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TAXIPOINT PREMIUM MOVES TO SUBSTACK FROM THE EDITOR
service needed improvement. The sign-in process was awkward, the paywall caused friction for readers and aggregators, and our strict news-only approach restricted what we could provide. The result was a platform that didn’t feel as open or as flexible as it should have been.
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Perry Richardson
CROSS-BORDER HIRING: OPERATORS WANT TO RETAIN FLEXIBILITY WITH BETTER ENFORCEMENT
Private hire operators responding to a recent licensing inquiry stress that cross-border hiring (drivers working outside the area of their licensing authority) should not be banned outright. Companies like Uber, Bolt and Veezu argue this flexibility is vital for passenger coverage, especially in areas or times with low local supply.
Veezu’s submission warns that prohibiting cross-border operations would “remove passenger services and increase safety risks by removing vital supply to communities”. Similarly, Bolt calls the ability for taxis and PHVs to operate across local boundaries a “practical necessity and essential part of transport networks” in the UK. They point out that many essential journeys – such as airport transfers, hospital trips or late-night rides – cross council lines, and rigid area-by-area restrictions could leave rural and off-peak customers without reliable service.
Operators cite data and operational realities to defend the practice. Bolt, for example, reported that out-of-area drivers accounted for only 3% of safety-related complaints in London in 2024, with a lower complaint rate per trip than London-licensed drivers (0.128 vs 4.894 per 10,000 rides). This is used to counter the perception that cross-border drivers undermine safety. The companies also note
that so-called “out of town” drivers are often local residents who obtained licences elsewhere purely due to faster or cheaper licensing processes – not to evade standards. In other words, a driver living in Greater Manchester might licence with a council like Wolverhampton to benefit from quick turnaround and lower fees, yet will still serve Manchester passengers. From the operators’ perspective, this kind of licence shopping reflects inconsistent licensing regimes, not driver misconduct, and should be addressed through standardisation rather than a ban.
While opposing an outright ban, operators acknowledge concerns around unchecked crossborder activity and “licence shopping”. They propose targeted reforms to improve oversight. A
common recommendation is to bolster enforcement powers and collaboration across jurisdictions. Addison Lee argues that enforcement officers should be empowered to stop and inspect any licensed vehicle or driver, regardless of which authority licensed them. Currently, council officers are often powerless to intervene against vehicles licensed elsewhere – a loophole that can let infractions slide. Operators support closing this gap by enabling joint operations and data sharing between councils. Bolt noted that it contacted 56 councils where it holds licences and found only 3 had ever conducted joint enforcement exercises with other authorities. The company suggests councils make better use of existing “joint enforcement” provisions, coordinating to check vehicles and drivers from each other’s areas. There is agreement that if councils actively share information (for instance via the national licensee database, NR3) and undertake enforcement together, problems associated with cross-border
operations (like non-compliant drivers feeling “untouchable” outside their home area) can be greatly mitigated.
Several operators endorse pragmatic limits or transparency measures short of a ban. Addison Lee proposes a cap on purely out-of-area journeys: for example, an operator might be allowed to have up to 20% of its bookings involve both pickup and drop-off outside its base licensing area. This kind of threshold, set in law or by policy, they say would curb extreme cases of operators working almost entirely remotely while still permitting cross-border flexibility for genuine customer demand. Addison Lee suggests requiring firms to report what percentage of trips they perform outside their home area, enabling authorities to monitor compliance. The intent is to prevent “excessive licence shopping” where an operator bases itself in a lightly regulated jurisdiction but does most of its work elsewhere. Not all operators go as far as
endorsing a numeric cap – Bolt, for instance, favours reinforcing standards rather than imposing quotas – but there is a shared sense that greater transparency in cross-border operations would help regulators keep companies accountable.
Importantly, operators caution that any reforms should avoid stranding passengers or creating inefficiencies. A recurring example is the scenario where a driver takes a customer across a boundary –say from a village in Authority A to a town in Authority B. If rules prevented that driver from picking up a return fare in B, they would drive back empty (“dead mileage”) and passengers in B might wait longer for a ride. Addison Lee notes that proposals like the “ABBA” rule (requiring all journeys to begin
and end in the licensing area) would “entail delays for passengers, unnecessary mileage, higher costs and environmental impacts”, with older people, wheelchair users and other vulnerable passengers left waiting longer in potentially unsafe conditions. Bolt similarly argues that “barring drivers from operating in areas outside of where they are licensed” would reduce flexibility and risk “increasing wait times and costs for passengers in areas which are not well served”, such as rural districts or late at night.
The consensus among the major operators’ submissions is that crossborder hiring itself is not inherently problematic if high standards are maintained – and indeed it improves coverage – but it needs to be accompanied by uniform standards and cooperative enforcement to address any safety or compliance gaps.
PUSH FOR NATIONAL LICENSING STANDARDS TO END PATCHWORK POLICIES
Nearly all operator submissions strongly support introducing national minimum standards for taxi and private hire licensing. The idea is to replace the current patchwork of 276 English licensing authorities’ rules with a consistent baseline on key issues like driver vetting, vehicle requirements, training and operating practices. Addison Lee’s evidence welcomes a “legal national framework” of standards, arguing it would ensure a “consistent baseline for licensing across all authorities” and “help eliminate licence shopping” by drivers seeking easier regulations. This call harks back to proposals from previous reviews – the 2018 Task and Finish Group and others – which recommended national standards in the interest of public safety and fairness. Operators now urge the Government to finally implement such measures via legislation.
undermines public confidence in the trade. Making these standards consistent and compulsory nationwide would reassure passengers that, no matter where they hail a ride, the driver has met the same fit-and-proper criteria and vehicle checks. It would also reassure drivers that competitors can’t undercut standards elsewhere.
Beyond safety vetting, operators highlight several areas where divergent local rules cause confusion or inefficiency. Vehicle signage is one example: some councils require prominent operator logos or specific decals on private hire cars, while others (like Wolverhampton) prohibit operator branding entirely. “If a passenger is familiar with their local PHV containing operator livery then they may become confused if a Wolverhampton-licensed vehicle without operator livery arrives,” Veezu
Safety and public confidence are major drivers behind the push for standardisation. Operators describe how, in practice, most councils already require similar core safeguards – for example, enhanced DBS criminal record checks, medical fitness tests, proof of insurance, and maintaining booking records. However, because these are only guidance and not mandated uniformly, there is a “perception that some areas are less safe or less accountable than others”. Bolt’s submission notes that while the actual safety standards are broadly aligned, the lack of formal national rules
notes, calling this inconsistency in presentation an issue (though not one that justifies banning crossborder work). Bolt adds that extra markings beyond a basic PHV identifier often “add complexity without improving safety outcomes”, especially as many drivers are affiliated with multiple apps. A unified approach to signage – e.g. a standard decal or colour scheme to distinguish private hire vehicles from taxis across the country –would enhance recognition and enforcement without burdening drivers with multiple sets of stickers.
