The Badge - December 2025

More trade stories than all the others put together

STILL NOT

Issue 310 December 2025

INSIDE

DELIVERINg

HOW A CHATTY CAB PASSENgER AlMOST gOT ME kIllED... 13

lCDC WRITES TO ANDY lORD OvER CITY AIRPORT TAXI CHARgE PlAN 17

Pages 16-17

THE MUMPER ON SPEAkEASY ClASSIC QUADROPHENIA 29

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DECember 2025

DIVISION UNDERMINES OUR CREDIBILITY

Published by The London Cab Drivers’ Club Ltd. China Walks, Suite 111, Black Prince Road, London, SE1 7SJ Telephone: 020 7394 5553 E-mail for membership enquiries: thelcdc@gmail.com Web: www.lcdc.cab Editor: Grant Davis The Badge is distributed free to the Licensed London Cab Trade.

For advertising enquiries please contact the office on 020 7394 5553 or E-mail: thelcdc@gmail.com All advertising in The Badge is accepted under our terms and conditions. These are available at the LCDC office. Before entering into any commitment, financial or otherwise, always remember to seek professional advice.

The views expressed in this publication are not necessarily those of the Editor or of the Management Committee of the London Cab Driver’s Club.

Contributions for publication are welcomed and should be sent to the Editor at the above address.

Printed by Iliffe Print. T: 01223 656500

I would like to begin this editorial by wishing all our members, and the wider taxi trade, a very Merry Christmas and a prosperous New Year.

I also feel it is important to address a serious issue relating to the airport which will have clear repercussions for drivers. Since the marshalling scheme came to an end, tensions have risen, particularly among those who had grown accustomed to a predictable routine of two trips a day and an early return home.

Regrettably, this situation has led to unwarranted criticism of LCDC representatives. One representative has recently found themselves at the centre of a wholly unjustified and disappointing smear campaign, falsely alleging that they complained about certain taxis being parked at the wall. I want to be absolutely clear: this allegation is entirely untrue.

The act of taking a screenshot from a so-called “private” group chat and sharing it with representatives from another organisation serves only one purpose - to create division within the trade. Such behaviour is deeply disappointing, particularly when it comes from individuals who are meant to be acting in the best interests of drivers.

At a time when companies such as HAL and Uber stand to benefit from any weakness or disunity among us, this kind of internal conflict only damages our collective position. Division does nothing but undermine the credibility and effectiveness of proper trade representation.

After 38 years behind the wheel, it is disheartening to say that some things appear not to have changed. However, the choice remains with the membership: do we want strong, professional representation that works for the good of the trade, or do we allow behaviour that serves only to weaken us?

That decision ultimately rests with you.

Grant

DECember 2025

END OF YEAR REPORT - IMPACT OF UBER

Uber launched in London in May 2012, initially as a premium service but quickly expanding into affordable ride-hailing.

market (per 2023 filings), with PH trips now ~4x taxi trips (TfL Travel in London reports).

estimates); Uber generated £1.5bn+ in London fares by 2023.

• Taxi Decline: Taxi drivers fell ~34% from 25,460 to 16,676; vehicles down ~34% from

• Other Effects: Increased congestion (PH vehicles +50% since 2012), safety scrutiny (Uber’s 2017

Key impacts:

22,168 to 14,570. New taxi licences dropped 90% (1,010 in 2016 vs.

104 in 2024), linked to Uber’s convenience eroding hail/rank demand.

• PH Growth: PH drivers rose ~59% from 66,975 in 2012/13 to 106,468 in 2024/25, vehicles up ~90% from 49,854 to 94,520. Uber claims ~45% of London’s PH

• Market Shift: PH now ~86% of drivers (vs.

72% in 2012), handling 70-80% of for-hire rides.

Revenue impact: Taxis lost £200m+ annually (London Assembly

licence revocation, later overturned), and emissions progress (9,282 ZEC taxis by 2025, but PH lags). Post-COVID recovery favoured PH flexibility.

This disrupted the traditional taxi (black cab) market by offering appbased booking, dynamic pricing, and lower barriers to entry for drivers and vehicles. Transport for London (TfL) data shows a clear correlation: private hire (PH) licences - where Uber operates - surged post-2014 as Uber scaled, while taxi licences declined steadily, accelerated by competition, the 20172018 English Language requirement for PH drivers (which temporarily slowed growth), COVID-19, and high costs for taxi drivers (e.g., The Knowledge test, expensive wheelchairaccessible vehicles).

Data sourced from TfL licensing statistics (tfl.gov.uk) and DfT surveys.

Figures are fiscal yearend (March).

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DECember 2025

GOVERNMENT FINALLY CLOSES TOUR OPERATOR LOOPHOLE

The Government’s decision to amend the Value Added Tax Act 1994 marks an important change for the Private Hire trade, and one that many in the taxi trade will view as long overdue. Some private hire operators, mainly large online platforms, have relied on the so called “tour operator loophole” to reduce the VAT applied to their fares. That avenue has now been firmly closed.

still operate under a genuine agency model, provided their business is structured and run in a way that reflects that status.

Crucially, the agency model must be genuine in both paperwork and practice. Given the government’s need to raise revenue, it’s not beyond the realm’s of possibility HMRC will be scrutinising those declared models.

A CROSS BORDER SOLUTION IS URGENTLY REQUIRED

The amendment introduces a new subsection, Section 53(3A), which states that businesses whose activities consist mainly of transporting passengers by taxi or private hire vehicle cannot be treated as tour operators. The only exceptions are where the journey is genuinely supplied together with accommodation or another form of transport such as a coach, train, ship, or aircraft.

Although the closing of the loophole is broadly welcomed, it does raise real concerns for London.

A PHV operator currently licensed outside the capital but operating under an agency model could start sending vehicles into the capital and gain a competitive advantage, as they would not charge VAT on the full fare.

Routine PHV journeys no longer qualify for the Tour Operator Margin Scheme. The rule applies to all supplies made on or after 2 January 2026.

For those of us within the London taxi trade, the direction of travel has been clear for some time. The December 2021 Part 8 case, established that PHV operators in London act as principals when contracting with passengers. Once they were recognised as the party providing the transport service, the logical conclusion was that VAT should be charged on the full fare, not merely on the

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operator’s commission (margin). Although this ruling only applied within the capital, it exposed the fundamental commercial reality of how large app based PHV businesses operate.

Despite that clarity,

some private hire operators relied on the tour operator rules to limit their VAT liability. The Government’s legislative change removes that option, aligning the tax treatment of PHV services more closely with how the Club has long argued

they should be treated.

Outside London, the position is different. The D.E.L.T.A. Merseyside Ltd (and another) v Uber Britannia Ltd appeal court decision confirmed that PHV operators outside the capital may

In fact, nothing would prevent established London operators from obtaining operator licences in places such as Wolverhampton, dispatching vehicles from there. Another scenario, you could have two operators with offices half a mile apart, one charging VAT and the other isn’t required to. Along with cross border safety concerns this distortion of the market should not be ignored.

For the taxi trade, the amendment is a positive step, but it also highlights the ongoing need for a fair, consistent approach to regulation and tax across the whole country.

DECember 2025

While the trade is heavily divided over the introduction of a new Taxi vehicle which doesn’t have the unique turning circle of a Hanson Cab, it has been confirmed that autonomous cars have now received authorisation to work as private hire vehicles in 19 of London's central boroughs.

The post on social media declared: "The Waymo Driver has landed in London… We're now driving around the streets of London as we prepare to bring the safety, reliability and magic of our autonomous ride-hail service to the city next year."

These driverless cars have recently been spotted around London streets as part of a trial, ahead of them being used under ride-hailing regulations, to pick up passengers in early 2026.

Waymo, which operates under Google's parent firm Alphabet Inc, recently

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posted an image on social media showing one of its self-driving Jaguar I-Pace cars passing the famous Abbey Road zebra crossing.

Waymo has been operating driverless private hire vehicles in the USA since 2020, with more than 10 million paid rides being completed.

who refuse to authorise the new Ford MaxiCab Taxi vehicle (for not having the legislated turning circle ability) have voiced not one word in opposition to the public being transported in a passenger vehicle without a driver!

So, driving a Taxi with black painted handles (according to TfL/TPH) is more dangerous than not having a driver?

But, just when you thought it couldn't get any worse:

It also say their cars will be able to "navigate London's unique streets and understand all of the complex layouts and traffic patterns."

The announcement follows on from Uber, confirming it will be launching self driving minicabs in London from spring 2026.

The ride-hailing app company will operate services in partnership with artificial intelligence (AI) start-up Wayve.

You really couldn’t make it up.

It’s unbelievable to think that our regulatory body,

Planned destinations for the new flying taxis departing from Canary Wharf include Gatwick, Heathrow, Cambridge, Oxford and Bicester.

The company plans to build seven certificated aircraft in the UK to undergo final testing with the UK Civil Aviation Authority (CAA) and the European Union Aviation Safety Agency (EASA).

The all new electric, vertical take off flying Taxi will have a cabin capacity for 6 passengers and 12 items of luggage.

And yet…TfL have recently announced that if you have painted the handles on your TXE black, it will not pass inspection at NSL. When we asked for clarification, they have confirmed it is an unapproved modification.

Valo has now announced that from 2028, its electric flying Taxis will be available to service Heathrow and Gatwick, which will revolutionise airport travel in the UK. These Flying Taxis can achieve 150mph and will slash Heathrow to the City journey times to just 12 minutes.

Valo will be able to enter commercial service after obtaining the Type Certification, which is the regulated approval issued to new aircraft designs by regulatory bodies like the EASA and CAA to guarantee safety standards are met.

They also say the service, which should be up and running by 2028, could end up being as cheap as booking an Uber.

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DECember 2025

LCDC WRITES TO ANDY LORD OVER LONDON CITY TAXI CHARGE PLAN Dear Mr Lord,

We are writing to you with regard to the LCY (London City Airport) proposal to charge taxis for picking up and setting down passengers.

PICK UP CHARGE Until Spring 25, this charge was £1.00 for drivers picking up at the LCY rank., after which the cost was raised by 100% to £2.00.

