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FROM THE EDITOR
CRANKING BACK UP
August has ticked by a little quieter than the rest of 2025. With politicians off topping up their tans, the usual big talking points eased off during the school holidays.
That lull won’t last long. The Transport Select Committee’s call for evidence closes on 8 September, and MPs are straight back in the Commons the very same day. So, the debates are about to crank back up and they’ll
likely run right through to Christmas.
For those who’ve joined TaxiPoint Premium, a big thanks. We’re giving the service a bit of a tuneup this September to make it easier to sign up and smoother to use. I’ll have more on that for you in the next magazine.
Be lucky!
Perry Richardson
COLLEAGUES OR COMPETITION?
It’s a question that sits quietly in the background every time you roll up to a rank or ply on a street looking for that next fare. On the face of it, we’re colleagues. We share the same type of licence, face the same challenges, deal with the same passengers, and fight the same battles. But when it comes down to the grind of finding work, the line between being just a fellow worker to being a rival can blur very quickly.
In a dream world, drivers would be shoulder-toshoulder, happy to see each other, waving through traffic and swapping jobs as they fall. A proper community of cabbies all earning a decent living without any stress about where the next job is coming from. But this isn’t a dream world. This is a slow Tuesday morning, where you’ve looked for a job for the best part of an hour and you see the taxi on the other side of the road get a hail. You smile, give them the nod, but secretly you’re just wishing it had been you.
The etiquette of “whose turn it is” has been tested for decades on the streets. On quieter days you see drivers push the limits, sneaking a position, or going around the outside and cutting in. It’s not on, but it’s arguably getting worse even when demand is high. It’s fast becoming every man and woman for themselves once you switch the meter on, which isn’t great.
At the same time, there’s no ignoring the bigger picture. The number of taxi drivers on the road has fallen, and in many areas it’s a real problem. When demand is high and coverage is low, passengers are left waiting or, worse, they go elsewhere. That’s no good for anyone. The industry needs more drivers coming through, and most of us recognise that. Without new blood, the trade will wither, and the job opportunities we rely on now will shrink away.
But here’s the rub. More drivers means more competition. That new face on the rank might be
great for the industry in the long run, but right now they’re another orange for-hire light hunting the same jobs you are when demand eases off. It’s easy to see why some take the “I’m alright Jack” view. If you’re managing to earn, why would you welcome another taxi into the mix? Human nature says you don’t. You want fewer cabs in the queue, not more after all.
We’ve all had those moments. You’re sat at the lights, a job pings up on the app, and you’re praying that no other driver nearby hits accept before you. Or you turn into a road hoping the taxi in front has already got work so the next passenger is yours. It’s the unspoken competition that runs alongside the camaraderie.
On the flip side, we also know that an empty rank sends a terrible message. If the public can’t rely on finding a taxi when they need one, the trade loses credibility. Too many gaps, too many “no taxis
available” messages, and people start making other arrangements. A healthy number of drivers is what keeps the service viable and keeps the work flowing. We might secretly wish for less competition, but deep down we also know the trade doesn’t survive without strength in numbers.
It leaves us in a strange position. We’re colleagues in the sense that we’re part of the same fight and share the same day-to-day life behind the wheel. But we’re also competition, chasing the same passengers, the same fares, and the same apps.
The relationship between taxi drivers is a mix of nods, waves, laughs, and stories layered with a quiet hope that the next fare falls your way instead of theirs.
It’s not a bad thing. It’s just the way it is. Cabbies are both colleagues and rivals, and that dual role is part of what keeps the trade alive.
WHICH FACTORS ARE DRIVING RISING TAXI INSURANCE PREMIUMS AND
HOW ARE
THESE INCREASES IMPACTING TAXI AND PHV DRIVERS?
ARTICLE BY: TAXI INSURER
vehicles and parts in the wake of the COVID pandemic. A lack of appropriate courtesy cars while a main vehicle is being repaired makes the replacement more expensive. Added to that, longer repair times mean drivers are spending longer with a courtesy car, further adding to claims inflation.
Why is black cab insurance cheaper than PHV cover?
Insurance for hackney carriage vehicles tends to be cheaper than for private hire vehicles. This is partly because of the nature of the vehicles concerned, but also because of the way the drivers of those two types of vehicle are viewed by insurers and the taxi industry in general.
Hackney carriage vehicles are generally LTI models – what Londoners would recognise as a black cab. They're slower vehicles and wouldn’t be considered high-performance by any stretch of the imagination. In contrast, a PHV driver could be sat behind the wheel of a BMW or a Mercedes – a much quicker and more powerful vehicle altogether.
Rightly or wrongly, both the taxi industry and taxi insurance providers regard hackney carriage
drivers as more professional, as they've normally gone through more stringent tests and tend to work full-time. PHV drivers, on the other hand, often work part-time, sometimes as a second job, and won’t usually have been subject to the same level of testing as hackney carriage drivers.
The impact of rising premiums
Rising insurance premiums are causing taxi and PHV drivers to work longer hours to cover the extra cost. These extra hours, in turn, are increasing drivers’ road exposure, raising their chances of being involved in an accident.
If drivers have to report an incident to their insurance provider, whether they are at fault or not, it’s likely to raise the cost of their premium at renewal.
Drivers and fleet managers struggling with rising premiums can seek expert guidance from taxi insurance brokers. These specialists have spent years nurturing relationships with a trusted panel of insurer partners, and focus on finding products and policies that meet their clients’ requirements and expectations.
LOOKING GOOD ON THE JOB: UK TAXI DRIVERS HAVE THEIR SAY ON UNIFORM DRESS CODE
TaxiPoint recently asked its readers whether they would support the introduction of a uniformed dress code for taxi drivers. The responses showed sharp differences of opinion, reflecting long-running debates about professionalism, self-employment, and the standards expected of the trade.
Many drivers argued that appearance matters and that the way some drivers currently present themselves harms the reputation of the profession. Several highlighted seeing colleagues working in tracksuits, pyjamas, or flip flops, and said this discouraged passengers from using taxis. One driver commented that “smarten up, buy a deodorant, and charge more you may surprise yourselves at the upturn in business”.