Driver training and testing is another aspect ripe for standardisation. Today, requirements vary: one city may mandate a local geography Knowledge test and a separate safeguarding course, while a neighbouring district has no test at all or different modules. Operators and unions alike see merit in adopting universal training standards. Bolt’s evidence recommends standardised knowledge and safeguarding training, delivered in an “accessible format”, to ensure every new driver meets a common skill and awareness benchmark. Unite the Union echoes this, calling for “standardised training for all” drivers nationwide, including modules on passenger assistance (disability awareness) and preventing sexual violence. By levelling up training, authorities can reduce “licence tourism” whereby applicants gravitate to areas with easier exams. It would also improve service quality and safety uniformly – for instance, every driver would know how to safely assist a wheelchair user and handle vulnerable passenger situations as part of their licensing.
might address. Fees for obtaining a private hire licence currently range widely – one cited comparison was £139 in Wolverhampton vs £277 in Birmingham for a three-year driver licence. Processing times also differ; some councils have backlogs of several months while others turn applications around quickly. These inequities directly contribute to drivers “shopping” for an authority that is cheap and fast. Veezu proposes that alongside national standards, there should be an alignment of licensing fees and timeframes so that drivers aren’t financially incentivised to license in distant areas. A consistent fee structure (or at least a narrow band of charges) would remove the current advantage of certain councils that charge rockbottom rates and have invested in high-volume application systems. Bolt’s submission even references an FOI finding that one council (Wolverhampton) employed 113 staff in its licensing team, whereas another (Bury) had just one officer in 2023. Central support for under-resourced authorities, or shared services, could equalise efficiency and prevent the emergence of “magnet” licensing authorities. Operators argue that a fair, national pricing and service standard would reduce the motivation for drivers to game the system by getting licensed elsewhere. This in turn complements cross-border enforcement efforts, as fewer drivers would be operating far from the oversight of their licensing authority.
Licence costs and processes form a more contentious discrepancy that national standards
Notably, accessibility standards also feature in operators’ vision for national rules. Several firms call for every local authority to ensure an adequate supply of wheelchair-accessible vehicles (WAVs) and to require disability awareness training for drivers. At present, some cities (like London) have a
100% accessible taxi fleet by law, while many towns have few or no WAVs available. Addison Lee suggests it should be a national obligation that a “sufficient number of wheelchair-accessible vehicles are licensed in [each] area and that drivers receive appropriate disability awareness training Such a mandate would help standardise access for disabled passengers across the country, addressing the patchy availability they currently face. Operators also mention digital communication with passengers as a standard – ensuring that riders receive key information (vehicle details, driver ID, how to complain) before a journey, regardless of which app or firm they use. These points reflect an emphasis on passenger experience and safety being uniform everywhere.
In practice, implementing national standards doesn’t mean erasing all local control – and both operators and some regulators recognise that. The London experience is cited as a model of regional standardisation: Transport for London (TfL) sets one rulebook for all 33 London boroughs, which Addison Lee says has “proven to have many
urge the Government to move from voluntary guidance to formal requirements, thereby creating a level playing field for the industry.
PLYING FOR HIRE: CAL CLARITY FROM THE TRA BUT NOT THE OPERATORS
app-based booking that can occur almost instantaneously, taxi drivers have raised concerns that some PHV services effectively mimic plying for hire. The question of whether to introduce a statutory definition of plying for hire – something notably absent from current law – drew a stark contrast between operator submissions and those of taxi trade bodies.
The major private hire operators did not make a statutory definition of plying for hire a priority in their evidence. Their focus tended to be on practical licensing matters (cross-border rules, driver standards, technology, etc.) rather than on this legal definition. For instance, Addison Lee references the issue only briefly, noting that if a PHV driver is caught illegally plying for hire, the local authority where it happened should be able to take enforcement action against that driver even if licensed elsewhere. This implies operators support enforcing the existing ban on PHVs picking up unbooked fares. However,
they did not explicitly call for new legislation to define what constitutes plying for hire versus what counts as a booking. Bolt, Veezu and others were essentially silent on the matter in their written evidence. This suggests that from the operators perspective, current regulations – which require all their rides to be pre-arranged through an app or dispatcher – are clear enough, so long as they are enforced. They did not signal a pressing need to redefine the terminology in law.
By contrast, driver representatives and taxi associations strongly emphasise this issue. Groups like the United Cabbies Group (UCG) and others argue that the lack of a clear legal definition of plying for hire has allowed ambiguity and exploitation. The UCG’s submission explicitly urges the Government to “introduce a statutory definition of both plying for hire and pre [services] in order to maintain the two-tier system”. This call is about drawing a bright line that preserves the black cab trade’s exclusive right to instant hire. As UCG points out, proving a PHV is illegally plying (for example, by waiting on a street corner for rides hailed via an app) can be difficult under current case law and demands significant enforcement resources. A clear statutory definition could “remove ambiguity and clearly define the difference” between taxis and PHVs, making it easier for regulators to crackdown on any PHV effectively acting like a taxi. In London, taxi drivers have long felt that certain PHV operators into these undefined areas” of hailing that should be taxi-only. UCG and others argue that technology has “blurred the distinction” between the trades, so the law must catch up by explicitly accounting for app-based hailing and what constitutes an immediate hiring. They even suggest measures like geofencing could be used to prevent PHVs from congregating in busy areas waiting for rides, thereby enforcing the spirit of the two-tier system. It’s worth noting that while operators did not object to a definition, their relative silence indicates it’s not a battle they are choosing to fight in this forum. Many private hire companies likely
UBIQUITOUS THROWS WEIGHT BEHIND ‘CHOOSE
TAXI’ CAMPAIGN TO PROMOTE LONDON’S BLACK CABS
Ubiquitous, one of the UK’s biggest taxi advertising companies, has announced its support for London Taxi PR’s ‘Choose Taxi’ campaign, an initiative designed to put black cabs back at the forefront of the capital’s transport choices.
The campaign, launched by London Taxi PR’s PR and Comms Director Andy Scott, takes its inspiration from the iconic Katherine Hamnett ’Choose Life’ T-shirts, as worn by Wham back in the 80’s, and is backed by well-known figures including Rob Rinder, Tony Parsons, Nick Knowles and George Clarke. Crucially, most of the funding comes not from major corporations but directly from drivers and taxi businesses.
promoting the Knowledge for some time. We want to encourage more people to use London taxis and importantly, promote the safety factor of them.”
For Ubiquitous, the message aligns closely with its own values. Managing Director Jim Cohen said: “It’s been an absolute pleasure to support London Taxi PR with their ‘Choose Taxi’ campaign in London. I’m a child of the 80’s, so you know I love the attentiongrabbing reference to Wham’s iconic ‘Choose Life’ logo on the side!”
