The Badge - November 2023

INSIDE

More trade stories than all the others put together WE QUIZ TFL OVER LICENCE HEARINGS

COULD CURB CHARGING BE A GAME CHANGER?

HONOURING THE FALLEN

Issue 290 November 2023 ALL EYES ON SAUDI BOXING LINE-UP

TAXI DRIVER?

HAD AN ACCIDENT? We’ll deliver you a replacement LEVC today!

CALL US ON

Poppy Cabs do them proud Pages 4&5

0203 488 8000

2

Issue 290 November 2023

THE AMAZING POPPY CABS, CC CHOICE AND TXES Published by The London Cab Drivers’ Club Ltd. Unit A202, Tower Bridge Business Complex Tower Point, 100 Clements Road Southwark, London SE16 4DG Telephone: 020 7394 5553 E-mail for membership enquiries: E-mail: 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 necessarity 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.

The London Cab Drivers’ Club Ltd. Printed by Iliffe Print. T: 01223 656500 www.iliffeprint.co.uk

As you can see from the front page and also pages 4-5, the work done

by Poppy Cabs and the drivers involved is amazing - and every driver and volunteer should take a bow, such is their commitment and dedication to make our Veterans’ Day so special.

On other trade matters, the trade groups met with TfL to discuss credit cards.

TfL are concerned about the use of handheld systems, (although there were less than 50 complaints for the whole year), but were told by us that if a signal cannot be received by the fitted device then the driver has to be paid for his journey by whatever means he chooses.

After driving a Vito for many years, I have taken the plunge and will be investing in a second hand TXe. With the first tranche of 5 year old cabs coming into the 2nd hand market, I decided to contact Lorenzo at LEVC, who after showing me both the available stock, different colours and mileage helped me decide on a cab and I would like to say thank you Lorenzo for your patience.

Christmas is fast approaching and although work has been slow these last few weeks, I hope it improves in the run up to Christmas.

We recently sent our emails informing members our subs had The mandate for CC was brought in increased by 16p a day to cover years ago and technology has moved rising costs in running the Club. on, and so should we.

With more drivers suffering under the new TfL drivers policy, I have a problem that as self employed we have seen cases rocket. drivers, we should be able to source a If you have never been in any cc payment system that suits us and not trade Org, don’t wait until the one on a list, as the percentage charged letter from TfL drops on the by some providers is eye watering. doormat... it’s too late by then.

Next month I will hopefully be in a position to share more info with you.

Be Lucky.

PAYTON’S SOLICITORS 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

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Issue 290 November 2023

QUESTION FOR THE MAYOR - TfL RECONSIDERATION HEARINGS

Dear Keith,

I hope all is well.

There is a legal requirement established by law (section 17 of the Transport Act 1985) which binds Transport for London to reconsider their decision if it refuses to grant, suspend or revokes a taxi driver's licence. Owing to the fact that TfL are a public body they are bound by the Human Rights Act 1998.

Schedule 1, Article 6 of the Human Rights Act 1998 states: “In the determination of his civil rights and obligations… everyone is entitled to a fair and public hearing within a reasonable time by an independent and impartial tribunal established by law”.

Section 6(1) of the Human Rights Act 1998 makes it unlawful for a public authority to act in a way

which is incompatible with the European Convention on Human Rights.

It is unlawful for a public authority to act in a way which is incompatible with a Convention right.

The LCDC claim that TfL’s reconsideration hearings which are established by law are a sham and lack the required impartiality and independence required by law - this is a claim that I agree with.

Employees of TfL hear these reconsideration hearings and TfL’s senior licensing manager makes the final decision.

TfL’s reconsideration hearings cannot be considered as independent or impartial, and are therefore, arguably not compliant with section 6 of the Human Rights Act 1998.

I am crowdfunding to take

legal action against TfL for what is arguably multiple Human Rights breaches: https://www.crowdfunder.co.

uk/p/the-erosion-of-taxidrivers-civil-liberties

to ask the Mayor the following question?

Would you be kind enough

TfL’s reconsideration hearings for taxi drivers are established by law and subject to the civil protections afforded by Schedule 1, Article 6 of the Human Rights Act 1998 which states that: …everyone is entitled to a fair…hearing…by an independent and impartial tribunal established by law (the law is set out by section 17 of the Transport Act 1985).

Can the Mayor explain how he considers TfL’s reconsideration hearings for taxi drivers are ‘independent and impartial’ and compliant with Schedule 1, Article 6 of the Human Rights Act 1998 when the decision maker is a senior TfL licensing manager?

Thanks in advance.

Kind regards, C. Johnson

L.C.D.C: LEADERS NOT FOLLOWERS

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Issue 290 November 2023

POPPY CABS

Poppy Cabs, the Remembrance Sunday Free Taxi service, has been operating since 2009.

It has become something that is, for many wishing to attend, an integral part of the decision to attend the annual Service and Parade. Indeed, especially for those wheelchair users, it would be almost impossible to attend without the help

provided by London’s taxi service.

Operating every year, with the exception of the 2020 pandemic lockdown, 2023 was the 14th year of operations. Mike Hughes, Independent Taxi Coordinator, has, during that period recruited a team of drivers, marshals, and helpers not only from within, but outside, the taxi trade.

This year, thanks to the

STOP PRESS:

efforts of one of the team the meeting point for the Final Briefing was the opulent surroundings of the Renaissance Hotel, St Pancras, where the staff provided tea, coffee and bacon rolls for the drivers, helpers and marshals who were there for the 06:30 briefing.

The ‘turn up and go’ hub locations included: • Victory Services Club

MICHAEL HUGHES OF POPPY CABS AWARDED FOR HIS CHARITY WORK, AT THE WCHCD DINNER

• Union Jack Club • Paddington (main line) • Marylebone • Euston • Kings Cross (main line) • Liverpool Street • Fenchurch Street • London Bridge • Victoria (main line) • Waterloo (main line) • Victoria Coach Station In addition, there were a number of special pickups for wheelchair users, those

with ambulatory problems and some larger groups.

The majority of veterans were taken to Admiralty Arch for the service and parade, but some were taken to other locations such as Westminster Abbey, Hyde Park Corner or Grosvenor Gardens, where there were special services.

Drivers assembled on Westminster Bridge where taxis were lined up while the

Issue 290 November 2023

5

2023 11th hour was marked by the striking of Big Ben. When veterans started to return taxis moved to outside Portcullis House, Victoria Embankment for the returning veterans.

There is no single organisation that organises the Poppy Cab service.

The drivers provide their taxis and their time free of charge to the veterans. The independent coordinator prior is Mike Hughes (mike@mikehughes.org.uk) who matches drivers with special need users.

Funded entirely by the drivers themselves, this is seen, alongside events organised by The Taxi Charity and others, as one of the highlights of the taxi trade year when taxi drivers make a special effort to pay back part of the debt

owed to our military veterans.

