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ADAPTING TO CHANGE ACROSS THE TAXI FROM THE EDITOR
Welcome to the November 2025 edition of TaxiPoint Magazine, where we continue to cover the issues shaping the taxi and private hire industry across the UK. This month’s edition delves into the future of transport, driver safety, regulation, and innovation as the trade faces one of its most transformative periods in decades.
We begin with an in-depth look at the Government’s cautious approach to self-driving taxis. Ministers confirm that autonomous vehicle pilots will start small from 2026, with limited early impact on local economies. Industry leaders, including Take Me Group’s David Hunter, share insights from San Francisco’s robotaxi rollout, highlighting what British operators can learn as companies such as Waymo and Uber prepare for UK trials.
Closer to home, the challenges of rural taxi driving are explored in The Forgotten Rural Driver, which investigates the pressures facing countryside operators as costs rise and driver numbers fall. The article exposes how service shortages are leaving some communities isolated, and
questions whether licensing reform could provide a lifeline for those areas most in need. Meanwhile, London coverage focuses on declining taxi driver numbers, long-term rank changes at Paddington Station, and the Mayor’s explanation for keeping Trafalgar Square traffic restrictions in place.
Elsewhere in this edition, the regional and enforcement sections report on councils tightening compliance checks, police partnerships, and licensing updates from Oldham, Test Valley, St Albans, Wolverhampton, Telford and Bradford. The business pages feature industry developments including Curb’s driver-first payment technology, Autocab’s expansion into the US, and Freenow’s cashback scheme for business users.
Be lucky!
Perry Richardson
T NETWORK OUTAGE: SHOULD TAXI REGULATORS ALLOW A BACKUP PAYMENT DEVICE TO PROTECT DRIVERS AND PASSENGERS?
he rise of digital payments in the taxi industry has changed how passengers pay and how drivers manage their income. Contactless transactions, app-linked receipts and instant fare processing have become standard features in many parts of the UK. However, the recent worldwide network and app outage has raised fresh questions about whether taxi regulators should go further and make backup payment devices a permitted, or even required, option to protect both drivers and passengers when systems fail.
breakdown in trust when it comes to using the service in the future. If a passenger cannot pay by card when that is the expected standard, the reputation of both the driver and the wider trade can suffer.
Most councils now require taxi and private hire vehicles to accept card payments as a condition of their licence. The policy reflects public demand for convenience and safety. Yet, in many cases, the rule is interpreted as requiring a single approved
At the centre of this discussion is reliability. Drivers must be able to collect payment at the end of a journey, and passengers expect that the method offered will work. When card systems fail due to network issues or software glitches, both sides are left frustrated. In some cases, passengers have had to find cash machines or leave without completing the fare, creating disputes and financial losses.
For drivers, these failures can quickly add up. If a particular network is not working that can mean hundreds of pounds in lost earnings. For passengers, it can mean inconvenience, delays, and a
device per vehicle. This creates a dependency that can be fragile when the device or its network fails.
Allowing or encouraging backup payment options would add resilience without undermining the progress made towards a cashless system. A second reader could connect through a separate phone network or operate on a standalone mode. In the event of a main system outage, the driver could switch to the backup and continue to trade.
Such an approach would also benefit passengers. Many passengers now carry little or no cash, assuming that card payments will always work. A backup device gives them reassurance that they will not be left in an awkward position at the end of a journey. It also protects vulnerable passengers, including those travelling late at night, from being stranded due to failed payments.
Regulators could take a balanced approach by allowing, but not mandating, secondary devices. Drivers who wish to add a backup reader could
register it with their licensing authority, ensuring compliance with data and consumer protection standards. This would give drivers flexibility while maintaining accountability for transactions and record-keeping.
The recent outage demonstrated that digital failures are not hypothetical. They are real and can affect even the largest technology providers. As the taxi trade continues to modernise, reliance on a single piece of technology to process all payments is increasingly risky.
Digital payments have brought major advantages to the trade, but no technology is infallible.
Regulators, operators and drivers all share an interest in ensuring that when systems fail, business can continue. Allowing backup payment devices would be a practical step towards that goal and would reflect the realities of modern transport in a digital age.
SAFETY FIRST? THE TRUTH ABOUT ASSA DRIVERS, LONE WORKING, AND WHETHER CURRENT PROTECTIONS ARE ENOUGH
pressing issues. Every shift brings risk. Drivers work alone, at night, and in unpredictable circumstances. The promise of CCTV, partitions and better technology offers reassurance on paper, but the reality on the road tells a different story.
Recent data reveals that the problem is far from under control. In London, the Metropolitan Police recorded 142 offences in which the victim was identified as a taxi month period between
Even these figures may not tell the full story. Many drivers quietly admit that they rarely report incidents. Some fear losing work if a licence review follows. Others have simply lost confidence that reporting will lead to meaningful action. What cannot be ignored is the common thread: drivers are vulnerable, and the systems meant to protect them remain inconsistent.
Late nights and lone working
Few jobs demand the same level of isolation as driving a taxi through the small hours. The Government’s own guidance states that working alone at night “carries
For many, it is unavoidable. Late night work means greater demand, but it also means more intoxicated passengers, deserted pick-up points
Drivers in city centres often describe Friday and Saturday nights as the most unpredictable. Fare disputes, alcohol-fuelled aggression and robberies are sadly not rare. For rural or suburban drivers, the risk shifts towards isolation; long, dark roads with no witnesses and limited signal.
Cash adds to the risk. Despite the rise in contactless payments, some passengers still prefer to pay with notes, especially for short fares and in rural areas where signal for card payments is poor. Cash handling can make drivers a target. Official guidance now advises drivers to carry minimal cash and, where possible, bank it mid-shift. That advice is sound, but for many small operators, cash remains part of daily business.
Barriers and partitions
Physical protection inside vehicles has been discussed for years. Traditional London taxis benefit from fixed partitions that separate the driver from passengers. Many PHVs do not. The difference matters. A solid screen can block a sudden assault, stop a grab from behind, and deter violence before it begins. It makes everyone in the vehicle more at ease.
installation, others have hesitated due to privacy concerns and the cost of managing data storage.
For drivers, this inconsistency means CCTV protection depends largely on whether the driver deems it necessary.
