The Badge - November 2025 by theLCDC

mAxIcAb TOucHES DOWN IN HEATHROW

Mickloved it

On Monday November 17th the Ford MaxiCab finally touched down at the Heathrow Feeder Park, so drivers could actually see the taxi in the flesh.

Two MaxiCabs turned up for the Cab Direct presentation and within just a few minutes drivers left their cabs in the park and meandered over to have a look.

As you know with the Mayor's 12 age limit on Euro 5 taxis, many Euro5 cabs are coming off the road - which is a disaster for our trade. At Heathrow, the Mercedes Vito has always been a popular vehicle due to its luggage space and also the ample space for the driver.

Also with the new Taxi & PH Plan (number 14) there will be a new consultation on emissions from the "tailpipe", which means TfL are now looking at Euro 6 taxis, and it even could be bad news for owners of TXe taxis with their petrol generator - madness.

With the new changes coming into play for the

Raizz - also loved it and said "why can't we have it now?"

taxi trade within TfL, decisions on our emissions are now being decided by the green element within TfL and not Tph.

That is why (contrary to taxi trolls on X) the Club has been in discussions with Allied Vehicles for some time now, as I personally have had

Ray - thought it drove great and wanted one

Mick also asked why we couldn't have it straightaway!

enough of the cab trade being reactive and on the back foot instead of being proactive and involved.

With the Vito being loved by Airport drivers, it seemed the perfect place to show the MaxiCab to drivers (central London presentation date to be announced) and just as I thought would

happen, many drivers who came over to examine the taxi were indeed owners of a Vito.

The features that were widely appreciated by the drivers were the space in the front compartment, big mirrors and windscreen which gave an outstanding

position, the space in the front for luggage and the room in the back for the passengers was a real winner, as with this six seater there is comfortably room for six passengers.

The large luggage boot was also a winner and the Cab Direct staff were on hand to answer all questions on such things as servicing and their mobile Ford mechanics, who can service the vehicle at a driver's home when convienient to the driver and also the warranty, which we know is important to the drivers.

The taxis pulled in at 9am and by 4pm with the light fading, drivers were still turning up to sit inside and talk "shop". There were two cash "lucky dips" on the day, with two very happy drivers getting pulled out the hat and each getting £250 each before they left the feeder park, that can't be bad.

The Ford MaxiCab comes in a Hybrid and a full electric.

Grant Davis, Chair, LCDC

Published by

The London Cab Drivers’ Club Ltd.

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Telephone: 020 7394 5553

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Editor: Grant Davis

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REMEMBRANCE sUNDAY, MAXICAB PoTENTIAL AND hEAThRow UNITY

Hello, I hope everyone is doing well and hopefully the slow start to November is just a blip and we can see an uptake in work in the run up to Christmas.

Once again, the taxi trade stepped up to the plate for Remembrance Sunday and Mike Hughes at Poppy Cabs deserves every accolade possible for his amazing hard work, well done Mike.

The LCDC also attended Heathrow Airport feeder park with Allied Vehicles to show drivers the Ford MaxiCab.

Whilst it may not be everyone’s cup of tea, the trade needs another vehicle and the drivers in attendance all agreed that they were happy with this one - let’s see what happens.

Talking of Heathrow, members of trade associations need to speak up and let their Airport Reps know, personal disagreements should not stand in the way of a “Joint” position with HAL.

We have a fight on our hands and personal spats should stay outside the room.

Grant Davis, LCDC Chair

FOI ExPOSES GAPS IN WOLVERHAmPTON'S OVERSIGHT, DESPITE ASSuRANcES TO mPs

By Mark White

Recent Freedom of Information (FOI) responses from both Transport for London (TfL) and Wolverhampton City Council (WCC) have cast serious doubt on the level of enforcement and oversight applied to the tens of thousands of PH drivers licensed by Wolverhampton but operating daily in London.

Between October 2023 and February 2025, TfL confirmed it had

Subject: Urgent: Wolverhampton Licensing – Sexual Assault Data and Lack of Oversight

Dear John, Dear Ruth,

I am writing in light of the Transport Select Committee session today examining the regulation of Taxis and Private Hire Vehicles, particularly the evidence being given by large PHV operators.

I want to draw your attention to the attached correspondence from Wolverhampton City Council, received this morning, which raises significant concerns about transparency, oversight and public safety.