Vintage taxis have taken part in the event since 2013, including some that have been used on television and in films. Along with the Chelsea Pensioners, resplendent in their scarlet uniforms they provided a colourful sight for all to see.

Nearly 100 members and supporters of Scotty’s Little Soldiers, https://www.scottyslittlesoldiers.co.uk/ a charity founded by Nikki Scott, which supports the children of deceased military persons, were specially taken to and from the Cenotaph by Poppy Cab drivers.

With their distinctive black and yellow scarves, Scotty’s stood out on the parade, reminding us all of the sacrifices that are made, not only by the military personnel, but also their families. Thanks to a

generous donation each of the Scotty’s group received a Poppy Cab badge.

In addition to the logistics on the day Mike also supplies the Poppy Cab badges. This year there were two badges available in exchange for minimum donations of £5 each.

There are still some left. For full details and to get them by post send email to mike@mikehughes.org.uk Mike said: “Poppy Cabs is when the whole trade comes together to honour our veterans. The ethos of Poppy Cabs is that there are no egos, no overt publicity for taxi organisations or traders. Having said that there are a number of drivers, traders, and helpers who have always supported Poppy Cabs.

I try to acknowledge their help on an individual, personal basis but would

like to publicly acknowledge the help, financial and personal, they unselfishly give each year. Without their efforts it would not be possible to provide the smooth service seen by the users of the service. This year’s Poppy Cab liveried taxi, the free badges, refreshments, flyers, plus much more have all been funded by our supporters”.

Collections were taken for the Poppy Appeal by Poppy Cab supporters. They raised over £2000 on the date with more to come when final Poppy Cab badge sales have been collected and counted.

You can follow Poppy Cabs on Twitter @PoppyCabs Email mike@mikehughes.org.uk or PoppyCab@virginmedia.com

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Issue 290 November 2023

STOP PRESS: UPDATE ON BULit21

BULit21 report that the preparation work to prosecute their group legal action against Uber on behalf of London cabbies is progressing as it should.

before a group action with over 11,000 potential claimants can be presented in Court. The legal team has to be confident that the information provided is comprehensive and correct.

Their experience proves that it is not unusual for a group action of this size to take some time. RGL – the people behind BULit21 – are currently in the High Court against Clydesdale Bank, and National Australia Bank, so they know what it takes.

The BULit21 team is currently engaged in the very detailed work required

As a result of this work the team at BULit21 has identified a number of cabbies who have not yet provided some specific items of essential information that the legal team requires to add them to a claim form (previously known as a writ), to be issued in the High Court. Therefore, during the next few weeks the team will

be emailing one or two questions to these people. If you hear about one of these emails, but you don’t receive one yourself, do not be concerned – it simply means that BULit21 have already received that information from you.

2018 – even if they are now retired or no longer driving.

The more potential claimants there are, the bigger the level of threat posed against Uber.

To register, visit

www.bulit21.com, or call 01584 778044. (If you’re already receiving BULit21 email newsletters, you’re already registered, and they ask please do not register again).

If you do receive these questions, the team requests that you respond as soon as possible.

While the legal process continues, BULit21 is still accepting registrations from cabbies who were driving for any time between 2012 and

LCDC’S AZIZ GRILLS TORY MAYORAL HOPEFUL

When LCDC member and New Taxileaks roving reporter Aziz Mehmet met with the Conservative Mayoral hopeful, Susan Hall, Aziz was at pains to really get across to her the stress of driving his taxi in Mayor Khan’s London.

He started by informing her that unfortunately for the taxi trade, every Mayor has promised us much but delivered little, if it wasn't Uber with Boris Johnson, it was a 12 year age limit, LTNs and 20 mph speed limits under Khan - it seems there are no positives for the cab trade with any London Mayor.

Susan Hall stated to Aziz that she firmly believes in the mantra of "where buses go... taxis go" and cannot fathom out why taxis are being banned from so many roads in the capital. She agreed

that LTN’s should be taken away in most areas and that taxis should be given full access to any LTN neighbourhoods.

The Park Lane cycle lane would be scrapped on day one along with the ULEZ extension areas, which she feels has nothing to do with cleaner air, but all to do with raising money.

Aziz went on to explain to her that hundreds if not thousands of experienced taxi drivers are receiving points on their licence due to the new 20mph areas and she promised to put back these roads to 30mph.

Susan has agreed to come on LCDCTV and if drivers would like to email in questions for us to ask her on the show, then please send into thelcdc@gmail.com.

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11

Issue 290 November 2023

Walker on the March...

A NOSTALGIA TRIP PRE 1980

I began driving a cab in December 1979. They were good times, although not so good as the decade before I started.

Post – WWII, ordinary folk began earning enough money to spend on things like holidays, entertainment and “taxis”. Pre-WWII, hiring taxis was a rich man’s sport.

Before the war, cabbing was a pretty hard game. Most work came off ranks with long dwells, ergo the reason for the green huts. These were provided by a benefactor to give drivers somewhere to take the load off while waiting for a fare. This created the sort of camaraderie that sadly we no longer see. Ranks had regulars and it could get a bit moody if a Connaught (stranger) turned up.

Trade had grown far beyond all expectations by the mid1960s. While this was good news for drivers, there was a pretty big downside. While the KOL system is a great system generally, it does not allow the supply of drivers to change quickly in response to demand which was way beyond what taxi drivers could supply.

Thus, the “minicab” appeared to fill the supply gap and we have struggled with PH ever since. After the early years, PH never really affected us that much. Touting was minimal, by the standards of the 1990s. Nor did radio circuit business account work suffer much after a minicab full of Royal Festival Hall staff were killed or injured in an unlicensed PHV. After that most corporate clients swerved PH for many years.

Trade really picked up again after the Fixed Global Exchange Rate System ended in August 1971. The £ had been pegged at 4US$ until then, way beyond its real value. Within six months the value of the £ had almost halved. This drew a deluge of American tourists who could holiday like Kings in London due to their money being worth so much more than at home.

They loved a tour and didn’t travel in coaches. In addition to takings cabs everywhere, they also booked cabs for

tours lasting several hours and all on the clock. By the time I started cabbing, the US$ had slipped in value but I still caught the tail end of the bonanza.

THE 1980S

At the same time radio circuit work was through the roof.

Until 1974, DAC (Lords) and Radio Taxis (Mountview) had things sewn up. They were driver-owned and members vetoed any sort of fleet expansion. This caused the LTDA (born out of the minicab wars in the 1960s) to start up Comcab (London-Wide), which was open to any LTDA member. I joined in April 1980 and had to buy my own radio equipment for £400 (£1700 in today’s money).