Cohen also set out why Ubiquitous sees taxis as unique, both as a cultural symbol and as an advertising format. “What do I think makes taxis so powerful as a media platform? It’s simple: they’re different. Most advertising sites in Out of Home are
surprise is precisely what makes it so effective.”
Members of the Ubiquitous team also contributed their own thoughts on the role of taxis. Group Head Louise Walsh, who has lived in London but is based in Manchester, said: “Taxis are part of our cities where we work, live and spend our leisure time. I love that taxis take us to places, connect us with others and are a trusted and safe space. There is always one nearby.”
For International Client Director Laura Mayordomo, the appeal is just as strong from abroad. “They are iconic, classy, and reliable. I couldn’t imagine the city without them, they are everywhere and part of the urban landscape. As a foreigner, they are one of the iconic symbols that first come to mind, when I think about London.”
Sales and Marketing Assistant Anita Oziegbe highlighted how the industry has adapted to modern times: “What I love about taxis is their
flexibility, in how they adapt to environmental, economic, and societal changes. As the social media space continues to grow, it’s iconic to see the black taxi still holding its place, evolving with the times and growing in creativity.”
Sales Consultant Micky Harris pointed to the Knowledge as the basis for public trust. “The taxi driver has to have achieve a high level of
IMAGE CREDIT: UBIQUITOUS
geographic understanding, the Knowledge, purely because passenger demand requires them to know every square mile of London. Therefore, by default they cover more ground than any other out of home medium.”
From an advertiser’s standpoint, Sales Director Steve Clark summed up the strength of the medium: “They are a premium format, utilised by some of the most prestigious brands around the world, and offer unparalleled reach in locations that are otherwise unattainable. In a market that is becoming understandably more digital, we remain wholly relevant and powerful as an offering.”
For Cohen, that mix of heritage, adaptability and visibility makes the black cab an enduring asset both to Londoners and to advertisers. “They’re not just eye-catching. They’re mobile, omnipresent, and always on the move. They cut through postcodes, reach streets that other media can’t
touch, and deliver brand messages directly into the heart of the city.”
He added: “In a world where attention is everything, taxi advertising doesn’t just follow the crowd. It takes your message directly to the people that matter.”
The collaboration between Ubiquitous and London Taxi PR shows how industry and drivers alike are working together to keep black cabs at the centre of the capital’s transport system while underlining their value as one of the most iconic moving symbols of London.
BIG TECH, MADE FOR CABBIES
THE NEW VTS –
TESTED, PROVEN, AND READY FOR LONDON
From traffic to tight schedules, London cab driving brings unique challenges that’s why VTS was built for drivers with offline protection so payments go through even if the network drops.
But don’t just take our word for it! VTS went through a London pilot under Transport for London’s (TfL) approval process, was tested by real cabbies who rated it “Excellent,” and earned full reliability sign-off.
Smarter Tech. Stronger Support.
The old VTS you know and love has been reengineered for today’s cab trade. No hassle, no stress. Bulletproof card payments with VTS’s Offline Mode keep transactions moving with or without connection.
Modern taxi driving is more than getting passengers from A to B it’s about peace of mind. That’s why our TfL-approved taxi CCTV system gives drivers extra protection, reassures passengers, and ensures compliance without complex installs or extra costs.
“Excellent system. Very quick and easy for the passenger to use,” said driver Scott De Garis.
And because great tech should come with great support, Curb has invested in a new driver hub in Bethnal Green on Three Colts Lane drivers in mind and easy to get to. Our teams in West and North London are also nearby, ready with advice, upgrades, or a helping hand whenever needed.
Proven Across the US the Pond!
Built on proven U.S. technology, fine UK, VTS is designed to make drivers Faster transactions and seamless offline capabilities are tailored to what cabbies actually need.
VTS is in use across the UK and 65+ markets worldwide, helping over 45,000 cabs navigate shifts without a hitch. Secure payments and integrated CCTV aren’t just tech on paper tested so London drivers can rely on them from the first fare.
A Warm Welcome
New drivers signing up now can get a £250 bonus, plus 1 year of free meter, and bring a mate to earn £50 for each referral.*
With years of experience working with drivers, Curb knows what matters on the road. VTS is practical, easy to use, and keeps you moving offline, online, always on.
*Offer valid for new drivers only and subject to change. Terms and conditions apply.
For more information about Curb VTS, call 0333 666 1000 or visit bit.ly/gocurbukvts.
CRIMINAL RUNNERS: HOW TAXI DRIVERS DEAL WITH BILKING AND WHY IT REMAINS A PROBLEM FOR CABBIES ACROSS THE UK
Bilking continues to be a problem for licensed taxi drivers across the UK. It’s a term familiar across various industries and refers to customers who intentionally avoid paying for goods or services. In the taxi trade, this means passengers leaving the vehicle without settling the fare.
While most passengers pay as expected, a small number choose to make off without payment. For taxi drivers, this results not just in financial loss, but wasted time and fuel, and can also raise personal safety concerns.
Drivers affected by fare dodging are not only left out of pocket for the trip, but also miss out on legitimate
work opportunities during the time spent on the unpaid journey. The risk of being bilked can also deter drivers from accepting certain jobs or operating in particular areas.
In many cases, bilking involves passengers who never intended to pay the fare in the first place. In some instances, individuals may run off as soon as the vehicle stops. Others may use tactics like claiming they will get money from a cash machine or saying a friend will pay on arrival. In more organised cases, someone else might book the taxi with no intention of covering the cost.
Is fare evasion a criminal offence?
Whether bilking is treated as a criminal matter depends on the actions and intentions of the passenger. PC Patrick Quinton, a police officer who focuses on taxi and private hire enforcement in Bristol and South Gloucestershire, explains that the law requires dishonesty and intent to avoid payment for it to be treated as a criminal offence.
Three main legal provisions can apply in bilking incidents:
Theft Act 1978, Section 3: This applies when someone knowingly avoids paying for a service that requires immediate payment, such as a taxi fare.
Fraud Act 2006, Section 2: Covers false representations, such as telling the driver they will withdraw cash or someone else will pay, when they never intend to do so.
Fraud Act 2006, Section 11: Relates to obtaining services for themselves or others through dishonest means, with the intention that payment will not be made in full or at all.
However, not all situations will lead to police action. Confusion over who is paying, a misunderstanding, or complaints about service quality are not necessarily criminal. The key issue is whether there is clear dishonesty and intent to avoid payment. Without those, it’s not a criminal offence.
Reporting incidents
Drivers are encouraged to report ALL incidents of bilking. If the incident is ongoing or the driver feels threatened, they should dial 999 immediately. For less urgent situations, drivers can contact the police through 101 or online reporting systems.
