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Well, finally the build up and the anticipation is over and the taxi trade will now have to accept we have another four years under Mayor Khan. As you can see from the page opposite, building up to the election, I never heard, nor saw any positive news coming our way and just don't get me started with the so called “renaissance of the taxi trade” promise.
As you can see in this edition, papers have been served to Uber by RGL with Mischon De Reya and if you have not registered then you have until the end of this month to do so.
This week I have had to sit down with several members who after holding clean licences for decades are receiving notices of prosecution for doing 24mph in a 20mph zone. This whole 20mph fiasco is making our job a hundred times harder and when I see drivers on say, 6,9 points, and how it is affecting their mental health it makes my blood boil.
With the ownership of TXe taxis you simply cannot hear the increase of revs
like in a diesel taxi and being silent and silky smooth is proving to be a recipe for disaster for many drivers unfortunately.
I wanted to go back to the recent Ottawa Uber case that’s in the Badge. If and it is a big “if” the taxi trade gets a victory against Uber, I believe we should all invest say, £500 each and we should instigate a collective court case against TfL for how they did not, I believe properly regulate Uber in London. I always thought the whole point of UTAG was for a court case against TfL / Uber but after its funds were used up against different road lane challenges the pot is empty. I believe if we are victorious, the trade should sit down again and decide where we go legally.
Now with the Chelsea flower show soon opening, I hope our work levels pick up during the day as I have found them not great if I am honest. Be lucky.
As we have found out, Mayor Khan has been voted in for a third term.
When I found myself at the desk putting this edition of the Badge together, I found myself reflecting on recent events during the Mayoral Campaign and what the various candidates were saying about the taxi trade. Whether or not it was 20 mph zones, LTN`s or access where buses go, there were some very positive changes proposed but as we have
The recent tweet by London Mayor Sadiq Khan has got some to believe that the TfL SERU test has been cancelled or scrapped.
The answer to the question many are asking; “has the TfL SERU test been cancelled or scrapped?” is no, but there have been some small changes made which we will talk about in this blog.
What are the changes to the SERU test?
For the time being the SERU test/assessment will remain the same. However, TfL has decided that they will allow a specific group (we will explain what the groups are below) of drivers to have the PHV Driver Handbook with them to use when taking their SERU assessment.
Going forward, TfL will also look at updating the SERU test to include more scenariobased questions. For examples one of the topics on the SERU test is about Driver Safety. On this topic, the question may be something like “You are stuck in traffic, and you can see the passenger onboard is starting to get frustrated, what steps can you take to ease their frustrations?”
Who does it effect?
The recent notice from TfL has clarified the group of drivers that the upcoming changes to the SERU assessment apply to.
The key point of the change is that TfL will NOT be taking licensing action against any existing drivers that have taken the SERU assessment and failed. But this is temporary, while TfL trials changes to the SERU assessment.
TfL has divided drivers into groups, we have listed the groups so you can easily identify which one applies to your situation.
seen, it looks like four years off the same.
Read below two press releases from the Mayor building up to election day and I believe you can see where we stand with him and TFL.
From day one this Mayor has never met with the taxi trade associations, but if Chinese whispers are to believed, he has met with UBER CEO, Dara Khosowasai at the
Shangri La Hotel at the Shard on several occasions, I for one would like to find out if this is indeed factual or not?
The two stories below show me that he was happy to share positive decisions for the PH trade in London, but what did he say building up to the election for us?
Suspending the SERU test two months before the election and then promising to introduce toilet and kitchen
Group 1
Anyone that did NOT provide English Language Requirement (ELR) evidence by 30 September 2021 and had to take and pass the SERU and ELR assessments by 30 September 2023. Group 1 driver’s will be given the opportunity to take their SERU assessment with the PHV Driver Handbook with them. TfL has clarified that most driver in this group have taken and passed their SERU assessment already, but for those that did not pass, they will not have any licencing action taken against them.
Group 2
Anyone who provided evidence for ELR but TfL DID NOT accept their evidence. This group will still need to take and pass their SERU assessment by 30 September 2024
Group 3
Anyone who provided evidence for ELR and TfL accepted the evidence. This group will still need to do the SERU assessment, but they have to do so by 31 March 2025.
Important Note: If your PHV driver’s licence comes up for renewal before this date, you will not get re-licensed until you take and pass the SERU assessment. This means your SERU assessment date will be given to
facilities for PH drivers. Without even including the taxi trade in his press releases highlighted to me that we should be very concerned. I recently found myself in need of a public convenience around London Bridge station and being of a "mature" age and being aware of the threat of prostate cancer, I quickly parked my cab on the back of the third feeder rank section on the London Bridge taxi rank that is situated next to Borough High Street, I was
not blocking anyone or stopping any taxi driver from working. I found a toilet and then came back to my cab and went back to work.
Imagine my disappointment on receiving a very threatening letter from TFL stating my taxi had been seen on the rank and if I came to their attention again, my licence could be under review.
How nice from our regulator eh?
The Mayor of London has today promised toilet and kitchen facilities for private hire drivers if re-elected next month.
In a move to bolster the working conditions of London's private hire vehicle (PHV) drivers, Sadiq Khan unveiled a support package based on his re-election on 2 May. The current Mayor is advocating for enhanced rights and protections for the city’s 105,000 PHV drivers.
Khan, who is seeking re-election, expressed his commitment to "stand up for hardworking drivers", acknowledging their contribution to London's economy yet noting their frequent neglect. He highlighted the challenges faced by many drivers, including antisocial working hours and the risk of abuse or attacks.
before your renewal date.
Group 4
Anyone who applied for their PHV drivers’ licence after 1 October 2021, will need to take and pass both the SERU assessment and English Speaking & Listening test by 30 September 2024.
Do I still need to do the SERU assessment?
Yes, all existing and new private hire drivers will still need to take the SERU assessment. The changes to the SERU assessment will happen in the coming months and we will keep you updated. You will still need to prepare for the SERU assessment, even if you have PHV Driver Handbook with you at the test.
No licensing action for PHV drivers who don’t pass the SERU test.
This doesn’t mean you can skip the SERU assessment; you will still need to take the SERU test. If you ignore TfL’s invitation to attend your SERU assessment, they can still take licensing action against you, so it is best to attend the test even if you fail. At least you know you will still be able to continue working and try taking the SERU test again once you’re invited to do so.
To improve the situation, Khan plans to establish a new PHV taskforce. This body will consist of drivers, their representatives, and major industry operators, aiming to enhance working conditions across the sector.
A significant outcome from this taskforce will be the creation of new driver hubs, designed to provide drivers with rest breaks and access to adequate facilities. Additionally, Khan is set to launch a ‘Respect’ campaign aimed at raising public awareness about the professional drivers’ role and the challenges they encounter. This campaign also seeks to curb antisocial and aggressive behaviour towards drivers.
Khan has also influenced Transport for London (TfL) to adapt the Safety, Equality and Regulatory Understanding (SERU) assessment, which is mandatory for PHV licence applications and renewals. Following driver feedback, the assessment now includes an open-book format and an extended completion time of 60 minutes. A temporary suspension of enforcement action has been implemented during this trial period.
Sadiq Khan said: “From the PHV drivers who get us home, to the couriers who deliver us food from our favourite restaurants, professional drivers play an essential role in the economic fabric of our capital. They are here for us when we want them to be, and we should be there for them in return. It should be a given that drivers are able to make a living safely and in comfort, but too often they have limited access to facilities such as toilets or kitchens, and face abuse or violence simply for doing their jobs. Their concerns are too often ignored.
"That’s why today I am announcing a further package of support for London’s hardworking drivers if re-elected on 2 May. A new taskforce will ensure that we’re doing everything we can to deliver the facilities and support our drivers need. And through launching a new respect campaign across the capital, I’ll work to ensure all Londoners give drivers the respect they deserve.”