Wolverhampton have confirmed that between August and November 2025 they recorded 17 reports involving sexual assaults or rape linked to Wolverhampton-licensed drivers, though eight of these did not involve passengers. This figure comes only after my refined request, as the Council initially refused to disclose annual data on cost-limit grounds.

conducted just seven joint compliance operations with Wolverhampton Licensing officers.

The operations took place on:

- 14 October 2023

- 19 October 2023

- 15 November 2023

- 05 March 2024

- 28 June 2024 (two separate checks)

- 12 February 2025

Wolverhampton Council separately confirmed that from 28 October 2024 to 28 October 2025, it conducted only four compliance operations in London.

That means that across two years, fewer than a dozen compliance checks were carried out on Wolverhampton-licensed Private Hire Vehicles (PHVs) working across the capital — despite the city licensing more than 30,000 drivers nationwide.

“We Don’t Categorise

This response highlights several issues that warrant parliamentary scrutiny:

1. The scale of serious allegations involving drivers licensed in a single authority that permits large volumes of cross-border working nationwide.

2. The inability or unwillingness of Wolverhampton Council to provide broader data without claiming excessive cost, despite their statutory duty under Section 16 of the FOI Act to assist.

Complaints” — Council Admits Records Can’t Be Retrieved

In response to a separate FOI request seeking the number of reported sexual assaults involving Wolverhampton-licensed PH drivers, the council confirmed it held the information — but refused to release it, claiming the cost of retrieving it would exceed the statutory £450 limit.

In a remarkable admission, the council stated:

John McDonnell MP, left, and our FOI, above

3. The extremely limited compliance activity undertaken by Wolverhampton in London. TfL’s FOI response confirms only seven joint operations in two years, with no evidence of any additional independent checks by Wolverhampton.

4. A fundamental gap in public protection, where licensing is issued in one region but enforcement and safeguarding responsibility are effectively outsourced to other authorities and the public.

This situation is untenable for passengers, for legitimate drivers, and for licensing authorities trying to maintain safety standards.

I ask that you raise these concerns formally with Wolverhampton City Council, and that the Committee consider the following points in its work:

- Whether licensing authorities issuing tens of thousands of plates should be mandated to collect, publish and share safetycritical data.

“The information appertaining to your request is not easily accessible and as such this information is not held as a distinct set able to be retrieved or reported on.

We have received 5,200 complaints (28 October 2024 – 28 October 2025) and subsequently created 5,200 service requests as we don’t categorise complaints.

Inquiry into taxi licensing - key findings. See page 21

- Whether minimum national safeguarding and compliance standards should be imposed, including a requirement to conduct regular checks in the areas where their drivers actually operate.

- Whether the current FOI framework is being used by some authorities to avoid scrutiny of risks that directly affect public safety.

Kind regards,

Mark White (LCDC)

Thanks Mark

I have tabled an amendment to the Devolution Bill to deal with this.

I have tabled the amendment along with my colleague, Peter Lamb. The debate on this will be next week.

I am hoping that we can hear a positive statement from the government that can move this on.

Best wishes,

John

bEHIND E VERY L ONDON

J O u RNEY , T HERE ’ S A D RIVER

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Every detail of the 8.7-

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The clear display, smart tipping, receipt printing, and seamless meter integration help journeys feel smoother and more professional.

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THE WcHcD TOuR GuIDE cOuRSE

There is an old saying that " You can't teach an old dog new tricks " but after my last eight weeks, I beg to differ. I have been driving a cab around this great City for 38 years and have always loved it.

I always felt that I had grasped a good knowledge about this bridge, that bridge, where Henry the Eighth lived etc etc, but it was only after having a cup of tea in the Astral cafe with LCDC member and all round lovely fella, Parker Cab, that he explained he couldn't stop as he had a "tour" to do.

Now I know he plays the saxophone so I thought he was going to be touring

with a jazz band again, but no, it was to pick up four Americans at Claridges and give them an all singing all dancing tour of London in his taxi. I said to him that that sounded great and asked how he got into all this and he gave me a brief rundown before grabbing his coat and running out the door.

I then applied to do the WCHCD green badge tour guide course and after someone dropped out, I managed to get on the autumn course.

I must say, I have had the most wonderful eight weeks alongside a bunch of fellow cabbies, who have been great company and it has been so refreshing

having such camaraderie with these fellow cabbies.

Eight long weeks with a walk every Sunday morning in rain or shine, followed by Monday nights at the Guildhall classroom. After all the hard work, having to sit our exam on a Sunday morning at the Guildhall

and a test examination walk where you are tested at intervals along the way in front of an independent tour guide assessor, it was very stressful, like an appearance.