(TPH) and Sam Houston (Taxi Trade Tariff Group).

It was made clear that TPH and Taxi trade were opposed to any proposed drop off charge.

to 20% of all road traffic.

Reducing road traffic into LCY would have an obvious positive effect on traffic pollution and The Mayor’s strategy.

LCY suggested that they were considering introducing these charges in order to reduce traffic flow to and from the airport because they were under pressure from TfL to do so in order to comply with The Mayor’s Action Plan. This

However, London’s taxi fleet are part of the 20% of traffic not intended to be reduced and therefore, should this charge be introduced on road pollution effect, there is a compelling case for taxis to be exempt from such a

Less than six months later, LCY announced their intention to raise this fee by yet another 50% to £3.00.

TPH made it clear to LCY that they had no intention of allowing drivers to put this charge on the taximeter, as requested by LCY management. The matter was raised at a Tariff meeting, where the trade group was of the opinion that the charge should not be raised.

DROP OFF CHARGE This is a far more contentious issue. LCY approached TFL, informing them that LCY intended putting a £7 drop off charge in place and licenced taxis would not be exempt from the charge, anticipating that drivers could add the charge to customers’ fares.

TPH (Taxi and Private Hire) made it clear that they were opposed to adding these charges to the tariff.

Again, this matter was raised with the tariff group, who were opposed to the charge, irrespective of whether the charge would be recoverable or not.

A site meeting was convened between the LCY CEO, Darren Crowson

was not a plan to increase revenue streams.

It would appear that LCY were unhappy with the decision of TPH and appealed to TfL, presumably a department dealing with the environment.

As a result, the upcoming tariff adjustment has been delayed in order to include questions re LCY pick up and drop off charges in the tariff consultation that is currently live.

CONFLICTS OF INTEREST The Mayor’s Transport Strategy’s aim is to reduce non - public road transport

charge. Taxis are, in fact, part of the public transport system that would be expected to replace the private road travel that LCY are trying to reduce.

Additionally, as nearly 70% of London’s taxi fleet are ZEC vehicles and this number is growing, any improvement in air quality by deterring travel by taxi use to LCY would be negligible.

Introducing the charge would reduce the flow of taxis to and from LCY, regardless of who pays the charge, drivers or passengers, as a result of LCY placing applying the drop off charge to part of the public transport system i.e. taxis.

TfL appear to have conflicting internal aims and taxi drivers and their passengers could be the casualties.

At the extreme, the proposed drop off charge could increase a fare from Canary Wharf by almost 50% on current fares if the cost were to be borne by passengers.

On the other hand, if this charge fell on drivers, TfL would indirectly be forcing discounted fares on drivers. LCY is a compellable distance from Charing Cross. If TfL have given enough encouragement to LCY to apply the charge and not allow drivers to recover this from passengers, then TfL would effectively be forcing a £7 discount on taxi fares as the driver would be unable to refuse a fare.

This is what makes the proposed LCY charge different from other London airport charges in that a driver has the right to refuse a fare to all other airports.

From Central London to LCY, a driver is compelled TfL to accept the fare. While the decision to pay the pick up fee is the driver’s choice, the decision to pay a drop off fee would be forced upon the driver by an arrangement between LCY and TfL TAXI FARES CONSULTATION These proposed charges should never have been included in the current review. The consultation paper had already been constructed a considerable time before LCY made the appeal that ended with the inclusion of their proposed charges.

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This has delayed publication of the consultation. It will now not end until 14th December.

It takes at least six weeks to assess the results and put papers to the Finance Committee. In order to obtain a tariff adjustment in April, these papers have to be in by 6th February. That give just 7.5 weeks, including the Christmas and New Year period. If this deadline is missed as a result of the inclusion of LCY charges, it will be September before any adjustment can be made, due to Mayoral elections in the Spring.

That would result in drivers losing 4% of their income for 6 months, potentially. This is patently unfair. Drivers had to make sacrifices in order to get the adjustment back to the April traditional. The Cost Index is always a year behind inflation and this has had to be increased to eighteen months to achieve an April adjustment.

Finally, the taxi service is already on its knees.

The fleet is consistently reducing, in large part due to the imposition of a £70,000 + vehicle and uncertainty over future supply of vehicles and current problems over the supply of parts. Driver numbers are consistently falling, the Knowledge has been failing for years.

If these charges are applied by LCY, they will have a serious effect on taxi supply and demand.

If only applied to the taxi driver, this will exacerbate the current unsustainable loss of existing drivers and falling driver replacement numbers The London Cab Drivers' Club

DECember 2025

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How a chatty passenger nearly got me killed on a mountain...

By Jamie Hawes A tale of friendship, fighter jets, rare birds and one man’s catastrophic decision to trust his own sense of direction.

If you’d told me a week earlier that I’d soon be clinging to the side of a mountain in Glencoe, waving hopelessly at a fighter jet and swearing at endangered wildlife, I’d have politely asked what you’d been drinking.

But that’s the thing about working as a cab driver: one minute a customer is recommending a “nice little walk in Scotland,” and the next you’re standing on a Munro wondering whether you’ve accidentally joined the cast of 127 Hours: The Musical.

It began with a passenger who chirped, “You should go to Glencoe, mate.

Beautiful part of the world.”

And because I’m apparently susceptible to tourism advice from complete strangers, I roped in an old friend—who, just to add social complexity to the situation, happens to be a Conservative councillor for Aylesbury.

We booked into the Clachaig Inn, which is a perfectly lovely place unless you’re easily influenced by rustic décor and two pints of local ale. Together, they convinced us that we were rugged outdoorsmen rather than two middle-aged blokes who should really know better.

Our target was Stob Coire Raineach, a Munro that looks innocent enough on the internet but develops a mean streak in person.

The “three-hour walk” to the base was a chaotic

blend of ice, rock, ankletwisting surfaces, and the kind of wind that tries to gently push you into your own grave.

After the promised three hours (read: four and a half), my hiking partner announced he could go no further. He said it with the gravity of a man stepping down from Cabinet.

So, naturally, I pressed on alone—because nothing marks a true adventurer like ignoring common sense.

_I looked for my path down. I did not find my path down. I looked at alternative routes. They did not look like routes. They looked like nature’s way of saying, “Not that way, idiot.”

And so, in a moment of panic-driven genius, I made the worst decision of the entire trip: I sat on my backside and started sliding.

Now, sliding on ice sounds fun. Sliding on a steep

up to see a military aircraft skimming past at a height that suggested the pilot had lost a bet.

I waved furiously. The pilot responded by casually banking the jet sideways, showing me nothing but the top of his helmet before vanishing into the distance.

This is exactly why fighter jets never win “Scotland’s Most Helpful Aircraft.”

Accepting that community air support was not forthcoming, I began clawing

friction of my fingernails—I made it back to the summit.

After a frantic search, I spotted my original path, half buried but still just visible.

The descent was less a walk and more a series of controlled collapses.

Right until a female climber passed me, glanced at my shredded waterproof trousers, and burst into a laugh so heartfelt it probably added years to her life.

Shaking, starving and emotionally bruised, I finally reached the car and grabbed the only food available: a packet of crisps.

They were called EXTREME RIDGE. Of course they were.

In Conclusion: Listen to Cab Passengers Carefully It’s astounding how a casual chat with a punter can escalate into: • scaling a mountain,

To my astonishment, I eventually clambered onto the summit just as the sun broke through the clouds like a triumphant spotlight on a very confused amateur.

I even had phone signal, which didn’t just feel miraculous—it felt suspicious. I FaceTimed family and friends, proudly showing them the view and pretending I wasn’t 40% sweat, 30% fear and 30% “I hope this impresses someone.”

I hung up. And the sun immediately disappeared.

Like it was done with its shift.

Suddenly everything looked less like a scenic wonderland and more like an insurance claim waiting to happen.

Scottish mountainside toward what could generously be described as “oblivion with a view” is significantly less fun.

Within seconds, the slope became vertical enough to qualify as a wall. One more slide and I’d have been Scotland’s first human toboggan.

Only when I attempted to stop did I look up and realise I’d descended 150 feet. I had achieved this in record time, powered purely by terror and poor judgment. I was now officially stuck.

As I teetered on my icy ledge of regret, the roar of a fighter jet echoed through the glen. I looked

my way back up the slope.

Halfway up, I paused, gasping like a Victorian orphan, and nearly sat on what I thought was a rock.

The “rock” moved.

It was a ptarmigan—a rare, camouflaged Highland bird beloved by twitchers and, apparently, entirely unfazed by sweaty men making bad decisions. It stared at me with the air of a creature wondering how humans survived long enough to invent Wi-Fi. It only shifted when I, utterly frazzled, told it to “F-off!”

A command it obeyed at a leisurely pace, as if humouring me.

By some miracle—and the

• sliding down the wrong side of it, • trying to hitchhike with the Royal Air Force, • almost flattening a rare bird, • and returning to civilisation with trousers that looked like they lost a fight with a lawnmower.

I wanted a scenic walk.

I got a near-death experience sponsored by Walkers crisps.

And honestly? 10/10.

Would do again.

After therapy.

Merry Christmas and be lucky!

DECember 2025

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DECember 2025

merry christmas from the mayor Khan should be stripped of control of Met Police as public confidence in force plunges, says think tank

Confidence in the Met Police has fallen to an all-time low as Londoners lose faith in the force’s management of protests, ability to solve thefts and local policing, according to a new report.

A damning report published by the Policy Exchange think tank recommended that responsibility of the service should be stripped from mayor Sadiq Khan and transferred to the Home Office instead. It also said that the Met should be put back onto special measures, which were lifted at the start of the year.

Conservative MP for West Suffolk Nick Timothy said that the report “demonstrates how the Metropolitan Police is still a long way from being anything like an effective crime fighting force”.

The Policy Exchange found that the Met was effective at confronting serious incidents, including homicides and knife crime, but it was failing to solve “high volume”, lower level crime such as thefts.