Others suggested a compromise between full uniforms and no
rules at all. A number of drivers backed the idea of a dress code that set basic minimum standards, such as banning football tops, sandals, and vests, but leaving flexibility over what drivers wear day to day. Some drivers said they already wore black trousers and polo shirts with company logos, which they felt struck the right balance between comfort and professionalism.
Examples from across the UK showed how policies vary. Drivers in Aberdeen and Glasgow reported that local authorities had enforced dress standards for years, and some said it created a professional image. In Belfast, drivers spoke about mandatory shirts and smart trousers, although many criticised the rules as impractical in summer and unsuited to the type of work carried out. One driver said: “We’re not driving business people about, we’re doing school runs and local trips.”
For others, uniforms are an unwelcome idea altogether. A strong section of responses focused on the principle of self-employment, with many insisting that councils and companies should not dictate what independent drivers wear. “It’s my business, I’ll wear what I want,” wrote one. Others said if they were required to wear a uniform, then they should also be treated as employees with benefits such as holiday pay, or paid higher “chauffeur-level” rates.
Hygiene and vehicle standards were repeatedly raised as more important issues than clothing. Several drivers said they often hear passenger complaints about dirty taxis and poor personal hygiene. One driver commented: “There is nothing worse than getting in a vehicle that stinks of body odour. A uniform won’t solve that.” Another said: “Clean cars and clean drivers matter more. Uniform doesn’t get passengers to their destination quicker. Experience and knowledge do.”
Cost was another sticking point. Drivers questioned who would pay for uniforms, whether they would need multiple sets, and how upkeep would be handled. Some said they would only support the idea if expenses could be claimed back through the tax system, while others warned the requirement would add yet another financial burden to a trade already under pressure from rising costs and competition.
Overall, the discussion made clear that while a smarter image is valued by many, a one-size-fits-all national uniform policy is unlikely to gain support across the industry. Instead, most drivers felt standards should focus on cleanliness, professionalism, and passenger service rather than strict dress requirements.
A AI AND THE ROAD AHEAD: HOW ARTIFICIAL INTELLIGENCE IS QUIETLY RESHAPING TAXI DRIVING
rtificial intelligence is becoming a key feature in the everyday tools used by taxi and private hire drivers. Behind the slick interface of driver apps, complex algorithms are working in real time to predict where and when passengers are likely to need a ride. These predictions are now being used to shape how drivers plan their shifts, cut dead mileage, reduce waiting times and smooth out daily earnings.
Rather than replace drivers, the role of AI in this space is focused on making the job more efficient and less reliant on guesswork.
Predictive heatmaps and dynamic demand signals
One of the most visible tools now powered by AI is the heatmap. Popular across apps like Uber and Bolt, these live demand maps highlight zones of rising activity based on a mix of factors. This includes historical trip data, live rider app usage, weather forecasts, time of day and local events.
For drivers, these maps serve as a kind of early warning system. They show where jobs are likely to appear soon, giving drivers the opportunity to head
towards those areas before the rush begins. Bolt has referred to these as “hotspots”, and some platforms add dynamic bonuses or incentives when demand rises sharply in a particular zone.
This feature helps reduce downtime between fares and encourages more even coverage across a city. In theory, it means fewer drivers chasing the same area and a lower risk of crowding or oversupply.
Smarter airport management
Airports have long been a tricky part of the job for drivers. Some days see long queues and slow pickups, while others are full of surprises with rematch opportunities and waves of sudden requests. Rather than leave this to chance, platforms like Uber now
use airport-specific AI models to help manage demand and supply more accurately.
These models predict key metrics such as Estimated Time to Request (ETR) and Estimated Earnings per Hour (EPH). When demand is expected to spike, drivers nearby may receive a notification urging them to move into position. By contrast, if the app predicts low activity or long waits, it may advise drivers to avoid the queue and focus elsewhere. This helps balance the number of vehicles waiting with the flow of arriving passengers, reducing idle time and improving service speed. It also prevents over-supply, which can make a long wait unproductive for drivers.
Better dispatch, fewer dead miles
A key area where AI is proving useful is in dispatch and trip-matching. Traditional models assign the nearest available driver to a rider. Newer approaches now look beyond proximity and instead predict the broader impact of each trip.
Lyft has published research into reinforcement learning models that forecast a driver’s potential earnings across several future jobs, not just the next one. Using this, the app can pair drivers and passengers in a way that maximises completed rides and reduces the time spent driving without a fare, which is often referred to as “deadheading”.
Fewer unpaid miles means lower fuel costs and better time use, which is especially important as the cost of operating a taxi or PHV continues to rise.
Routing and real-time navigation upgrades
Navigation has also seen improvements from AI integration. FREENOW, for example, has adopted Google’s On-demand Rides and Deliveries system. This stack uses up-to-date traffic information, AIenhanced routing and ride-specific adjustments to improve ETA accuracy and reduce trip times. The platform reported an average 23% improvement in ETA reliability and a 4% reduction in overall trip
duration. In some cities, ETA accuracy rose by as much as 48%. These upgrades also reduce the need for drivers to switch between apps, as navigation and trip management now sit within a single system.
Open data making predictions sharper
AI demand prediction doesn’t only rely on app data. In London, operators can access live public transport and road network information via Transport for London’s application. This includes live Tube and bus arrivals, traffic disruptions, and planned events.
Apps can plug this data into their demand models to anticipate when and where rider demand might spike. For example, a delay on a major rail line could trigger increased demand for taxis around affected stations. Football matches, concerts or major demonstrations can also create demand surges at very specific times and locations.
Combining this city-wide data with real-time platform use gives a clearer picture of where drivers should head and when.
Predictability through pre-booked jobs
While AI is helping drivers react to live conditions, there is also value in predictability. Pre-booked work, especially for airport transfers or regular accounts, continues to be important and AI can improve further its efficiency.
Apps like FREENOW, Gett and Addison Lee offer scheduled jobs, often confirmed a day or more in advance. For drivers, this provides some structure and guaranteed earnings without relying entirely on live job offers. It also reduces the pressure to cruise around in search of fares.
The practical impacts for drivers and cities
The shift towards AI-powered driving tools is having several effects, many of which are viewed positively by drivers and passengers alike.