The circuits boomed in the 80s. Any account work was great because it paid a decent run-in, allowing you to run for more than a mile on the meter and carried an extra 5p per minute waiting time and a 10% tip on all fares. Often you waited outside for 30 minutes or longer with the meter running. This was what made radio work so much more lucrative than street work. As often as not, you were on Tariff 4 (then 50% higher than Tariff 1) before beginning the journey. Compare that with today where on the Apps you have to run to the job and wait

five minutes before switching the meter on All the circuits had brilliant accounts. Comcab had an account with London Transport, getting staff to and from stations. Drivers were issued with a book of timetable runs and dispatchers would just tell you which run to follow. You then just had to stop at every station on the run, picking up and dropping off staff along the way, all on the meter. Sometimes you were lucky enough to get a return run. The Plum run was going from Upminster to Amersham Stations and back again. I was lucky enough to get this job twice. The first time, the only passengers I picked up were two staff from Manor House to Turnpike Lane Stations.

This benefitted non-radio drivers as well. On average, probably a third of all cab drivers working at any given time were on the radio, leaving more street work for non – radio drivers. Drivers from all three circuits would gather at points in The City for the 9.00pm burst. This was a lucky dip as you might get a local after waiting for a fare or you might get a roader.

These were golden years but it all came to an end for me in June 1986. I’d been to a six-aside, evening football tournament that two of my

sones were playing in. I hadn’t intended to work but we were done by 9.00pm so decided to go in for a couple of hours. As I reached the City from Dartford, I trapped a radio job from Gracechurch St going to Sevenoaks and on to Tonbridge. Happy Days! I thought I’d do that fare and then head home but never got there. I went around a bend at 40mph and found a car coming towards me on the wrong side of the road doing 70mph. I wrote my cab and nearly myself off.

After getting off the crutches after eight months, returning to work on a cab wasn’t on the horizon, so I followed a different path. It was more than a decade later when I was offered the chance of a part-time job, lecturing business students. I took the job and returned to cabbing part-time to make up my wages.

THE POST 1990S

I came back to a different world. The number of unlicensed PHVs had grown to an estimated 60,000. There were dodgy “Teksi, Teksi” scabs who weren’t even PH touting outside every nightspot, restaurant, etc. You couldn’t get near the door of theatres when they burst, due to the rickshaws and a Met Police force that couldn’t or

wouldn’t do anything to stop this thievery, not to mention the nearly 400 annual sexual assaults by PH drivers who were brazenly pulling up to people on the street that were hailing me. It was the effing wild west.

It got worse when TfL took over and licensed PH. By the time PH drivers were licensed in 2003, that 60,000 had dwindled to 24,000 as the other 36,000 had probably been drawing benefits illegally and/or driving around in unsafe vehicles.

Nevertheless, this was bad news for the circuits as licenced PH operators could now compete for the corporate market and the circuits cut their own throats by covering work for the likes of AL (Addison Lee) while they were short of drivers. In a little over 10 years, AL turnover had gone from half of Comcab’s to twice as much as the three circuits put together.

Next, TPH found a novel way to prevent PHVs picking up illegally off the streets by giving them ranks and making touting effectively legal. Then came the Apps, allowing every PH driver to operate as a pseudo taxi, picking up on demand from the street instead of needing fares to be pre-booked, as the PH Act states.

Not only were the bigger Apps charging rates below cost, it led to a huge expansion in PH drivers to over 100,000 completely oversaturating the taxi market Then, a ray of light. As we came out fully from Covid, we’ve had a period of 2 ½ years have probably been the best that most cab drivers have experienced since beginning cabbing. Hopefully it will be last but in the longer term there is the fly in the ointment of too little new blood entering the trade. By a combination of compelling us to buy a vehicle with a 40% increase in price when it was introduced, and reducing the life of most diesel cabs by 25%, our fleet is 25% smaller than in 2019 and 40% smaller than pre-Uber. Hopefully though, TPH will recognise that faffing about with the Knowledge is not the answer to attracting new blood but rather stopping new entrants choosing to become pseudo taxi drivers as an alternative to The Knowledge.

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13

Issue 290 November 2023

The thoughts of General Johnson

TfL - the Grim Reaper?

TfL purports itself to be the bastion of mental health and wellbeing, whereas most taxi licensees consider them to be the opposite of what a mental health and wellbeing advocate should be.

Take for instance TfL’s taxi driver policy; In December 2021 TfL introduced a new driver policy (without telling licensees); a policy which added a 12-month civil punishment (now reduced to 6 months) on top of a 6month driving disqualification imposed by the court under the totting-up procedure (4 minor speeding offences).

Even when the courts allow the taxi driver to keep their driving licence due to an imposition of hardship, TfL still imposes a 6-month civil punishment from working as a taxi driver.

If TfL argues that they want to see 6 months of better driving before allowing a taxi driver to work again, then TfL’s taxi driver policy is a self-fulfilling failure.

The reality to those with an ounce of common sense.

1. TfL insists on a policy of only licensing taxis which cost in the region of £100,000 with finance.

2. These ‘super expensive’ taxis cost approximately £340-£380 per week to rent.

3. In most cases, a taxi doubles up as a family car.

4. A taxi driver who is being punished under TfL’s taxi driver policy simply cannot maintain the finance or rental of the cab if they are not permitted to work for 6 months (when the law allows the person to drive).

5. Meaning, that the taxi driver either must sell the cab, or hand it back to the fleet provider (because they cannot maintain the finance or rental costs if they are not working).

6. Therefore, the reality to anyone with an ounce of common sense is that there can never be a period of better driving because the TfL punished cab driver

absurd notion, because TfL’s taxi driver policy does the exact opposite of protecting the public.

cannot afford to drive.

7. Instead, they sit at home watching daytime TV waiting for their TfL imposed civil punishment to come to an end (while racking up significant debts servicing their mortgage/rent, food, and heating).

There is much TfL could do to proportionately achieve its aim of improving road safety; for instance, taking an educational-based approach (instead of a punishmentbased approach); things such as issuing 6-month probationary taxi licences after spent convictions for totting-up, or mandating advanced driving tests or speed awareness courses as a condition of licensing.

8. Upon serving their TfL imposed civil punishment, the taxi driver is in so much debt that they must work excessive hours to pay off their debt resulting from TfL civil punishment.

9. It does not take a genius to work out that when TfL force a person to work excessive hours (because of their policies) then that person becomes a safety risk to themselves and other people.

10. It also does not take a

TfL’s punishment of taxi drivers is a sadistic show of power over a group of licensees who are subservient to them through the licensing regime. genius to work out that TfL does not care about the mental health or well-being

of any taxi driver. As for TfL being a bastion of public safety - that is a completely

TfL has been approached for comment…

Christopher Johnson.

16

Issue 290 November 2023

CURB YOUR ENTHUSIASM

As many drivers of a TXe know only too well, the big grievance for many drivers is the lack of any credible EV Infrastructure.