Reporting helps highlight repeat offenders and track patterns of criminal behaviour. Even if the police cannot pursue the case, data on bilking incidents can support broader enforcement and policy decisions.
Police response
When a report is received, the police will assess whether a crime has occurred. If no offence is found, they may provide the passenger’s details to the driver so a civil claim can be made.
Where there is evidence of dishonesty and the suspect is identified, several outcomes are possible. If the individual admits the offence and has no prior history, they may be issued a Conditional Caution, which still forms part of a criminal record. They may also be required to repay the fare.
If the matter proceeds to court, and the person is found guilty, they may be fined or even face prison time. In a Magistrates’ Court, the maximum sentence is six months. At Crown Court, this can increase to up to two years.
What steps are being taken?
Some local authorities have in the past advised drivers to request payment in advance when a peak number of bilking reports are presented and particularly in areas where bilking is more common. North East Lincolnshire Council recently took this approach, encouraging drivers to collect fares before starting the journey as just one example.
While taxi drivers are legally allowed to do this, it must be done within the bounds of licensing rules. Meters must still be used and any overpayment
should be refunded. This approach may help reduce the number of non-payment cases, especially during night shifts or in areas with known problems.
There are also discussions within the industry about creating a “no ride list” similar to the aviation industry’s “no fly list”. This would involve recording the details of known fare evaders and sharing that information within the trade to prevent repeat offences.
In many cities, drivers use informal channels like WhatsApp groups and local forums to alert others about recent bilking incidents. While these are not official systems, they do help drivers remain aware and vigilant.
Reducing the risks
Drivers are advised to take steps to reduce the likelihood of bilking. Where possible, they should offer card payments and request a surety for the fare, such as a mobile phone or form of ID. If an issue arises, recording the incident using a phone or
dashcam can be helpful, particularly if it captures the passenger confirming the amount owed.
It’s also important that drivers prioritise their own safety. Confronting or chasing a fare dodger could lead to more serious outcomes. While a citizen’s arrest is allowed under certain conditions, it can carry risks for the driver and may not be appropriate for low-value losses.
Clear communication with passengers, good recordkeeping and knowing how to report incidents all play a role in limiting the damage caused by bilking.
Although it remains a frustrating part of the job, bilking incidents are relatively rare. Most passengers pay without issue, and enforcement teams, councils and trade organisations are working to ensure drivers have the tools they need to manage and report fare evasion when it does occur.i
COULD REEVES’ ‘TAXI TAX’ RESHAPE THE FUTURE OF UK TAXI AND PHV?
Why taxis are not affected
Taxi drivers are typically self-employed, operating under regulated fares set by local licensing authorities. Because many drivers fall under the VAT registration threshold, and because regulated tariffs do not allow surcharges, they cannot simply add VAT onto fares. Even when a driver’s turnover passes the threshold, the capped nature of fares limits their ability to pass on VAT to passengers.
Private hire operators work differently. They dispatch bookings for large numbers of licensed drivers, often generating turnover well above the threshold. Where an operator contracts as the principal provider of the service, it is liable for VAT on the full fare. In London, legislation already requires operators to act in this way. Outside London, rulings have allowed some flexibility, but the Government now looks ready to tighten the rules nationwide.
This distinction means the “taxi tax” will apply only to private hire journeys arranged through an operator, leaving Hackney carriages and black cabs exempt, unless of course they individually go over the £90,000 threshold as is already in place.
Who will cover the cost?
The biggest question is how the cost of VAT will be absorbed. The most direct option is passing it on to passengers, increasing fares by 20%. That would protect both operators and drivers, but it risks pushing demand away from private hire.
Some operators, especially those with deep financial backing, may choose to absorb part of the VAT to keep fares attractive. For smaller firms, this may not be sustainable. A further possibility is raising commission levels or reducing incentive payments to drivers, effectively forcing drivers to cover part of the cost.
A mixed approach is also likely, with passengers paying higher fares, operators accepting thinner
margins, and drivers facing steeper commissions. Whichever way the burden falls, it represents an increase in costs across the sector.
A potential boost for taxis
If private hire fares rise sharply, taxis could become more competitive. For years, app-based platforms have undercut Hackney carriages on price, but VAT may shift the balance. For short journeys especially, the cost difference could swing in favour of the taxi.
This could give the taxi trade an opportunity to win back passengers and drivers. To maximise that chance, clear communication is needed. The phrase “taxi tax” risks confusing the public into thinking that all taxi services are affected. Unless taxi representatives make it clear that Hackney carriages are exempt, the opportunity could be lost.
Will demand for taxi licences rise?
If private hire journeys decline in popularity due to higher fares, local taxi services may see increased demand. In cities where taxi plate values have fallen in recent years, a shift back towards Hackney carriages could lift the market.
That in turn might encourage some private hire drivers to retrain. Becoming a taxi driver often involves higher standards, such as local knowledge tests or vehicle requirements, but the attraction of regulated fares and exemption from VAT could make it worthwhile. In London, that would mean tackling the Knowledge of London, while in other cities the process varies.
However, barriers remain. The cost of licensing, the time needed to qualify, and caps on taxi numbers in some councils could limit the speed of any transition. If passenger demand
for taxis grows significantly, licensing authorities may face pressure to issue more plates.
An uncertain future
The introduction of VAT on private hire fares is designed to raise revenue, but its impact may go beyond Treasury figures. It could push fares up, squeeze PHV driver incomes, and change the way passengers choose between private hire and taxis.
For taxis, the change could offer a rare opportunity to compete more strongly on price. Whether the trade can take advantage may depend on how well it communicates the fact that Hackney carriages are unaffected. For private hire, the challenge is how to share the burden of VAT between passengers, drivers, and operators without losing ground.
I MAKING TAX DIGITAL: HMRC RUNS THROUGH WHAT TAXI DRIVERS NEED TO KNOW AHEAD OF NEW ACCOUNTING RULES
ARTICLE BY CRAIG OGILVIE
f you're a self-employed worker in transportation – whether you're running a logistics business, courier service, or otherwise – Making Tax Digital (MTD) for Income Tax is a major change to how you keep track of your business income and expenses throughout the year. It's the biggest transformation since Self Assessment launched in 1997 and I believe this change will make your life easier.
What's changing
From April 2026, if your turnover is above £50,000 from self-employment and property income combined, you'll need to use MTD-compatible software to keep digital records for sending HMRC quarterly updates and your tax return. Those with turnover above £30,000 will follow from April 2027 and with turnover above £20,000, in April 2028.
Quarterly updates aren't tax returns – they're simple, unadjusted summaries of income and expenditure that your software generates automatically. Instead of cramming everything into January for the Self Assessment deadline, you're spreading the load across the year. If you make any errors in a quarterly update, don’t worry, you can make corrections in the next update.