Positioning decisions based on demand forecasts are reducing dead mileage. Studies and fleet trials have recorded double-digit drops in deadhead emissions. Shorter waits between jobs and more predictable
shift earnings reduce the risk of the “boom and bust” cycle common in app-based work.
Riders benefit from quicker pickups and more accurate ETAs, which in turn lowers the number of cancelled bookings. For drivers, that often translates into higher utilisation and less frustration.
There are also safety benefits. Integrated navigation reduces distraction by keeping drivers within a single app, and more stable shift planning means fewer last-minute scrambles or stressful positioning decisions during peak events.
AI in the taxi and private hire sector is still evolving. As platforms continue to refine their models and integrate broader datasets, the role of machine learning is expected to grow.
What matters for drivers is not the technology itself, but what it enables. Tools that make shifts more efficient, predictable and less wasteful are being welcomed in many parts of the industry. The aim is not to take control away from drivers, but to give them better information, in real time, to make smarter choices on the road.
TAXI DRIVERS LOOK BACK ON THE 1990S: “A LICENCE TO PRINT MONEY”, MAPS IN THE GLOVEBOX AND DIESEL AT 45P A LITRE
Taxi drivers from across the UK have reflected on working during the 1990s, describing a trade defined by cash, independence, and camaraderie. In a conversation sparked by TaxiPoint, drivers offered a detailed glimpse into an era that now feels worlds apart from the current app-led and heavily regulated industry.
The 1990s was a period that contrasts significantly with today. Drivers frequently mentioned how much more money could be made back then, especially during busy weekend shifts. “I earned more on a Friday and Saturday night than I do all week now,”
one cabbie said. Another recalled earning £1,000 a week without breaking a sweat, working in an industry that allowed drivers to set their own hours and keep what they earned without commission cuts.
Many drivers commented on the all-cash nature of the job. Card readers were non-existent, and digital bookings had yet to arrive. With no third-party platforms involved, apart from those choosing to work the radio circuits, all income went directly to the driver.
Vehicle costs were also far lower. Common fleet favourites outside of London included the Ford Sierra, Vauxhall Cavalier, Nissan Bluebird, Peugeot 405 and even the Lada. Drivers noted diesel prices as low as 45p a litre, and insurance costs were minimal by today’s standards.
Technology, or the lack of it, was another standout feature. A-Z maps were the norm, and local knowledge was essential. Satnavs and smartphones were not available, so learning the area properly was a basic requirement. “You had to know where you were going,” said one driver. Others
remembered working with two-way radios and CB units, which were used not only to receive jobs but also to stay in touch with fellow drivers.
Several drivers praised the support network provided by radio circuits. “You were never alone,” said one, describing the banter, help and sense of community, especially when responding to incidents or difficult customers. If a driver ran into trouble, help wasn’t far away. CB radios were often used to call for backup, and drivers would step in to support one another.
Social behaviour among customers was also said to be different. The set closing times for pubs and clubs created a predictable evening rush, with less antisocial behaviour than some drivers report now. Regular pub pickups were common, with drivers shouting out names like “Taxi for Dave” inside to locate passengers. One driver remarked that tips were more frequent and generous, partly due to the cash-based system.
The 90s was also a time of more localised working. Drivers stayed within familiar areas and were less likely to cross borders. Local knowledge gave them an advantage, and many said competition was fairer. There was a sense of order, where drivers knew each other and respected unwritten rules. One remembered that no black cab overtook another on the way back to a rank unless waved on by the cab in front. A rule still in place now, but more cab drivers are pushing the boundaries of etiquette than ever before.
However, not all memories were positive. The early part of the decade was shaped by high interest rates and a national recession. Some drivers described the early 90s as tough, with long hours and not enough work to go around. In Belfast, the job was described as high-risk due to political unrest, with drivers at risk of being targeted.
The final years of the decade began to show signs of change. Private hire began to grow, and some early examples of rule bending were highlighted. One cabbie recalled PHV drivers using private car parks to unofficially ply for hire, sometimes with CB radios hanging from mirrors as a signal. Another noted how touting was common in some areas, well before enforcement increased.
Looking back, most agreed that the trade was more straightforward. Vehicles were easier to maintain, regulations were lighter, and running costs were manageable. With no platforms like Uber and fewer cross-border licensing issues, drivers had greater control over their work and income.
There was a strong sense of pride in being part of the trade during that period. Many described the era as one of mutual respect, with drivers looking out for each other and building lasting friendships. Today, in contrast, some feel standards have dropped, customer trust has declined, and the trade has lost much of its identity.
The 1990s serves as a reference point for many taxi drivers still in the industry. Whether they see it as a golden age or simply a different time, one thing was clear: the trade was once much more profitable, more local, and more united.
Cabbie Jason Smith summed up the era best: “The 90s was when I started. I thought it was like a licence to print money. I’d never earned so much in my life and it was all in cash. Cheap uncomplicated cars and cheap diesel. I felt young as there were loads of moaning old taxi drivers saying how bad it was and how good it was 20 or 30 years ago. Now I’m one of the old moaning ones saying the same.”
A THEN DEPUTY PRIME MINISTER ANGELA RAYNER RESPONDS TO CALL TO END CROSS-BORDER TAXI LICENSING IN OPENING DAY COMMONS DEBATE
renewed call to end cross-border taxi licensing was raised in Parliament during a Commons debate on the English Devolution and Community Empowerment Bill.
The discussion, held on 2 September, saw Labour MP James Frith press for urgent reforms to protect local taxi drivers and passengers on the opening day back at the House of Commons after a summer break.
Frith, who represents Bury North, highlighted growing concerns in Greater Manchester, where around half of all private hire drivers are licensed outside the region. He argued that the situation weakens local enforcement and undermines standards, while disadvantaging those drivers who follow local rules and licensing procedures.
He urged the Government to use the Bill as an opportunity to tackle the issue, saying it could “fix that, protect passengers, raise and maintain standards, and back the best in trade”.
Then Deputy Prime Minister Angela Rayner responded in agreement, acknowledging the ongoing challenges raised by the Greater Manchester Mayor, Andy Burnham. She confirmed that the Government remains committed to introducing legislation to address cross-border
licensing, with the Leader of the House present to hear the call for swift progress.