A blind man who has helped convict more than 30 Uber drivers for failing to follow equality laws said he will continue to stand up for disabled people's rights.
Stephen Anderson, 33, said he has been illegally turned away by drivers 76 times in six years - roughly once every monthbecause they do not want to allow his two-year-old working dog Ava in the vehicle.
But equality laws state that service providers such as Uber must make reasonable adjustments to policies for disabled people. This includes amending 'no dogs' and 'no pets' policies to allow access for assistance dogs.
Uber's own policy states drivers must accept assistance dogs, unless the driver has a genuine medical exemption, and that passengers do not need to use the Uber Pet service.
Mr Anderson, from Harrow in north-west London, told MailOnline: 'A lot of the time I will approach a vehicle, I will identify myself to the driver by asking: Are you for Stephen?
'They will say yes. If they identify themselves, I then go to get in. But what does happen sometimes is that they'll go: I cannot take the dog.
'All I have to do legally is tell the driver that I have a guide dog. I do not have to give them a War and Peace version of the law. I just have to tell them that she's a guide dog. And I always do.
'Sometimes when I say she's a guide dog, they go: Oh, sorry, my mistake. And if they say that, then we're all happy. But in turn, I expect people to follow the legislation.'
Mr Anderson, who works as a public servant, said he spends around £2,000 a year on Uber, his only form of public
transport, and books around 150 rides a year.
But drivers' refusals mean he has been left in the rain on several occasions, and 'left at the roadside feeling extremely vulnerable'.
He regularly records his interactions with Uber drivers in order to support his case if Transport for London are able to launch a prosecution.
'I'm not trying to entrap people.
'All I'm trying to do is say equality legislation exists for a reason. And I have to have mechanisms to enforce thatusing a camera is one such mechanism.
'If you have a problem with me using a camera in public, maybe you need to think about why you're embarrassed about what I'm filming.'
It comes after an Uber driver was fined at City of London
Magistrates' Court this week after he refused to accept disabled passenger Humira Mohamed, 26, and her assistance dog Peanut.
Siwan Hayward, TfL's director of security, policing and enforcement, said: 'Everyone has the right to travel around the capital without facing
discrimination. It is wholly unacceptable for a private hire driver to refuse a passenger's fare because they were accompanied by an assistance dog and we always take tough action on this, including bringing prosecutions to court.'
Courtesy of Mail Online
"If you drive, whether for business, work, hospital visits, education, or leisure, be aware that Labour’s net zero politburo is looming. It threatens to halt your vehicle usage or make it financially unviable to continue, encroaching on your freedom.
Yet another potential financial burden from a forthcoming alternative batch of unaware politicos on the UK’s perennial cash cows is a cause for more than deep concern. It could significantly impact your financial stability.
The surge in anti-driver policies over the past five years under the fading Tory rule will pale compared to the punitive measures we will almost certainly face under a Keir Starmer Government, made worse by his likely massive House of Commons majority. He and his green disciples are poised to launch economic raids on the UK’s 37 million drivers, all in the name of their baseless and ill-informed Save the Planet ideals. This alarming prospect to our freedom to drive will be catastrophic, particularly for those already struggling, such as poorer families, small businesses, and notably our whole economy. It could lead to job losses and an economic downturn, which should deeply concern us all.
Recently, I had an unexpected encounter with a traditional Labour MP during a recent visit to the House of Commons. We sat down for a convivial coffee, and he took a kind moment to acknowledge my 14 years of FairFuelUK’s successful campaigning on behalf of drivers.
However, his next words were a stark warning: “Howard, you might as well throw in the campaigning for motorists’ towel after the General Election. Labour will hike Fuel Duty and restrict the driver's freedom big time.”
This chilling personal interaction with a Labour MP, a party member who could implement these policies, directly confirmed the threat we face. It clarified that these policies are more than political rhetoric; they are a real and imminent danger. I have also been privy to emails
regarding a litany of stronger anti-driver policies ready to go once Labour gets its nose in the trough of political power. Road restrictions, 20 mph maximum speed rollouts, draconian road taxes, bringing back the 2030 ban on new diesel and petrol car sales, stricter emissions targets, an explosion of ULEZs, sophisticated ‘Big Brother’ camera detection kit, LTNs, pay per mile, more oversized cycle lanes, biased-based parking charges, 15-minute cities, and higher public transport fares are just some of the road transport strangulations ready and waiting to be unleashed on us after Labour’s predicted landslide triumph late this year.
So why should you believe me that drivers are soon to be
crushed by a political party that has always hated motorists? A party that is the odds-on favourite to win the keys to Number 10.
I, along with millions across the nation, know Keir Hardie’s once proud political movement, when in power again, will use motorists as the undemanding lucrative route to deliver pointless, ineffective, virtuesignalling, insane, walletdraining plans to solve an emotively delivered fictitious climate crisis, allegedly. Labour’s ominous road user policies, soon to be implemented on the road near you, are designed to limit our transport choices and freedom of movement. They are all part of the globalist project that Labour fully supports—namely,
market, justice, and religion. These descriptors sound so endearing, don’t they?
But they hide the true sinister intentions that Labour fully buys into. In a world marked by complex challenges, the pioneers of globalism, the World Economic Forum, claim they ‘engage’ with political, business, academic, civil society, and other leaders of society to shape global, regional, and industry agendas.
In their promotional mantra please replace the word ‘engage’ with the words ‘undemocratically controlled’, and you will see the true intentions of this bunch of billionaires, all unelected. First-hand evidence of Labour’s objectives is bursting into cities across the UK, including London. In the recent mayoral election, the mendacious politician Sadiq Khan was disturbingly elected for a third term by just 18% of the capital’s electorate. How can that be a democracy when 82% did not vote for him?
His political power is now even more untouchable than ever before, and as a consequence, he will deliver even more punitive, draconian anti-car policies, all unopposed. Like lemmings to the sea, the rest of the Labour-run cities will eagerly follow his lead. Worse still, the National Labour Administration will use London’s mayoral result as authorisation to inflict more needless pain on UK’s drivers. The main reason is that so many cities are either bankrupt or starved of funds. Motorists
remain the first stop as the easiest of income generators to bail councils out of their fiscal ineptitude.
I will soon relaunch the FairFuelUK Campaign to fight the approaching five years of political and economic senselessness that will hit drivers hard. My new campaign will continue to battle fuel costs but will expand to include all aspects of anti-motorist issues. So, I welcome new members to this vital cause, especially as most of the recognised trade and consumer motoring organisations have accepted the impending political doom and, frankly, are as useful as chocolate teapots when it comes to campaigning for their members.
Although the last 14 years of Tory governance have been less than successful across several political issues, at least in that time, I convinced them, in partnership with the Sun, to keep fuel duty frozen.
So, if you drive a petrol, specifically a diesel vehicle, Labour will make you pay—and pay big time. Their blinkered vision of what constitutes saving the planet through prejudiced strategies of more road restrictions, needless emissions control, increased running costs, and higher taxation will become firmly entrenched. Drivers and businesses must unite through media support to stop the new Government’s foreboding insanity.
HowardCox, Reform Party
Q&A with Peter DaCosta
Peter, we’ve been hearing a lot of exciting news regarding the new extended warranty plan for the LEVC TXE. Can you give us a brief rundown of how this came about? Yes, with the electric market now being the most dominant we felt the trade needed other extended warranty options, we contacted Autogroup with whom we already have a relationship with to see if they were prepared to take the vehicle on, thankfully they were, the plan has been carefully thought out with our input and a great deal of effort has gone in to producing this very competitive plan for the TXE.
Can the Plan be taken out prior to my current warranty finishing?