Technology and the human factor
Operators are increasingly adopting lone-worker technology. GPS tracking, silent alarms and in-app panic buttons now feature in many control systems. These tools can alert operators if a driver is in distress or has stopped unexpectedly. But they depend on real-time monitoring and quick response. For independent drivers, that layer of support may not exist.
Ultimately, technology can only do so much. Training in de-escalation, awareness and safer working practices remains a great skill to have in your armoury as a cabbie. Drivers need guidance on recognising risk, managing difficult passengers and knowing when to disengage. Yet access to consistent safety training across the trade is limited.
Are current protections enough?
CCTV: A deterrent still not widely used
The case for CCTV is worth discussing too. Evidence shows in-car recording can cut threats and reduce assaults. Both passengers and drivers behave more cautiously when they know they are being recorded. Yet, according to the latest government figures, only 8% of licensing authorities in England require CCTV in all taxis, and just 7% do the same for PHVs.
That small proportion leaves thousands of drivers without what is arguably the most effective deterrent available, although many cabbies wanting the security that CCTV has to offer can receive it via a non-mandatory licensing avenue. Some councils have encouraged voluntary
The tools exist, but are they applied evenly? Some drivers enjoy the protection of full partitions, cameras and operator support, while others work with little more than instinct and experience. The issue is not lack of knowledge but lack of universal standards and funds.
If the trade is serious about protecting its workforce, certain measures should no longer be optional. Cashless payment options should be supported across all platforms. And licensing authorities should treat driver safety as part of their core duty, not a policy preference.
For now, too many drivers continue to work in isolation, hoping that common sense and good fortune will see them through each shift.
RUNNING A TAXI FLEET: A DEEP DIVE INTO WHAT THE OPERATORS & THE DRIVERS WANT
ARTICLE BY DAVID SWEENEY HEAD OF TAXI BROKING AT THE TAXI INSURER
s important that operators find the right policy to match the volume and requirements of the vehicles which form part of their fleet.
Taxi insurance brokers also have access to a large panel of insurers who offer an experienced claims management service to guide operators through the process of making a claim.
The challenges of operating a taxi fleet
Running a taxi company can be very challenging. Taxi drivers often need to deal with a variety of driving conditions and different types of passengers. Owners of taxi fleets will be aware of these issues and have to resolve them as they arise.
Taxi vehicles in their fleet are accumulating miles every hour and are exposed to many risks. It's not only about insuring their taxi fleet – they also need to make sure that their drivers are medically fit and have the correct taxi badge.
From keeping an eye on inexperienced taxi drivers to maintaining multiple vehicles, taxi fleet operators have a lot to deal with.
Strengthening fleet and relationship management
Experienced taxi insurance brokers know that close collaboration with customers leads to more effective risk management and smoother operational performance. Their insurer partners will encourage regular engagement through quarterly meetings – three-way conversations between the customer, insurer and broker.
These meetings provide a valuable opportunity to review fleet performance, address any outstanding claims, and explore ways to support customers in promoting safe driving habits and strong fleet management practices. They also help to ensure that vehicle maintenance schedules align with
manufacturer recommendations, supporting longterm reliability and safety.
To build lasting partnerships, dedicated account handlers are always happy to meet face-to-face with fleet owners to understand their needs and develop strong, collaborative relationships.
ARTICLE BY DAVID SWEENEY HEAD OF TAXI BROKING AT THE TAXI INSURER
A JOURNEY BUILT AROUND DRIVERS
HOW CURB’S DRIVER-FIRST PHILOSOPHY BROUGHT VTS TO LONDON
At Curb, everything starts with drivers. From the way we design technology to how we deliver support, our goal behind VTS is simple: deliver a system for what cabbies really need.
Designed for Real London Shifts
London driving isn’t like anywhere else. Tight schedules, traffic, and unpredictable connections demand technology that keeps up. With the frequency of network outages rising, VTS includes Offline Protection, ensuring payments are processed even if the network drops.
Security is equally important. The system integrates a TfL-approved taxi CCTV, giving drivers and passengers extra protection. It’s fully compliant, simple to install, and designed to provide peace of mind without extra cost or complexity.
Drivers also benefit from an 8.7-inch tablet with clear displays, smart tipping, receipt printer, and seamless meter integration, ensuring every transaction is smooth and professional.
“It feels like this system was built for cab drivers,” added driver Stephen Jay. “Transactions are quicker, offline mode works perfectly, and I can focus on my passengers without worrying about tech issues.”
Helping Drivers Thrive
At Curb, drivers come first. VTS helps drivers save up to 26% on credit card processing fees compared to other providers, making every journey more rewarding.*
Beyond savings, it celebrates the dedication and professionalism of every cabbie. The system empowers drivers with greater control, confidence, and reliability on every shift – reflecting Curb’s deep
understanding of driver needs and how best to assist them. “I've saved over £700 in card processing fees in a year,” said driver Scott De Garis.
*Compared to competitor rates of 3.75% + 20p per transaction.
Support Where It Matters
Technology is only as good as the support behind it. Curb’s new Driver Hub in Bethnal Green gives cabbies direct access to support and guidance, while teams in West and North London are always nearby.
Backed by 65+ markets globally and used by over 45,000 cabs, VTS combines proven technology with local insight to keep London drivers moving efficiently, confidently, and with peace of mind.
Join the Driver-First Journey
New drivers signing up today can receive a £250 welcome bonus, one year of free meter, and £50 for each friend they refer. Offer valid for new drivers only and subject to change. Terms and conditions apply.
For more information, call 0333 666 1000 or visit gocurb.co.uk.
FROM WELBECK MOTORS TO UBER: THE LONG-RUNNING FIGHT OVER PLYING-FOR-HIRE
The right to ply for hire has shaped the identity of the London taxi trade for centuries. Yet for just as long it has been the subject of disputes, challenges and legal grey areas. From the minicab boom of the 1960s through to the arrival of ride-hailing apps in the 2010s, arguments over what plying-for-hire really means have never gone away.
Welbeck Motors and the minicab row
In the early 1960s a company called Welbeck Motors began operating minicabs in London. Their model was simple: cars could be hailed from the street, after which details were phoned through to a central dispatcher. This process blurred the line between taxis, which had the exclusive right to take passengers directly from the street, and private hire cars, which were meant to operate only through pre -bookings. The practice led to confrontations between black cab drivers and minicab operators, culminating in the 1962 Rose v Welbeck case. The courts sided with the taxi trade, and Parliament debated a Bill to legally define plying-for-hire. Despite majority support in the Commons, the Bill failed, leaving the concept undefined in law.