Cross-border licensing remains a divisive topic across England’s taxi and private hire sectors. Under current rules, drivers can be licensed in one local authority area and operate freely in another, as long as bookings are made through an operator licensed in the same area as the driver. Critics say this legal loophole prevents proper oversight and can put passenger safety at risk.
With growing pressure from local authorities, trade groups, and now Parliament, the Government is expected to act in the coming months.
A CALL FOR EVIDENCE OPENS AND SHUTS, PROVIDING TRADE HUGE OPPORTUNITY FOR CHANGE
new inquiry by the Transport Committee will review the state of licensing and regulation across the taxi and private hire vehicle (PHV) sectors. The aim is to identify how standards can be made more consistent across the country.
Licensing responsibilities currently lie with local authorities, including Transport for London, city councils and combined authorities. While these bodies work within a statutory framework, they are allowed to set their own safety, conduct and accessibility rules. This has led to inconsistent standards between areas.
The Committee is expected to focus on cross-border licensing, where drivers obtain licences from authorities with fewer restrictions before working elsewhere. Wolverhampton City Council has become a notable case, having issued 96% of its taxi and PHV licences to drivers who live outside the city. In Greater Manchester, it was revealed through a Freedom of Information request that 9,000 drivers licensed by Wolverhampton actually reside in that region.
The inquiry will consider whether national rules should be tightened or better enforced to address such imbalances. MPs will examine how enforcement and inspection regimes operate and how best practice in areas like accessibility and safety can be applied more widely.
There will also be a look at how standards differ between traditional taxis, PHVs and app-based operators including Uber and Bolt. The inquiry will assess how to prepare the regulatory system for future changes, such as the potential introduction of self-driving vehicles.
This review follows the Committee’s recent report into accessible transport, which raised concern over the lack of wheelchairaccessible vehicles and the treatment of disabled passengers.
to the Transport Committee’s new inquiry:
Cross-border licensing
Industry representatives will highlight the growth of “licence shopping”, where drivers secure badges from authorities with lighter requirements before working in stricter areas. Wolverhampton’s position as the largest issuer of licences to out-ofarea drivers is likely to be a main
Ruth Cadbury MP, Transport Committee Chair, said: “When it comes to the licensing and regulation of taxi and private hire vehicles, a strange patchwork of driver and vehicle standards now exists across every town and city in the country.
“This inconsistency has given rise to a situation that just isn’t good enough for drivers or for the public, who can unknowingly leave themselves vulnerable when getting into the back of a stranger’s car.
“This Committee will investigate whether a more standardised, more rational regulatory and enforcement regime could do away with the phenomenon of one city receiving applications from all over the country. We want to examine how an improved system could give greater confidence to consumers, particularly disabled people, women, children and other vulnerable people. And we need to look at how the system could make it clear who a passenger can complain to if standards aren’t met.”
focus. Evidence will argue this undermines local councils’ ability to enforce standards and creates safety risks, as drivers may never be seen again by the authority that licensed them.
Inconsistent standards between areas
Drivers, operators and councils are expected to emphasise the patchwork of rules on safety checks, accessibility, training and vehicle requirements. This inconsistency confuses passengers and weakens confidence in the system. Industry groups are likely
to push for a national baseline of licensing conditions covering background checks, vehicle standards and safeguarding, with scope for local authorities to add stricter rules where needed.
Enforcement difficulties
Evidence will likely stress that local councils struggle to monitor or take action against out-of-town drivers who operate in their areas. Licensing officers have no jurisdiction to inspect or sanction drivers licensed elsewhere, leading to gaps in accountability.
Calls will be made for shared enforcement powers or regional frameworks to close this gap.
Passenger safety and safeguarding
The inquiry will hear that inconsistent checks and weak enforcement expose vulnerable passengers to risk. Trade groups will reference past cases of misconduct by drivers licensed in other areas, arguing that only consistent national standards and stronger enforcement will improve public safety.
Accessibility
Evidence will likely point to the uneven availability of wheelchair-
accessible vehicles, especially in the PHV sector. Taxi groups may stress that national minimum requirements are needed to improve accessibility and ensure compliance with equality duties.
Ride-hailing platforms
Operators and driver groups will raise concerns about app-based firms such as Uber and Bolt being able to sidestep stricter local conditions by using cross-border licensing. Questions around surge pricing, data use and complaint handling may also be raised, with calls for tighter regulation of digital platforms.
Complaints and redress
Drivers may highlight that passengers often do not know which authority to complain to if service is poor or safety concerns arise. Likewise, drivers may struggle to resolve disputes with operators or platforms. Evidence is likely to suggest a clearer, centralised complaints system.
Autonomous vehicles
There will be questions on how future licensing should adapt to self-driving taxis and PHVs. The trade may stress that robust safety, insurance and liability rules must be in place before such vehicles are deployed.
BUSINESS NEWS
Farizon has launched two new versions of its electric SV large van platform, one of which is being marketed directly as a purpose-built taxi. Although initially available only in the Chinese market, the manufacturer has said it will continue to explore opportunities for the vehicles in other export territories, which may eventually include the UK.
The taxi variant offers a power-operated sliding side door with a 900mm opening, designed to compete with higher-end MPVs and aid quicker boarding. A 408mm step height and the absence of a visible B-pillar provide low and clear entry for passengers. At the rear, twin doors open wide to reveal a 1780mm aperture and 630 litres of storage capacity. Farizon claims this area can hold up to six large 20-inch suitcases.
The SV’s interior includes USB Type-C ports and storage features positioned across all seating rows. The cab height is 1340mm, and a wide aisle on the second row is included to give easier access to the third-row seating.
The GXA-M platform underpinning the new models uses Cell-to-Pack (CTP-S) battery technology. By connecting battery cells directly to the pack without modules, Farizon reports a 20% improvement in body rigidity. The SV taxi variant has a claimed range of up to 370km and can be charged from 20% to 80% in 30 minutes.
PATONS INSURANCE APPOINTS INDUSTRY VETERAN AS NEW HEAD OF COMMERCIAL
appointment of Steve Milner as its new head of commercial, as the firm looks to build on its recent growth.