The favourite spot outside the Astral Café in Victoria is sorely missed and has no signs of being brought back into service any day soon, and the reality for many drivers who get to a charger - only to find a PH parked up on it or even worse it is still broken - just adds to the daily frustrations of driving an EV cab.

But there could be a major change coming for the taxi trade and one that would be a game changer for drivers in London.

Curb Evc is a UK Company which has partnered with German electrical giants Siemens and have spent the last 12 -18 months working with the cab trade and authorities with one specific brief and that is to provide a future proof EV infrastructure of hubs fitted with the "Rolls Royce" of chargers which can deliver an 80% charge in just 20 minutes.

forwards. We have already surveyed several well known sites in London and our plan is to have rapid charge hubs that the cab trade can access 24/7 and be able to book a slot at any site and at any time on our amazing pre booking app, so you would never have a wasted journey again. We realise time is money to a taxi driver and that is why we have partnered with Siemens to provide an A1 service to drivers."

In October, Curb and Siemens held a presentation for the Deputy Mayor of Transport at BMW in Enfield, where the Siemens chargers are used by BMW for all their vehicles. Deputy Mayor Seb Dance saw for himself on a TXe driven by taxi celebrity "7 -Up" Tony Walker just how efficient and how quickly a TXe can be charged.

Tony Walker told the Deputy Mayor: "I have several different cards in my

pocket, all for different charge companies, it gets confusing at times and if I knew I could pre book a slot and drive there after dropping a job, charge for say 25 minutes and go back to work with 80-85% of battery life, it’s a winner".

The LCDC have been helping Curb Evc with information, feedback and meetings with major players in the taxi trade as we understand that whether we like it or not, diesel taxis are decreasing and the future looks like we are going to need a better EV infrastructure for the trade.

I understand that further meetings are being planned with Caroline Pidgeon at City Hall, who has been a great supporter of their efforts and also the Deputy Mayor for Transport, so we will have to wait and see on any new developments.

Curb CEO Mark Trafford said: "We have spoken to many drivers and have a full understanding of their frustrations and more importantly, their needs going

LCDC Chair Grant Davis with Deputy Mayor for Transport Seb Dance

Tony Walker

17

Issue 290 November 2023

AS AN L.C.D.C MEMBER YOU WILL RECEIVE: n 24 HOUR DUTY SOLICITOR 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

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 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.

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18

Issue 290 November 2023

High Court: TfL can use CCTV to enforce parking restrictions on Red Routes Mr Justice Swift found in favour of TfL in a landmark battle that could have had massive repercussions. Had TfL lost, it faced having to refund about 500,000 parking tickets.

issued 212,712 penalty charge notices to vehicles parking in red route bays – generating an The High Court was told last month that the “critical issue” at stake was whether the definition of a Red Route included any parking bays.

In his ruling, Mr Justice Swift said the parking adjudicators in the four cases “accepted that each vehicle had been parked in a parking bay at a time or in circumstances in which, under the terms of the relevant Traffic Order, it ought not have been parked”.

This could mean TfL is likely to lose several hundred appeals that are believed to be in the system at present.

TfL had sought a judicial review of four decisions by parking adjudicators who said it had acted illegally in sending the tickets in the post, on the basis of CCTV evidence, rather than having them issued in person by parking wardens.

The ruling also said that, to meet all legal requirements, all Red Route parking bays should have an upright pole indicating the times that restrictions are in force, regardless of whether there is also a single or double red line.

In a judgment handed down on Friday, Mr Justice Swift said: “Transport for London’s challenge to the adjudicators’ decision succeeds.

At present, only single red lines are accompanied by upright signs, as double red lines are taken to mean that restrictions apply at all times.

“The parking contraventions in issue in the four appeals were ones in respect of which Transport for London was permitted under the 2022 Regulations to give notice of the penalty charge by post.”

A TfL spokesperson said: “We are pleased that the court has decided in favour of TfL continuing to use CCTV cameras for enforcement of red route parking bay contraventions.”

In the last 12 months, TfL has

2022 Regulations to give notice of the penalty charge by post, relying on photographic evidence.”

However the judge found against TfL on a second ground, which challenged the decision of the Chief Parking Adjudicator Anthony Chan not to intervene.

One business that had received numerous tickets told the court that Parliament had never intended to allow CCTV cameras to be used to enforce parking bays on Red Routes.-estimated £17m in revenue.

He added: “To this extent there was no doubt that a parking contravention had occurred.

“Rather, the issue was whether it was within the power of Transport for London under regulation 10 of the

Parking campaigner Ivan Murray-Smith, who assisted one of the businesses that challenged the parking tickets, said it was not yet known whether any firms might seek to appeal the High Court ruling.

He told the Standard: “I do note… the court has said that the requirement for an upright sign applies equally to double red lines and single red lines.

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“The decision on the second point is also interesting as TfL has a number of review application pending before the tribunal (all cases they've lost), the judge has now said an error of law is not a ground to seek a review and the correct route is to apply for permission to bring a judicial review in the High Court.

“On that basis, it now seems all of TfL's applications for review before the tribunal must be bound to fail.”

The TfL spokesperson said: “Our compliance officers deter and capture offending vehicles through on-street patrols and through active monitoring of CCTV cameras. This approach to enforcing the restrictions on parking, loading and stopping is vital to the efficient use of the road network.

“Non-compliance with these restrictions impacts the reliability of London’s bus network, creates safety risks, disrupts traffic and creates congestion for everyone.”

Courtesy of The Evening Standard

Will someone please give him the sack...?

Merry Christmas to all cabbies from The Badge Issue 279 March 2021

More trade stories than all the others put together

INSIDE

More trade stories than all the others put together

INSIDE

BADGE

“That being the case, TfL cannot enforce double red lines via CCTV unless there is also an upright sign, which I'm not sure is the outcome they were looking for.

ULEZ TO EXTEND ACROSS LONDON

LONDON CABBIES TO ROW THE ATLANTIC

Issue 282 December 2022 / January 2023 FIVE FIGHTS WE’D LIKE TO SEE IN 2023

More trade stories than all the others put together

INSIDE

Transport for London has the power to use CCTV cameras to enforce parking restrictions on Red Routes, the High Court has found.

Issue 283 February 2023

BEECH STREET TO GO ELECTRIC

THE SOARING COST OF TAXIS

JAKE PAUL AND TOMMY FURY FEUD

NO THE IS IT T HE E ND ROUGH JUSTICE OF THE ROAD AND GET SEEN IN FOR UBER? PRINT, ONLINE & VIA have always found advertising in the Badge very positive and OUR SOCIAL MEDIA "I beneficial for my business" Michael Glassman - Colts Cabs TAXI DRIVER?

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Issue 290 November 2023

PARKING ON WORKING TAXI RANKS: London has a total of 714 Licensed Taxi ranks according to TfL’s website. Of these, just 34 are rest ranks.