The Met Police solves nearly all of homicide cases (95 per cent), and the rate of homicides has dramatically lowered from an average of 141 per year between 20032022 to just 42 offences in the first half of 2025.

Hate incidents have also fallen significantly since commissioner Mark Rowley was appointed,

and knife crime has dipped by 14.82 per cent in the first ten months of 2025.

But the force has not effectively tackled stealing offences. The Met only solves one in 76 reported bike thefts, and one in 179 thefts from a person.

London has become the phone theft capital of Europe with criminals nicking 80,000 mobile devices last year, which amounts to roughly one every six minutes.

This is despite the force specifically tackling phone and watch theft from people riding e-bikes, as part of its plan to restore public trust.

But the report said that two-tier policing had become a reality and was "inadequate". The Policy Exchange report said that often the force chose to “prioritise the rights of protestors” over the wider public and Westminster, with access to parliament being “substantially obstructed" on a number of occasions.

Some 70 per cent of London’s local police stations closed between 2008 and 2018, and the think tank said the force had “failed” to mitigate the impact of the closures.

This is coupled with a fall in the number of local frontline police officers.

It was also announced in October that 10 more stations will close, meaning there are only 27 counters open across the whole of the capital.

Richmond Council recently announced it was planning legal action against the mayor of London and the Met after Scotland Yard decided to shut Twickenham Police Station.

The “A Long Way To Go” report said there was also a focus on engagement and community relations rather than fighting crime.

A spokesperson for the Mayor of London told the Daily Mail: “Nothing is more important to the Mayor than keeping London safe and he continues to lead the way by being tough on crime with a record £1.16billion support for the police this year alone and tough on the complex causes of crime through the country's first Violence Reduction Unit which is leading an approach rooted in prevention and intervention.”

Met Commander Hayley Sewart said: “Our New Met for London plan is delivering significant improvements on the issues that matter most to our communities and crime is falling across London.

“Despite a £260million funding gap and amid a shrinking Met, we are protecting neighbourhood policing, response policing and public protection so we can be there where and when the public needs us.”

Courtesy of The Standard

DECember 2025

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Sadiq Khan spends £500,000 on rare birds for one of London’s poorest boroughs SADIQ Khan has been blasted for spending £500,000 of public money on storks instead of tackling real issues.

Critics accused the London Mayor of being “out of touch” and sitting in an “ivory tower”.

He has spent £500,000 of public money in a rewilding project in Dagenham, East London, one of the capital’s poorest boroughs. As part of the scheme, a flock of white storks have been introduced to the area.

The money is part of a £3.84million pot of cash from Sir Sadiq’s Green Roots Fund which is aimed at boosting access to nature around London.

Sir Sadiq has said the project is a win for ordinary Londoners. He said: “Access to nature is an issue of social justice. It can’t just be those who live in the countryside who get to share their home with our amazing wild creatures. We are proud to be supporting some fantastic projects through my Green Roots Fund, including the historic reintroduction of white storks and beavers to East London.”

The Sun Online has approached Sir Sadiq for further comment.

However, the leader of the Conservative Party in London, Susan Hall, blasted the move, which was first reported in The Telegraph.

She told The Sun: “It is ridiculous and this is the trouble, it’s because it’s not their money. If you’re a mother and you’re short of money, and something really important needed to be done, as in, in London, this is not it.

“The police service, spending money on nice-to-have things. Yes I’d be spending it on what I needed to. And in London’s case, put some more money into policing. I mean, if you look today at the different demonstrations going on…

“This is costing London an absolute fortune, with constant demonstrations, and a large one.

We need more money going into the police. Now, having lovely storks and beavers and God knows what else is great, but actually, we can’t afford it.”

The move comes as fares on the London Underground, the Overground and the Elizabeth Line are all set to rise by 5.8 per cent in the new year. The increase is 1% above the rate of inflation and will come into force in March.

Ms Hall added: “In my view, this is where Labour get it wrong. They do not understand. They call it austerity, they call it everything else. But for Londoners it’s really living within your means, and spending money where it needs to go.

“And because it’s not his money, he can’t just dish it out, it’s hard earned taxpayer money. It’s all PR stuff, you know, if it makes him look good. I get so cross with it you know, I don’t feel safe walking. I don’t care what the Commissioner said yesterday, I don’t feel safe.

“I mean, granted, I have had death threats, but of course, I’m a

politician, so I get that. But lots of people don’t feel safe. We need money put into policing, not rare birds that could easily be caught by the people.

Concerns about crime remains a big concern, with the latest figures showing the overall crime rate in London is 81 crimes per 1,000 residents. The most common crimes reported are violence and sexual offences.

Reports come from roughly every 23 out of 1,000 daytime population, according to Crime Rate.

Courtesy of The Sun

Bus speeds ‘worst in 40 years,’ Assembly told

Slower bus speeds are sparking a dramatic decline in ridership in London which will have a knockon effect on the Mayor’s active transport goals and Transport for London’s (TfL) revenue, the London Assembly has been told.

from 1.869 billion to 1.842 billion.

Average bus speeds on the capital’s streets in 2024/25 were just 9.17mph – down from 10.27mph four years ago, according to data obtained by City Hall.

Paul Lynch, Managing Director of Stagecoach London, said: “We are used to difficult traffic conditions in London – it’s our bread and butter.

However, conditions have worsened over the last few years to a point where somebody who works for me in charge of our service performance and has been around for 40 years operating buses in London says it’s the worst he has ever seen.

In October – the latest month for which data was available – the mean speed of a London bus was just 9.06mph. Meanwhile, passenger numbers fell for the first time since the pandemic last year,

“The biggest single impact, of course, is on the customer, on the people using the buses, it’s making them less attractive and less reliable for them. It’s got to be one of the reasons why bus passenger

numbers are declining at the same time that bus speeds are."

The latest TfL annual ‘Travel in London’ report shows a decline of 1.5 per cent in bus journeys compared to last year, with three per cent more journeys on the London Underground and 10 per cent more on the Elizabeth line.

In the document, officials revealed that average bus journey time was 34.3 minutes, higher than the 34.1 minute target.

TfL’s own analysis suggests numbers need to increase from 5.1 million daily bus journeys currently to nine million by 2041.

They also found that if buses in London increase their speed by an average of 1mph, it could save up to £200 million per year and generate additional revenue of £85 million from increased passenger numbers as a result.

Some boroughs have it worse than others, with average speeds of under 7mph seen in the City of London, Camden and Westminster.

Meanwhile, the highest average speeds were seen in the outer boroughs of Bexley, Hillingdon and Havering, all of which were over 11mph.

Courtesy of The BBC

18

DECember 2025

PERSONAL FIEFDOMS VERSUS PROGRESS: HOW UNION RIVALRIES ARE HOLDING BACK HEATHROW'S TAXI TRADE

Heathrow Airport should be the place where London’s taxi trade shows its strongest unity.

Thousands of drivers rely on Heathrow every day, and five unions operate there, although it should only be four now that the RMT no longer has a cab section. Why are the old redundant RMT reps still attending meetings when they no longer represent anyone. The remaining four organisations are there to protect drivers’ rights, negotiate conditions, and help the trade adapt to rapid change. But instead of unity, Heathrow is currently defined by division.

stinks of lies, duplicitous behaviour & school playground antics. Is this latest behaviour the official stance of the LTDA & the UCG towards this individual or is this just the usual suspects airing their own personal agenda. Another target of spite for loosing their gravy train of free rides, but never mind they can all book in & sit in their cosy office without going through the feeder park. That’s why we now have to rewrite the SLA agreement for reps because not only are they signing in without being on official Heathrow business, they do so without following the correct procedures.

UCG representatives leave drivers without a strong, collective voice. Heathrow Airport Limited and other stakeholders are far more likely to ignore or bypass a fragmented trade. This harms every driver working the airport—not just union members.

For many drivers, watching personal politics overtake professional responsibility feels like a serious failure of leadership.

A Trade Held Back by Personalities, Not Policies The problem, as understood by many within

essential discussions?

Are personal animosities being allowed to shape the direction of the entire Heathrow taxi operation?

Who pays the price for this division?

The answer, every time, is the drivers.

Why Heathrow Needs Unified Representation Now Heathrow is not like any other workplace in the taxi industry. The rules, pressures, and decisions made there have immediate effects on drivers’ earnings, shift patterns, and long-

According to many within the trade, two unions— whose members include those from the LTDA and UCG—are refusing to participate in dialogue or attend meetings that involve the London Cab Drivers Club (LCDC). This refusal, widely seen as rooted not in policy disagreements but in personal issues with certain LCDC representatives, is creating a damaging standstill.

Last year it was with a certain member of Unite the union, more recently the senior Union rep of the LCDC & now another union rep of the LCDC. Can you not see a pattern forming here, whenever a rep speaks out against certain issues or isn’t in agreement with certain individuals they try to ostracise the outspoken party. What’s more concerning is certain individuals sat at a table in the canteen and said we can work together, only for them to later threaten to walk out of any meeting the latest rep was to attend.

Now call me a sceptic but this sounds like collusion & bullying taken to the next level. Unfortunately for these protagonists you can’t bully the latest target of their malice. The whole issue

the same meetings, no one group can dominate the narrative or filter information.

4. Defence against external pressures App-based competition and airport policy changes require united strategy—not isolated responses.

Fragmentation only helps those who want to weaken or sideline the trade.

Professionalism Must Come Before Personality Union representatives are chosen to lead, not to obstruct. Leadership means facing difficult conversations, setting aside personal pride, and working with people you may not agree with. If personal disputes are stopping LTDA and UCG representatives from attending meetings with the LCDC, then the trade is being held back not by external pressures but by internal immaturity.

Drivers deserve better.

They deserve leaders who can put professionalism before personality and responsibility before ego.

Whatever the historical grievances may be, the impact is clear: personal fiefdoms are being placed above the needs of the taxi trade as a whole.

When Dialogue Stops, Progress Stops The taxi industry at Heathrow faces major challenges: access rules, rank management, private hire competition, and the shift towards greener vehicles. These issues require coordinated representation. Without unity, the trade’s negotiating power weakens dramatically.