Yes! You can now set up the Plan up to 12 months in advance. As an example if your manufacturer’s warranty expires 6th March 2025. We are able to set the extended warranty start date at 7th March 2025 given you an extra 3 years’ warranty! What’s even better is that you won’t pay a penny until March 2025.
If my TXE is already out of warranty am I able to take out this new Plan?
Yes, for sure, you can take out the plan up to a maximum mileage of 175k.
Where does the repair need to carried out?
The repair needs to take place at KPM Automotive Ltd.
Can I still have my vehicle serviced at an alternative garage?
Yes! I have to stress that the vehicle needs to be maintained within the manufacturers guidelines. We recommend that you have your vehicle serviced at an LEVC approved agent.
Is there a claim limit?
£8000 per single claim.
Can a single part be claimed for more than once?
The plan is limited to claiming for one part within the term of the policy which is standard for any extended warranty, but if that part fails with the first 12 months of fitting that should have a 12 month parts warranty on from the parts manufacturer.
Could you confirm if there is an excess to be paid in the event of a claim?
There is only ONE £250.00 parts excess to pay and this is in the event an ERAD is claimed for.
Are replacement hire vehicles available in the event a vehicle is kept off the road?
Yes, we have a selection of replacement TXE’s on site that can be provided in the event your vehicle is off the road for a sustained period of time. The plan also allows for five-day hiring should there be major repair after the first 24 hours.
The key question, how much is the Plan?
The 3 year plans are the best options and they start from £3995 for TXE’s that have mileages between 0-150k.
LONDON, 02 May 2024: RGL Management (“RGL”) will today file a group action –known as “BULiT21” – in the High Court on behalf of over 10,500 licensed London black cab drivers in their claims against Uber, for losses sustained as a result of Uber’s unlawful activities in the London taxi market between May 2012 and (at the earliest) March 2018.
The claim
The basis of the claim is unlawful means conspiracy arising out of actions taken by Uber to obtain, improperly, a Private Hire Vehicle Licence, as granted to them by Transport for London (TfL), pursuant to the terms of the Private Hire Vehicles (London) Act 1988. The Claimants will allege that Uber's operating system did not comply with the requirements of the Act; that Uber knew this at all material times; and that in order to obtain its licence Uber deliberately misled TfL as to how that operating system worked.
The Claimants will further allege that Uber's intention was to gain market share unlawfully and, by necessity, take business from existing black cab drivers.
The claim filed in the Commercial Court today is on behalf of 10,887 London cabbies. RGL anticipates that, following the issue of today's claim, further cab drivers will come forward with similar claims against Uber. RGL continues to process claim registrants and
any further claimants will be added to the claim within weeks. It is anticipated that the total claim value could ultimately exceed £250m including interest.
To mark the filing of the claim in the Courts, black cab drivers will be driving in lawful procession around Lincoln’s Inn fields at midday today.
Who can join
Any licensed green or yellow badge cab driver operating in the London area between June 2012 and (at the earliest) December 2018 is eligible to join the group. It is believed up to 30,000 drivers are so eligible and for a full-time driver operating throughout this period, a claim against Uber could be worth in the region of £25,000 or more.
RGL’s book continues to grow on a daily basis. Drivers who have not yet registered are urged to contact RGL as soon as possible as the deadline for registrants will close in the coming weeks.
Please visit https://bulit21.com/ for more information.
Joining the BULiT21 action is free. The claim is fully funded and backed by ATE insurance, meaning that there will be no adverse costs for claimants to pay should the case not succeed.
Michael Green, Director, RGL Management said:
“RGL is pleased to file this claim form today on behalf of over 10,500 London cabbies, a major legal milestone in holding Uber to account for its failure to comply with the relevant legislation in the UK’s capital.
The claims are fully funded and insured and all concerned are confident of achieving a
successful conclusion through the courts.
There are still thousands of cabbies eligible to join who have not yet done so. A cut-off date is fast approaching. RGL therefore urges drivers to register with the BULiT21 legal action as soon as possible to join with thousands of fellow cabbies in the pursuit of
losses suffered at the hands of Uber.”
Dale Forwood, cab driver for 12 years, commented:
“I am delighted to see this claim being filed today and that we will finally have our day in court. Having seen for myself the harm that Uber’s unlawful behaviour has caused to hard working cabbies, I look forward to justice being served. RGL’s model means that all drivers who join, many of whom may have a claim of many thousands of pounds, do so at no financial risk. I am urging any others out there to do so before it’s too late.”
Garry White, a black cab driver for 36 years, commented:
“This claim seeks justice and fair compensation on behalf of cab drivers across London. Uber seems to believe it is above the law and cabbies across London have suffered loss of earnings because of it. It is time they were held to account.”
The team RGL has instructed Mishcon de Reya as solicitors for this claim, led by Richard Leedham, Partner, and Robert Howe KC to act on behalf of RGL Group claimants.
RGL is a specialist litigation management company, uniquely placed to achieve a successful outcome for those affected, owing to its depth of expertise, proven track record and case management capabilities.
One of the plaintiffs in a class action lawsuit against the City of Ottawa over its handling of Uber's entry into the market 10 years ago says a recent ruling has made Monday a great day for the taxi industry.
An Ontario Superior Court judge has ruled that the City of Ottawa was negligent in its enforcement of the city's taxi bylaw when it allowed Uber to begin operating in 2014, harming the city's established taxi industry.
Metro Taxi Ltd., Marc Andre Way, president and CEO of Coventry Connections, and taxi plate holder Iskhak Mail filed a class action lawsuit against the
City of Ottawa on behalf of taxi plate holders in the city in 2016. It alleged the City was negligent in allowing Uber to operate illegally in Ottawa for two years, that the City infringed on the Charter rights of plateholders and that the City's taxi bylaw constituted an unlawful tax.
Speaking to reporters, Way, who is also the president of the Canadian Taxi Association, said he was very pleased by the decision that found the City was negligent in its handling of Uber's emergence in the market. This is a great victory for the industry and the rule of law," he said. "It shows that big tech, a big company can't just walk into a city and disrupt an industry to the point where it's almost decimated."
Justice Marc Smith concluded that the City was negligent in its enforcement of the 2012 taxi bylaw, but that it did not infringe upon the Charter rights of taxi drivers. Smith also ruled that the fees collected by the taxi bylaw are not an unlawful tax.
"The City's response to Uber's arrival was negligent, causing harm to the taxi industry," Smith wrote in his decision. "The City capitulated to Uber's bullying tactics when it entered the Ottawa market."
Uber began operating in Ottawa in 2014. Taxi drivers argued the arrival of the company, which was operating outside the framework of the taxi bylaw, was disrupting business
and harming their ability to make a living. The taxi industry in Ottawa is heavily regulated, requiring taxi drivers to pay fees to operate.
It would take until 2016 before council would approve a bylaw that allowed for the operation of "private transportation companies" such as Uber. Plaintiffs argued the City allowed Uber to operate illegally for two years before the bylaw was passed.
The City argued that taxi regulations were meant to protect the public and not the interests of the taxi industry and that it acted "reasonably and in good faith" once it chose to enforce the 2012 taxi bylaw, especially against "a new and
unprecedented technological platform like Uber." The City also claimed that it was unable to prevent Uber's entry into the market and is therefore not responsible for any financial losses suffered by taxi companies and plate owners.
The lawsuit had also alleged that the 2016 bylaw that allowed ridesharing companies to operate was unlawful, but all parties agreed to dismiss that issue at the start of the trial.
Determination of damages will be decided later. The lawsuit was seeking $215 million. Way said he believes other cities will be reading the decision very closely.
Courtesy of CTV News
We are still renting a limited amount of diesel taxis
A cyclist involved in a fatal collision with an 81-year-old dog walker has avoided conviction despite exceeding speed limits on his ride.