We all know how annoying it is when cars, lorries and even rickshaws, park on our working ranks. Local councils and Transport for London (TfL) very rarely enforce parking restrictions against vehicles parked up on our ranks. Most annoying being the Rickshaws, who park on Taxi ranks outside London’s theatres.

Local councils and TfL have done nothing to stop this practice.

the front windscreen of these vehicles, and said their compliance teams would be keeping an eye out for Taxi drivers committing this offence.

Unfortunately, they said and refused to do nothing whatsoever about the offending cars, mainly minicabs touting or waiting for booked jobs.

It is even worse on certain busy 24hour ranks, where certain LUL maintenance teams have been advised

by TfL to leave their vehicles on our ranks…which is a disgrace because they can normally park anywhere…such as single or double yellow/red lines.

It’s also very annoying that some selfish Taxi drivers have been leaving their

A few years ago, window stickers were made available from certain Taxi rest stops and shelters.

Cars left parked on parttime Taxi ranks outside restaurants and night venues such as Bear Street (Charing Cross Road), Nobu and Novikov (Berkeley Street) and Hakkasan (Bruton Street) were targeted by drivers, mainly members of the Mayfair Mob…previously named Taxi Action Group (TAG Hit Squad).

Taxis on the rest ranks attached to Green hut shelters, and disappear for hours on end.

Amazingly, the only statement made by TfL attacked Taxi drivers, warning them that it was illegal to attach a sticker to

TAXI LEAKS EXTRA BIT:

A post was placed on social media from a shelter keeper who said “Taxis are welcome to park on the rank when the shelter is closed, but please be sure to remove during the opening hours, as cabs left on the rank when we are open, affects our business, and stops drivers using the shelter.

Unfortunately, it gets worse!

Lately, there has been a number of complaints from Licensed Taxi drivers in the Brighton area, where it appears London Licensed Taxi Cabs are appearing regularly, left on their working Taxi ranks.

One Brighton Cabby (Andy) posted this complaint on Twitter(X): Again a London cab driver uses one of our busy ranks for free parking here in the city all night, blocking it from local drivers using it.

A week later he posted this:

Just to show this was not a one-off.. here are other London Cab drivers who have used our ranks for free parking over the last few months. (See image) So, please be considerate when stopping for a rest break. We all need to use facilities when caught short, and leaving a cab on the back of a rank for a few minutes is acceptable in most cases.

But leaving a vehicle on a working rank for hours while

19

you go shopping, or meeting with friends for a meal break, is unacceptable.

Finally a huge thank you to Carl Lemon and Doug Cheshire, for letting me sit in their vintage Taxis on Westminster bridge on Remembrance Sunday.

The Winchester Mk2 was one of the first cabs I drove when I got my Bill in 1973, and the 1932 Austin was a cab my father bought (deregulated) in the late ‘50s.

Issue 290 November 2023 The words above are often delivered with much glee and self-satisfaction, regrettably I feel neither of these emotions as I look at what I projected and what has actually happened.

Back before Covid when it was announced that the maximum age that London’s taxis would be licensed was to reduce by a year every year, I was asked by a potential market entrant for a report on the past, present and future of London’s licensed taxis. In the future section I included the graph below:

At the time this graph appeared somewhat dramatic. I asked myself some searching questions. Yes, the number of taxi driver licences had reduced from a peak of 25,538 but could the numbers really reduce to below 10k by 2025 and under 7.5k by 2026? As you can see from the above growth my projection was that by the end of 2023 the number of licences would be just about 15k, at the end of October 2023 the TfL website shows that there are 17,797. Driver licences have had a recent trend of reducing by between 10-20 per week.

Vehicle licences are reducing somewhat quicker due to the de-licensing of older taxis.

Therefore, by the end of 2023 the number of taxi driver licences is likely to be circa 17k.

That’s a third less than at the peak albeit not quite as severe as I projected back then when I put the projections together.

Is This Good Or Bad News?

There has always been a view in the taxi industry that there are too many taxis and most of them are in front of me! Looking around today at central London, the stations, the main thoroughfares, and busy ranks look fairly normal. It’s as easy in central London today as it was at the peak to hail a cab. That is not the case in most of the boroughs between the centre and the suburbs. It isn’t the same in the suburbs either where the number of yellow badges has almost halved from the peak (2,184 vs 3,727).

I TOLD YOU SO! Without any nostalgia implied or required many of the ranks outside of the centre that used to spread out the fleet (Stamford Hill, Clapham Common etc) have fallen into disuse as mainly older drivers who serviced them have moved on. Of course, technology has

solved some of these availability issues as wherever you are you can use a taxi app or phone for taxi so there is not a supply shortage per se. In basic economic terms less supply and constant or increasing demand must mean that the current supply benefits but does it and if so for how long?

Gondolas and Fiakers Since I became a taxi driver in 1981 I was told ‘the game is finished’, ‘we will end up like the gondoliers of Venice’ and the Fiakers of Vienna or the horse drawn carriages of Central Park. Well, much water has flowed under the bridge since 1981 and taxis are still here in London albeit there are less of them. What will happen? Will numbers dwindle similar to my graph above? Will anybody intervene to stabilise or even breathe life into the London taxi industry? Has too much changed from when I did the knowledge when most of us took a year (okay I took 15 months) and almost every fare was paid in cash? Has private hire being licensed, technology, improved and safer public transport and the crazy levels of congestion in London all conspired to reduce the taxi industry to a tourist must do one off event? I hope not as I will explain below.

A Lot of Pleasure for £5-£10’s There are few pleasures that one can purchase for £5 or £10.

There are few nicer feelings that

hailing a cab, reclining into a comfortable seat and being safely whisked through London’s streets by a professional driver safe in the knowledge that the driver is licensed, the vehicle insured, and the fare is regulated.

Likewise, for many of us who were born and lived in London becoming a taxi driver was a sure way to get a respectable job and enjoy a career where you could work as hard or little as you wished. Taxi driving was seen by my peers as an achievement, a good earner, a way to become your own boss and importantly a respectable job. To lose that career opportunity for the generations ahead would be a crime.

I have avoided the cliché of the ‘icon’ up to now but hey why not? The London Taxi really is iconic. It is the symbol of London and if I may a symbol of Britain – solid, dependable and always there when you need it. Tourists, returning nationals, lads out for a good time on a Friday night and

the vulnerable appreciate the accessibility, the availability, and the reliability of the service.

Turkeys and Christmas In fairness it is unlikely that most taxi drivers are going to participate in a campaign to get more taxis – why would they?

Less taxis = more work doesn’t it? Yes but…..if my graph (above) has any attachment to reality and we continue to see a steady albeit a gentle reduction in numbers of drivers and vehicles the service becomes less available, less reliable and a reducing number of people consider it as part of their transport portfolio. The outer reaches of the ‘working area’ move in and less people have easy and relatively easy access to a taxi. The technology can

only allocate bookings to a taxi if there is one there. Gradually the public move equally gradually from taxis to other forms of transport. Yes, that is some way off and given the age profile of the community of taxi drivers (72% of London’s taxi drivers are over 50) not a problem for many. But as I said earlier closing the door to future generations to become a London Taxi Driver as we all did would be a crime.