Milner brings more than 20 years of experience in the commercial motor insurance market. He joins Patons from Gallagher, where he spent almost four years as operations manager, following a 14-year spell at Bollington Insurance Broker managing specialist motor teams.
Speaking about his move, Milner said he was keen to take on a new challenge after two decades in large corporate environments.
“I’ve moved from a very corporate environment with 45,000 staff in 130 countries to a much smaller, independent organisation where I could see many opportunities to make a real difference,” he explained.
He added that his focus would be on developing specialist motor products and supporting Patons’ ambitions in this area. “It is a different challenge, but with my background dealing with specialist motor products, I want to be able to help Patons achieve further growth.”
A NEW CABBIDDER APP AIMS TO CUT DEAD MILEAGE AND INCREASE DRIVER EARNINGS
new app launched by Cabbidder promises to help taxi and private hire drivers boost income by reducing dead mileage, with no charges to drivers or operators. The app allows drivers to pick up extra jobs along their routes, including passenger bookings, parcel deliveries and document transfers. The system works without subscriptions, commission or platform fees, allowing drivers to retain the full value of any job they accept.
Cabbidder says the tool is designed to address a long-standing problem in the trade vehicles travelling empty after drop-offs or between pickups. With the app, drivers can now access a pool of jobs tailored to their current location or route, maximising efficiency and earning potential.
The app also opens up work opportunities beyond a driver’s usual operating area, helping operators expand their reach while increasing choice for passengers and local businesses.
A key part of the platform is its document and parcel delivery function. Cabbidder says this gives drivers a steady flow of small jobs in both urban and rural areas, while customers get access to a fast, flexible and secure alternative to traditional courier services using licensed taxi and private hire drivers.
Cabbidder is now expanding its network and is inviting both drivers and operators to join the platform.
Matt Young, Founder of Cabbidder, said: “Dead mileage has always been one of the most frustrating issues for drivers. With Cabbidder, drivers can make every journey count, and they keep 100% of what they earn there are no subscriptions, fees, or commission. At the same time, passengers and businesses benefit from faster, more flexible transport and delivery options. It’s a win-win.”
IMAGE CREDIT: CABBIDDER
GLASGOW TAXIS INTRODUCE INSTANT QR CODE PASSENGER FEEDBACK SYSTEM
Glasgow Taxis passengers can now give immediate feedback about their journey before leaving the cab.
All vehicles in the fleet are being fitted with new “Glasgow Taxis Customer Feedback” signs featuring a QR code. Scanning the code takes passengers to a short online form where they can rate service, price, driver and vehicle. An additional question allows for more detailed comments.
The initiative is part of the operator’s wider focus on service standards and runs alongside its Mystery Shopper programme. Both measures aim to monitor and improve the passenger experience.
Chairman Dougie McPherson said the new form makes it easier for customers to give their views quickly. He added that it acts as a safeguard against poor practice in the trade and gives reassurance over the standards expected from drivers.
The form is anonymous unless passengers choose to share their details. It also reminds users that all taxi journeys starting and ending within the Glasgow boundary must be charged on the meter and cannot exceed that amount.
NEW GETT CAMPAIGN PUTS BLACK TAXIS AT THE HEART
advertising campaign designed to champion the cab can be booked to any location, combining heritage
LONDON NEWS TAXI CAREER: LTDA TO SHOWCASE THE KNOWLEDGE AT MAJOR LONDON CAREERS FAIR
Tconfirmed that the association will take part in a twoday careers exhibition at Olympia London this November, aimed at inspiring young people to consider becoming London taxi drivers.
Writing in TAXI magazine, Suzanne Sullivan, LTDA Airport Representative, sets out how the event will help attract the next generation into a profession that has long relied on word of mouth and family connections.
The exhibition, running on Friday 14 and Saturday 15 November 2025, is expected to draw large crowds. On the first day, more than 12,500 students from schools and colleges across the capital are due to attend. On the Saturday, those same students will return with their families, giving parents and carers the chance to explore options alongside their children. Sullivan describes the opportunity as a crucial moment for the trade.
“The event presents a unique opportunity to raise awareness about the Knowledge of London among young people who may never have considered it a serious career path,” she writes. With the average age of drivers rising and fewer young people entering the trade, Sullivan argues that the LTDA must be more proactive in promoting taxi driving as a respected and sustainable career.
The LTDA stand will focus on demystifying the Knowledge and showing how it opens the door to a skilled and independent career. Attendees will be able to explore the Knowledge process from registration to appearances, speak to current students and recently licensed drivers, and even attempt a mock appearance. Maps, Blue Book runs, and other interactive material will give visitors a real sense of what the training involves.
Sullivan is keen to dispel the idea that taxi driving is a last-resort job. “We want to show attendees that learning the Knowledge is more than just gaining a qualification, it’s the start of a respected, independent and potentially high-earning career,” she explains. The LTDA will also highlight the flexibility of the role, pointing out that many drivers balance taxi work with other careers while maintaining their badge.
TFL DETAILS NEW MANDATORY SERU ASSESSMENT FOR ALL LONDON TAXI DRIVERS FROM OCTOBER 2025
All London-licensed taxi drivers and new applicants will be required to undertake and pass the Taxi Driver Safety, Equality and Regulatory
Understanding (SERU) assessment from 1 October 2025, Transport for London (TfL) has reminded the trade.
The new requirement will apply to all existing drivers renewing their licences and to new applicants looking to enter the trade. This follows guidance issued by the Department for Transport (DfT) in 2020, which introduced a national framework of statutory standards for both the taxi and private hire vehicle (PHV) industries. The new assessment is part of TfL’s efforts to raise safety, safeguarding and professional standards across the board.
FORMER PARTICIPANT RETURNS TO SUPPORT THIS YEAR’S CHILDREN’S MAGICAL TAXI TOUR AS A VOLUNTEER
A former participant of the iconic Children’s Magical Taxi Tour is returning this year, but not as a passenger. Rachael, who once joined the convoy during a difficult time in her life, is now stepping into a new role as a volunteer, helping to bring the same joy and reassurance she once received to a new group of children.
