing public safety, legal obligations, and environmental goals.
COUNCIL ISSUES WARNING AFTER PRIVATE HIRE DRIVERS CAUGHT ILLEGALLY PICKING UP PASSENGERS IN NEWCASTLE-UNDER-LYME
Private hire drivers in Newcastle-under-Lyme have been caught illegally accepting fares without bookings in a joint operation by the borough council and Staffordshire Police.
The licensing team at Newcastle -under-Lyme Borough Council ran the enforcement in April, where four private hire drivers responded to on-street requests made by plain-clothed officers. The checks revealed that the vehicles were accepting passengers without prior bookings, which is against licensing regulations.
By law, private hire vehicles must be pre-booked through a licensed operator. If they are not, the journey is not insured and there is no formal record of it being made. Passengers who enter such vehicles risk travelling without any safety protections or recourse if something goes wrong. The operation also found one vehicle in such poor condition it was immediately impounded for being unroadworthy.
Only hackney carriages licensed by Newcastle-under-Lyme Borough Council are allowed to be hailed in the street or collect passengers from a taxi rank. Private hire drivers found breaking these rules face potential loss of their licence. The council has confirmed that more spot-checks will be carried out during the summer to enforce compliance and protect public safety.
Stephen Sweeney, Newcastleunder-Lyme Borough Council’s Deputy Leader and portfolio holder for Finance, Town Centres and Growth, said: “We want to encourage visitors to our vibrant town centres and ensure they have a safe journey home.
We d like to remind people either to use one of our hackney carriage taxis, which are black and have a white stripe down both sides, or book ahead for a private hire vehicle. People should be aware that journeys in private hire vehicles which have not been prebooked are not insured or recorded, which risks their safety and wellbeing. Private hire drivers which undertake such pick-ups are breaking the law.
“We’re committed as a council to protect our residents and visitors’ safety and support our taxi drivers who operating legitimately.”
ENFORCEMENT NEWS
ILLEGAL TAXI AND PRIVATE HIRE ACTIVITY TARGETED AT GLASTONBURY FESTIVAL
Avon and Somerset Police s dedicated taxi enforcement officer, PC Patrick Quinton, was out in force at Glastonbury Festival checking vehicles operating in and around the site.
Vehicles from a wide range of licensing authorities were inspected, including those from Bristol, South Gloucestershire, Dorset, Transport for London, Sefton, Oldham, Liverpool, Basingstoke, West Berkshire and Somerset.
As part of the early checks, one hackney carriage driver was arrested on suspicion of drug driving while using a vehicle with an expired plate. Two unlicensed drivers were found operating licensed vehicles.
Five Non-Compliance Notices were issued for a range of breaches. Police also identified one “ghost” plate and a private hire driver operating without the correct badges.
PC Quinton reported several minor infractions in addition to the more serious issues just in the first days alone.
PRIVATE HIRE DRIVER SUSPENDED AFTER BEING CAUGHT SMOKING AND COMMITTING TRAFFIC OFFENCES IN LIVERPOOL
A private hire driver in Liverpool has been suspended after being stopped by Merseyside Police for smoking in the vehicle and committing traffic offences.
The incident occurred during a routine patrol by the Merseyside Police Roads Unit. Officers stopped the vehicle and found the driver smoking inside, which is a breach of public health and licensing regulations.
Further checks also revealed traffic result, the driver and the vehicle were suspended and the matter has been
NEARLY ONE HUNDRED TAXI AND PRIVATE HIRE DRIVERS HANDED NOTICES OR SUSPENSIONS DURING MAMMOTH LIVERPOOL AND WOLVERHAMPTON OPERATION
Mjoint enforcement operation on 28 June with Liverpool and Wolverhampton taxi licensing teams which yielded a huge number of defect and suspension notices.
Nearly 100 defect or suspension notices were issued. Two people were arrested on suspicion of drugs offences and one disqualified driver was removed from the road.
Out of area checks take place because drivers can work outside the authority where they are licensed. Licensing teams have no power to enforce rules on vehicles from other areas. This can leave gaps in safety and compliance checks.
By working together, police and licensing officers from different councils can check whether vehicles
passengers are safe.
Such operations also protect the public from local drivers who do not meet standards set by their council. It is unknown how many of the notices issued were handed to drivers from each licensing authority.
A Merseyside Police Traffic spokesperson said at the time: “This evening officers did a joint operation with colleagues from Liverpool and Wolverhampton Taxi licensing. Numerous vehicles stopped and nearly 100 defect or suspension notices were issued, 2 people arrested with drugs and 1 disqualified driver taken off the road.”
TAXI DRIVER JAILED FOR FAKING DETAILS TO DODGE SPEEDING PENALTIES
A Burnley taxi driver has been jailed after trying to avoid speeding points by submitting false information to the police.
Sajid Hussain committed two speeding offences on 17 and 19 December 2022 while working in the
Burnley area. Rather than accepting the penalties, Hussain paid £600 to have fake driver details submitted to the police. He also used fake insurance documents to support the false claim. The false driver named did not exist.
Hussain’s intention was to protect his taxi licence by avoiding points that could affect his ability to work.
He pleaded guilty at Preston Crown Court to perverting the course of justice. He was sentenced to 12 months in prison.
Lancashire Police confirmed Hussain could have accepted points and attended a driving awareness course. Instead, he chose to lie and is now serving a custodial sentence.
TAXI RANK PARKING CRACKDOWN
SEES
72
TICKETS ISSUED IN LIVERPOOL IN JUST ONE WEEKEND
Liverpool City Council enforcement teams have issued 72 penalty tickets over two nights as part of a clampdown on vehicles obstructing designated taxi ranks in the city centre.
On Saturday 21 June, Licensing Enforcement Officers joined forces with Parking Services to patrol key locations, resulting in 38 tickets being handed out to vehicles parked illegally on taxi ranks.
The action followed a similar operation on the evening before, which saw another 34 penalty tickets issued for the same offence.
A council spokesperson said taxi ranks need to remain clear to allow licensed taxis to operate and serve the public safely and efficiently.