Brian Fitzgerald, a director at Credit Suisse, crashed into Hilda Griffiths in June 2022 while doing laps of Regent’s Park with his Muswell Hill Peloton cycling club.
From the collision, the retired nursery teacher suffered bleeding in her brain, vomited blood and sustained several fractures. She died 59 days later and the incident was not given as the cause of her death.
Regent’s Park has a 20mph speed limit, but Mr Fitzgerald’s group had been averaging 25mph around the park and had even reached 29mph,
according to GPS readings.
The Highway Code states that cyclists are exempt from needing to follow the national speed limit but can be prosecuted for cycling furiously or dangerously.
The Telegraph reported that police closed the case as there was little chance of a conviction.
Mr Fitzgerald told Inner West London Coroners Court this week that he had “zero reaction time” when he reached the traffic island where Ms Griffiths stepped out.
He said: “I believe legally the speed limit doesn’t apply to cyclists [the same] as motorists.”
He added: “I’ve never seen any police in the park having
any objections to the speed cyclists travel at.”
Mr Fitzgerald expressed his “sympathies” to the family of Ms Griffiths. He additionally said he was “unsure” if there were any road markings warning cyclists to slow down. A photo shown to the court showed there had been one on the approach.
However, Mr Fitzgerald said she had not looked when stepping out from the traffic island and this left only 2m for him to break to a halt from a speed of 25-29mph. A jogger who witnessed the incident
backed up his account, saying it was not his fault.
Detective Sergeant Ropafadzo Bungo said the reason for the law is that “mechanically propelled vehicles have the ability to identify the speed one is actually moving at” and cyclists do, in most cases, not.
]Gerard Griffiths, her son, told the coroners’ court: “With 35 or more cycling clubs with hundreds of members in the park, it was only a matter of time before tragic outcomes occurred.
“The laws are inadequate and need to change. If any other
PAYTON’S
type of vehicles were travelling over the speed limit in that same formation – essentially tailgating – they would be committing an offence.”
Jean Harkin, the assistant coroner, recorded a verdict of “accidental cycling collision death”.
Cycling UK data showed that for an average between 2012 and 2022, 422 deaths were recorded as a result of a collision. Three (1 per cent) were as a result of a crash involving a pedal cycle.
Courtesy of The Standard
Suite 12, Temple Chambers, 3, Temple Avenue, London EC4Y 0HP
We at the LCDC don’t often bang our own drum when it comes to helping our members with their legal troubles. A lot of the cases which come our way with members are quite sensitive and we respect their wishes to keep things in house and out of the paper which I can fully appreciate.
However, not only do Payton’s Solicitors offer our members a 24 Hour Duty Solicitor 365 days a year, but since getting involved with the Club, our solicitor Keima Payton has the distinction of having a 100% success rate in all her cases which she has handled on behalf of the Club’s members.
Keima Payton has a fearsome reputation in court and should ever the need arise you will find no one better able to fight your corner and save your Badge than Keima.
- Grant Davis, LCDC Chairman
Tel: 0207 405 1999
FAX: 0207 405 1991
If we compare today with 1977, our figures don’t look too bad.
In 1977, we had a fleet of 12,452 cabs. Today, we currently have 14,803, an increase of nearly 20%.
Equally, in 1973 we had 16,474 drivers, against the current number of 17,356, making an increase of nearly 10%.
Looking at these figures, its not unreasonable to ask why some in the trade, including myself, are worried for its future. But this doesn’t tell anything like the whole story. Its when you look at the KOL (Knowledge of London) figures, that the problems become clearer. In 1973, there were three times as many KOL students as there are today. Then, it took less than half the time it does today to pass out. That means that there were effectively six times as many KOL students over a 4yr period.
This old geezer passed out in December 1979 and it took me 19 months, doing it part-time. Today it takes more than 4 years, on average. There is an argument that the KOL is harder today, than it was then, but I would dispute that.
It can be argued that places like The Docklands and E20 weren’t part of the KOL in my day. Against that though, denied road access means that most runs will be simpler today. For example, the rat run from Oxford Circus to St Giles Circus required calling 11 points Similarly, it is no longer possible to use the rat run between Guildhall and Southwark Bridge Rd. There were plenty more like this that have gone today.
Viewed over the last 10 years, the problems become clearer and it is no coincidence that it’s the same period of time during which Uber first gained a serious foothold in London.
From 2014 to September 19, just prior to Covid, the number of drivers fell by 2,628 and then driver and
cab numbers fell off a cliff. Although we have had a resurgence since the bottom dropped out with Covid and a ridiculously expensive vehicle became compulsory, driver numbers are still down by 5,562 and cabs down by 4,331 on those 2019 figures.
KOL
On current numbers, we’ll be lucky to see more than 200 new drivers annually. Back in 2014, the GLA FP (Future Proof Report) warned about this situation, while the Mayor and TfL sat, and continue to sit, on their hands instead of doing something useful and positive. They pointed out then that more than 40% of drivers were aged 55 or over.
At this rate, even if we don’t take leavers from the trade into account, at current pass out rates, it will take until 2051 before we get the number of drivers back up to 2019 numbers. In reality, there are currently far more drivers leaving the trade than there are joining it and so our number is more likely to fall.
We only have a fleet of 14,408 cabs now. How long before that figure drops to 10,000? Scare-mongering? I think not. Andi if it does? At what point will the ancillary services that we depend on
– meter co.s, fleets, vehicle manufacturers, repair garages, etc – be able to continue serving our trade? Then what?
The KOL needs sorting out badly. It doesn’t need watering down as it is what makes our trade what it is and what it has always been. Come on, though. If I could do the KOL in 19 months in 1979, does it really need to take 4 years today? Really? Are today’s K students really that much thicker than me?
“When did you get out?” “1990”. “How long did it take you?” “36 months”. “36 months, well you must be really thick because it only took me 19 months.” I’d probably get a punch in the mouth if I had that conversation in a café.
So, why does it take more than twice the time it took 45 years ago? It isn’t because the streets are more numerous and complicated. It isn’t because today’s students are much thicker. It can only be one thing and that’s the administration.
When I di the K, you started with 2 x 56 days (which were 90 days in reality. You then went on to 28s. After about 12 appearances on 28s, you went on to 21s. Your drive took about 3 weeks from wangling to test. Finally, you
wheelchair accessible but only 0.5% of PHV were accessible.
Their recommendation was that the number of accessible PHVs should be increased over time to 25%. Its still only 0.5% and TfL doesn’t give a toss about the disabled or the equality Act.
The situation is actually worse now. While PHVs were pre-booked, there was a case for them being only 25% accessible. Now though, with immediate street hiring of PHVs, a disable person, that is supposed to have an equal opportunity of booking a PHV, has only a 1 in 200 chance to book one, against the chances of an ablebodied rider.
If they are going to allows electronic hailing by PH, all PHVs should be accessible. If Uber and its ilk were a cinema, theatre, shopping centre, etc, it would immediately be closed down.
got your suburbs. On these you would be asked about 6 straightforward runs and you either got through immediately or were asked to come back later in the day to review any that you did wrong or maybe asked back a second time and then you got your badge and bill.
The current system was supposed to streamline the K when what is has done in reality is double the time required to pass and for no good reason.
At the same time, TfL have been unable or unwilling to prevent PH becoming a pseudo-taxi service. With the advent of Apps, the customer no longer prebooks a ride, as per the law, but just opens a phone, looks at the screen for cars in the area and electronically hails a PHV that is cruising the streets or parking in busy areas. What kind of idiot will spend 48 months doing the K today when he/she can spend just 4 weeks in order to drive a pseudo-taxi?