You’ll still submit a traditional Self Assessment for the previous tax year during your first year on MTD, but after that, everything can be handled through your software.
IMAGE CREDIT: HMRC
DIRECTOR OF MAKING TAX DIGITAL AT HM REVENUE & CUSTOMS (HMRC)
The benefits
Real-time tax visibility: Your software will estimate your tax as you go, helping you plan and budget better.
Simplified record keeping: Some software allows you to photograph receipts, log income as it comes in, and track expenses on the go –no more shoeboxes full of receipts or neverending email searches.
Automation: Many of the software options categorise expenses, tally invoices, and flag potential errors, making it easier to get your tax right the first time.
For those in transportation, it could mean better tracking of fuel costs, vehicle maintenance, and other business expenses throughout the year.
Getting ready now
The best way to prepare is to sign up for our voluntary testing programme. This gives you access to our dedicated MTD Customer Support Team and lets you familiarise yourself with the process before it becomes mandatory. If you use an agent, they can sign you up. It's fantastic that so far, more than 1,300 taxpayers have submitted their first quarter update as part of the testing phase.
Start by looking at your current recordkeeping methods. If you're already using spreadsheets or basic accounting software, bridging software may be available that can connect these to MTD requirements.
Why this matters
Many scramble in January to meet the Self Assessment deadline, often spending hours hunting for receipts or lost paperwork for the previous tax year. MTD for Income Tax will reduce this stress and extends what two million businesses already do successfully for VAT. A total of 69% of businesses surveyed experienced at least one benefit from MTD for VAT, and 67% said it reduced the potential for mistakes in their record keeping.
Software options
There are both free and paid software options available. You can choose from our list of recognised providers, or use a combination of different software. The key is finding what works for you.
Looking ahead
I've seen how MTD has helped VAT businesses become more efficient and accurate. Early feedback from our Income Tax testers has been positive, with many finding the system easy to use once they’re familiar with it.
We are committed to supporting you through this transition. Explore your software options, consider joining the testing programme, and don’t hesitate to ask for help.
BUSINESS NEWS UBER EYES RETURN TO SOUTHEND AS APPLICATION CONFIRMED BY COUNCIL LEADER
LEVC has confirmed an extension of its partnership with TVS Supply Chain Solutions, strengthening its aftersales support for the TX electric taxi fleet operating across
The agreement enhances the supply and logistics of spare parts used by official LEVC retail partners. The renewed deal aims to cut downtime for drivers and improve efficiency across the TX taxi support network.
TVS will continue to handle global inbound logistics of spare parts, outbound distribution to LEVC retail partners, operation of the online ordering platform and overall parts stock management. The focus remains on ensuring parts availability for the growing TX fleet, which now makes up the majority of London’s licensed taxi vehicles.
Chris Allen, Managing Director of LEVC UK, said the move reflects the company’s long-term commitment to supporting taxi drivers. He added that the deal with TVS will help ensure the TX fleet remains on the road and fully operational across major UK cities.
TVS, one of India’s largest supply chain providers, supports over 91 Fortune Global 500 firms and operates in 26 countries. The company’s managing director, Grant Jones, said the partnership plays a key role in supporting the reliability and sustainability of the black cab fleet.
Uber are looking to operate once again in Southend, after it was confirmed the firm has submitted a formal application to Southendon-Sea City Council.
The confirmation came during a full council meeting, with council leader Daniel Cowan stating: “Uber has applied to operate in Southend.” The move marks a potential return for the ride-hailing giant, which has been absent from the city since its services were effectively halted in 2018 due to concerns around safety and regulatory standards.
The Uber platform allows users to book private hire journeys through a mobile app, providing estimated fares and real-time vehicle tracking. While widely used in cities across the UK, the company’s return to Southend is already drawing attention from local taxi drivers and trade representatives who have historically opposed its presence.
FREENOW LAUNCHES SAFETY DRIVE AS RESEARCH HIGHLIGHTS RISING FEARS OVER NIGHTLIFE TRAVEL
New research from taxi app Freenow has found that 73% of people across the UK feel unsafe in their town or city at night, with concerns about harassment and vulnerability increasingly shaping how people use transport.
The survey revealed that unwanted physical attention from strangers is reported on average more than once a month. Nearly half of women said they had felt uncomfortable in the past six months due to someone walking closely behind them.
Fears over safety are directly influencing behaviour, with almost three quarters of respondents saying the availability of safe transport affects whether they stay out later or leave early. More than half admitted cutting short a night out to avoid travelling home in the dark.
Among young people, 86% said they felt nervous
had delayed leaving in order to avoid walking alone. Ethnicity and sexual orientation also shaped experiences, with over half of respondents saying these factors impacted how safe they felt. Two thirds of those from mixed or multiple ethnic backgrounds said safety had worsened in the last year.
In response, Freenow has partnered with Stop Hate UK to train drivers on how to spot and respond to discrimination and passenger safety concerns. The collaboration also introduces a new “round-up” feature through Little Door & Co, a London-based hospitality group, allowing customers to round up fares or bar tabs in support of Stop Hate UK.
The research also highlighted the role of transport choice. Nearly half of respondents considered black cabs safer than other options, with one in
live journey tracking and sharing driver details were also cited as important by passengers. Freenow and its partners aim to strengthen confidence in late-night travel by combining driver training, awareness campaigns and practical tools. The initiative seeks to support both passengers and hospitality staff while encouraging people to stay out longer and contribute to the nighttime economy.
Danny O’Gorman, UKI General Manager at Freenow, said: “Our research reveals just how widespread the issue of public safety is. We want to make it easier for everyone to get out and enjoy what their city has to offer, knowing they can get home safely. That’s why we’re proud to partner with Stop Hate UK and venues like Little Door and Co to create a more inclusive, supportive nightlife culture.”
Rose Simkins, Chief Executive of Stop Hate UK, said: “Everyone deserves to feel safe in public
spaces - whether that’s during the day or on a night out. Sadly, this research shows that anxiety and vulnerability are still very real, especially among certain groups. Through our partnership with Freenow and the unique training we’ve delivered for drivers, we’re aiming to raise awareness and support those affected by hate crime. The funds raised will be pivotal in allowing us to develop an app exclusive platform to ensure that people can access support wherever they are.”
LONDON TAXI DRIVERS AND GETT JOINED FORCES TO RAISE
£1,000 FOR CHILDREN’S CHARITIES
VEEZU EXPANDS ANTI-SPIKING DRIVE TO UNIVERSITY CITIES AFTER NORWICH PILOT SUCCESS
Private hire operator Veezu is set to roll out its anti-spiking initiative nationally following the success of a summer pilot in Norwich. The initiative raised £6,000 for the national charity Stamp Out Spiking and is being used as a model for wider implementation.