Licensing of minicabs after tragedy
For decades, minicabs continued to operate outside formal regulation. That changed after the disappearance of Suzy Lamplugh in 1986, thought to have been linked to an unlicensed minicab. Campaigns by the Lamplugh Trust pushed for licensing, and in 1998 the Private Hire Vehicles (London) Act introduced a system for licensing minicab operators, drivers and vehicles.
At the time, ministers stressed that licensing would not affect the fundamental distinction: only taxis could ply-for-hire, while private hire vehicles had to be pre-booked. Sir George Young, then transport secretary, assured Parliament that minicabs would never be allowed to compete directly with black cabs.
The rise of technology
In the early 2000s new technology again tested the boundaries. Apps such as Zingo and later Hailo gave passengers the ability to electronically hail black cabs, effectively modernising the traditional hand signal in the street. The taxi trade accepted this as part of its exclusive right.
The real disruption came when Uber was licensed in London in 2012. Unlike earlier platforms, Uber offered passengers near-instant bookings of PHVs, using the same smartphone interface as a taxi e-hail. This technology blurred the distinction between prebooking and plying-for-hire. Within a few years the number of PHV licences doubled, while taxi driver numbers fell sharply.
Courts and regulators divided
The courts have repeatedly struggled with the issue. In the 2019 Reading v Ali case judges were forced to ask the basic question: what is plying-for-hire? No clear answer emerged. Regulators have often called
it a grey area when concerns over appbased PHV bookings replicating the work of taxis emerge.
Reports over the years, from the Law Commission to the Department for Transport’s Task and Finish Group, have recommended a statutory definition. Yet no government has acted, leaving the same ambiguity that was debated in 1962.
An unresolved question
The disputes over Welbeck Motors and modern day apps may be separated by half a century, but the underlying issue is the same. Without a clear legal definition, the line between taxis and private hire continues to shift. For the taxi trade, this risks eroding the value of their unique selling point and the distinct role of the black cab.
F THE FORGOTTEN RURAL DRIVER: WHY TAXI SERVICES OUTSIDE CITIES ARE STRUGGLING –AND WHO IS SUFFERING MOST
or people living outside Britain’s big cities, finding a taxi can be a journey in itself. In many rural towns and villages, the onceubiquitous local cab is becoming an increasing rarity. Since the pandemic there have been concerns that the countryside taxi trade is at breaking point, hit by rising costs, an aging workforce, and dwindling driver numbers. The strain on these services is increasingly leaving vulnerable residents with few options to travel when public transport or a private car aren’t available. This growing gap in transport provision is prompting urgent questions about regulation, support, and the future of rural mobility.
Thin Margins and Mounting Costs
Operating a taxi in a sparsely populated area has always been a delicate balancing act. Drivers must cover large distances between fares, meaning more time and fuel spent for each paying passenger. With fuel and energy prices rising due to inflation or global conflicts during several recent periods, the cost of simply keeping the engine running has shot up. Fuel, maintenance, and insurance have created a challenging environment for the taxi driver. Insurance premiums have surged, and the result is thin profit margins even for long-established rural cab firms.
Unlike urban drivers who can count on a steady stream of short trips, rural taxi operators often find that one lengthy airport run or hospital trip can take up a good part of their day. Dead mileage (the distance travelled with no passenger) piles on, especially when drivers return from remote dropoffs. Every extra mile means more petrol and wear on the vehicle, further eating into earnings. According to 2024 national taxi survey data, the most rural regions see drivers racking up the highest annual mileage, with correspondingly higher maintenance bills. Many rural cabbies are effectively working harder and driving further for less reward.
A Shortage of New Drivers
The rural taxi sector is also contending with a manpower crisis. Fewer people are entering the trade, and a large share of existing drivers are nearing retirement age. Nationally, the taxi workforce was already greying even before the pandemic, and in the countryside, many drivers have been behind the wheel for decades. When these veterans hang up their keys, there often isn’t a queue of younger drivers eager to replace them.
Part of the challenge is that taxi driving no longer appeals to younger generations in the way it once did. The long, irregular hours and the costs of entry act as deterrents. The COVID-19 pandemic accelerated the exodus: as demand collapsed during lockdowns, thousands of drivers left the trade for other jobs and never
returned. The Licensed Private Hire Car Association (LPHCA) estimates that around 160,000 cab drivers left during the 2020–21 lockdown period. Even though travel has rebounded, many former drivers moved on to delivery work or retired early.
Official figures highlight the scale of the shortage. The Department for Transport recorded 14,000 fewer licensed taxi (hackney carriage) drivers in England in 2023 compared to 2019. One analysis put the driver shortfall as high as 40% in some areas. The immediate consequence has been longer waits and unmet calls. In one city (Hull), about 20% of people seeking a taxi have simply been told none was available, and some who did get through were quoted waits of up to four hours. National surveys echo that story: 72% of regular cab users say they have struggled to book a ride in recent times, with over a quarter of those stranded when trying to reach medical appointments. For drivers still on the road, a shortage of colleagues can mean more business on paper in the short-term, but an
unreliable service in the long-term is not going to retain customers. And for passengers, especially in rural districts, the concept of a taxi “on demand” is fast becoming a memory.
Lifelines Lost for Rural Communities
If a taxi is a luxury for some city dwellers, it remains a lifeline in rural areas without public transport. Rural Britain’s buses have been thinned out by years of cuts, and many villages have no daily bus at all.
Those without their own car, including many elderly or disabled residents, rely on taxis for essential trips like shopping, doctor’s visits or simply staying socially connected. “Taxis form an essential part of a multi-modal transport ecosystem,” the RMT union noted in a briefing, providing crucial services in “rural communities and for disabled passengers”.
In practice, that can mean a lone cab driver covering an entire patch of countryside, doing everything from school runs to hospital drop-offs.
When that last driver in the village calls it quits, the impact is profound. Charities warn that lack of transport can leave people effectively housebound. A survey by the WRVS found that one in ten people over 75 started going out less often due to cuts in local transport. Now, with rural taxi availability shrinking too, the risk of isolation grows.