Rachael, who joined the tour as a child undergoing medical treatment, says the experience played a key part in helping her through a difficult chapter. Speaking ahead of this year’s tour, she explained what returning now means to her. “The Taxi Tour gave me so much hope and happiness at a time when I needed it most,” said Rachael. “I want the children coming on the trip this year to see that there is life beyond treatment, and that even when things seem very hard, there is a future waiting for them. I can’t wait to help make their journey as magical as mine was.”
N CROSS-BORDER CHALLENGE: TAXI AND PHV ‘LICENCE SHOPPING’ CREATING SAFEGUARDING RISKS, SAYS COUNCIL
ewcastle under Lyme Borough Council has warned that “licence shopping” continues to undermine local taxi licensing standards, creating risks for passengers and weakening enforcement.
The council’s report, presented on 19 August, highlights how inconsistent rules across England’s 300 licensing authorities have allowed some drivers and operators to bypass stricter requirements by applying in areas with lower thresholds. Once granted a licence, they can still return to work in areas where their application may have been rejected.
The practice has become more common since the Deregulation Act 2015 allowed private hire operators to subcontract bookings between local authority areas. According to the council, this has turned certain authorities into “beacons” for applicants seeking cheaper or faster licensing routes, or those facing rejection elsewhere.
National reports have already linked weaknesses in taxi licensing to safeguarding failures. The Jay Report into child sexual exploitation in Rotherham (2015), the Telford Inquiry (2024), and Baroness Casey’s national review earlier this year each highlighted loopholes in taxi regulation and called for urgent reform.
Newcastle’s own statistics show the local effect. Since introducing stricter policies in 2019, the borough has seen a 47% drop in licensed drivers and a 35% fall in hackney carriage numbers.
Officials say drivers have openly admitted to leaving for neighbouring authorities where licensing conditions are less demanding.
The Government is now consulting on changes to the system through the Transport Committee’s inquiry into taxi licensing, which is accepting evidence until 8 September 2025 (Parliament call for evidence). Councils and trade bodies are pressing for new standards to close loopholes and reduce the incentive for licence shopping.
The council’s licensing lead Matthew Burton told the Newcastle-under-Lyme Borough Council public protection committee: "There are some local authorities that have very high standards and some that have very low standards, and many in between. There is a lack of consistency.
"What that means is that individuals are able to 'licence shop', and find the licensing authority that they may be able to get a licence from, when they might not be able to from their home authority.”
SEFTON CONSIDERS
NEW LATE-NIGHT HACKNEY CARRIAGE FARE RISES AND WEEKEND TARIFF
following a review of the local tariff structure. A report presented to the Licensing and Regulatory Committee outlines requests from trade representatives to introduce a new weekend tariff and increase existing fares across the board.
The proposed changes aim to reflect rising operational costs, inflation, and to address ongoing driver shortages.
One of the main proposals is the introduction of a new “Tariff 3”, which would apply between midnight and 6am on Fridays and Saturdays. The fare would start at £4.40. This is part of a wider plan to better serve the nighttime economy by encouraging more drivers to work late weekend shifts.
Trade representatives believe the changes will help make the profession more financially sustainable and attractive to new drivers. The number of licensed hackney carriage vehicles in Sefton stands at 213, down from the total of 271 licences currently held.
A proposed increase to the maximum charge for vehicle fouling is also included, rising from £40 to £50.
CCTV CONSULTATION BEGINS FOR BARNSLEY’S SCHOOL CONTRACT PHVS
Barnsley Council has launched a six-week public consultation on a proposal to expand the use of CCTV in private hire vehicles operating under local authority school transport contracts.
The proposed move follows a pilot scheme which saw CCTV installed in all hackney carriages licensed by Barnsley Council. That initial rollout was funded through the Transport Innovation Fund, with aims of improving driver and passenger safety and encouraging more drivers to work during less desirable hours.
With remaining funds from the pilot, the council now wants to extend installation of in-vehicle CCTV to selected private hire vehicles. The new focus will be on those working under home-toschool transport contracts, due to the nature of the passengers being transported and the safeguarding concerns involved.
Under current policy, all Barnsley-licensed hackney carriages must have councilspecified CCTV systems fitted and operational whenever the vehicle is being used for
hire. While private hire operators have been previously encouraged to fit CCTV voluntarily, this latest consultation aims to mandate the use of such systems where contracts involve transporting children.
The systems are supplied by the council but become the property of the vehicle proprietor once installed. Operators are responsible for system maintenance and security, while the council retains ownership of any recorded footage as the data controller.
The revised policy would also amend vehicle and dual driver conditions of licence to reflect new responsibilities. These include requirements for clear CCTV signage, maintaining written service records for two years, and ensuring cameras are working at the start of each shift. Deliberate interference with equipment could be considered when reviewing a driver’s licence status.
The consultation opened 5 September and will close 17 October 2025. A final report will be submitted to Cabinet and Council after the consultation closes.
LICHFIELD TAXI DRIVERS TO DISPLAY NEW PLATES AND ID BADGES IN COUNCIL SAFETY UPGRADE
A
ll taxis and private hire vehicles licensed by Lichfield District Council will soon carry new plates, signs and driver ID badges in an effort to make vehicles more recognisable and offer clearer ways for passengers to provide feedback.
The new requirements apply to the district’s 114 licensed vehicles and 131 drivers. Changes will be phased in as licences are renewed, with full rollout scheduled to be completed by 1 April 2026.
Private hire vehicles and hackney carriages will be fitted with distinctive signage on the front, rear and sides of the vehicle.
The council is urging both residents and visitors to familiarise themselves with the updated vehicle signage and driver badges when using taxi services in the area.
Council-set hackney carriage fares will also be visible inside the vehicle’s rear window.
Each vehicle will display clear instructions on how to contact the council, including an email address, phone number and QR code. Passengers can use this to provide feedback or report concerns directly to the licensing team.
Drivers are being issued with updated identification badges which must be worn while working. Both the badges and the vehicle plates contain built-in security features to protect against counterfeiting.
Councillor Brian Yeates, Chair of Lichfield District Council’s Regulatory & Licensing Committee, said: “Our taxi drivers provide a vital service – from getting people home safely after a night out, to taking them to work, to helping people with disabilities get around.