The rollout will cover major university locations including Bristol, Cardiff, Cambridge, Leeds, Sheffield, Portsmouth and Hull. It will see Veezu introduce specific guidance and training for its driver-partners aimed at improving their ability to identify and respond to incidents of suspected spiking.
The materials have been developed with input from Stamp Out Spiking and are designed to improve passenger safety by equipping drivers with clear steps to take if they notice signs of spiking or distress in a passenger.
MAYOR OF LONDON’S OXFORD STREET TAKEOVER COULD HIT TAXI TRADE HARD AS ACCESS CONCERNS GROW
Transport for London (TfL) has officially taken over as the highway authority for Oxford Street, in a move that sets the groundwork for future pedestrianisation of one of the capital’s busiest roads.
While the Mayor of London hails this as a milestone towards regeneration, many in the taxi trade view it as a further erosion of essential access in a highdemand area.
Oxford Street has long been a vital artery for licensed taxis, providing access to major retailers, hotels and offices. The stretch between Marble Arch and Tottenham Court Road is among the busiest in the capital for pick-ups and drop-offs. Any restriction, particularly through pedestrianisation, will almost certainly limit taxis’ ability to serve customers efficiently.
Diminishing access to high-demand areas has already been flagged by industry bodies as a key contributor to the decline in taxi numbers across London. This latest step by TfL does little to change that trajectory. While the Mayor has committed to supporting growth in the trade through his Taxi Action Plan, practical changes such as reducing road access are not aligned with that goal.
The Mayor’s plan to eventually pedestrianise the western section of Oxford Street could further displace taxis from one of the few remaining central
zones where demand remains consistent throughout the week. Although vehicle access arrangements will not change immediately, the long -term direction is clear. Regeneration proposals and public consultations have shown strong support for making the street car-free.
TfL’s assumption of authority will also see it manage highway maintenance, roadworks and permits. In practical terms, it may result in a different pace and approach to works, but it also centralises decisionmaking on future access restrictions. Westminster City Council will remain responsible for refuse collection and cleaning but will have less say in street-level transport decisions.
Taxi drivers and stakeholders within the trade will be watching closely as further consultations on pedestrianisation take place later this year. The prospect of al fresco dining and outdoor events may suit some leisure and retail interests, but it raises questions about how key public transport modes like taxis and buses will be incorporated into the future layout.
With the Mayor pushing to establish a Mayoral Development Corporation for the area by January 2026, changes could move quickly. Unless access for taxis is prioritised in these proposals, the wider taxi trade risks being left behind as Oxford Street is reshaped.
WARNING ISSUED BY TFL OVER ‘FAST-TRACK’ PRIVATE HIRE LICENSING SCAMS
TARGETING MINICAB APPLICANTS IN LONDON
Transport for London (TfL) has issued a warning to private hire vehicle (PHV) licence applicants after reports surfaced of fraudulent third-party claims promising fast-tracked applications or guaranteed assessment passes for a fee.
According to TfL, any such offers are scams. Officials stressed that there is no fast-track licensing option available and applicants will only ever be charged the standard, advertised fees for submitting a licence application.
A TfL spokesperson said applicants should be cautious of anyone claiming otherwise. These scams often involve requests for
payment above the standard cost and falsely claim to secure quicker approvals or guaranteed results for TfL’s driver assessments.
Those who have been contacted by individuals or companies offering these services are urged to report the matter directly to TfL.
TfL reminded applicants that the licensing process must be completed through official channels only and warned that using fraudulent services could lead to investigation or delay in the application process.
FREENOW INTRODUCES VIRTUAL RANK FOR BLACK CAB HEATHROW AIRPORT PICKUPS
Freenow has launched a new virtual queuing system at London Heathrow Airport designed to streamline pick-up procedures and reduce the need for drivers to wait in nearby residential areas.
The ‘Virtual Rank’ feature gives drivers greater clarity over job allocation by assigning trips on a first-in, first-out basis. The system has been implemented across the airport’s terminals and is live within the Freenow driver app.
Drivers entering the designated rank area for a specific terminal are prompted by the app to join the queue. Once joined, the app shows
their position in the queue and how many other drivers are ahead. When a job becomes available, it is sent to the driver at the top of the list. They have ten seconds to accept the job before being placed at the back of the queue.
Each terminal at Heathrow has its own dedicated virtual rank. Drivers only receive job offers from the terminal they have queued for and must remain within the geo-fenced area to stay in line. Leaving the designated zone or declining a booking request will result in losing queue position.
COUT-OF-AREA PHV DRIVER PROSECUTED FOR ILLEGAL PLYING-FOR-HIRE DURING CHELTENHAM RACE WEEK
heltenham Borough Council has successfully prosecuted a private hire driver who illegally accepted passengers from the roadside during Cheltenham’s race week.
On Monday 29 September 2025, Mr Aneel Hussain, a private hire driver licensed by Tewkesbury Borough Council, pleaded guilty at court to plying for hire and driving without valid insurance.
The incident took place on 14 March 2025 outside the Queen’s Hotel. Licensing officers from Cheltenham Borough Council, working with Avon and Somerset Constabulary’s Taxi Compliance Officer, PC Quinton, stopped Mr Hussain’s vehicle after noticing faulty lights. Checks revealed the passengers had not pre-booked the journey and had instead agreed a fare directly at the roadside.
As a result, Mr Hussain was fined £230 for plying for hire, £346 for driving without insurance, and a £230 victim surcharge was applied. He also received eight penalty points on his driving licence. Court costs of £1,157.50 were awarded to Cheltenham Borough Council.
The case was brought forward by the council’s licensing team, with support from its Counter Fraud and Enforcement Unit and One Legal, a shared legal service used by Cheltenham, Gloucester, Stroud and Tewkesbury councils.
The council said the case highlights the risks posed by drivers who operate outside licensing rules, particularly during busy events such as the Cheltenham Festival.
Councillor Victoria Atherstone, Cheltenham Borough Council’s cabinet member for safety and communities, said: “Cheltenham Borough Council is committed to ensuring the safety and legality of taxi and private hire services in our community. This successful prosecution sends a very clear message that we will not tolerate illegal activity in our town and will take decisive action to protect Cheltenham residents and our visitors. We are also committed to working with our partner agencies to ensure that Cheltenham is a safe town to visit during festival season and all year round.
“I would like to thank our licensing team, the Counter Fraud and Enforcement Unit, and One Legal for their diligent work in bringing this case to a successful conclusion.”
SEND TAXI DEMAND DRIVES WILTSHIRE FLEET
GROWTH AND TRANSPORT CHANGES
Wiltshire Council’s Passenger Transport Team has confirmed a significant increase in demand for SEND school transport, with numbers expected to rise by up to 11% by the end of the financial year.