In rural economies, taxis and private hire cars fill in the gaps where other transport is absent. Fewer drivers on the road means those gaps widen. It could be the isolated farm on the moors waiting hours for a pre-booked taxi that never comes, or a group of shift workers in a market town unable to get home at night. When the fabric of a reliable taxi service frays, the effects are felt most acutely by those with the fewest alternatives: older residents, people with disabilities, and low-income families without cars.
Councils, Red Tape and Patchwork Policies
The rural taxi trade is governed by a patchwork of local council policies. There are around 300 licensing authorities across the UK, each with its own rules on driver tests, vehicle standards, and fees. This variation can make or break the taxi supply in a given area. Some councils have been praised by the trade for keeping costs reasonable and requirements flexible. Others, however, have imposed what operators see as onerous hurdles. For instance, a would-be taxi driver in one region might need to pass a detailed geography test and pay hundreds of pounds in upfront costs, taking months to get a
licence. Yet a few miles away, a neighbouring authority might have fewer hoops to jump through. This uneven landscape leads to anomalies. In certain rural counties, relaxed standards have attracted an influx of out-of-area private hire drivers, usually to the annoyance of local cabbies who invested in meeting higher standards. Conversely, stricter rural authorities sometimes struggle to licence enough drivers to meet local demand. Licensing zones add another complication. Cornwall, for example, is set to merge its six taxi zones into one. The proposal has sparked fears that drivers would flock to the busiest towns, “leaving rural areas abandoned” and “vulnerable residents stranded”, according to the Newquay Taxi Forum. Their concern is that without local controls, taxis will chase profitable urban fares and sparse rural coverage will collapse.
Voices Calling for Change
Taxi and private hire associations are pushing for reforms. They highlight the need for a recruitment drive to bring new entrants into the profession, coupled with a modernisation of licensing. Some suggest that better alignment of standards across councils, without sacrificing safety, would stop prospective drivers from being put off by red tape. Modernising the job’s image is another challenge: persuading younger people that taxi driving can be flexible, community-focused work rather than an unstable grind. Some operators have started offering new drivers perks or help with vehicle costs to sweeten the deal.
For now, those on the ground continue doing what they can. In one northern village, a sole taxi driver keeps a handwritten log of his regular elderly clients to check in if he doesn’t hear from them in a while. In another county, a community minibus scheme run by volunteers tries to fill some gaps – yet it’s no substitute for a professional, on-call taxi service. The plight of the rural taxi trade may not grab national headlines often, but in many small communities its decline is keenly felt.
AUTONOMOUS RIDE-HAIL
GOVERNMENT SAYS SELF-DRIVING TAXI IMPACT ON LOCAL ECONOMIES WILL INITIALLY BE ‘SMALL IN SCALE’
The UK Government has confirmed that the initial impact of self-driving taxis on local economies will be limited, as small-scale pilot projects begin from spring 2026.
In response to a parliamentary question from Liberal Democrat MP Max Wilkinson, Transport Minister Simon Lightwood explained that the Department for Transport (DfT) expects early trials of automated passenger services to be modest in scope. These pilots, he said, will help gather crucial evidence before any wider rollout of autonomous transport across towns and cities.
Wilkinson, the party’s Home Affairs spokesperson, asked what assessment the Government had made on the potential impact of self-driving taxis on local economies. The question follows growing debate over how automation could reshape jobs, transport networks and high street businesses that depend on passenger traffic.
Lightwood said the DfT’s Automated Passenger Services permitting scheme, which was consulted on between July and September 2025, will govern the deployment of these new transport models. The scheme covers services that operate like buses, taxis and private hire vehicles, but without a driver.
He stated: “Pilot deployments under this scheme, which will be in place from Spring 2026, are anticipated to be in specific locations and small in scale. Over this initial period, the economic impact
is anticipated to be small. Pilot deployments will contribute to government’s understanding of the economic impact of these services, including their relationship with existing modes of transport.”
The response confirms that the Government intends to proceed cautiously, focusing first on data gathering rather than large-scale commercial deployment. Officials hope this approach will allow them to monitor effects on employment, competition, and local transport systems before autonomous fleets become a more visible presence on UK roads.
Uber and Wayve prepare for UK rollout
Among the companies preparing to enter the automated taxi market is Uber, which has been developing plans with British self-driving technology firm Wayve. Based in London and Cambridge, Wayve specialises in AI-driven autonomous systems that learn from experience rather than relying solely on premapped routes.
Uber and Wayve announced their collaboration to test autonomous vehicles on UK roads earlier this year. The partnership is designed to combine Uber’s extensive ridehailing network with Wayve’s advanced technology, paving the way for fully driverless ride-hailing in the future.
The two firms have already conducted on-road testing with safety drivers, collecting data from Uber’s fleet to train Wayve’s selflearning algorithms. These vehicles are capable of navigating complex urban environments, including pedestrians, cyclists, and varying road conditions, without needing detailed pre-programmed instructions.
Early focus on controlled pilots
Under the permitting framework, operators wishing to run automated passenger services will need approval to ensure safety, insurance, and operational oversight are in place. Trials will likely be limited to fixed routes or confined areas, such as urban centres, university campuses, or dedicated test zones.
The pilot projects are expected to include partnerships between technology companies, local councils, and mobility operators. They aim to test how self-driving vehicles interact with existing traffic conditions, licensing systems, and passenger expectations.
The DfT’s gradual approach mirrors its stance in other areas of transport innovation, where safety and data-driven regulation are prioritised over rapid expansion.
Wayve’s approach focuses on flexibility and scalability, key features that could allow Uber to roll out autonomous operations across multiple UK cities once regulations permit. Both companies have publicly stated that they intend to work closely with the DfT and local authorities to ensure compliance and public confidence.
For Uber, the partnership represents a strategic step towards long-term automation within its business model. The company has previously tested autonomous vehicles in the United States but has faced setbacks, including regulatory scrutiny and safety concerns.
Collaborating with a homegrown UK company offers both a technological advantage and a political opportunity to align with the UK’s industrial strategy around AI innovation.
Waymo eyes London AV service
Economic implications
Waymo, the autonomous vehicle division of Alphabet, has announced plans to launch its fully self-driving ride-hailing service in London in 2026. The company, already operating commercial driverless services in parts of the United States, will be making its first major European entry through the UK capital.