“It’s important for the public to know whether a taxi is a Lichfield District Council-licensed hackney carriage, as these are the only vehicles that can be hailed or pick people up from a rank within the district. All other vehicles must be pre-booked.”
IMAGE CREDIT: LICHFIELD DISTRICT COUNCIL
BRISTOL AIRPORT OPENS NEW TRANSPORT INTERCHANGE WITH KEY CHANGES FOR TAXI DRIVERS PICKING UP AND DROPPING OFF
Bristol Airport has opened its new Public Transport Interchange (PTI), marking a major shift in how taxis and private hire vehicles operate on-site. The PTI, which opened in July 2025, is now one of the largest transport hubs in the region and introduces a new road layout and updated driver procedures.
Taxi and PHV drivers should now follow signs for the new ‘Drop Off & Pick Up’ car park, located on the top level of the PTI. This area has replaced the old Drop & Go zone and now offers more than double the parking spaces.
The car park operates a cashless system using
physical tickets. Cameras record vehicle registration on entry, and payment is made at the exit barrier by contactless or Chip & PIN.
Prices begin at £7.00 for stays of up to 10 minutes. Between 10 and 20 minutes costs £9.00. The express area is not designed for long stays. Vehicles are permitted to remain for a maximum of two hours, but any stay beyond 20 minutes will incur steep charges, including £60.00 for one to two hours.
Those needing longer stay periods should use the nearby Short Stay car park instead, where prices start from £7.00 for 30 minutes. This area is a short walk from the terminal and can offer more
IMAGE CREDIT: BRISTOL AIRPORT
SOUTH CAMBRIDGESHIRE BACKS TAXI TRADE WITH EXTENDED
EMISSIONS
DEADLINE
South Cambridgeshire councillors have backed a recommendation to give taxi drivers more time to switch to cleaner vehicles.
The district’s Hackney Carriage and Private Hire
Licensing Policy originally required all licensed vehicles to be zero or ultra-low emission by December 2028. Following consultation with the trade, councillors agreed to recommend a two-year extension, moving the deadline to December 2030, with a full review set for 2027.
The decision follows a consultation in which 482 drivers supported the extension and only 32 opposed it. Licensing officers said the delay recognises ongoing challenges with charging infrastructure and the financial pressures faced by the trade.
Officers also warned that sticking with the 2028 date might not have cut emissions overall, as drivers unwilling or unable to comply could licence elsewhere and continue operating in South Cambridgeshire.
Cambridge City Council has already signalled plans to restrict access to its centre to ultra-low and zero emission taxis from 2028. District officers noted that if this comes into effect, drivers would have to decide whether to comply in order to continue working in the city.
NORTH NORTHAMPTONSHIRE TAXI POLICY ON PAUSE UNTIL NOVEMBER AS CONSULTATION OPENS ON KNOWLEDGE TEST
North Northamptonshire Council has confirmed a delay to the introduction of its new Hackney Carriage and Private Hire Licensing policy.
The authority had originally planned to introduce the changes from 1 September 2025. However, the Department for Transport (DfT) must first approve new by-laws connected to the policy. With parliamentary business paused during the summer
The council has instead set a revised start date of Monday 3 November 2025 for the new policy and creation of a single Hackney Carriage zone across North Northamptonshire.
While awaiting DfT approval, the council has opened a consultation on its proposed new knowledge test for drivers. The test will apply to applicants for both hackney carriage licences and combined hackney carriage and private hire licences. It will cover local geographical knowledge as well as broader taxirelated requirements.
Cllr Kirk Harrison, the council’s Executive Member for Regulatory Services, said: “We know that this topic has been a talking point within the industry for some time which is why it’s important that we provide this update and next steps. I hope everyone can understand and appreciate that the go-live date is dependent on the Department for Transport approving the by-laws which has been put on hold whilst Government is on summer recess.”
NCOVERED DURING TARGETED
ENFORCEMENT OPERATION IN COLCHESTER
A joint operation in Colchester uncovered an expired taxi plate breaching taxi licensing regulations, according to Essex Police.
Named Operation Mercedes, the enforcement initiative was carried out by officers from Essex Police’s Colchester District, working alongside licensing staff from Colchester Borough Council.
The teams stopped a number of vehicles to assess whether they were operating within the legal framework required for taxi and private hire services in the area. One vehicle was found to be running with an expired taxi plate. Others were noted for lacking essential signage and identification, which is a requirement under local licensing rules.
The checks aimed to curb unlicensed taxi activity in the town, which has been a cause for concern
among licensed drivers and local authorities. Police confirmed that the issues found will be followed up by Colchester Borough Council’s licensing team.
Officers had intended to expand the checks into another area of Colchester, but poor weather halted that part of the operation. Despite the disruption, police maintained high evening. These were focused on locations previously flagged by reports of unlicensed taxis operating.
A ‘
EASILY RECOGNISED
’: ROCHDALE COUNCILLOR
QUESTIONS WHETHER TAXI DRIVER SHOULD HAVE DRESS CODE AS EMISSIONS POLICY APPROVED
new taxi emissions policy has been signed off by the council’s cabinet, pushing back the deadline for vehicle compliance to 2030 in line with Greater Manchester’s Clean Air Plan.
The policy requires all licensed hackneys and private hire vehicles to meet Euro 6 diesel or Euro 4 petrol standards by 31 August 2030, replacing the original 2025 date.
The move follows a shortfall in government funding. While Greater Manchester authorities had sought £30.5m to support upgrades across both taxi and private hire fleets, ministers granted just £8m, limited to hackney carriage upgrades. As a result, the cabinet agreed the later deadline would give the
trade additional time to make the transition without severe financial strain.
In Rochdale, 18% of the licensed fleet remains non-compliant with the new standards. This figure has already fallen from 26% when the previous policy was agreed in 2024, suggesting some progress as vehicles are naturally replaced. Council officers confirmed that adopting the regional timetable will ensure Rochdale’s drivers remain eligible for available funding and avoid being disadvantaged compared to neighbouring areas.