The older taxi drivers appear to me to be the worst hit at the moment. Many had strategically purchased their last taxi to become freehold and enable them to work into retirement a few days or less a week or to go out early for a few hours each day or to potter around at weekends. As well as augmenting their pension it was good for their mental health (and almost certainly their wives’ mental health), for their well being and for customers who saw more taxis when they were needed. As the life of a taxi has been reduced many people of

my generation have had to make a decision as to what they do next. For many the cost of a new electric cab especially if they could or only wanted to work part time was prohibitive.

Rental taxis especially for part timers are now a rarity.

Removing a big chunk of the taxi driver workforce will have had many impacts both at a personal level for the drivers’ physical health, mental health and financial well-being and I would throw self-worth in there as well. It has reduced the flex inherent in the industry and polarised supply to core hours as well as increasingly a core working area.

Putting The Genie Back in The Bottle So much has probably

21 changed since the peak of taxi driver numbers it is almost impossible and perhaps not even necessary or desirable to get back to where the industry was. The natural human tendency to always to want to get back to the peak which may have been an aberration in the first place needs to be considered carefully. When I came into the industry there were 12.5k licensed taxis (see graph below). At the moment we have 14,695 licensed taxis albeit the number is steadily dropping.

The big differences we have compared to 1981 is that London has a bigger population, people have more money and travel is more frequent. Up against that public transport is safer and there is much more of it (Elizabeth Line, DLR etc), congestion is far worse and of course people like working from home. There was private hire in the 80’s known then as minicabs but of course they were unlicensed at the time and therefore corporate London which grew almost exponentially following ‘big bang’ (October 1986) when the City of London suddenly became an extension of New York with US Banks, Lawyers and Consultancies was unable to use them and provided the three big radio taxi circuits with some £200m of business every year.

The 90’s and 00’s may well have been a prolonged bubble and maybe settling back at 1980 levels is not a bad place to be. I think my only caveat to all this is that having some form of plan is normally better than no plan at all. If a smaller, younger and more centralised service is where everyone feels the taxi industry in London should be then policies and specifically the knowledge need to support that plan. The alternative is banging on about getting back to the heyday of 25k drivers or freewheeling to a situation where taxis are a novelty not as they have been great part of the transport infrastructure. As an industry there needs to be a critical evaluation of how big, how geographically spread the industry needs to be and then the infrastructure needs to be put in place to support it. One thing is absolutely certain, London would be a poorer place at many levels if the taxi industry was just allowed to dwindle.

Dr Michael S. Galvin Mobility Services Limited https://mobilityserviceslimited.com Mike Galvin was a London licensed taxi driver and Group CEO of ComCab when it was the market leader in London.

Issue 290 November 2023

Gunners & Gooners - cabbie’s fan’s view is a perfect present!

Hi Everyone, My name is Eddie Symes and I have been a licensed London taxi driver since 1977, mainly working at Heathrow Airport where I was given the nickname "Arsenal Eddie".

I have been a member of the LCDC since the early 1990s and was on the Committee representing Heathrow drivers some years ago.

I have been an Arsenal fan since 1957 aged 8 and during Covid i decided to write a book about my life following Arsenal at home and also in Europe.

My book "Gunners and Gooners" was first published in March 2021 and has received many great reviews. It is written from a fan’s perspective with many funny stories and anecdotes and will bring back fond memories and an insight to younger football fans into just how different football was before it became the "Premiership".

If you are a Gooner or someone in the family supports Arsenal, this would make a fantastic Christmas present (better than socks) and is available online at Waterstones, Amazon or Kindle. I am usually found at Heathrow Airport and have copies in the taxi but my email is below and you could also contact me directly and I could sign it personally to make it a bit more special.

To buy a copy personally signed use the email address below Oldgunnersandgooners@gmail.com

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24

Issue 290 November 2023

Heathrow Tariff Meeting: Tuesday 8th November The main focus of the Tariff Meeting was the Consultation for any changes that will be implemented in April 2024.

The main Taxi Trade Tariff Group has already met with TfL to discuss the main elements of the Cost Index used and the Airport Group added feedback from the perspective of Drivers who work at Heathrow. However, the first part of the meeting started with Reps asking why TfL seemed to be overly concerned with asking others about our fares whilst failing to give us a proper increase that included an increase for our wages under Average National Earnings. There was a discussion about why TfL offered 4 options: 1. An increase to reflect the changes in taxi drivers operating costs (+ 5.20%) 2. An increase to reflect the change in Average National Earnings (+ 3.72%) 3. An increase to reflect the Total Cost Index which would include both 2 & 3 (+ 8.92%) or, 4. No change.

One or two elements that we suggested be addressed were the cost of Breakdown Recovery and Insurance that have been highlighted after increases in premiums and by both the main recovery companies (AA & RAC).

The cost of fuel (Petrol/Diesel/Electric) was also discussed. Darren Crowson explained that TfL used the price of the BP Pulse Taxi rate but we had to point out that this is a subscription rate and most of the Drivers do not pay it due to the unreliability of being able to find one’s that are free or work and cancel. We also pointed out that, contrary to previous surveys, most drivers do not charge at home due to not having a facility.

Reps also mentioned the time taken to charge and that VAT has increased on street chargers. Credit Card charges were also discussed with Airport drivers dealing with a global clientele rather than just a local or National one; most fares are paid by card and cash is extremely rare.

The cost of approved cameras were also discussed

Airport matters

by Mark White and we asked that TfL make sure that the cost of meter/camera/credit card hardware were included in the Cost Index.

South Park. When asked why this had never been challenged by Drivers at Heathrow before we had to explain that we had not had a voice and that there had been a form of regulatory capture (by both PCO & TFL)where Airport Drivers were told: “If you don’t like it, don’t work there!” Heathrow is a microcosm of the trade as a whole and the issues that affect Drivers in Town also affect the Airport, but we have specific issues and costs one being the Heathrow Extra that is used to recover the provision of the whole service at the Airport 24/7/365.

The Airport Group also discussed the ‘Booked Taxi Extra’ and asked that TfL make this clear as to who exactly was charging this as it seems to be an App company request as hardly anyone in the group has actually charged this or ever put it on the meter. This led onto a discussion about the regulation of App companies and the ‘Technology’ surge charges - which are much larger than £2 and not displayed on the meter. TfL seem to be ignoring, but for years have been telling us we should compete with PH App Companies…and that was when the doors came off!