In a recent update to the Licensing Committee, the council said it had successfully delivered transport for all students who applied in time for the new school term. Around 8,500 students were returned to school using a mix of contracted taxis, minibuses, the council’s own fleet, and parent mileage reimbursements.
Officials said the taxi market in Wiltshire is showing steady growth, with competitive pricing being demonstrated during tenders. This is helping the council manage transport needs more flexibly.
Looking ahead, the next major challenge will be preparing for a new SEND school opening in September 2026. The extended Exeter House School site, based at Wellington Academy in Tidworth, will eventually accommodate 120 pupils. A phased intake across two academic years is expected.
LUTON TAXI DRIVER LOSES APPEAL OVER LICENCE REVOCATION AFTER LOCKING PASSENGER IN CAB
decision to revoke a hackney carriage driver’s licence after a court upheld the immediate action taken against the driver.
The case, heard at St Albans Magistrates’ Court on 4 September 2025, concerned Mr Mohammad Razak. His hackney carriage licence was revoked by the council in October 2024 following an incident where a lone female passenger was locked inside his cab and only released after paying an inflated fare.
Mr Razak challenged the council’s decision, but the District Judge dismissed the appeal. The court found that Mr Razak’s conduct left the passenger feeling distressed and trapped, concluding that he was not a fit and proper person to hold a taxi licence.
Due to the immediate revocation, Mr Razak has not
was made nearly a year ago.
This ruling reaffirms the council’s position on ensuring public safety in the taxi trade and backing firm action against licence holders who breach trust or behave inappropriately while working.
Councillor Hazel Simmons, Leader of Luton Council, said: “We take the safeguarding of the public extremely seriously and do not tolerate any form of violence, intimidation, or abuse, particularly towards women and girls.
“We are pleased that the decision to revoke the licence was upheld, which reinforces our commitment to ensuring that only safe and responsible drivers are licensed and that people feel safe when using taxis in Luton."
DERBY TO REVIEW PRIVATE HIRE VEHICLE AGE POLICY
AMID SAFETY AND AFFORDABILITY CONCERNS
Derby City Council is preparing to consult on possible changes to its policy that restricts the age of private hire vehicles (PHVs) when first licensed. The current rule, in place since April 2025, requires all newly licensed PHVs to be no more than five years old from the date of first registration.
The Licensing Committee is now considering three options for public consultation: keeping the current five-year limit, removing the age restriction altogether, or extending the limit to seven, eight or nine years.
This follows pressure from the private hire trade, which has questioned whether the five-year rule remains necessary in light of advances in vehicle technology. A petition to scrap the rule was rejected by the Committee in June, but councillors did agree to explore alternatives through a formal consultation.
Vehicle inspection data covering April 2024 to March 2025 has helped inform the proposals. Of 68 PHVs inspected, 34% were found to have serious defects, the majority linked to older vehicles. Those manufactured before 2015 were significantly more likely to have structural issues, particularly suspension-related. In contrast, vehicles aged
seven years or younger showed a much lower rate of serious problems.
The Council says any age limit must strike a balance between maintaining public safety and supporting a viable and inclusive trade. Officers noted that while the five-year rule promotes a newer, more reliable and lower-emission fleet, it can also create financial barriers for new entrants and existing drivers needing to replace their vehicles. The current policy also goes beyond what is required for environmental standards. Since January 2025, all new PHVs in Derby must meet Euro 6 diesel or zero emission capable (ZEC) standards, which can apply to vehicles up to nine years old.
A 12-week public consultation is set to begin once the Committee formally approves the next steps. The results will help inform a future decision on whether to amend or retain the current policy.
TIP TOP: SHOULD DRIVERS KNOW ABOUT TIP POTENTIAL BEFORE ACCEPTING JOBS?
The role of tips in taxi and private hire work has always been secondary to the fare, yet the subject could become more important with the growth of app-based bookings.
Most booking apps now allow customers to pre-set a tip when arranging a journey. At present this information is not normally shared with the driver before they accept a job card. The question is whether showing tip details upfront could improve job acceptance rates, reduce cancellations and give passengers more certainty when booking.
If a driver could see that a tip had already been added, they may be more inclined to accept the journey quickly. This could create a sense of priority for passengers who regularly pre-define themselves as tippers. It could also cut down on wasted time for both drivers and riders where jobs are cancelled after long waits.
An alternative approach might avoid showing the actual tip figure. Instead, apps could indicate the likelihood of a tip being left based on a passenger’s past behaviour. For example, a percentage rating
showing how often the customer has tipped in previous trips. This may prevent drivers from favouring only high-value tips, while still recognising tipping patterns.
Drivers are bound by regulations that prevent them from charging above the meter fare. However, tips remain permitted and form part of a driver’s overall earnings. As operating costs rise and competition between platforms grows, tipping transparency may
become another way for apps to attract drivers and reassure passengers.
Whether regulators or platforms choose to test the idea is another matter. While it could strengthen reliability for passengers, it also risks creating a twotier system where non-tippers find it harder to get a car during busy periods. That is a balance the industry would need to consider carefully.
London Luton Airport has opened a new drop-off and pick-up zone inside its recently launched Terminal Car Park 2 (TCP2), bringing changes to taxi passenger access and charges.
The new facility replaces the temporary terminalfront drop-off space and the Mid-Stay drop-off zone, both of which have now closed. Located on the ground floor of TCP2, the covered zone provides direct access to the terminal building and offers a longer maximum stay of 10 minutes. The cost, however, has risen from £5 to £7.
TCP2 itself provides 1,900 parking spaces and is designed to handle more traffic while improving access for passengers. The new drop-off system is barrier-free and cashless, with automatic number plate recognition (ANPR) cameras in operation. Payments must be completed online after each visit.
As part of the wider update, the old drop-off area outside the terminal will be redeveloped to create extra bus stands.
AVON AND SOMERSET POLICE SET TO LAUNCH NEW TAXI DRIVER SAFETY REVIEW GROUP
A new police-led initiative is set to be launched to provide greater support for taxi and private hire drivers across the Avon and Somerset area.
PC Patrick Quinton, known as the force’s Taxi Cop, has been reviewing incidents involving the sector. A recent weekday analysis revealed 17 reports mentioning taxis in a single day. These included five cases linked to missing or vulnerable persons, one passenger leaving without paying, and one driver being assaulted by passengers. Other reports involved property left in vehicles and antisocial behaviour towards drivers on a station rank.
PC Quinton said the figures underline how much support drivers need and confirmed plans for a new “Protect and Prevent Group”.
police supervisor and licensing managers from South Gloucestershire, North Somerset, Somerset and Bath and North East Somerset councils will review the cases. Drivers involved will be invited to give their account, with the group assessing whether the police response was appropriate and if preventative action could have been taken.
The aim is to share learning and provide practical measures to improve safety and reduce crime against drivers.