Alongside the environmental policy, a separate issue of professional standards was raised. Councillor Shah Wazir asked whether the council could explore introducing a uniform
or dress code for taxi drivers. He argued that taxi drivers are often the first point of contact for visitors arriving in the borough and that smart attire could improve the area’s image while making licensed drivers more recognisable.
No decision has been made on the suggestion, but it is expected to form part of broader discussions about raising standards in the local taxi trade.
Cllr Wazir said: “When people visiting the borough arrive at the train station for example, usually taxi drivers are their first point of contact. First impressions count. “Is it possible for us to have a dress code for taxi drivers so they can be easily recognised?”
ENFORCEMENT NEWS
‘ FOUND LICENSEES DURING POLICE CHECKS IN
prosecuted drivers and carried out checks on taxis as part of a wider road safety initiative in the town centre.
The operation, which formed part of the Safer Streets programme, took place in the Market Place and near the ring road. Officers from the Huddersfield Town Centre Proactive Team worked alongside Kirklees Council taxi licensing staff and the Vehicle Defect Rectification Scheme.
One uninsured car was seized and 12 prosecutions were launched against drivers for offences including speeding, unsafe tyres, no tax and failing to wear a seatbelt. Taxi licensing officers inspected 30 taxis during the operation. Only a handful were found with minor issues that required attention, with no major safety concerns identified.
The Safer Streets initiative, backed by the Home Office, continues across West Yorkshire. It brings together local councils, transport bodies, businesses and community groups to reduce crime and improve day-to-day safety for residents.
TAXI COP ARRESTS UNLICENSED DRIVER AT BRISTOL AIRPORT DURING OVERNIGHT CHECKS
Avon and Somerset Police have reported a series of enforcement actions against unlicensed and uninsured drivers operating around Bristol Airport.
PC Patrick Quinton, known locally as the force dedicated confirmed that overnight checks had led to several interventions. He said his patrols were focused on identifying unlicensed vehicles that had been reported by the public and airport staff.
PC Quinton explained: been working overnight at Bristol Airport. I been looking for unlicensed
IMAGE CREDIT: PC PATRICK QUINTON
LIVERPOOL CITY COUNCIL LICENSED PRIVATE HIRE DRIVER CONVICTED FOR REFUSING ASSISTANCE DOG
ALiverpool private hire vehicle (PHV) driver has been convicted after refusing to carry an assistance dog.
Liverpool City Council confirmed that the driver appeared at Liverpool Magistrates’ Court and was ordered to pay fines and costs totalling £318.
The Equality Act 2010 makes it unlawful for taxi and PHV drivers to refuse a booking or journey because a passenger is accompanied by an assistance dog. These dogs are trained to support people with a range of disabilities, including sight and hearing impairments, and must be allowed to travel at no extra charge.
Drivers are also not permitted to insist that the dog is secured in the boot or a separate part of the vehicle. The law requires that the animal can travel with its owner in the passenger compartment.
The only exemption applies to drivers who have obtained a medical certificate confirming they are unable to carry dogs for health reasons, such as severe allergies. These exemptions must be applied for and granted by the local licensing authority.
Local authorities across the UK regularly remind drivers of their responsibilities, with licensing conditions making clear that refusal to carry an assistance dog is treated as a serious offence. Convictions can lead not only to fines but also to review of a driver’s licence.
A council licensing spokesperson said: “A Liverpool PHV driver was convicted in Liverpool Magistrates Court this week for refusing to take an assistance dog and will have to pay fines and costs totalling £318. It is an offence under the Equality Act 2010 for a licensed driver to refuse transport to an assistance dog.”
BILKED: FORMER NURSE FINED AFTER FAILING TO PAY £30 TAXI FARE
A former nurse has been fined after failing to pay a taxi driver for a £30 journey in Montgomery earlier this year.
Victoria Foster, 31, appeared before Welshpool Magistrates’ Court on Tuesday 26 August where she admitted making off without payment.
According to Powys County Times, the court heard that on 8 January Foster attempted to pay for the fare with her bank card, which was immediately declined. Despite being told this by the driver, she left without settling the fare. The driver later tried
to contact her and allowed until 6pm the following day for payment, but no money was received.
Prosecutor Helen Tench explained that Foster was later offered an out-of-court settlement, which she ignored.
Defence solicitor Gurleen Kaur said Foster had been experiencing significant personal difficulties and was struggling with her mental health at the time of the incident. She had consumed alcohol that evening and accepted she should have made the payment.
The court was told Foster had since contacted the taxi company and agreed to repay the £30 by September. Magistrates fined her £20 and ordered her to pay £30 compensation to the taxi company, £85 in costs and an £8 surcharge.
“EVERYBODY DOES IT!” TAXI
DRIVER WHO
ATTEMPTED
ILLEGAL PICK-UP OUTSIDE MANCHESTER CLUB NIGHT LOSES LICENCE APPEAL
A Trafford-licensed taxi driver who attempted an illegal pick-up during a Manchester club event has failed in his appeal against licence revocation.
Waqas Pervez, 35, had his Hackney Carriage and Private Hire licences revoked after a November 2024 incident outside Mayfield Depot, home to the Warehouse Project. The event, known as Up Ya Archives, featured drum and bass, jungle and UK garage music and drew large crowds.
Pervez, though licensed by Trafford Council, was not authorised to collect passengers in Manchester without a prior booking. During the incident, he was challenged by another taxi driver about the attempted pick-up. The confrontation, recorded on mobile phone video, showed Pervez swearing and threatening the driver. He was heard saying, “Everybody does it!”
The footage was passed to Trafford Council’s Licensing Enforcement Team. Following an
investigation, the Council’s Licensing Sub Committee concluded Pervez was “not a fit and proper person” to hold a taxi licence.
At a hearing in February, both his Hackney Carriage and Private Hire licences were revoked. Pervez appealed the decision to Manchester Magistrates’ Court.
During the appeal, Pervez claimed the fare had been pre-booked using his mobile phone, allegedly through his brother and a private hire operator based in Salford. However, Ben Moran from Trafford’s Licensing Enforcement Team told the court that even if a Salford operator had been involved, the fare would still have been unlawful under licensing rules.
Magistrates dismissed the appeal and upheld the Council’s decision. Pervez was also ordered to pay £150 in legal costs.