Airport Reps asked why TfL had reluctantly allowed HAL to put the Terminal Drop Off Charge on the meter as an extra, using Drivers as Agents for collection, but were now recommending that the Heathrow Extra be lowered now that Drivers were getting 100% of the charge as an Extra - for the first time ever.

TfL say the charge was originally set at 50% (one local journey and one other ride) but failed to actually maintain that when Drivers were paying £6.60 and only managed to recover 25-30%.

It seems the moment that we get more than 50% TfL want

to reduce it without knowing how it affects the business, but were reluctant to increase it historically when Drivers were subsidising fares.

It was pointed out to TfL that this method of recovering only 50% was flawed from the

start as often Drivers only did one trip/ride and even blew out on locals. It was also pointed out that the charge was initially applied when Drivers left the Taxi Feeder Park to go to the actual Terminal Ranks and now it is charged just for entering the

Late at night, taxi drivers enter the Taxi Feeder Park (TFP) at their own risk and might not actually get a job. As the winter months kick in this can be as early as entering the TFP at 5pm. There are occasions where Taxis enter the park in the evening and do not get a fare having paid the fee. This is referred to as ‘blowing out’! One well known Driver actually keeps a log of when he has had blow outs and actually records them as ‘Happy’ and ‘Unhappy’ ones when his night ends at Heathrow without a fare or having only done local journeys - losing some of the Extra would impact that element of Drivers who would be prepared to return to the Airport at night - especially when most of the jobs are to local hotels after cancellations caused by the weather.

Issue 290 November 2023 HAL Taxi Trade Liaison Meeting: Wednesday 9th November

local areas despite having the Car Park that the Cab trade once occupied.

The meeting was quickly running out of time and a further presentation was made by the officers from Aviation Policing who showed us a new poster that will be displayed on digital boards in the Terminals. This followed on from an operation that the Met.Police carried out which ended up with an Organised Crime Gang being disrupted with 6 Touts (2 licensed and 4 unlicensed) were arrested, prosecuted and banned with the confiscation of 3 vehicles.

The next day saw the discussion picked up by Heathrow Airport Limited (HAL), who commented that TfL had been extremely short sighted on the issue of the Heathrow Extra and that they were prepared to back the trade in what they saw as a ‘race to the bottom’ in providing a service and how they would be responding to the Consultation.

Taxi Trade Reps have been pushing HAL for improvements to the Feeder Park for years, but this investment comes from us as Drivers via the Entry Fee something TfL seems to struggle to understand. There is a cost to returning empty to the Terminal ranks after a local or Fair Fare and in the past Drivers were effectively subsidising fares in order to gamble on the chance of a better job when they get back. Asking them to pay more to see investment in the new technologies we need to improve the Feeder Park is made even harder when the Trade is undermined by another Car Park up the road. TfL set the standards in the Industry in London and then tell Taxi Drivers to compete with a Private Hire trade that has very low standards. I’m reminded how the spokesperson for Uber, Andrew Byrne, sat in Parliament and said he did not want any regulation of the PH trade but how passengers could choose drivers based on ratings from other passengers instead.

The ORC Team at Heathrow, led by Calum Glazier continued with their presentation on the Entry Fee. Calum explained that the Entry Fee is likely to come down this year after the over-recovery of this year and how HAL will be aiming to reduce the amount to £3 in April and how this would be timed, as best as possible, to coincide with any Tariff change. This is welcome news and the Airport Group would like to thank the ORC Team (and Caroline Brace in Commercial) for listening to our Feedback - we hope TfL will do likewise. A follow up meeting at the end of November is now going to be rescheduled for December in order to give HAL time to firm up this commitment and make it official.

Our normal Liaison meeting was originally going to address the normal issues that we run through on a bi-monthly basis, but the Presentation on the Gate Fee was followed by another one by HAL’s team led by Joe and the contractor in Australia, Nick Parker, who joined us online from Melbourne, where he said it was 2am in the morning.

25

Nick and Joe explained how the new system would be implemented and that it should be up and running by March 2025 after trials where the new system would run alongside the old one.

It was interesting to hear about the much needed improvements that should bring the TFP into the 21st Century and HAL welcomed our feedback, with Nick learning about ‘Double Shuffles and Double Teams’!

The Canteen block should also see some minor improvements and the Feeder Park will remain as it is there will be no move to a Car Park near T4 with PH. and that was reiterated at another meeting I had with Tim Wells and Simi Kullar last month where we discussed the Airport’s Sustainable Transport Strategy. HAL’s problems are not with the taxi trade but the oversaturated PH market that sees their drivers parked up all over the

As the meeting had run out of time, we had to continue our conversation with the Police Officers outside. In what sounded like an episode of the recent BBC TV’s fly on the wall ‘The Detectives’ https://www.bbc.co.uk/iplayer/episo de/p0d5wrmv or ‘The Met’ currently on BBC iPlayer, David and Andy explained what had happened and said they would try to get us a press release for a future edition of ‘The Badge’.

This, we were told, was a joint initiative with the Cab Enforcement Unit from King’s Cross and would hopefully be rolled out again to eradicate the problem at Heathrow.

It also provided some context for why the Police have been actively targeting both Taxi and PHV’s on the Airport with regards to 3 & 4D number plates as this allowed officers to track and trace the touts and their vehicles.

Airport Group thanks go out to the officers at Aviation Policing and the Cab Enforcement Unit. We hope this is just the start to eradicating the problem of Touts at one of the World’s busiest Airports.

Brian ‘Noodles’ Nayar should be meeting with the Airport officials to discuss the Electric Vehicle charge points tomorrow so there should be an item on this if he can beat the deadline for publication.

STOP PRESS:

FEEDER PARK CHARGE REDUCTION

27

Issue 290 November 2023

At the end of this week, it is likely that a dozen or more heavyweights will officially be announced as heading back to Saudi Arabia for a show on 23 December.

Boxing’s heavyweight saga sees biggest plot twist yet

The date had been booked and held for the full unification fight between Oleksandr Usyk, who holds three belts, and Tyson Fury, who has one, but Francis Ngannou ruined the plan two weeks ago when he came close to beating Fury.

In the heavyweight business, all problems can be solved with a bit of cash, some willingness and a lot of latenight ducking and diving; this week there are planned announcements for a lot of fights. Fury vs Usyk has been salvaged and moved to 2024, with a new date agreed, and further agreements reached. It’s on, don’t panic.

The real fun is the December date, a night that the new Saudi boxing backers had set in stone as part of their festival of art, culture and sport. The fight was the crowning glory of Riyadh Season (an annual winter festival); it was also a clear sign that Saudi money could deliver a fight that traditional boxing money and dealbrokering had so miserably failed to do.

Fury, his face bruised and his vast ego dented, had been told, in the immediate aftermath of the brawl with Ngannou, that he had a commitment to return and fight Usyk in December; a day before the 10-round win over Ngannou, in the middle of the circus revelry, Fury had threatened legal action if Usyk refused to fight on the 23rd. The morning after the Ngannou fight, it was Usyk’s turn to warn Fury of his contractual obligation.