Waymo’s expansion will be supported by Moove, its fleet operations partner in the UK. The service will use the existing Waymo app and is expected to complement London’s extensive transport infrastructure, offering an additional mode of ondemand mobility.
The company says it intends to work in close collaboration with local leaders to align with London’s broader mobility and sustainability goals.
The emergence of both Uber–Wayve and Waymo’s operations highlights the UK’s growing role as a testbed for autonomous mobility. Yet the Government’s cautious stance indicates that full commercial integration remains several years away.
Analysts suggest that in the short term, the economic effect on local communities will be limited, consistent with Lightwood’s statement. Early deployments will involve small fleets, often under supervision, generating minimal disruption to existing taxi and private hire operators.
However, as technology matures and regulation evolves, automation could reshape local economies by changing employment patterns, consumer behaviour, and investment priorities. While some driving jobs could decline, new opportunities are expected to emerge in vehicle maintenance, data management, operations, and customer support.
TAKE ME GROUP CEO SAYS WAYMO’S LONDON ARRIVAL SUGGESTS LESSONS, NOT THREATS, FOR UK TAXI INDUSTRY
David Hunter, Chief Executive of the Take Me Group, has said the arrival of Waymo’s self-driving cars in London in 2026 should be seen as a chance for taxi operators to adapt and evolve, rather than a sign of decline for the traditional cab trade.
In a detailed commentary following his visit to San Francisco, Hunter shared insights from his direct experience of Waymo’s robotaxi service, which is currently the only fully operational driverless service running at scale in the city. He found that while the technology is sophisticated and safe, it
remains limited in reach and unlikely to replace licensed drivers in the foreseeable future.
Testing the future in San Francisco
Hunter’s visit took him to the heart of Silicon Valley, where Waymo operates between 400 and 500 vehicles within a controlled, geo-fenced area. The service does not yet serve every part of the city, with the airport notably outside its current coverage. Despite the impressive automation, Hunter described the experience “more about novelty than savings”.
According to his observations, a Waymo ride costs roughly the same as an Uber journey, and in some cases slightly more. This means passengers are not switching for price reasons, and the lack of driver interaction often leaves something missing from the overall experience. “After a few trips, the novelty fades,” Hunter noted. “You begin to miss the conversation, knowledge and humour that only a human driver provides.”
He also pointed out some quirks that would be problematic in a UK setting. The service occasionally dropped passengers on quiet residential streets rather than at specific addresses. While this worked in San Francisco’s grid layout, Hunter questioned how the system would manage London’s narrow lanes, one-way streets and unpredictable traffic patterns.
Learning from Flywheel’s approach
Flywheel to Autocab – offering customers choice while still relying on local operators.”
Waymo
’s position: part of
a wider transport ecosystem
Hunter was clear that Waymo’s growth is not currently threatening existing taxi drivers or operators. He noted that apps are beginning to show multiple options side by side, including taxis, private hire vehicles and autonomous cars, allowing customers to pick the service that suits them best.
While exploring San Francisco’s transport scene, Hunter also met executives from Flywheel, a long-established taxi firm that has managed to grow in a city dominated by technology giants. Flywheel operates through its own dispatch software and has forged a commercial relationship with Uber, accepting UberX bookings that are fulfilled by licensed taxi drivers.
According to Hunter, around half of Flywheel’s work now comes through the Uber platform, while still maintaining strong school and medical transport contracts. This model, he said, shows that traditional operators can thrive by embracing technology rather than resisting it.
“In the UK, Uber Local moved away from partnerships with established taxi firms,” Hunter said. “In contrast, in the US Uber seems happy to coexist across multiple platforms from Curb to
He said: “Apps increasingly present all these options side by side, showing how mobility is becoming a shared ecosystem rather than a fight to the death.”
The road ahead for the UK
Hunter believes that driverless technology will not change the UK industry overnight. He predicts a gradual 10 to 15-year rollout as operators, councils and regulators learn from early deployments. London’s pilot scheme, due to start in 2026, will likely mirror the smallscale approach already seen in California.
Waymo’s current US operation provides valuable context for what may come to the UK. The company is reportedly delivering around 250,000 paid rides each week across its operating cities, but these figures remain small compared to Uber’s 3 billion global trips per quarter. The US robotaxi market was valued at around $480 million in 2024, with projections of strong growth through to 2030.
Hunter adds: “The clever operators will adopt autonomous vehicles alongside human drivers, giving customers more choice – and keeping the human touch that passengers still value.”
BUSINESS NEWS
PATONS
INSURANCE PROMOTES
LONGSERVING COLLEAGUE TO MARKETING MANAGER NCHES CASHBACK INCENTIVE FOR
aimed at rewarding business travellers who use its app for work journeys. The initiative allows users with a Freenow business account to earn 5% cashback on each business fare, which can later be used towards private rides.
The scheme is designed to make corporate travel more rewarding without adding administrative work for employers. When a business trip is completed through the business profile on the app, 5% of the fare is automatically credited to the user’s account. The accumulated cashback appears under ‘Vouchers & Credits’ within the app and can be redeemed on personal trips until the end of the year.
Freenow says the programme provides an easy way for companies to enhance employee benefits without extra cost. For drivers, it could also encourage more consistent usage of the app during the working week, as professionals combine business and private travel within one platform.
Daniel Barthuly, Head of Business Travel at Freenow by Lyft, said: "We designed our Cashback program to be the ultimate win-win. Employees get a tangible, personal reward for a ride they're already taking for work and employers increase compliance with their travel program. For the end of the year we have increased the program to 5%.”
Patons Insurance has announced the promotion of long-serving colleague Ben Smith to the role of Marketing Manager.
Based at the firm’s Liverpool office, Ben steps up from his previous position as Marketing Team Leader, a role he has held since July 2023. His promotion follows a period of sustained growth for the taxi and motor trade insurance specialist, which has included a major rebrand and several national campaigns.
Liverpool-born Ben joined Patons in 2015 as a Marketing Assistant shortly after completing a degree in advertising design at the University of Salford. Over the past decade, he has become a familiar and respected figure across the company’s UK offices, playing a key role in shaping Patons’ modern identity and outreach.