By refusing even to sit at the same table, LTDA and

the trade, isn’t a principled disagreement about strategy or outcomes. It’s interpersonal: unresolved disputes, personal dislike, and long-standing clashes between individuals.

term prospects. That is why the airport has always required strong, coordinated representation.

If that is the reason for refusing dialogue, then the unions involved are allowing personal grievances to outweigh representation. No trade can progress when its negotiators behave as if they are defending private turf rather than public responsibility.

1. Stronger negotiations

This leads to difficult questions: Can unions claim to represent drivers if they refuse to engage in

A unified approach would mean:

A single, coordinated voice forces stakeholders to take the trade seriously.

2. Fairer outcomes Issues like charging structures, working conditions, and infrastructure are better resolved collectively.

Time to Put the Trade First The taxi trade at Heathrow has enormous potential, but only if its representatives can sit down together and act like the professionals they claim to be. Personal issues may be real, but they cannot be allowed to dictate the future of the trade.

Unity doesn’t require everyone to be friends.

It requires commitment to a common purpose: protecting drivers’ livelihoods.

The first step is simple:

3. Transparency

Show up. Talk. Work together. Put the trade before personal fiefdoms

When all unions attend

The LCDC team.

20

DECember 2025

Holborn and Fleet Street under threat

Two of our most important east–west corridors are quietly being lined up for major redesigns.

– a short history cabbies can tell

If we’re going to argue for continued taxi access, it helps to remember – and remind councillors – what these streets represent.

Camden are pushing ahead with their “Holborn Liveable Neighbourhood” – with sketch plans that talk about “car-free” sections, wider pavements and new cycle tracks across Holborn, High Holborn and the streets that feed them.

- Holborn has been a key route into the City since medieval times, climbing the hill from the west towards Holborn Viaduct and Newgate.

The City of London is gearing up to “transform Fleet Street” – with design options already approved and a full public consultation due in spring 2026.

On paper these schemes are about safer junctions, cleaner air and more pleasant streets. In practice, unless the taxi trade gets stuck in early, we risk losing direct access to key destinations and being pushed onto longer, more congested diversion routes.

This is a briefing for working cabbies: what’s being proposed, what it could mean behind the wheel, plus a short look at why Holborn and Fleet Street matter so much in London’s history.

1. Holborn Liveable Neighbourhood – Camden’s £55m makeover What Camden are trying to do: Camden’s Holborn Liveable Neighbourhood (HLN) is a multi-year project, backed by TfL, aiming to turn Holborn into “a place for people” with attractive, healthy, accessible streets, cleaner air, more trees and public spaces.

Recent council and media coverage makes it clear this isn’t just about a few crossings – it’s a fundamental recasting of the whole Holborn street network, including:

- The district became famous as London’s legal quarter, home to Gray’s Inn, Lincoln’s Inn, Staple Inn and Barnard’s Inn – training grounds and workplaces for generations of barristers and solicitors.

- New public spaces and planting at key junctions.

- Segregated cycle lanes and “Healthy Streets” treatments.

- “Car-free” or heavily restricted sections on some streets.

A local report puts the price tag for the full scheme at around £55m, with backing from TfL. Early sketches highlight Southampton Place, Museum Street, Bedford Place, Great Russell Street and New Oxford Street as locations for major pedestrian and cycling zones.

At the same time, Camden are running “STARter” projects – smaller traffic orders and street schemes that effectively pre-shape the area before the big consultation even happens.

Lincoln’s Inn Fields and Red Lion Street are being used this way already.

The “conversation” on the new HLN sketches runs to

February 2026, with a full detailed consultation not scheduled until autumn 2026 – but key decisions on side streets and traffic filters are being taken now.

2. Transforming Fleet Street – the City’s next big move While Camden reshape Holborn, the City of London Corporation is lining up a major scheme on Fleet Street, another critical east– west artery for cabs.

The official plan: - Improve the experience of people walking and wheeling.

- Provide wider pavements, more space for pedestrians and wheelchair users.

- Add improvements for cycling, plus seating and planting to create a “highquality environment”.

- Align with the wider Fleet Street Area Healthy Streets Plan, which is about making City streets more pedestrian-friendly, quieter and cleaner.

3. Holborn & Fleet Street

- Kingsway, running down to Aldwych, was carved through the area in the early 1900s as a grand, wide boulevard, replacing a warren of slum streets and joining High Holborn to the Strand as one of the key north–south routes in central London.

- Holborn Viaduct itself, opened in the 1860s, was a huge piece of Victorian engineering that finally tamed the steep valley of the River Fleet, improving traffic flow between the West End and the City.

Today, Holborn still carries the legal tradition: the Inns, chambers, law firms and the Royal Courts are all within a short cab ride, as are national institutions like the British Museum and Great Ormond Street Hospital.

Fleet Street: the voice of the nation Fleet Street’s history is just as rich – and just as bound up with movement, information and power.

- Even after the big titles moved printing to Wapping and other sites in the 1980s, Fleet Street remained shorthand for the

press, and many of the old newspaper buildings – and pubs where deals were done – are still there.

For tourists, Fleet Street is a living museum of the media age. For lawyers, it’s the route from Temple and the Royal Courts up into the financial district. For us, it’s a vital working road – and one of the places where a black cab can still tell a story just by rolling slowly down the hill towards St Paul’s.

4. What drivers can do now Both schemes are still in play – and there is time for the trade to shape the outcome, if we use it.

- Engage with the “Holborn Liveable Neighbourhood” conversation Camden are actively inviting comments on their latest sketches until February 2026, with detailed consultation to follow later that year.

- Push three clear messages in responses and meetings: 1. Taxis are public transport, not private cars – we should be treated like buses in all “people-first” schemes.

2. Door-to-door access for disabled, elderly and hospital passengers is essential, especially around Great Ormond Street, the British Museum, legal chambers and offices.

3. Any “car-free” or filtered streets must retain taxi access via signed exemptions, timed access or camera-enforced bus/ taxi gates.

- Monitor and challenge “STARter” projects - Prepare for the spring 2026 consultation - Use history as well as practicality

DECember 2025

Scott Kimber LCDC rep It’s true, I love words.

But before Grant starts panicking and thinking ‘what the hell is Scott going to say this time?’ let me just mention a few of the C’s I mean.

Run by c's...

trade never knew the true potential of the job.

Then came the corporate capitalism, a world full of excess and opulence, a time when everybody started bragging about having ‘loadsamoney!’ Big business and the banks

be scratched.

Fast forward to today and we now find ourselves in a situation where the politicians are not just piggy backing on the large corporates of this world for the trappings but also insisting these businesses

21

and control but is also paying handsomely into their coffers out of our own pockets.

much this prominent figure earned off the back of this grafter whilst sitting on his fat backside doing sweet FA.

During the week of the tube strike I attended the funeral of my dad’s old school mate and Dial-a-cab Chairman

We’ve been hijacked by greed and continually conned and weakened by every mayor but still many are happy to go along with everything they and TfL say.

TFL ‘BIASES’ NEED SCRUTINY

Corporatism - mainly Authoritarian Corporatism, where the state forces everyone to join one of a limited number of corporations and where the state also defines the goals these corporations Into the August edition of try achieve.

The Badge, the LCDC reported that- an a member Capitalism economic reminded Transport and political system infor London (TfL) through which a country’s tradea courtindustry claim that traditional and are controlled taxiprivate laws are still in by owners forforce. profit.

In response this claim, Control - thetopower to TfL’s legalordepartment influence direct people’s behaviour or the course ofby clarified a key issue raised events. our member: whether a taxi driver may start the meter Communism where the upon accepting- an state controls production immediate app-based in an attempt to divide booking.

TfL replied: resources fairly, often resulting a single“TfL hasinalready confirmed party state controlling to you in correspondence everything. dated 21 May 2024, that a hackney carriage driver may In the early the not switch on days the taximeter London cab trade was like prior to the point at which the apassenger secret society.

Nobody is picked up, had how pre-booked we were whena itclue is being working or what we were as a hackney carriage. earning, the same with Again, we consider many self employedthat this point is clear and occupations.

I’ve does heardnot require a declaration stories of cab driversfrom the High1980 Courtliving before that is the pre in nice case.” houses in the suburbs either making sure the cab This in statement fromout TfLof went the garage appears to contradict a 2017 view or was even parked statement made during a around the corner so that trade meeting with the anyone from outside

organisations like the LCDC, LTDA, Unite, RMT, and UCG, where TfL stated: “…case law has determined that a hiring for a London taxi takes place where the booking is accepted, not where the passenger is picked up.”

This 2017 statement was related to a case involving started gettingtaxi their fingers yellow badge drivers into every in a hope of working forpie Computer Cab, making big whether profits. Those addressing they with money werebundles plying forofhire in the were to greengiven badgeincentives sector. Given invest and make even that TfL understands that more forthe doing very hiring money occurs at booking little.

The rich got richer location, it should also no matter what the economy recognize that Section 39 of did.

Sure, we benefitted the London Cab Order 1934 from thisthe too, especially permits meter to start with the rise of corporate from the acceptance point. accounts onofthe Section 39 theradio Cab Order circuits that we, the drivers, 1934 specifies: owned.

But the“The geniedriver was of a motor cab shall start the out of the bottle. To earn taximeter no sooner than more, serious lobbying when cab isthat hired of the the powers be or in at such later time as the driver Westminster was needed, thinks fit.” making sure the politicians shared in the wealth that Thispolicies inconsistency raises their were creating questions about TfL’s taxi and that they’d continue and private hire department? along the same path. Egos Drivers arefed, asking if they had to be backs hadare to

potentially favouring the commercial interests of app companies?

These companies, also licensed by TfL as private hire operators and contribute substantial revenue through licensing fees, could this be a conflict of interest?

legal framework for London’s regulated taxi service.

By treating taxis and private hire vehicles similarly and allowing app companies to do the same, TfL may be acting unlawfully?

Since taxis perform a public service, the app companies TfL has stated that it does that dispatch them also nowregulate follow their political Brian Rice.