Luckily, a sensible solution was found, the date shifted to February and a heavyweight bonanza was planned to replace the unification fight.

In the past few days, a dozen or more fights have

been rumoured for the late December date; a man called Martin Bakole, who fought on the undercard of the Fury-Ngannou fight, has been linked with four or five of the world’s top heavyweights. Bakole is acknowledged as the heavyweight nobody wants to fight; Bakole, obviously, would fight anybody. Even Anthony Joshua is now in the mix, bound it seems for Saudi on 23 December, and he has been linked with Otto Wallin. That would be a very good fight.

Perhaps the most outlandish name to circulate in the past few days is former world heavyweight champion Deontay Wilder. The American lost twice to Fury in world title fights, has not fought since October 2022, and recently announced that he was switching codes to MMA, but now it seems he is part of the attraction for December. A fight with Bakole was mentioned and a fight against a former world

champion, Joseph Parker.

Meanwhile, Wilder and Joshua have been close to agreeing a deal to fight for a long, long time.

London’s Daniel Dubois, who was stopped by Usyk in a world title fight in the summer, is also one of the names doing the rounds.

Dubois has been linked with Parker and one-time drug cheat Jarrell Baby Miller.

There are so many Dubois rumours that it would be odd if his name was left off the starting line-up for the December show. Dubois and Parker would be a fine fight; Parker lost his world heavyweight title to Joshua in 2018, has been in big fights since then and was a good winner last month in Saudi Arabia.

A fight between Parker and Wilder would certainly be interesting. Parker is one of heavyweight boxing’s treasures, a decent man with a proven history of leaving everything in the ring; Wilder

has dropped, stopped or knocked out 42 of the 43 men he has beaten. Wilder on the Saudi Christmas bill would inevitably be entertaining.

There is even bold talk that Ngannou, the man who caused all the uncertainty, guesswork and rumours, might fight on the mystery night. The former UFC heavyweight champion

wants a rematch with Fury but is prepared to let the unification fight take place first. There is a suggestion that Derek Del Boy Chisora, who lost a world title fight to Fury last December, is preparing to restore boxing’s pride and fight Ngannou. The close loss to Fury was Ngannou’s first fight in a boxing ring. Ngannou is not fighting on the 23 December bill – it is too soon.

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Issue 290 November 2023 I recently caught a documentary on the history of the Carry On films, and it’s fair to say all was not well in the land of the Double Entendre.

indelible mark on the comedy and they became an integral part of the British cinematic landscape, with their distinctive blend of innuendo, slapstick, and satire. Perhaps more surprisingly is that this peculiarly British comedy worked so well overseas, earning the films a dedicated following well beyond the shores of the UK.

Story after story from the stars of the franchise told of under pay, over work and little or nothing in the way of repeat fees and residuals, despite the films and compilations rarely being off our TV screens . The backbiting and general feeling of being swindled was sad to see really, but the truth is, for us punters, who knew nothing of what was really going on, the magic moments they all conjured up will never be forgotten. Time then, for the Speakeasy to have a look at its history and legacy

Oh, never mind. Ear today, gone tomorrow.

Times and tastes change of course, and many elements of the films viewed from the prism of today are extremely clunky, but it appears that the series of films and related programmes from within the franchise, continue to entertain audiences and mostly retain their appeal and in lots of ways, that relies on universal comedic elements such as wordplay, physical comedy, and exaggerated characters. For some, I guess the series offers a nostalgic trip to a bygone era, capturing the spirit of British comedy in the 1960s and 1970s, with the films providing a window into a more innocent and carefree time, and serving as a reminder of the power of laughter.

‘Matron, take them away!’

For over four decades, the series captivated audiences with its saucy and innuendoladen brand of British comedy. From its humble beginnings in 1958 with Carry on Sergeant to its final instalment in 1992 with the dire Carry on Columbus, the franchise produced a remarkable 31 films, 4 Christmas specials, a stage show and its own 13 part TV series, making it one of the most successful and enduring comedy series in cinematic history.

What’s more, with its multitalented ensemble cast, witty writing – take a bow Norman Hudis and Talbot Rothwell – and a unique blend of slapstick and seaside postcard cheek, the Carry On films continue to entertain audiences with their own brand of distinct British charm and wit.

The idea was the brainchild of producer Peter Rogers and director Gerald Thomas, who aimed to create a lighthearted and risqué comedy franchise that could appeal to a wide audience. The first, Carry on Sergeant followed a group of new National Service conscripts, and became a surprise hit, quickly setting the stage for a string of successful sequels.

The films typically parodied various genres and historical periods, with titles like Carry on Nurse, Carry on Camping, and Carry on Cleo, to name but a few.

‘Has she been chaste?’

‘All over Normandy.’

Oh, what a lovely looking pear.

A right old Carry On All the films were made on a tight budget and nothing went to waste at Pinewood Studios in Buckinghamshire where they were filmed. Even on location, purses were gripped tight, with Camber Sands standing in for the desert in Carry on Follow That Camel and Snowdonia became the Khyber Pass in Carry on Up The Khyber.

‘Have you got a large one?’

‘I’ve had no complaints.’

Perhaps the defining features of the series was its fantastic ensemble cast, many of whom would go onto become household names such as Sid James, Kenneth

Williams, Barbara Windsor, Joan Sims, Jim Dale, Bernard Bresslaw, Kenneth Connor, Hattie Jacques, Jack Douglas, Peter Butterworth and Charles Hawtrey. Their comedic chemistry and larger-than-life performances became synonymous with the brand. However, principal performers were paid just £5,000 per picture, with that fee rarely rising over the intervening years.

This was noted in Kenneth Williams diaries, where he moaned about the fee, though Peter Rogers knew what he had.

‘Kenneth was worth taking care of, because while he

cost very little (&) he made a very great deal of money for the franchise.”

‘Do you mind if I smoke?’

In many instances, the films often pushed the boundaries of what was considered acceptable in mainstream comedy and while some critics dismissed the series as lowbrow, the films garnered a dedicated fanbase that appreciated their irreverent way of sticking two fingers up to those who frowned at them.

I think it’s fair to say the series of films had a significant impact on British popular culture and left an

Since it’s official end of production in 1992, there have been countless rumours of new a Carry On film being in production, but for a variety of reasons, nothing has come to market, yet.

Some, me included, would say it’s probably best to leave it that way, but during the research for his blog, I found that if anything, there has been a resurgence in popularity of the films, with renewed interest from younger audiences, who have been discovering the series through DVD releases, streaming platforms, and retro-themed events.

With that amount of interest still out there, who knows, maybe one more film might just see the light of day?

And finally…

Infamy, infamy, they’ve all got it in for me That’s yer lot.

The Mumper of SE5

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