IRE COUNCIL BACKS WAV TAXI POLICY AND KEEPS
to license WAVs. The move is intended to reverse a decline in accessible vehicles that has occurred over the past decade. Figures show that WAVs once made up nearly half of the hackney fleet but now account for just one in six licensed vehicles.
The Committee considered several options, including scrapping the numerical limit on taxi licences altogether. However, the survey found that the existing cap contributes to fleet stability, protects driver livelihoods and ensures continued service standards for passengers. Removing the limit was viewed as a potential risk, particularly during periods of low demand.
BOLTON TO DROP HACKNEY AGE LIMITS AND SET 2030 EMISSIONS DEADLINE IN CLEAN AIR PLAN UPDATE
Bolton Council is set to remove its hackney carriage age policy and introduce a single emissions standard across hackney and private hire fleets, with a final compliance date of 31 August 2030. A committee report for the Licensing and Environmental Regulation Committee sets out the proposals linked to Greater Manchester’s Clean Air Plan and funding position. The report recommends adopting a minimum Euro 6 for diesel and Euro 4 for petrol across all licensed vehicles. The paper advises that a 2030 deadline would allow licence holders time to plan while aligning with regional clean air objectives and Department for Transport guidance on emissions and age limits.
If councillors fail to agree to remove hackney age limits, the fall-back proposal would require all hackney vehicles to meet the emissions policy by 31 December 2026. Either way, discretion could be applied by the Director of Place in exceptional cases where supply issues prevent proprietors sourcing compliant vehicles.
The update follows Government acceptance in January 2025 of an investment-led approach that includes £8 million for hackney carriage upgrades across Greater Manchester. The original £30.5 million ask to support both hackney and private hire was not agreed, with the Government pointing to high private hire compliance achieved without funding.
Trade engagement is ongoing across the city region. A 12-
week programme led by Arup and Aecom is gathering views on how to deploy the hackney fund and whether any support should extend to non-compliant private hire vehicles. The campaign ‘Backing Our Taxis: Local. Licensed. Trusted’ is also calling for national legislative change to tackle out-of-area licensing.
Locally, Bolton’s latest figures show nine compliant and 54 non-compliant hackneys, and 1,189 compliant and 319 noncompliant private hire vehicles. The report argues that extending the emissions deadline from 31 December 2025 to 31 December 2026 would be a proportionate step while wider funding and engagement outcomes are finalised.
ENFORCEMENT NEWS
AVON AND SOMERSET POLICE SUSPEND THREE PRIVATE HIRE VEHICLE LICENCES DURING BATH CHECKS
WOLVERHAMPTON AND DUDLEY COUNCILS JOIN FORCES IN TAXI COMPLIANCE OPERATION
Police and licensing officers in Bath carried out targeted checks on private hire vehicles on Saturday 27 September, leading to immediate suspensions and enforcement action.
PC Patrick Quinton, known as the ‘Taxi Cop’ for Avon and Somerset Police, confirmed that he and a Bath and North East Somerset Council licensing officer stopped and inspected 37 vehicles during the evening.
Three private hire vehicle licences were suspended on the spot due to tyre and wheel safety issues. PC Quinton noted that none of the vehicles belonged to the BANES fleet. A further three non-compliance notices were issued to out-of-area vehicles, while three enforcement actions involved BANES-licensed drivers.
One driver was issued with a fixed penalty notice after being caught driving through a No Entry sign. Officers are also carrying out follow-up enquiries into two suspected unlicensed vehicles identified during the operation.
A joint taxi compliance operation has been carried out by City of Wolverhampton Council alongside Dudley Council, DVSA and West Midlands Police.
The exercise saw a high number of private hire vehicles stopped and inspected to ensure drivers and vehicles were meeting licensing and road safety standards.
The Chair of Wolverhampton Council committee, together with colleagues, also attended the operation. Officers from both
L SPOT CHECKS IN WALSALL
The operation took place on Saturday 2 August and saw 11 vehicles stopped to ensure drivers and vehicles met local licensing standards.
Six drivers were advised after failing to wear their required driver badges, which confirm that a driver is licensed by Walsall Council. Two additional drivers were directed to attend the depot for replacement side identification signage, with existing stickers found to be either damaged or peeling.
The council’s private hire side IDs are specific to Walsall and help clearly differentiate private hire vehicles from licensed hackney carriages operating in the borough.
One driver was stopped and dealt with by West Midlands Police for child car seat and seatbeltrelated offences.
Walsall Council confirmed that further enforcement operations will take place over the coming months to ensure the local taxi and PHV fleet continues to meet its licensing obligations.
Councillor Adam Hicken, Portfolio Holder for Enforcement and Safe Communities, said: “These checks are about keeping passengers safe and ensuring our licensed trade maintains the high standards expected in Walsall.
“Many drivers do the right thing, but where improvements are needed, we will take action. I’d like to thank our community protection team and the police for their work over a busy weekend of events.”
IMAGE CREDIT: WALSALL COUNCIL
JOINT TAXI SAFETY OPERATION IN DERBY SEES FIVE LICENSED VEHICLES SUSPENDED
A taxi licensing operation carried out in Derby has led to five vehicles being suspended after safety defects were discovered.
The joint checks were conducted by Derbyshire Roads Policing Unit (RPU) motorcycle officers alongside Derby City Council’s licensing team.
Officers reported that the majority of taxis inspected were found to be in good condition and compliant with regulations.
However, five taxi plates were immediately suspended due to defects. The most serious issue
identified was a tyre showing just 0.5mm of tread depth, well below the legal minimum requirement. Immediate PG9 prohibitions were issued where necessary.
The operation was part of routine compliance checks aimed at ensuring the safety of passengers and maintaining standards across the licensed fleet in Derby.
POLICE CLAMP DOWN ON ‘INCONSIDERATE’ TAXI RANK PARKING IN LIVERPOOL
Merseyside Police’s Roads Policing Unit has taken enforcement action overnight against a series of vehicles parked unlawfully in Liverpool city centre.
According to the force, several drivers were issued with Traffic Offence Reports for parking in restricted areas including taxi ranks, disabled bays, and loading zones.
Images shared by police show vehicles stopped in clearly marked restricted locations, some obstructing access for legitimate taxi services and others parked on double yellow lines.
The officers say the crackdown aims to target behaviour that affects the safety and accessibility of streets for other road users, including licensed drivers, disabled people and pedestrians.
The operation forms part of ongoing efforts to improve compliance with parking regulations and reduce disruption in busy city locations.
A Merseyside Police spokesperson said: “We continue to take action against inconsiderate parking in Liverpool City Centre. Overnight, a number of vehicles issued Traffic Offence Reports for parking in Taxi Ranks, disabled badge holder bays, loading bays and in other ways inconsiderate to other road users.”