There were not taxi apps, an perform a public function, ideologiesthat in return many prominent figures assertion seemsfor thereby falling under the being allowed to operate. at the wake intended to deflect PSED, whichafterwards TfL is tasked Those that don’t will be that enforcing.

I thought best to responsibility for protecting with over the regulated andtaxi costed avoid because a funeral both public and out of existence. Net zero isThe notPSED the place to startthat drivers. mandates itself demands that there an argument.

Someone TfL eliminate discrimination, beHowever, less consumerism from one of the apps was case law of harassment, victimization, everything.

And not just telling my dadthat about how classifies taxis asit’s public and practices endanger us that’s being affected by the game wasn’t dead transport, unlike private hire the public. Therefore, TfL this. Every small business, because “yesterday vehicles, which are cannot permit app one of every self employed our drivers earned categorized as private companies or drivers£900!’ to person, is being driven - in thebookings, middle ofwhich the tube transport. As a result, cancel could under and the people are shut down, possibly one of Section 149 of the Equality leave passengers, being forced towards the the busiest weeks we’ve Act 2010 requires that TfL to fulfil particularly those relying on large companies work had for years. its Public Sector Equality contracted services in a hand in glove with the Duty (PSED) when third vulnerable situation if drivers politicians, thus helping No mention of the amount parties, such as app cancel the app job in Favor them to control all of us. of hours he worked or companies, dispatch taxis. of a streethehail. whether took the next Therefore, TfL’s I can’t help butclaim feel that it day off, no mention of the does not regulate apps TfL’s policy disappointed at the way expenses herequiring incurred,drivers no appears misleading; it has a to start the meter only when our trade has basically mention of the commission statutory duty to not ensure the passenger picked up rolled over and onlythat stolen from thisisdriver and these appsoutside operateinfluence within the may lead no to app booking accepted definitely mention how

Where’s the resistance?

Where’s the fight back?

Well let’s make next year the year where we stand up and get heard, when we as a trade finally grow some ‘Cojones’.

Whilst cancellations if drivers are drivers at the moment are not compensated from the busy watching each other moment of booking and being encouraged acceptance, as case lawtoand grass their own up, they’ve the London Cab Order allow. taken their eyes off the true culpritsTfL's responsible Moreover, PSED duty for our demise.

Please, includes maintaining please, please remember regulated fare limits.

Added this come the kipper. fees, such as technology ‘Camaraderie’ is something charges, high-demand that we seem to have fees, been and surge pricing may make losing over the last decade aortaxi for so unaffordable and is desperately vulnerable passengers, needed to make us including stronger.wheelchair United we users will and disabled individuals who stand, divided we will fall. may already be financially disadvantaged.

Enough.

In TfL’s claim Allconclusion, that remains now is of non-regulation overjust apps for me to mention one seems disingenuous more ‘C’ - Christmas!given its statutory duty to safeguard public welfare in taxis, a form And may each and every of public transport one of you have adistinct glorious one and a fantastic New from private hire vehicles.

Year. Try to spend as much as you can Theretime is a pressing need for with those who mean the government intervention to most to you, rejoice address TfL’s relax, apparent and remember what’s shortcomings and potential important. biases that continue to affect the London taxi industry.

God bless to you all and I’ll all contacted on the other TfLsee hasyou been for side. comment.

L.C.D.C LEADERS NOT FOLLOWERS

Stop talking about it and JOIN!

DECember 2025

23

Breaking the monopoly - why the Ford Maxicab matters to the London Taxi trade

By Chris Johnson

become trade-wide problems.

There has been a growing amount of noise on social media about the Ford Maxicab, much of it misleading and some of it plainly wrong. A small but vocal cohort within the taxi trade continues to claim that the Maxicab is more expensive than the LEVC TXE. That claim does not withstand even the most basic scrutiny.

Competition is not a threat to the taxi trade. It is a safeguard against precisely this type of systemic failure.

Let us start with the facts.

Competition, affordability and the reality of London’s roads The introduction of alternative vehicles such as the Maxicab is about choice, affordability and resilience, not about lowering standards.

aspect of this debate is who is being left out of it.

There is a substantial cohort of taxi drivers who are ageing, disabled, or who have childcare or adult care responsibilities, and who can therefore only work part-time or limited hours. These drivers cannot simply work 50 or 60 hours a week to service the significantly higher costs associated with a £100,000 vehicle. For them, vehicle affordability is not a lifestyle choice or a theoretical debate; it is

The price is established – and it is on the road

Despite this, a small cohort continues to assert that the Maxicab is “considerably more expensive” than the TXE. This is not a difference of opinion; it is misinformation. At best it is careless. At worst, it amounts to gaslighting the wider taxi trade.

Monopoly creates fragility What underpins this debate is a market monopoly. For years, the London taxi market has effectively been served by a single manufacturer. A lack of competition inevitably creates fragility.

We are now seeing welldocumented supply-chain issues affecting the LEVC TXE. Taxi garages are increasingly reporting that they cannot obtain parts, leaving vehicles off the road for extended periods. In a monopolised market, these issues do not remain isolated; they

The need for another vehicle to transport drivers to and from the cab Additional tax, insurance and running costs Lost time between shifts For drivers with disabilities or caring responsibilities, this is neither practical nor affordable.

Choice is inclusion The Ford Maxicab, priced at £56,995 on the road, is a plug-in hybrid alternative that introduces genuine competition into a market that urgently needs it.

The Ford Maxicab 2.5-litre petrol plug-in hybrid (PHEV) is available at an on-the-road price of £56,995.

This is not a headline figure subject to exclusions or hidden extras; it is the actual OTR price.

By contrast, it is now widely established within the trade – and acknowledged by Transport for London – that purchasing a new LEVC TXE, once finance is taken into account, results in a total cost of approximately £100,000 over the life of the agreement.

The majority of sensible and experienced drivers accept this reality.

changing drivers over

A healthy taxi trade is one that: Encourages competition rather than monopolies Reflects the realities of modern London streets Supports drivers with varying capacities to work

Much of the opposition centres on the absence of a tight turning circle. That argument is increasingly detached from the reality of modern London: Pavements have been widened Cycle lanes have significantly reduced available road space Double white lines prevent U-turns across large parts of the capital Taxis are banned from Bishopsgate, in part because TfL did not want vehicles performing U-turns in that location

the decisive factor in whether they can remain in the taxi trade at all.

Yet the loudest voices opposing the Maxicab tend to come from drivers who are able-bodied, without caring responsibilities, and capable of working very long hours. What we are witnessing is a group of drivers constructing arguments that suit their own economic position, rather than supporting an inclusive trade that accommodates drivers with different capacities to work.

“Just share a cab” is not a serious answer

London’s road environment has changed dramatically. The regulatory framework has not kept pace.

The suggestion that drivers who cannot afford an LEVC should simply share a taxi is often made casually, but it does not withstand scrutiny.

The drivers being ignored

Sharing a taxi introduces:

Perhaps the most concerning

Logistical complications in

Avoids single-supplier risk that exposes the entire trade to supplychain disruption This debate should be grounded in facts, not disinformation, and driven by inclusion rather than self-interest. On that basis, the Maxicab deserves a fair and honest assessment by the trade.

24

DECember 2025

HEATHROW TAXIS AT A CROSSROADS

scheduled The current “fixed when faulted” approach leaves facilities reactive rather than properly maintained.

What Was Raised, What Was Promised — and Why Falling Work Levels Make Action Urgent The Heathrow Taxi Trade Liaison Meeting on 11 December 2025 brought into sharp focus a reality many London cab drivers have been feeling for some time: too many long-standing operational issues at Heathrow remain unresolved at precisely the moment when work levels are falling again.

This is not a theoretical problem. It directly affects how long drivers wait for work, how much they earn, and whether working Heathrow remains viable at all.

When income falls while costs, delays and inefficiencies increase, pressure builds quickly — and that pressure is now evident both in the data and in drivers’ daily experience on the ground.

What follows is a clear and complete account of what was raised, what has been promised, and why the figures now show that further delay is no longer acceptable.

SAFETY FIRST — BUT STILL WAITING Terminal 2 Concave Mirror One of the most basic safety issues at Heathrow remains unresolved: the broken concave mirror at the exit of the Terminal 2 taxi rank. The mirror allows drivers to see buses approaching from the left as they pull away from the rank — a simple but essential safety measure in a busy and constrained environment.

The frame is already in place and only the glass needs replacing. Despite this, Heathrow Airport

ACCESS, SECURITY AND BASIC STANDARDS The land beside the canteen is HAL property, not a public park. It remains unfenced and poorly controlled, with ongoing concerns about unauthorised access and fly-tipping.

Airport Matters

By LCDC Airport Team Limited (HAL) has asked drivers to record all near misses and accidents over a three-month period before a replacement will be considered. Reports must be logged with APCOA in the Cab-In. The LCDC made clear that this approach is impractical. Drivers typically leave Terminal 2 immediately due to traffic flow, and near misses that do not result in a collision are unlikely to be formally reported. This risks under-recording incidents and delays a straightforward safety fix.

The point was made clearly: safety measures should be preventative, not reactive. Waiting for an accident to justify a low-cost fix represents bureaucracy overriding common sense and leaves drivers exposed to avoidable risk.

However, the room is not yet complete:

canteen standards remains weak.

• There is no confirmed timeline for installing the altar, seating or remaining fittings

Ongoing Problems

• Signage has been received but not yet installed

• Poor food quality

• Drivers who wish to join the user group can contact multifaith@ heathrow.com

• No clarity on a return to a 24-hour service

The LCDC will continue to monitor progress until the facility is fully completed and genuinely fit for purpose.

Toilets and Canteen Concerns first raised in October remain unresolved.

Eurest No-Show

Multi-Faith Prayer Room

Claire, the Accounts Director from Eurest, agreed to visit the canteen on two occasions. She attended neither visit and provided no apology, explanation or advance notice.

The Multi-Faith Prayer Room at the Taxi Feeder Park is now operational, following repeated requests from drivers. That progress is welcome.