Back in 2014, FP pointed out that 14% of taxi users and a greater number – 19% - of PH customers were disabled. They recognised that taxis were 100%
One of our members, Andrew, sent in his licence renewal early in the new year. When he hadn’t heard back after two months, he eventually managed to contact TFL. They’d lost his forms and by then, he needed to redo his CRB check again. He duly did this and then nothing happened again. He then got The Club involved and frankly, we did not do any better at first. Andrew’s licence eventually ran out and he could no longer work. The Chair, Grant, involved the two top bods that deal with taxis at TFL. At first, all he got was promises, excuses and blame. By the time it finally got sorted out, Andrew had not only lost eight weeks’ work through TFLs ineptitude, he also paid his cab rent throughout the period out of fear of losing the cab if he handed it back. At time of writing Andrew still doesn’t have his bill but he has an email granting permission to drive the cab. You would think TFL would be shame-faced and at least offer an apology. Nah, the day before the email arrived, they were still trying to blame Andrew himself, for the delay.
Shame on them.
n 24 HOUR DUTY SOLICITOR
hard on the trade’s behalf for a fairer, and more safer future at Heathrow.
n RANKS AND HIGHWAYS
The LCDC attend the Joint Ranks committee, working hard for more ranks and more access for the taxi trade in London.
n CAB TRADE ADVICE
EXCLUSIVE TO THE CAB TRADE
Your 24 Hr duty solicitor hotline membership card.
Peace of mind 24 hrs of the day.
n LEGAL COVER
Our fantastic team of City Of London based solicitors and barristers, experts in Hackney Carriage and road traffic law.
n COMPLAINTS AND APPEALS
As a member of the LCDC, we will deal with any complaint that has been made against you by members of the public.
Also we will attend the LTPH with you on any personal appeals that would affect your licence.
n HEATHROW AIRPORT REPRESENTATION
With our reps at the airport working
All members can call the office for any information or up to the date news on any trade related subject.
n TRADE’S FUTURE
The Club worked tirelessly in bringing in the green & yellow identifiers to the taxi trade.
And are always working hard to protect our future.
n CAB TRADE REPRESENTATION
We are working hard to work with members of the GLA and also politicians to fight our corner against TFL and was a major influence in the recent “ future proof” document.
n VEHICLE MANUFACTURERS
The Club works alongside LTC and Mercedes to deliver a vehicle that meets
our standard as a London taxi driver.
Recently we have held meetings to work against the ULEZ strategy and the introduction of taxi age limits.
n CLUB PROTECTA
To help drivers who have acquired twelve points keep their licence.
£12 per month is tax deductible
On 5 May thirteen British and one Canadian veteran led the Liberation
The British veterans had travelled to the Netherlands with the Taxi Charity for Military Veterans, which has been making the annual trip for Dutch Liberation since 2012 and were joined by a Canadian veteran for the weekend in Wageningen, the Dutch city of liberation.
In the Netherlands the 4 May is the national day of remembrance and British Market Garden veteran Geoff Roberts had the honour of lighting the flame of liberation with Canadian veteran George Brewster at midnight in the Wageningen town square, watched by millions on Dutch TV.
The following day thousands of people arrived in Wageningen to watch the annual Liberation Day Parade which was led by three golf carts and two London cabs carrying the Taxi Charity veterans.
The veterans were showered with flowers, gifts and a thunderous round of applause during the 5KM route and it was heartening to see the tears shared by the veterans and the families of those they had liberated 79 years before.
During lunch on 4 May, Hans Kranenburg, President of the Police Sport Association, who addressed the veterans said, “We are extremely honoured and privileged with your presence. Without your sacrifices, and those of the many soldiers and freedom fighters we would not have been able to stand here to speak freely and to walk in freedom. Words cannot express what you have done for us. We will never fully understand the depth of your scars. Your dedication and commitment to liberate our country will always be in our hearts and minds. We owe you so much.”
Taxi Charity Advisor Frans Ammerlaan MBE, from the Market Garden Foundation said, “We look forward to welcoming British
Photos:
Top: Geoff Roberts and George Brewster light the flame of Liberation Middle: Veterans participate in the Wageningen Liberation Parade
Bottom: The Taxi Charity for Military Veterans 2024 Dutch Liberation group
veterans to the Netherlands each year and it is always such a pleasure to host these brave men and women.”
Dick Goodwin, Honorary Secretary, the Taxi Charity for Military Veterans said, “The party of veterans had such a wonderful time thanks to the carers, volunteers, London cab drivers and our old and new Dutch friends. The reception the veterans receive everywhere we go is overwhelming and even on the ferry home, the other passengers formed a guard of honour and applauded as the veterans headed to the lifts to disembark.”
To find out more about the support the Taxi Charity offers to veterans or to donate visit www.taxicharity.org
The Taxi Charity for Military Veterans will be taking 20-25 WWII veterans, including Normandy veterans, to an event at the Biggin Hill Heritage Hangar just ahead of their trip to Normandy for the D Day 80 Anniversary. If the conditions allow one of the veterans may take to the skies in a Spitfire.
The Biggin Hill Heritage Hangar is a Spitfire flight and restoration facility dedicated to returning Supermarine Spitfires to the air and offering people the chance to fly in a lovingly restored and maintained two seat Spitfire. Traditional warbird workshop restoration skills and techniques are kept alive in a unique living ‘Spitfire Factory’. https://flyaspitfire.com/aboutus/
Date 28 May 2024
Address
204 Churchill Way, Biggin Hill, Westerham TN16 3BN
Time 10.30am - 3pm
Before I start, have you ever wondered why planes do not take off in an easterly direction from the northern runway?
This is due to the Cranford Agreement dating back to 1952. An oral undertaking was given by the British Government to the residents of Cranford regarding the usage of the runways at London Heathrow Airport to reduce the impact of aircraft noise on local residents.
Under normal operations the agreement prohibited take-off on the northern runway towards the east (over London) because of the proximity of Cranford to the east end of this runway. However, this runway could be used in exceptional cases, for example when the southern runway was not available for departures or when departure delays are excessive.
Although no formal written agreement exists, the Government acknowledges that an oral undertaking was given by a senior government official at a meeting of the Cranford Residents' and District Amenities Association on 31 July 1952. The protocol is included in the Heathrow Manual of Air Traffic Services and the airport's noise abatement notification, and thus is a part of the airport's operating rules.
As you know, for the last 6 years I have been pushing for more chargers to be installed in the north and south feeder parks.
Things are progressing, and we are very close to securing full funding for the project. We have had site visits from the project manager, plus UK Power Networks have been to the feeder park to look at where to put the power. I did let them know where I would like it installed in order to maximise power distribution. I am pushing for 22kWh AC chargers; however, HAL want to put in 100kWh rapid chargers.
With work I have undertaken, with our colleague Paul Falcini, our vision is to fill the south park with 22kWh chargers, allowing every taxi to charge whilst ranking up. 5 of these chargers will use the same amount of power as 1 rapid charger. As it stands, the LEVC TX cannot draw more than 50kWH. Therefore, a rapid charger will
The strategy supports Heathrow's Surface Access Strategy, focusing on enhancing customer experience, reducing the impact on local communities, and promoting decarbonization. Engaging with stakeholders, including local authorities, transport bodies, and the taxi and private hire sectors, is crucial for the strategy's success. Transitioning to electric vehicles (EVs) for taxis and PHVs is a key goal.
be of no benefit. HAL’s plan is to install a bank of rapid chargers, and have a holding area for taxis awaiting to be dispatched. This simply would not work, and will inevitably be chaotic in the south park. I will continue to push, what we believe, is best for how our business and the feeder park operates and not what HAL thinks is best for our us.
I attended a Taxi trade meeting with HAL on Wednesday May 8th. The meeting began with HAL presenting to the attendees their Terms of Reference for future trade meetings.