During his time leading the marketing team, Ben helped to drive initiatives aimed at strengthening the company’s links with taxi drivers and operators across the country. One of his recent standout projects was the partnership with Rapaid, which introduced emergency bandages into taxis in Glasgow and Liverpool to provide immediate first-aid support in critical situations.
UBER LAUNCHES OPTIONAL IN-APP FEATURE TO IMPROVE EXPERIENCE FOR ASSISTANCE DOG USERS
Uber has introduced a new optional feature to improve journeys for riders across the UK who travel with assistance dogs.
The new function allows users to self-identify within the Uber app, automatically notifying drivers that the rider will be travelling with an assistance dog. The aim is to provide smoother, clearer communication from pickup to drop-off, while also offering additional support if any issues occur during the journey.
The development of the feature has taken two years, created in collaboration with assistance dog users and leading advocacy organisations. Users can activate the feature by navigating to their Account settings in the Uber app, selecting Accessibility, completing an eligibility form, and opting to have drivers informed when travelling with their assistance dog. The setting can be changed or disabled at any time.
Alongside this update, Uber has strengthened its reporting process for riders with assistance dogs. If a driver cancels a trip involving an assistance dog, the rider will receive an immediate in-app message asking what happened, allowing Uber’s support team to respond quickly. Drivers who attempt to cancel such trips will also be reminded via notification that it is unlawful to refuse transport to anyone because of an assistance dog.
Uber’s Assistance Dog Policy and Community Guidelines clearly prohibit any discrimination against riders with assistance dogs. Any driver who breaches this rule risks permanent removal from the platform.
Riders who prefer not to use the new selfidentification feature can continue to report any issues through the app or by phone, as usual.
Andrew Brem, General Manager, Uber UK said: “We’re hopeful this new feature will help create a smoother experience for people who travel with assistance dogs. We’re always looking for ways we can improve the Uber app and we’ve carefully considered feedback as we’ve developed this update.”
Eleanor Briggs, Head of Policy, Public Affairs and Campaigns, Guide Dogs UK said: “We welcome any initiative from Uber that could help reduce the possibility of assistance dog owners, including guide dog owners, experiencing access refusals, which are almost always illegal. Being refused a ride because you are accompanied by your guide dog is humiliating, frustrating and can leave you feeling vulnerable. This is an industry-wide issue and needs to stop.”
AUTOCAB AND ZTRIP PARTNERSHIP
SET TO POWER 3,600 US TAXIS ACROSS 20 STATES
UBER SET TO INTRODUCE MINIMUM RIDER RATING FILTER TO GIVE DRIVERS MORE CONTROL AT NIGHT
Uber is set to give drivers in the US more control over who they pick up through a new feature that allows them to set a minimum passenger rating.
The tool lets drivers choose the lowest rider score they are comfortable accepting, with the flexibility to switch it on or off depending on the time or circumstances.
For example, a driver could choose to enable the filter during late-night shifts when safety concerns are higher and relax it during daytime work. The move forms part of Uber’s broader focus on driver safety and choice. Combined with rider identity verification, the feature is intended to improve confidence and reduce risk during trips.
The update was announced by Uber CEO Dara Khosrowshahi as part of a wider package of changes launching from March 2026. The new system, called the “all-new Uber Pro”, will merge the company’s existing Uber Pro and Advantage Mode into one streamlined rewards programme.
LONDON NEWS
MAYOR OF LONDON OUTLINES
REASONS AGAINST REOPENING TRAFALGAR SQUARE BUS LANE ROUTE TO TAXIS
The Mayor of London has said that significant operational issues would arise if licensed taxis were once again permitted to enter Trafalgar Square coming from Piccadilly via Pall Mall East despite the reduction of licensed black cabs. The comments came in response to a written question from Reform UK Assembly Member Alex Wilson as part of the Mayor’s Question Time session on 9 October. Wilson asked for details of the “significant operational concerns” identified in an earlier TfL review, particularly in light of the taxi fleet now standing at a historic low of around 14,000 vehicles.
In a written reply dated 14 October, the Mayor explained that Trafalgar Square operates as a fivearm signalised roundabout with limited traffic capacity. The layout and the large number of pedestrian crossings mean green light phases must be kept short to maintain movement around the junction.
According to the Mayor, allowing taxis to enter from Piccadilly would disrupt this balance. The additional flow from Pall Mall East would risk overloading the northern section by Nelson’s Column, where space
is already constrained. There was a warning that such a change would lead to longer red light times for both taxis and buses, causing additional delays for passengers compared to the current setup.
The Mayor of London, Sir Sadiq Khan, said:
“Trafalgar Square is a five-arm signalised roundabout with a low design capacity for traffic. This is due to its physical layout and the frequent pedestrian crossing opportunities required to accommodate the high volume of pedestrians here.
“To help maintain traffic flow through the roundabout, green signal phases for vehicles entering from Piccadilly via Pall Mall (east) are carefully timed in short intervals. This is to avoid overwhelming the section of road on the northern side of the roundabout by Nelson’s Column. While taxi licensing figures have reduced, taxi traffic through this area remains high as it is a popular destination and thoroughfare.
“Opening Cockspur Street would overwhelm this capacity and require taxis and buses to be held at red lights for longer – resulting in additional delays to their passengers compared to the current arrangement.”
BLACK CAB DISRUPTION: LONG-TERM PADDINGTON STATION TAXI RANK CHANGES BEGIN
The Licensed Taxi Drivers’ Association (LTDA) were first to confirm that major changes to the taxi rank at Paddington Station have begun as part of long term building works expected to last around three years.
The current taxi rank on Bishop’s Bridge Road will move to the central lane while the existing lane closes for construction. The first stage of the project includes removing the central island and relocating the rank monitor.
Once complete, the rank is expected to operate much as it does now, with Bishop’s Bridge Road reduced to a single traffic lane alongside the rank instead of two.
According to the LTDA, the initial works are set to last two to three weeks and are likely to cause some disruption for both drivers and passengers. Access to the station may need to be made via a right-hand turn from Bishop’s Bridge Road during this phase. Marshals will be on-site to help manage
LONDON TAXI DRIVER N
WORRYING LOW AS SIXT DRIVERS LEAVE THE TRADE IN ONE WEEK
Cabvision has raised concerns following the latest Transport for London (TfL) licensing figures showing a sharp fall in the number of licensed taxi drivers. The data for the week ending 19 October 2025 revealed 16,290 active taxi driver licences, down 68 on the previous week, with no new licences issued.