Drivers had rearranged rest periods and sleep schedules to attend.

The failure to show has reinforced frustration and the perception that accountability around

FACILITIES: OPEN, BUT NOT FINISHED — OR FIT FOR PURPOSE

Drivers continue to report:

• Hygiene concerns

• Loss of custom to nearby takeaways and drive-throughs For drivers working long shifts, particularly overnight, the canteen is not a luxury — it is a basic support facility.

Vending Machines Eurest has indicated it is willing to install vending machines, but HAL’s safety teams have raised concerns about the proposed location.

This has highlighted wider confusion over: • Which department controls the seating area • Who is responsible for cleaning • Which team handles property requests • How maintenance is

Drivers were reminded of last year’s serious incident where a homeless individual began living in the canteen. Social-care intervention proved unsuccessful and legal action was ultimately required to resolve the situation. The LCDC stressed that better site management could have prevented this.

Exercise Area Proposal The LCDC proposed a simple outdoor exercise area with basic equipment. This would allow drivers to stretch or exercise while waiting for work, improve wellbeing, modernise outdated facilities, and reduce the need for drivers to leave site to use local hotel gyms — helping ensure drivers are available when work arises.

SYSTEM FAILURES AND CONGESTION Taxi Feeder Park Barriers The Taxi Feeder Park barrier system is now a serious operational risk: • Only one barrier remains fully operational • The second has been stripped for parts • System reboots can take up to 15 minutes • IT involvement extends delays beyond 30 minutes

DECember 2025 • Engineering attendance can take hours • Manual despatch leads to queues and confusion A replacement Taxi Feeder Management System, first promised around seven years ago, has again been delayed. HAL was asked to produce a clear emergency contingency plan rather than relying on ad-hoc workarounds.

25 delay • On short local trips, charges can approach the value of the fare Urgent coordination between TfL and HAL was requested.

Enforcement Rules New TDOC enforcement

thanked Sean for his long service and wished him well for the future.

Alison Crathorne will now be working jointly with Ravinder Brar, who joins the operation.

Drivers were advised that Rav will be taking on an active role going forward, and the LCDC welcomed him to Heathrow.

The priorities I will be raising with her are clear: • The Terminal 2 safety mirror • Canteen standards and accountability • Barrier system failures • PHV congestion and enforcement

WHY THIS MATTERS NOW When work is falling:

• Increase pollution

• Safety issues cannot wait

• Create safety risks The relocation of Uber to the ground floor has worsened congestion.

HAL advised that discussions on redesign or additional enforcement could not progress at this meeting.

• Inefficiencies become unacceptable • Charges must be recoverable • Facilities must support drivers, not push them away

Drivers were told to report dangerous congestion to APCOA so emergency measures can be triggered.

This creates real problems: • Drivers may not recover the full cost • Multiple terminal dropoffs now require multiple charges • Manual meter input takes time and causes

• Higher charges

That means longer waits, thinner margins and more unpaid time for drivers.

• Block tunnels and ramps

HAL confirmed the TDOC will rise to £7 in January 2026. Taxis will remain at £6 until April, but late notification to TfL means the increase may not be reflected in meters during the 2026 tariff review.

• Higher operating costs

• More inefficiencies

PHV congestion at AVA and Short Stay continues to:

Terminal Drop-Off Charge (TDOC)

Crucially, work is drifting back towards pre-Covid levels with post-Covid costs:

• More PHVs

PHV Congestion

CHARGES, ENFORCEMENT AND LOST INCOME

around 15–20% down year-on-year. This is not a seasonal dip but a sustained decline.

Ignoring these pressures risks losing experienced drivers from Heathrow altogether.

A FINAL WORD TO DRIVERS rules include: • A 10-minute maximum stay • An £80 penalty (£40 if paid promptly) • Over 35,000 vehicles a month exceeding the limit Flexibility for wheelchair bookings and Blue Badge holders is under review.

LEADERSHIP CHANGES AT APCOA The meeting also noted a change within APCOA. Sean Taylor will be moving on to a new role after 11 years working with the Heathrow taxi operation. The LCDC

A CHANGE IN LEADERSHIP — AND A CHANCE TO RESET Against this backdrop, I was invited to meet Sarah Appleton, Heathrow’s new Head of Transport & Logistics.

First impressions matter, and Sarah made a good one. She was engaged, open, and — crucially — asked what taxi drivers want. That has not happened often enough in recent years.

I made clear that drivers are proud to work Heathrow and want the airport to succeed. But goodwill depends on visible action, not endless discussion.

• TDOC cost recovery • Clear signage and TfL engagement • Proper maintenance regimes Her appointment comes at a time when Heathrow needs to rebuild trust with the taxi trade.

THE DATA CONFIRMS WHAT DRIVERS FEEL Taxi throughput figures show that after a strong post-Covid recovery in 2022 and a record year in 2023, momentum slowed in 2024 and reversed through 2025.

By autumn 2025, taxi movements were

The LCDC will continue raising these issues firmly, consistently and constructively. But progress will not come from silence.

If you experience unsafe conditions, excessive delays, enforcement problems or system failures, report them.

They will be taken directly to the top.

This is a moment of opportunity — but opportunity only matters if it is followed by delivery.

The figures confirm what drivers already know.

Now Heathrow must respond.

Issue 295 May 2024

26

DECember 2025

Walkeron onthe themarch...

March...

Walker

THE TRADE’S In the case of pick - up RECOVERING, BUT charges, they doubled SLOWLY It’s that time of year the price from £1 to £2 in

13

wheelchair accessible but a drop off 0.5% charge LCY. only of at PHV were All other London airports accessible.

Not to mention that most make Their this charge but the recommendation was when TfL decide what, if the Spring and now want of the taxi fleet is now difference is they are all that the number of AND NOW accessible should be any, fareTHEN increase you will to increase them by yet electrified and so less outside the Met,PHVs other than If weyear, compare todayinwith another 50% to £3.00; increased over time get next hopefully pollutive than the average Heathrow, and don’t evento 25%.

1977, our figures don’t look 200% in a year.

Itstostill only 0.5% and TfL April. road vehicle, including bother consult TFL on too bad. give a toss about the buses. Of course, they thesedoesn’t charges.

In 1977, wedone had asofleet of As yet and unlike all other disabled or the equality Act. If you haven’t may be lying and the only 12,452 cabs.

The situation is actually already, there is Today, still timewe “London” airports, they objective is raising more Then, out of the blue, Heathrow do consult with have 14,803, an haven’t been charging to worse While forcurrently you to have your say on cash. Nah, they wouldn’t TfL decided to include TfL and TfL now. do allow thePHVs nearly 20%. pre-booked, there was theincrease subject. of drop off. Now they intend do that, would they? questions on these drop were off charge to be put Equally, in 1973 we had a case for but them being only to charge £7.00 to do so. charges in the tariff on “the extras” that is 16,474 drivers, against the 25% accessible.

Now There arenumber 3 proposals Just think about the effect consultation document. because it is in the Met. current of 17,356, They claim this to be for though, with immediate with regard to the tariff on environmental reasons as However, acceptance of making an increase of nearly street hiring ofwill PHVs, a the10%. consultation document much as raising revenue. a faredisable to Heathrow person, that is to be considered andfigures, they itsIf this is the case, it is usually be a driver’s choice Looking at these supposed to have an equal each relate to all four of the nonsense not to exempt as it will not be within not unreasonable to ask why opportunity of booking a tariff rates. the compellable time/ some in the trade, including taxis from this charge.

PHV, has only a 1 in 200 distance.

LCY will.

A fare myself, are worried for its chance to book one, against Option is athis 4.01% The Mayoral transport from the Charing X toof LCY future.ABut doesn’t tell chances an will ableincrease onlike the the meter. usually be a rider. compellable anything whole story.strategy wants to reduce bodied road traffic by 80% and fare. If they are going to allows Its when you look at the KOL (Knowledge Option B is 20p on of theLondon)replace it with public electronic hailing by PH, all figures, the problems flag fall andthat 2.88% on transport or travelling by Theoretically, a cab PHVs should bedriver accessible. clearer.

In 1973, thebecome meter and equates to foot or bicycle. Taxis are could IfbeUber passing and Custom its ilk were a thereoverall. were three times as 4.01% House Stationtheatre, (Elizabeth cinema, shopping many KOL students as there line with direct link to centre, etc, it would are today.

Then, took immediately be closed down.

Option 3 is for the ittariff toless part of public transport. If Heathrow), be hailed to half theno time it does bethan frozen with increase. go to LCY and would be LCY, are charging in order today to pass out. That TFL: COULDN’T compelled to accept a fare RUN to reduce private traffic into means there were cab numbers fell taxis off a cliff.

– meter co.s, fleets, vehicle got your suburbs. On thesefor £15 and payA£7 BATH The tradethat tariff group that to set the airport. logically, effectively sixwith times as many Although we have had a manufacturers, repair you would be asked about down, 6 One of our a members, meets regularly TfL effectively discount are be part of the public KOL students over a 4yr resurgence since the bottom garages, etc – be able to straightforward runs and you Andrew, sent in his licence are represented by the five of around 50%. transport infrastructure thatand on acontinue period. dropped out with Covid serving our trade?Thiseither got through renewal early in the new fare from Canary is wrong.

Not only main driver organisations this reduction in This old geezer passed out willareplace ridiculously expensive Then what? immediately or were asked TfL,year.

When he hadn’t heard Wharf.

That £7 represents because the questions – LTDA, Unite the Union, by giving road traffic became and this compulsory, is why in December 1979 and it vehicle The30KOL needs sorting outshouldn’t to come back later in the day back after two months, he around to 35%.

Of the be asked at all LCDC, UCG and RMT – encouragement to LCY should be exempt took me 19 months, doing it taxis driver numbers are still down badly.

It doesn’t need to review any that you did eventually managed current fare.

That means but also because holding arepart-time. recommending to charge taxis, thinking to from set down fees.