It outlines the expectations of meetings, and the conduct of all participants. During recent meetings, the conduct of some representatives of our trade has been far from professional. In fact, I would even use the word embarrassing. The new Terms of Reference is a product of these recent behaviours. I for one fully endorse these terms. Sadly, trade representatives have come away from these meetings and openly lied about what has been said. Due to this, we have asked for meetings to be recorded in order for all attendees to review if the need arises.
There was no update from the Police as they were not present.
APCOA have given us an update of inter-terminal drop offs. They have developed a new system whereby they scan your number plate. This gets added to their exemption list, ensuring the driver isn’t
charged the drop off fee. In the past, I have been charged whilst undertaking these journeys, and have to subsequently request a refund.
Since its recent introduction, I can say the system works and I have not been charged for these jobs. They are also still working on a solution for those that are getting charged whilst heading to the T3 rank. There have been no new tags issued. Over the last 5 years, APCOA have only given out 360. The decision to issue more tags lies with APCOA and HAL. There are a number of mitigating reasons that need to be addressed first. One of those is for HAL to reduce the number of PHV at the airport. I’ll come on to you a little later. HAL have requested if there is a traffic management incident being dealt with, to ask drivers to not move cones to get through. Please wait until it is cleared, or find an alternate route.
APCOA have also asked drivers to follow their new X (Twitter) account. The account is dedicated to providing updates for the feeder park, including Code Blues, when there is a shortage of taxis.
@HeathrowTFP
Access to the unused office space now sits with HAL Properties. Mark White has forwarded all the history of the usage of this space to the relevant parties. We are still waiting for them to get back to us regarding access.
HAL have put together their
strategy to “improve” Taxi and PH in and around the airport. Next you can read their vision moving forward.
This “Strategy” was released in March 2024, and ostensibly aims to enhance passenger experience, support decarbonisation, and mitigate the impact on local communities. However, a closer examination reveals a strategy that appears more geared towards facilitating and potentially increasing private hire vehicle (PHV) journeys, rather than effectively reducing them.
This shift comes at the expense of the licensed taxi industry and raises several concerns about its long-term implications. Have a read, and we will look into it further:
Heathrow Airport relies heavily on licensed taxis and private hire vehicles (PHVs) for passenger transport, with these modes comprising approximately 30% of passenger trips, especially for medium-distance journeys and for international passengers unfamiliar with local public transport. Taxis and PHVs at Heathrow operate under distinct regulatory frameworks and models.
Taxis, regulated by Transport for London (TfL), use designated ranks and a feeder park system, while PHVs, regulated either by TfL or local authorities, use specific pick-up zones and an Authorized Vehicle Area (AVA). This strategy addresses each mode individually, aiming for future improvements.
For Private Hire Vehicles:
1. Community Impact Reduction:
- Enhance AVA facilities and communications.
- Collaborate with local authorities on parking and enforcement measures.
- Develop a PHV permitting scheme.
- Implement pricing incentives to encourage AVA use.
2. Decarbonization Support:
- Install EV charging facilities in the AVA.
3. Passenger Information Improvement:
- Enhance airport wayfinding and Wi-Fi connectivity.
- Investigate dedicated PHV pick-up zones.
4. Efficiency Encouragement:
- Promote dual-occupancy rides to reduce vehicle movements.
For Licensed Taxis:
1. Decarbonization Support:
- Install additional EV charging points in the Taxi Feeder Park.
2. Operational Improvements:
- Develop a new queue and dispatch system for the Taxi Feeder Park that supports EVs.
Ongoing engagement with stakeholders, such as the Heathrow Area Transport Forum and local authorities, will be vital to successfully implement these interventions. Coordination with external organizations is necessary to ensure effective delivery.
Short Term (2024-2026) Initiatives:
- Enhance AVA facilities and promote its use.
- Implement reporting tools for local residents to report PHVs in residential areas.
- Increase communication efforts to inform PHV drivers about the AVA.
- Install rapid EV chargers in the AVA.
Medium Term (2026-2028) Initiatives:
- Develop an account-based
system for various airport charges.
- Monitor and expand EV charging infrastructure as needed.
- Investigate route improvements for PHVs to reduce journey times.
Long Term (2028+):
- Consider a PHV permitting scheme.
- Explore additional AVA locations closer to terminals.
Taxi Strategy Specifics:
- Install 100kw EV chargers in the Taxi Feeder Park.
- Improve the queuing management system to support simultaneous EV charging and queuing.
- Continuously monitor and enhance facilities based on demand and feedback.
By systematically implementing these interventions, Heathrow aims to improve the taxi and private hire experience for all stakeholders while reducing environmental impacts and enhancing operational efficiency.
Engaging with key stakeholders will be essential to meet the strategy's objectives and ensure a smooth transition to more sustainable transport solutions.
As you would have read, there are many misaligned objectives. While the strategy claims to align with Heathrow's Surface Access Strategy, its focus on improving PHV facilities and services contradicts the purported goal of reducing private vehicle mode share. Instead of genuinely reducing the number of PHV journeys, the strategy seems to make it easier for PHVs to operate, thus encouraging their use. This approach undermines efforts to decrease overall vehicle movements and reduce congestion around the airport.
Reading this carefully, you would think that HAL are favouring Private Hire over
Taxis. Now when I say Private Hire, it is clear that HAL are being led by one PH Operater –Uber.
The strategy also outlines numerous interventions to enhance the PHV experience. These include:
- Improved AVA Facilities: Enhancements to the Authorised Vehicle Area (AVA) for PHVs and better communication about its use seem to facilitate PHV operations rather than curtail them.
- EV Charging Infrastructure:
Installing EV chargers for PHVs is commendable for sustainability. Having said that, it simultaneously incentivises more PHVs to serve Heathrow, potentially increasing their numbers.
- Pricing Incentives:
Offering pricing incentives for using the AVA suggests a preference for PHVs over
taxis, encouraging more PHVs to operate at Heathrow.
Conversely, the support for licensed taxis is comparatively limited. While there are plans for additional EV chargers and improvements to the Taxi Feeder Park, these measures do not offset the extensive support given to PHVs. This imbalance risks marginalising the taxi industry, which is subject to much stricter regulations and already faces significant challenges.
The strategy's attempt to reduce the impact of PHVs on local communities through controlled parking zones and enforcement measures may prove insufficient. Promoting the AVA and encouraging PHVs to use it more effectively might not address the core issue: the sheer volume of PHVs contributing to congestion and pollution. Moreover, without stringent enforcement, PHVs
may continue to wait in residential areas, exacerbating local disturbances.
The strategy's focus on PHV facilitation raises questions about long-term sustainability and environmental goals. While transitioning to electric vehicles is a positive step, increasing the number of PHVs—even if they are electric—could still lead to greater traffic congestion and associated issues. This outcome runs counter to the broader objective of reducing overall surface transport emissions and promoting more sustainable travel modes.
Heathrow's Taxi and Private Hire Strategy appears to be more about making PHV operations more convenient and attractive rather than genuinely reducing their
number. This approach could lead to an increase in PHV journeys, further congesting the airport area and disadvantaging the licensed taxi industry. The strategy’s long-term implications may conflict with Heathrow's sustainability goals, suggesting a need for a more balanced and genuinely reduction-focused approach to surface access transport. A very detailed response to this strategy has been sent to the Surface Access Strategy team by The LCDC.
Joao Palhinha has been an absolute pleasure to watch this season. Mark White may argue Declan Rice is, and Grant Davis will say Conor Gallagher, but Palhinha is by far the best defensive midfielder in Europe. I just hope Fulham can keep hold of him in the Summer. Stay safe, stay vigilant and Come On You Whites.
Your colleague, Brian Nayar.