In a series of online exchanges, Cabvision described the figures reduction is being driven by retirements and the natural end of vehicle lifespans rather than short term administrative issues. The firm pointed to drivers leaving the trade as their cabs reach the end of their working life, with few replacements entering the system.
about weekly drops but about where the decline will eventually stabilise. The firm suggested that numbers could reach levels similar to those seen during the pandemic.
Cabvision added that while measures such as digital registration and the SERU (Safety, Equality
joint operation between Milton Keynes City Council and Thames Valley Police has uncovered multiple taxi and private hire vehicle issues, with 14 vehicles found in violation of road traffic and licensing regulations.
A FOURTEEN VEHICLES FALL FOUL OF TAXI AND PRIVATE HIRE REGULATIONS DURING MILTON KEYNES ROADSIDE OPERATION
negotiable. We’re committed to ensuring that all taxi services operating in Milton Keynes meet the required standards to protect passengers and other road users. I’d like to thank our enforcement
Last month officers stopped and inspected 36 hackney carriage and private hire vehicles originally licensed in Milton Keynes, Buckinghamshire, Wolverhampton, Luton, Central Bedfordshire and London.
The checks revealed a range of offences including bald tyres, missing roof signs, door markings and driver badges, as well as vehicles operating without licence plates or with expired licences. Some vehicles were also found with visible bodywork damage.
Fixed Penalty Notices and Suspension Notices were issued to non-compliant drivers. Each was advised on the steps needed to bring their vehicles and documentation back into compliance.
The council said the operation formed part of its wider effort to improve passenger confidence by ensuring all licensed vehicles operating within the city are safe and properly maintained. Further joint investigations with police are scheduled to take place later this year.
Cllr Mick Legg, Cabinet Member for Regulatory Services, said: “This operation sends a clear message that safety and compliance are non-
team and Thames Valley Police for their continued partnership and dedication.”
A Thames Valley Police spokesperson said:
“Working in partnership with MK City Council, Thames Valley Police conducted a day of action targeting taxis and private hire vehicles that were in breach of road traffic and licensing laws.
“The public should rightly expect vehicles used for hire to be in a road legal condition and that those operating the vehicles comply with relevant licensing laws.
“We are committed to working with our partners to ensure that vehicles are safe and a number of fixed penalty notices were issued during the operation.”
TEST VALLEY COUNCIL APPROVES AMENDMENT TO RESTRICTED TAXI DRIVER LICENCE POLICY
Test Valley Borough Council has approved an amendment to its taxi licensing policy allowing restricted private hire driver licences to be used for a wider range of social care transport services.
The decision means that drivers providing prearranged journeys for social care organisations, such as those supporting elderly or vulnerable passengers, can now operate under the restricted licence previously limited to school and social services transport contracts.
Under the current system, drivers holding a restricted private hire licence are exempt from sitting the local area knowledge test but must still complete a criminal record check, medical assessment and safeguarding training.
The change follows a request from the operator Driving Miss Daisy, which offers companion-based transport for people requiring assistance. The company’s Romsey franchise said recruitment had been difficult due to the knowledge test requirement and asked that drivers working solely on social care transport be exempt.
OLDHAM COUNCIL EASES TAXI TESTING PRESSURES WITH NEW DVSA CENTRE OPTION
Oldham Council has introduced a major change to its vehicle testing system to improve efficiency and reduce waiting times for local taxi and private hire drivers.
From this month, drivers are now able to complete their mid-year vehicle tests at any DVSA-approved test centre rather than being limited to the council’s own facility. The move follows discussions with the trade and aims to relieve the strain on the council’s testing capacity.
The number of licensed drivers registered with Oldham Council has increased significantly, creating high demand for test appointments. Officials expect the change to free up around 2,000 test slots a year, allowing quicker
processing for new licences, renewals and re-tests.
All first-time vehicle inspections will continue to take place at the council’s testing site to maintain safety and compliance standards.
Cllr Elaine Taylor, Cabinet Member for Housing and Licensing, said: “We’ve seen a significant rise in the number of licensed vehicles across Oldham, and we know how vital it is for drivers to stay on the road and earning.
“These changes will make a real difference by freeing up testing capacity, cutting waiting times, and ensuring vehicles remain safe and roadworthy. It’s about being practical, responsive, and forward-thinking.”
LOOPHOLE CLOSED:
GMB WELCOMES ST ALBA
UPHOLD HACKNEY CARRIAGE KNOWLEDGE TEST FOR DUAL TAXI BADGE APPLICANTS
Twelcomed a move by St Albans District Council’s Licensing and Regulatory Committee to require all new dual taxi badge applicants from the private hire trade to complete the full Hackney Carriage knowledge test.
The decision closes a loophole that could have allowed drivers without sufficient topographical knowledge to qualify for a dual badge, which enables them to operate as both Hackney Carriage and private hire drivers.
Albans is a core issue.
“This decision by the Licensing Committee shows that when the trade stands united, we can successfully lobby for fair and effective policy.
Representatives from GMB addressed the committee, highlighting members’ concerns around maintaining professional driving standards and ensuring passenger safety.
Following the discussion, the committee agreed that any private hire driver wishing to obtain a dual badge will now be treated as a new dual badge applicant and must sit the Hackney Carriage knowledge test before qualifying.
The decision aims to create consistency in licensing requirements across the district and maintain the expected standards of service and local route knowledge among Hackney Carriage drivers.
Raja Naveed Ahmed, St Albans Hackney Driver Representative, said: “Protecting the hard-won
“We are pleased the council listened to the GMB and our members, choosing to uphold integrity rather than devalue the licence our professional drivers have worked so hard to obtain.”
Steve Garelick, GMB Regional Organiser, said: “This is a victory for professionalism and public safety.
“We were clear: the proposal to bypass the full knowledge test was a fundamental threat to the integrity of the Hackney Carriage trade.
“Waiving that standard would have not only lowered the bar for the entire trade but was unfair to our existing Hackney Carriage members who passed the most demanding test.”
LICENSING OFFICERS JOIN CHESHIRE TYRE SAFETY MONTH OPERATION WITH ALL VEHICLES PASSING CHECKS
City of Wolverhampton Council’s Licensing Compliance team joined a multi-agency operation in Cheshire as part of this year’s Tyre Safety Month campaign.