Today itoption takes by 5,562 and cabs down by watering down as it is what wrong or maybe asked back contact They’d either a 35% increase up the consultation from B. more than 4 years, on drivers will beTFL. allowed to lost his 4,331 on those 2019 figures.to passengers makes our or trade what it is going a live second time and then youcharge forms and by then, he drivers in this way is passengers, are If the £7 charge applies average. There is an KOL and what it has always got your badge and bill. needed to redo his CRB forced to give a 35% unheard of.

You can addthat your unfair rulesHe onduly cab did this to taxis, irrespective of we’ll being argument theweight KOL is On current numbers, been.on Come on, though. If I The current system was placing check again. discount the fare. to harder the decision going to this results today,by than it was whether the to driver be lucky see or more than could do the KOL in 19 supposed to streamline thedrivers. andIf then nothinginhappened Time was already tight for thethen, TFL but “Have Your dispute Say” taxi drivers being charged I would passenger theannually.

200 newpays drivers months in 1979, does it K when what as is has done in again. He then got The Club What’s happening the April deadline Xmas page and respond to the and not being allowed that. charge, demand for our Back in 2014, the GLA FP herereally need to take 4 years reality is double the time involved and frankly, we did is unfair but the TfL falls within the evaluation consultation taxi fares. charge It can be on argued that placesservices willProof fall. IfReport) drivers (Future today?isReally?

Are today’s period K required to pass and for noto recover not dothe any betteron at first. response scandalous and it must get to Just “the extras” theylicence will, at eventually liketype The“haveyoursay” Docklands and E20 have warned students really that much good reason. to payabout it, thisthis willsituation, Andrew’s approached TfL in the the first into your search best,ran forcing be drivers to no weren’t part ofengine, the KOL in reduce whilethe thesupply Mayorofand TfL sat,LCYthicker than me?

At Finance the sameCommittee time, TfL have out and he could to ask drivers 2026 inororder myon day.

Against thatthen though, public click “project hub”, discounts andtransport continueto tothe sit, on their summer “When did ifyou get out?” meeting beenofunable unwilling toeffectively longeroffer work.

The Chair, could recover thislong charge approved give a on fare denied roadbuses, accesstaxis means airport click “London up toinvolved 50% in some hands instead doing “1990”.

“How did it taketo beprevent PHand becoming Grant, the two top rather thanof replace from passengers.

TPH the meter companies time that most runs willdown be and PH”, then scroll cases.

At worst, theywith would something useful and you?”

“36 months”.

“36 pseudo-taxi service.

With the bods that deal taxis at the reduced private road responded and made it to adjust meters by April.

For example, traffic to simpler the fare today. consultation. be complicit if drivers flout positive.

They pointed out months, well you must be advent of Apps, the TFL. At first, all he got was into the airport by that thick they were not it only Thiscustomer further delay meanspre- the compellability theconsultation rat run fromcloses Oxford The rules by thennot thatwanting more than 40% of clear really because no longer promises, excuses and drivers to give interested in 19 allowing the I’d we may possibly thethe law, to St GilesIfCircus drivers were took me months.” books a ride,miss as per blame.

Bythat thethey time it finally onCircus 24th December. you refusing fares a £7 discount onaged fares.55 or charge on the meter.

This deadline.

Should this be required calling probably get a punch in the but just opens a phone, got sorted out, Andrew had don’t respond and 11 youpoints Onover. should not be refusing. the other hand, if this Similarly, is no longer was a good thing as if the case, Mayoral elections At this rate, even if we don’t mouth if I had that looks at the screen for cars not only lost eight weeks’ don’t get theitoutcome you is passed on to the possible to use the rat run charge it wouldinhave will delay take leavers from on thethe trade left there, conversation a café. in theconsiderations area and electronicallyEND work through TFLs would like, complaining NOTE passenger by extras between isGuildhall and a decision byitLCY after athe elections into this account, at current why does take more until hails PHV that is cruising ineptitude, he also paid his afterwards not the way will reduce the passmadeSo, Southwark Bridge Rd. Theremeter, taxis the drop and that would probably out rates, it will take until to charge than twice the time itoff took 45 the streets or parking in cab rent the forward.

Another yearthroughout done. I hope for taxiswe (public were plenty more like this demand 2051 before get the years ago? It isn’t because mean busy areas.

What kind of everybody periodhas out had of fear of losing fee more difficult. getting any increase a good transport) to replace that have gone today. numbermeant of drivers back up to the streets are more idiotSeptember, will spend 48 months one and the cab he all handed around costing LCY (London City that ifyou have ait back. private road transport, by 2019 numbers.

In reality, numerous andagain complicated.you doing the Kmonths today when At time of year. writing Andrew LCY came back and me six of Airport) better one next fares.

Eitherfar more andItaisn’t THE LAST DECADE increased there are currently because he/she can spend just 4 still doesn’t have his bill but meeting was today’s a 4.01% increase. way, by placing the Viewed over the last 10 drivers leaving the trade students are much thicker.

It weeks in order to drive a he has anChristmas email granting arranged with TPH and LCY contacted TfL a few A very merry on taxis, LCY will it and tariffcan years, the problems becomecharge than there are joining only be one thing and pseudo-taxi? permission to drive the cab. group reps.

The tariff In any case, TfL should months ago with to all You and would a Happy, Healthy be so defeating their own clearer and it isregard no to our number is more likelygroup that’s the administration. think TFL would supported the TPH flatly oppose charging taxis pick up and drop offit’s fees.

New Year. environmental objectives, coincidence that the to fall.

When I di the K, you started TALKING OF FUTUREand Prosperous be shame-faced and at least same period of time during We only have a fleet of with 2 x 56 days (which were PROOF offer an apology. Nah, the which Uber first gained a 14,408 cabs now. How long 90 days in reality. You then Back in 2014, FP pointed day before the email arrived, serious foothold in London. before that figure drops to went on to 28s. After about out that 14% of taxi users they were still trying to From 2014 to September 10,000? Scare-mongering? I 12 appearances on 28s, you and a greater number – 19% blame Andrew himself, for

YOUR FARES

to some degree.

stance of not allowing the charge on the meter.

By this time, the tariff consultation was in the process of signing off before going live in time to make the change to the tariff in April 26.

DECember 2025

27

BOXING YEAR IN REVIEW LCDC Member Danny Fitzgerald

A look back at the year and the work behind it.

The past year has been a busy one, involving different fighters and a schedule that didn’t always run smoothly. Like most years in boxing, it didn’t follow a straight line and required adapting as situations changed.

This included moving gyms twice after the closure of Bermondsey Boxing Club, before settling at Royal Resistance, which brought much-needed stability.

I’ve been involved in more fights than I can easily count this year, working across different roles, from coach to cutman. Weeks and months have blurred into each other, and it’s felt at times like every weekend has been spent at York Hall or beyond. It’s a blessing in that sense, bringing some fantastic moments, from redemption shots through to title-level shows.

That being said, selecting a single fight of the year is difficult, as the year was defined by a number of moments rather than one standout occasion.

where Herne Bay’s Fred Ketteringham is set to make his professional debut, with Ruth Huntley also on the bill as she looks to continue her progress in a rematch with the opponent she lost to on her debut.

Ruth Huntley’s year summed that up well. She came to me after losing her professional debut, picked up her first win, then added a second later in the year to move to 2–1 up. With that behind her, January gives her the chance to keep on building.

James Hawley’s year followed a similar pattern of steady progress. I have been involved in the majority of his fights, and his first major test came at Commonwealth level, where he picked up his first title. I’m very proud of the way James handled that

step up.

Each came with its own demands and expectations.

Numan Hussain’s Southern Area title win was significant for its own reasons. Becoming the

first Pakistani Southern Area champion added context to the result and showed what can be achieved at domestic title level when preparation and opportunity come together.

Focus now shifts to York Hall on 31 January,

Next year will bring its own challenges, as it always does in boxing.

The aim is to take what’s been built this year, keep improving the details, and move into the next phase with the same consistency and focus.

As 2026 approaches, it feels right to acknowledge those who have supported me throughout the year. Boxing might look

individual, but none of this is done alone. Thanks to Nick at Arena Video, Tony Marson and ComCab, Steve at Royal Resistance, the team at True Cryo, Vinci Hair Clinic, Payments Pro and HP Taxis for their backing. Appreciation also to WBM, Queensbury, Matchroom and Boxraw for the continued opportunities and support across the year.

Finally, I’d like to wish everyone a very Merry Christmas and a Happy New Year, and thank you for the support throughout the year.

For ticket and sponsorship enquiries, please contact danny@ wrappedupfighting.co.uk.

28

DECember 2025

EU 2035 petrol and diesel car ban to be scrapped – will the UK follow?

The EU could be on the verge of scrapping the proposed ban on the sale of new petrol and diesel cars in a move that would send a seismic wave through the car industry.

Sunday Times that he “ha[s] it on good authority that the EU is going to add five years on to the current 2035 [deadline] to make the date 2040.

[This] would mean that from January 1 2040, all

Such a move has been supported by several manufacturers within the car industry which have all been struggling to accelerate their electric car sales in-line with government targets.

a market like Norway that is already electrified, [but] Croatia and even bigger markets like Italy, Spain, Poland are at [just] three to 8 per fully electrified vehicles.”

will make this pivotal announcement. Perhaps the biggest uncertainty, however, is whether the UK will follow suit; Keir Starmer’s Labour administration have already in the last year restored the 2030 ban on the sale of new pure-petrol and diesel cars, with a requirement that everything sold after 2035 must be fully zeroemissions.

organisations like the LCDC, LTDA, Unite, RMT, and UCG, where TfL stated: “…case law has determined that a hiring for a London taxi takes place where the booking is accepted, not where the passenger is picked up.”

potentially favouring the commercial interests of app companies?

legal framework for London’s regulated taxi service.

cancellations if drivers arecar Until recently, electric not compensated from the sales have been growing moment of booking strongly and are up 26 acceptance, casetolaw and per cent foras 2025 date, the Order allow. butLondon the rateCab of growth has slowed in recent months Moreover, TfL's PSED duty with November sales up includes just 3.6 maintaining per cent on 2024. regulated fare limits. Added Many manufacturers fees, suchstruggling as technology are also to hit ZEV mandate targetsfees, charges, high-demand thatsurge require 28 per and pricing maycent make their sales to be aoftaxi unaffordable forzeroemission vehicles in 2025 vulnerable passengers, and 33 per cent in 2026. including wheelchair users and disabled individuals who This lacklustre sales may already be financially performance can be disadvantaged. attributed in-part to the government’s sometimes In conclusion, TfL’s claim of contradictory approach non-regulation over apps to EV adoption.