‘Bax, the name Tito Puente is all you need to know…’
So, I knew the name before I knew any of his music, as that quote above illustrates, his being the name that was mentioned to me whenever the conversation turned to the world of Latin sounds.
Known as ‘El Rey’ (The King) of Latin Jazz, he left an indelible mark on the world of music with his infectious rhythms, innovative compositions, and extraordinary skills as a percussionist. With a career spanning over six decades, Puente’s vibrant and dynamic performances not only popularised Latin music but also transcended cultural boundaries, captivating audiences around the globe. From his early days living in Spanish Harlem to his status as an international music icon, Puente’s legacy continues to inspire and influence generations of musicians.
He was born Ernesto Antonio Puente on April 20, 1923, in Harlem Hospital, Manhattan, New York City, the son of Ernest and Felicia. Known early on as Ernestito, that gradually became shortened to Tito and the rest, as they say, is history. Hyperactive as a kid, he was forever tapping out a rhythm on anything that didn’t move. Mum Felicia sent him for piano lessons and then after seeing the drummer Gene Krupa, he switched to percussion, specialising in timbales.
Growing up in the vibrant musical scene of his local area, Puente was exposed to diverse musical genres, including jazz, Afro-Cuban rhythms, and mambo. Inspired by the sounds of artists like Duke Ellington and Machito, he honed his skills as a percussionist and bandleader, at the head of the Tito Puente orchestra. He then served in the US Navy from 1942 during the World War II. His resultant GI Bill upon discharge from the forces, entitled him to study at the world-renowned Juilliard School of Music, from 1945 to 1947. There he studied orchestration, conducting and theory.
He became very popular in the 1950s and his band’s fusion of Afro-Cuban rhythms, jazz, and big band arrangements became a defining characteristic of Puente’s music. So good was he at what he did, he was very often mistaken for being Cuban by birth. His
compositions, such as Oye Como Va and Ran Kan Kan became iconic hits that would shape the future of Latin jazz, and bring the sounds of Mambo, Son and Cha Cha Cha into the mainstream. His most popular album was Dance Mania released in 1958.
Simply put, his impact on the music world cannot be overstated. With his infectious rhythms, Puente introduced Latin music to a broader audience, becoming a pioneer of the genre. He collaborated with numerous renowned artists, including Dizzy Gillespie, Santana, and Celia Cruz, to create unforgettable musical fusions.
Puente’s virtuosity as a percussionist was unparalleled. His signature instrument, the timbales, became his calling card, adding a vibrant and distinctive sound to his performances. His mastery of multiple percussion
instruments earned him the reputation of being one of the greatest percussionists of all time.
Beyond his musicianship, Puente’s charismatic stage presence and showmanship made his live performances legendary. His energetic and dynamic shows had audiences up on their feet, dancing and cheering, thus creating an electrifying atmosphere wherever he performed. His influence extended beyond his own music. He inspired countless musicians and contributed to the development of Latin jazz as a genre. His innovative approach to blending Latin rhythms with jazz improvisation set the stage for future Latin jazz pioneers, including Eddie Palmieri and Poncho Sanchez.
‘In front of a bandstand you’ve got to be a showman. Once, I was strictly a musician with a long face and back to the audience. Now
I’m a showman, selling what I’m doing, giving the people good vibes.’
Following a show in Puerto Rico in the year 2000, Puente suffered a heart attack and was immediately flown to New York for surgery, but due to complications, he died a few days later on June 1st. , he was 77.
‘I can tell you that it’s just a sad day, a sad day for the Latin music industry. There was no doubt in anybody’s mind that this was a procedure he was going to recover from. Tito was known all over the world.’ – Eddie Rodriguez, his manager.
Margie, his wife and children Ronnie, Audrey and Tito Jnr. were at his bedside at the time of his passing.
In 2003 he was awarded a Lifetime Achievement Award posthumously at that year's Grammys.
So, what of his legacy? Well, a quick Google search on his name will reveal him still thought of as the King of Latin Jazz, 20 odd years since his passing.
He released over 110 albums during his 60-year career. His name lives on, forever embedded in the fabric of music history. Listening back to his sounds today, I think I’m on safe ground by saying Puente’s vibrant and infectious sound will continue to resonate with audiences, ensuring his lasting influence for generations to come.
‘Just hearing Tito Puente’s name makes you want to get up and dance’ – Bill Clinton –Ex President of the United States.
The Mumper of SE5
Read The Mumper’s other weekly musings on ‘The Speakeasy’ blog page: https://www.artgallery clothing.co.uk/blog/
Tyson Fury and Oleksandr Usyk fought to a bloody, exhausted and brutal standstill in a battle for far more than the various championship belts they paraded at the end.
In the hot Saudi Arabian night, Usyk needed help to raise his weary arms in victory when he was given a slim split decision; there was then an unholy scuffle by men in suits to drape their belts across his blood-stained body. It had been 12 rounds of craft and brutality, desperate at times and packed with unforgettable moments. The men from the sanctioning bodies should have stood their ground and let the great man parade.
Fury believed he had done enough, Usyk could barely talk, but there was no abuse of power in that Riyadh ring, just a spectacle that will live for a long, long time in the memories of every witness. They had not celebrated at the final bell, just embraced, hugged, and Fury planted several tender kisses on Usyk’s head.
It was an emotional night, a fight for the right to be called the undisputed heavyweight champion for the first time since Lennox Lewis left a ring in a
place called Paradise in 1999. Usyk now has the crown that Lewis has worn since that night. Lewis lost one of his belts a few weeks after his fight for the undisputed championship with Evander Holyfield and, amazingly, the same fate awaits Usyk; the IBF belt is likely to fall vacant in the next week or so.
The wait for the first undisputed heavyweight champion in 25 years is finally over, everybody howled at ringside, but the
madness in boxing is beyond comedy. The craziness is boundless, it seems, but the monopoly on title fights by the big four sanctioning bodies is under threat because there is a serious move for boxers to fight for the undisputed title. There is a growing movement of sense in a sport that often appears to have no rules.
None of the potential repercussions mattered at the moment that Usyk’s hand was raised; he had been brilliant,
bold, brave and determined. Fury had, for many rounds, boxed with calm and control, but Usyk had finally in round eight found the elusive patterns to score; in round nine, Fury was out on his feet, a punch from defeat and was saved by the bell when he collapsed heavily into the ropes and was given a count.
It was drama beyond all expectations for a fight that had excelled way beyond the wildest dreams. Fury was lucky
to survive the ninth, but he did, and he regained his legs and senses. It was a slugfest, a real old-fashioned slugfest. They were fighting for more than those baubles and accolades and prizes – it was a personal war, and the money was a bonus bounty.
There was no complaint with the scoring, but Fury will sensibly chase the narrative that he deserved victory. The scores were tight, very tight; one judge went for Usyk 115112, one for Fury with 114-113 and the deciding vote was for Usyk with 114-113 – the knockdown in round nine won Usyk the contest.
They were tiny margins in the end, and that can happen in the biggest of fights and events. The rematch can be invoked by the loser and Fury is likely to activate the clause once his bruises have faded and he has spent time with his family.
Usyk will have to make his own decision; he is 37, he was the undisputed champion at cruiserweight, now it is heavyweight, he won Olympic gold, and he is unbeaten in just 22 fights. He is also a national idol. That, my friend, is a boxing legend.
Ryan Garcia has suggested the use of a herbal supplement may have led to his failed urine sample ahead of his fight with Devin Haney, after it was claimed he tested positive for a banned performance enhancing drug.
Multiple reports indicate that Garcia tested positive for PED Ostarine on April 19, and again immediately after the fight, putting his win in doubt. After the news circulated on Wednesday night, Garcia immediately took to social media to claim his innocence and deny all claims made against him.