The team worked alongside Cheshire Police, Cheshire Fire and Rescue Service, and Cheshire West Council Licensing to promote safer roads through proper tyre maintenance and inspection.
The joint operation focused on raising awareness of tyre safety standards and ensuring vehicles met the legal requirements for tread depth, pressure, and overall condition. Officers inspected vehicles onsite, offering advice to drivers and reminding them of the importance of regular checks.
A City of Wolverhampton Council Public Protection spokesperson said: “As part of Tyre Safety Month, we joined Cheshire Police, Cheshire Fire Services and Cheshire West Council Licensing to promote safer roads. Safe tyres equal safe roads. We’re pleased to confirm all Wolverhampton vehicles passed their tyre checks.”
Tyre Safety Month, organised each October, aims to highlight the risks of driving with worn or damaged tyres. Campaigners stress that maintaining correct tyre pressure and tread depth is crucial to prevent accidents, improve fuel efficiency, and extend tyre lifespan.
TELFORD COUNCIL AUTHORISE RECIPROCAL WOLVERHAMPTON TAXI AND PHV LICENSING ENFORCEMENT POWERS
Telford & Wrekin’s Regulatory Licensing Committee have officially returned the favour to approve reciprocal enforcement powers for Wolverhampton City Council officers.
A report recommended granting Wolverhampton compliance officers authority under Sections 68 and 73 of the 1976 Act to inspect vehicles and deal with obstruction offences within Telford & Wrekin.
The move mirrors authorisations Wolverhampton have already issued to Telford’s Licensing and Night-Time Economy officers under Section 101 of the 1972 Act. Officials say this ties in with Department for Transport best practice on crossborder compliance.
Telford officers regularly run roadside checks. The delegated powers allow them to stop and, if necessary, suspend Wolverhampton vehicles found to be unsafe, with follow taken by Wolverhampton. In return, Wolverhampton officers are authorised to enforce against Telford-licensed hackney carriage and private hire vehicles operating in the city. Letters of authorisation were issued and policies shared between the authorities. Either council can revoke authorisations in writing.
The report set out the scale of cross-border activity. Wolverhampton lists 343 private hire drivers and 237 vehicle proprietors with Telford addresses. Telford has 405 private hire drivers and 275 proprietors on its own books.
ENFORCEMENT NEWS
BRADFORD TAXI AND PRIVATE HIRE VEHICLE COMPLIANCE CHECKS SEE SEVEN VEHICLES SUSPENDED
Local policing teams and Bradford Council Taxi Enforcement Team have carried out a series of taxi compliance checks across the district to maintain high safety standards.
During the operation, 12 vehicles were inspected by officers, with seven suspended from service due to non-compliance issues. One driver was also referred for further review regarding licence suitability.
The joint initiative between West Yorkshire Police’s Neighbourhood Policing Team and the council’s enforcement officers aims to ensure that all licensed taxi services in Bradford continue to meet the necessary standards for public safety.
A West Yorkshire Police spokesperson said the targeted checks form part of ongoing work to uphold confidence in the city’s licensed taxi trade and to make sure vehicles and drivers meet legal and safety obligations.
Passengers were also reminded to check that vehicles are clean and wellmaintained, that drivers wear their taxi licence ID, and that they act professionally and drive safely.
Members of the public are encouraged to report any safety or compliance concerns directly to Bradford Council’s Taxi Enforcement Team through the council’s website, using the vehicle registration or taxi plate number where possible.
ALDERSHOT MAN TO BE SENTENCED AFTER THREATENING TAXI DRIVER WITH KNIFE OVER £8 FARE
old man from Aldershot is due to be sentenced after admitting to threatening a taxi driver with a knife following a dispute
Craig Mahon refused to pay the fare after being dropped off in Aldershot on 18 October. He then threatened the driver with a knife before leaving the scene. The driver was not injured during the incident.
Police launched an investigation shortly after the report was made, leading to Mahon’s arrest. He was later charged with threatening a person with a blade or sharply pointed article in a public place, and making off without payment.
Mahon appeared before Basingstoke Magistrates’ Court on 20 October, where
he pleaded guilty to both offences. He has been remanded in custody and will be sentenced at Winchester Crown Court on 21 November.
A Hampshire Police spokesperson confirmed that the investigation was swiftly carried out to ensure the safety of taxi drivers and the public following the incident. Taxi driver safety continues to be a concern across the country, with drivers often facing risks from passengers who refuse to pay or act aggressively. Licensing authorities and trade bodies regularly encourage drivers to report all threats and assaults to ensure incidents are fully investigated and that appropriate action is taken against offenders.
TAKING FARE TO GATWICK AIRPORT
A
Reading private hire driver has been disqualified from driving for four months and ordered to pay more than £2,000 after being caught illegally plying for hire in the town centre.
Mr Ram Sah appeared at Reading Magistrates' Court on 20 October 2025 following an incident earlier this year when he unlawfully offered his services to undercover licensing officers.
On 14 February 2025, Sah approached two Reading Council licensing officers outside the Pentahotel on Oxford Road and offered to take them to Gatwick Airport for £100. The journey was not pre-booked, meaning the vehicle would not have been insured to carry passengers.
Private hire drivers are only permitted to accept pre -booked fares arranged through an operator. Picking up passengers without a booking breaches licensing law and invalidates insurance coverage. When the officers identified themselves, Sah drove off without warning while the vehicle door
remained open, narrowly missing one of the officers.
At court, Sah was found guilty of plying for hire and using a vehicle without insurance. Magistrates fined him £200, ordered him to pay £2,210 in costs, and imposed an £80 victim surcharge. His driving disqualification began immediately and will last four months.
A Reading Borough Council spokesperson said the case serves as a reminder that illegal taxi activity puts public safety at risk and will be pursued through the courts where necessary.
Cllr Ennis, Lead Councillor for Climate Strategy and Transport, said: “Thanks to Reading’s proactive Licensing team, another driver choosing to flout the rules and ultimately risk putting others in danger has been caught.
“Covert operations like this one will continue, pursuing illegal drivers to ensure standards of our licensed trade are kept high, and customers can have confidence they are having a safe, legal journey by a properly licensed and vetted driver.”