Ongiven the its seems disingenuous one hand there’s the statutory duty to safeguard £3,750 Electric Car a form public welfare in taxis, Grant available some of public transporton distinct models, which has from private hireextended vehicles. recently been to March 2030, but on the Therethere’s is a pressing need for other the looming government intervention eVED pay-per-mile taxto address TfL’s apparent which will see EV and shortcomings potential PHEV driversand charged biases that continue to affect over and above their the London taxi industry. annual road tax payable

by ICE car drivers.

TfL has been contacted for comment.

Courtesy of AutoExpress

TFL ‘BIASES’ NEED SCRUTINY

President of the European People’s Party (the largest party in European Parliament), Manfred Weber, told German newspaper, In the August edition Bild, that the EU will of The Badge, the LCDC instead impose strict reported a member emissionsthat reductions reminded Transport for on new vehicles, rather London (TfL) through a than a complete ban on court claim that traditional combustion engines. taxi laws are still in force.

“For new registrations In response to this claim, from 2035 onwards, a TfL’s legal department 90 per cent reduction in CO2 a emissions clarified key issue will raised by nowmember: be mandatory our whetherfor a taxi car manufacturers' fleet driver may start the meter targets, insteadanof 100 upon accepting per cent,” app-based Weber said. immediate booking. TfL replied: The rumoured 2040 deadline won’t beconfirmed going “TfL has already ahead, “There to you ineither; correspondence will also 100 that a dated 21 be Mayno2024, per cent target hackney carriagefrom driver may 2040 onwards,” Weber not switch on the taximeter revealed. means prior to the “This point at which the that the technology ban passenger is picked up, on combustion engines is when it is being pre-booked off the table. All engines as a hackney carriage. in currently manufactured Again, we consider that this Germany can therefore point is clear and does not continue to be produced require a declaration from the and sold.”

High Court before that is the case.”

This news conflicts with recent comments made This statement from TfL by Tim Tozer, former UK appears to contradict boss of Vauxhall anda 2017 statement a chairman made of carduring insurance trade meeting He withtold the firm, Allianz.

This 2017 statement was related to a case involving yellow badge taxi drivers working for Computer Cab, addressing whether they were plying for hire in the green badge sector. Given that TfL understands that hiring occurs at the booking location, it should also recognize that Section 39 of the Cabwould Orderneed 1934 newLondon vehicles permits the meter to start to be pure electric”. from the acceptance point.

Section 39will of the Cab How the EUOrder 1934 specifies: “The plan work? driver of a motor cab shall start the taximeter sooner than So whatno does all of this when cab is hiredWell, or at meanthe in practice? such time reduction as the driver a 90 later per cent thinks fit.”emissions could in CO2 enable efficient plug-in This inconsistency raises hybrid models to be sold in the EUabout after 2035, questions TfL’s taxi as well as even more and private hire department? climate-friendly EVs.are Drivers are askingfull if they

These companies, also licensed by TfL as private hire operators and contribute substantial revenue through licensing fees, could this be a conflict of interest?

TfL has stated that it does not regulate taxi apps, an assertion that seems intended to deflect responsibility for protecting both the public and taxi drivers.

By treating taxis and private hire vehicles similarly and allowing app companies to do the same, TfL may be acting unlawfully?

Since taxis perform a public service, the app companies that dispatch them also perform a public function, thereby falling under the PSED, which TfL is tasked with enforcing.

The PSED mandates that TfL eliminate discrimination, harassment, victimization, and practices that endanger the public.

Therefore, TfL Other manufacturers cannot permit appalong who are further companies or drivers with the process of to cancel bookings, which electrification may wellcould leave passengers, be frustrated by the EU’s particularly those relying on apparent decision; Volvo contracted services in a CEO, Hakan Samuelsson vulnerable situation if “Idrivers recently remarked: don’t cancel thelogic app in jobslowing in Favor see the of a street hail. down”.

However, case law classifies taxis as public transport, unlike private Xavier Chardon, CEOhire of vehicles, which are Citroen, recently told Auto categorized as private Express: “We believe transport.

As a result, electrification is important.

Section 149saying of the Equality We’re not that it's Act 2010 requires TfL to the wrong direction, butfulfil its Publicthe Sector Equality [given] premises that Duty third were(PSED) used inwhen 2017, the parties, app market such is notastransforming companies, dispatchwere taxis. as fast as people Therefore, claim that it expecting TfL’s at that time.” does not regulate apps TfL’s policy What willrequiring the UKdrivers do?

“Europe is not appears misleading; it has a to start the meter only when transforming atensure the same Atpassenger this time, it’s unknown statutory duty to that the is picked up speed, [either]; youwithin havethe may exactly thebooking EU these apps operate leadwhen to app

L.C.D.C LEADERS NOT FOLLOWERS

Stop talking about it and JOIN!

DECember 2025 Ok then, hands up who still watches the film ‘Quadrophenia’ every time it’s on your telly. Thought so, not just me then.

Strange really having seen it so many times, but if I happen to start watching it, bosh, its job done and I’m there till the end.

29 courage like rats, in hunting in packs, came to Brighton with the avowed intent of interfering with the life and property of its inhabitants.’

The Mumper of SE5

‘I’ll pay now if you don’t mind. You haven’t got a pen have you, your honour?’

So as it celebrates its 40th anniversary this year, now seems the appropriate time to give it the ‘Speakeasy’ treatment.

In 1979 news of the film swept around my council estate and secondary school very quickly. This just had to be seen.

For many around my age (Heinz Varieties next birthday) this was THE seminal film as I entered my late teens. The clothes, the music & the lifestyle it portrayed were all something to aspire to, especially if you were of the Mod persuasion, which I was beginning to dip my toe into back then.

With the band The Jam hitting it big in 1979 and then this film, it was pretty much game over for me.

All these years later, I’m still serving a ‘Mod’ life sentence and unlike some of my contemporaries who gave up on good clothes and music (never really worked out how that happens?) I like to think I’ve stayed the course and distance.

location in six weeks. It stars Phil Daniels as the lead character, James (Jimmy) Michael Cooper who escapes from his boring job and mundane life at home, by submerging himself in the Mod culture of 1964/5 London of sharp suits, scooters, all-nighters, Ready Steady Go, pills and the ‘girl of your dreams’, who in Jimmy’s case is ‘Steph’, played by Leslie Ash. ‘I suppose they wear wet jeans and all’ Jimmy’s bedroom walls are covered in newspaper cuttings of beach fights between mods and rockers and of photographs of The Who’s Pete Townsend.

‘I AM one of the faces!’ A Speakeasy Classic insurance problems put an end to that.

‘What do you mean going to be? I AM one of the faces!’

Once in Brighton, Jimmy has a rare old time. Slung out of a club for acting up – by the way that’s Jeff Dexter, original Scene club DJ, on the decks cooking up the tunes. He also taught the ‘Ace Face’ character played by Sting to dance in that memorable scene – and he then finds himself sleeping rough among a group of rockers who are also in town.

And ‘Quadrophenia’ with all its faults, played a huge part in that.

The storyline was loosely based on the 1973 ‘rock opera’ that goes by the same name by the legendary band The Who. As with the music on the ‘Quadrophenia’ album, guitarist and the groups main songwriter Pete Townsend was also in the writers chair for the film, along with first time director Franc Roddam, Dave Humphries and Martin Stellman.

The production had a budget of two million pounds and was shot entirely on

‘There’s a party down Kitchener Road’ Daniels is of course great in the role, though I often wonder what Sex Pistol John Lydon, having screen tested for the part, would have been like in the ‘Jimmy’ role. We never found out as

We follow them collecting their suits – ‘Rent-a-tent, innit?’ – getting their barnets trimmed and the all important stash safely gathered in.

Alongside for the ride with Jimmy are his mates, ‘Dave’ ‘Chalky the Ponce’ and ‘Spider’ with Mark Wingett, Phil Davies and Gary Shail respectively taking those roles. The film follows them as they prepare for a weekender down in Brighton.

He finally gets hold of Steph in the now famous alleyway scene, only to then find himself nicked after running into the middle of a full-scale ruck after between the warring factions throwing deck chairs at each other.

The come down when back in London after a weekend of exciting excess, hits Jimmy hard though and it is too much for him to bear. Things then begin go from bad to worse, when his old mum finds his drug stash and throws him of the family home.

He also packs in his job and is then rejected by Steph. To top that little lot off, his Lambretta, his pride and joy, is run over by a post office van.

He hits the pills big time, swallowing handfuls and then hops on a train back to Brighton in the hope of reliving the weekend all over again. Instead, he finds the ‘Ace Face’ is actually a bellboy at The Grand Hotel.

Confused and now totally disillusioned, Jimmy nicks Sting’s scooter which then ends up going off the edge of a cliff. I remember seeing the film for the first time thinking that Jimmy went in after it, but subsequent viewings revealed that the scene of Jimmy walking at the start of the film is actually Jimmy walking away from the Mod life in general.

One other interesting aspect of the film for me, includes the soundtrack, which was a healthy mixture of Who originals and classic 60s sounds like ‘Green Onions’ ‘Louie Louie’ and ‘Night Train.’

Cue newspaper headlines of ‘The Wild Ones’ and all that. Folk devils and moral panic indeed.

iWatching it now you can’t help but notice there are few clunkers on screen – flared trousers, car number plates much later than 1964, and a cinema showing the film ‘Grease’ to name but a celebrated few – but still the film and its legacy endure.

‘These long-haired, mentally unstable, petty little hoodlums, these sawdust Caesars who can only find

It has simply become part of our heritage and that’ll do for me.

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