Amidst a space on X and multiple posts, Garcia shared two photos of a vegan substance he takes, suggesting that they may have altered the test results.
"My bad I shouldn’t have took this," Garcia posted alongside two photos of Ashwagandha Root, a stress support herbal supplement. The vegan-liquid capsules supposedly resist stress, although it states on the bottle that the product has not been
evaluated by the drugs administration.
The ingredients listed on the bottle were organic Ashwagandha root, Ashwagandha root extract, vegetable glycerin, water, and vegan capsule. Garcia has ten days to fund and organise a test of Sample B to clear his innocence.
Garcia beat the undefeated Haney against the odds on April 20, not only handing the 31-0 fighter his first loss, but also knocking him down for the first time in his career. Haney was knocked down three times throughout the fight, but the referee didn't call a stoppage and instead let it go the distance.
Garcia was 3.2 pounds over the 140-pound weight limit for the fight, but Haney agreed that the fight could still take place.
Following a bet made during a prefight press conference, Garcia paid Haney £1.2 million for being overweight, after the pair agreed on a £400,000 fine for each pound Ryan was over the limit.
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We launched “Unify” last year in 2023, and drivers have signed up in their thousands. So I would like to start by thanking them. We have seen a definite decline in Taxi numbers as our trade becomes less and less economically viable with costs rising rapidly for Vehicles, Hire & Reward Insurance and Fuel etc. Platforms offering availability using cheaper unregulated PHV alongside our Taxis are stripping away customers in alarming numbers. Our very presence on any platform or App which offers PHV as an alternative gives them a form of legitimacy they have no right in claiming. It is we Taxi drivers that have earned the rightful reputation of a safe and secure form of fully inclusive WAV service. Any platform that places unregulated PHV alongside us will ultimately lead to a reduction in our services as a trade. Customers are seeing us side by side with PHV, and believe wrongly that they are just a cheaper option offering the same service as us for less. Our very presence on those platforms gives them full legitimacy and we must put an end to this whilst we still can. Up to now we have not as a trade had any real alternative as every platform has them onboard. Even one of our long-established radio circuits is now directly owned by a PHV operator.
Unify London Taxis is owned and run by a multi-generational cabbie family. There are no investors or shareholders. Unify does not exploit its users, be they drivers, passengers, or corporate customers. We must ensure that the heavily regulated metered fare forms the basis of what the driver is paid and what the customer is charged. The regulated booking fee is more than enough to run the operating system and technology. Since our launch it has been a continuous process to adjust the functionality of the platform and release new versions on a regular basis. The feedback from drivers helps the team decide where the app needs a tweak and what will make it more effective. We still have a way to go and like all tech it will be upgraded on a regular basis for the foreseeable future. Currently we are changing charging and payment features to benefit drivers even more.
The App works by utilising a two-stage booking process.
Stage 1. A customer orders a taxi, the app offers the ride to the nearest available driver. Stage 2. The customer then accepts that driver, The driver starts the meter. At the end of the ride the customer pays the driver in the normal way. The app does not collect payment for the journey. The App only charges the customer the booking fee. This is very important due to new Tax laws that have now come into effect.
Due to the very nature of the Unify App operating purely on the customer booking fee. There is no need for us to collect any money from the customer for the ride and then pass this on to drivers. Should we do so, we must by law, report those earnings to HMRC. Taxi drivers know exactly how to process payments and do so as a formality for every journey. We are all legally allowed to charge the fare and have fully regulated methods for collecting it. Cash or card Other Apps and platforms must report your earnings to HMRC, and it is a very small step for HMRC to then insist on a retention % for Tax purposes, like what happens in the building trade. Be warned and take steps ASAP to prevent this.
The Unify London App has no surge pricing, no hidden fees, and no cancellations. The cab is hired from the hail, meaning the cab driver receives the full fare. Unify is the only platform operating fully within TfL & Hackney Carriage pricing structures.
Going forwards
It is up to all of us to encourage other drivers to join this platform. Never are we going to be offered a chance like this again. A legacy app completely free to Taxi drivers? One that protects all users from exploitation and corporate greed. We have seen all to well how the last decade has devastated taxi services across the globe. Our right to ply is all that saved us but the willingness of the regulators to allow PHV platforms to encroach on this is appalling. But we can, as a trade, combat this by binding together on a single platform working for the good of all. You must personally get registered now as there can be no excuses for not doing so. This app protects Ranks and Street hails and ensures that drivers are fully paid for their journeys. In the time it has taken you to read this feature, you could already be a part of the solution to protect your earnings from government interference and corporate monopolistic greed. Scan the QR code and do this today.
Final Statement
I will say this to finish, “We need every cab driver to sign up to the Unify app. It’s completely free so it doesn’t cost anything to be part of this. Working together, we will achieve so much more for the trade than we ever can whilst being divided as we currently are. I truly believe that we are Stronger Together, and that this App can give us the unity to truly succeed.”
Sadiq Khan's 'night-tsar' has been given a 4.5 per cent pay rise despite presiding over London's declining nightlife.
Earlier this year, Amy Lamé insisted she was worth her £120,000-a-year salary despite receiving backlash over City Hall-funded trips to Australia, Italy and Spain.
Industry experts and the Conservative party have previously questioned whether she is providing value for money as startling figures showed London was falling behind cities such as Liverpool and Birmingham.
Now, it has been revealed that Ms Lamé has received an annual pay rise, in line with other staff at the Greater London authority, which takes her salary to £132,000-a-year, The Times reports.
This also comes after Khan secured a historic third term as London Mayor last week, using his victory speech to tell Prime Minister Rishi Sunak to 'give the public a choice' and call for a general election.
Ms Lamé, who is also a DJ on BBC Radio 6, explained that she was
appointed in 2016 'to help London thrive as a 24 hour city.'
Many have criticised Sadiq Khan's decision to fund the American-born DJ's position after figures from Square-Up, a firm which processes payments for businesses, said that in terms of the sheer number of transactions Liverpool and Birmingham have now overtaken London.
One survey found that 1,165 venues have closed in London since pandemic, and the head of one industry body says that while all cities in Britain are facing issues, Ms Lamé has to answer for London's poor performance.
Michael Kill, the CEO of the Night Time Industries Association (NTIA), told The Times that he believes that while the 'night tsar' has to oversee all 32 boroughs of London - a job that is far greater than others in her position elsewhere - there are still questions that need answering.
He said: 'There is a big difference between signposting and virtue signalling and driving tangible change. We see a lot of announcements but not so many results.'
He claimed 'the industry feels there hasn't been a strong enough voice for us' and that while there have been worthwhile initiatives such as the women's night safety charter, more is needed.
Earlier this year, images posted under #LameLondon on X - formerly known as Twitter - went viral
showing the state of London's empty streets at night, as some of the capital's best-known bars face closure.
One user posted a picture of a sign reading 'no drinks outside after 9.30pm' on the social media page, complaining 'London nightlife is practically nonexistent'.
Another re-posted an image of a deserted Kingly Street in Soho from March last year, saying: 'I live in Soho and don’t know a pub I can get a drink in post 10.30pm on a weeknight.'
Between 2006 and 2022 it was reported that more than half the capital's LGBTQ+ venues shut their doors, according to the Telegraph, with the owner of London's Heaven nightclub also warning the club risks closure due to soaring costs.
An average of two nightclubs also closed every week between March 2020 and December 2023 across the UK, according to the Night Time Industries Association (NTIA).
Although most of Ms Lamé's trips abroad - which saw her travel to Sydney, Bologna and Madrid in the space of 12 months in 2022 and 2023 - were not paid for by the taxpayer and were instead funded through private donations.
But there have been costs for the taxpayer. According to her expenses, for a trip to Berlin, she claimed for flights and accommodation.
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