We got our results the week after and received our certificates and green

Wow, what an 8 weeks it’s been! When I signed up for the WCHCD Cab Drivers Guide course, I knew I had an obvious interest in London and wanting to learn more but nothing prepared me what has been such an incredible, amazing journey for me. I’m seeing London with fresh new eyes and a thirst to want to know more and more. I couldn’t have been put with a better bunch of fellow cabbies, mates that I know I will stay in touch with, we already are. From classroom sessions, weekly quizzes, essay writing and Sunday strolls through the city... It’s been such an enjoyable whirlwind experience. You got to know everyone’s different personalities and the connection we all made has been special, all of us willing each other on to do well and take it all on board. Many of us meeting up for extra private tours to learn more, coffee/breakfast catch ups. The trainers were amazing, we wouldn’t have been able to do it without them, their support, encouragement and of course, their knowledge. Our presentation evening was a night I’ll never forget. I never got my ‘badge’ day because of COVID, so last night for me felt extra special. I would 100% recommend the course, to be part of this is so special and makes you feel so proud to be a Londoner.

Sue Wilson

I have been driving a London black cab for 43 years. I am semi-retired as I don’t want to give up completely. I like working and retirement is no option because I don’t want to have no meaning in life. I am an early bird and love London as well as driving a cab. I decided to sign up for the tour course - we met at the Guildhall on a Monday evening and went into one of the conference rooms, I felt like I was in a government summit conference. The guides, Steve and Dave, introduced themselves, we then had to talk to the person sitting next to us and get to know them, we then had to stand up and talk about them. 24 strangers over the weeks, walking on a Sunday in different places in London with our guides talking about our different walks. On Monday recapping what we learnt and having quizzes about it, writing 3 500 word essays about various topics. I’m glad to say we have all become friends. The guides teaching us were absolutely fantastic, very knowledgeable and interesting. We were all given two topics we had to learn about over the weeks, do our walks on Sunday and our Monday evening. I have extremely enjoyed everything about it. Our final exam was on a Sunday at the Guildhall, a written one and a walking where we had to talk about our given subject. Sunday night we all got emails to say congratulations you have passed, in fact all of us passed the course with flying colours. It has been amazing and guides have been brilliant. I urge every cab driver to do the course, it truly is so rewarding and so worth it. Reuben Davis

tour guide badge at the Innholders Hall, what a fabulous night.

I must say that I find myself actually missing the Sunday walks and if you had asked me weeks ago if I wanted to have a four hour walk in the rain or have a bacon sarnie and watch MOTD2 in the warm... I knew the answer, or so I thought. My fellow cabbies were great and I would like to thank them all for helping me get through it.

So if you see me walking around Parliament Square talking to myself, have a look for some unsuspecting Americans walking behind me. Be Lucky.

When I signed up for the course, I didn't realise I was signing up to roller-coaster ride through time with some special like-minded cabbies. Echoes from William the Conqueror at the Battle of Hastings to Mary Davis & the Grosvenor Dynasty laying out Mayfair. Now much the wiser, I'm able to put the jigsaw puzzle that is London together and appreciate what a great city we live and drive in. Definitely learnt new skills and techniques I will be taking forward, all topped off with a fantastic presentation night. Ralton Titre

Grant Davis, Chair, LCDC

London shopping hub is turned into Tent city as migrants and homeless people set up at least 30 'shanty town' shelters

It's one of the most famous shopping thoroughfares in the country, housing top retailers and including the historic flagship branch of high end furniture store Heal's.

But Tottenham Court Road in London has lately been transformed into a virtual shanty town as long lines of tents have sprung up housing homeless migrants.

Shocking footage taken by the Daily Mail shows a ramshackle 'village' of tents clustered along the central London street close to the University College Hospital complex which was recently subject to a prestigious rebuild costing over £200million.

In scenes more reminiscent of the infamous 'Jungle' in Calais than London, a long line of tents had been erected, often on wooden pallets to keep rain water out, over two large plots of private land.

The inhabitants were a mix of migrants from around the world, particularly the Middle East, as well as Romania and Bulgaria augmented by a handful of homeless Britons.

Most were men, with a small number of women - with many among their number understood to beg for spare change at pitches along the famous street.

Some more elaborate plots even had gazebos, tables, chairs and cooking equipment - while stacks of uneaten food showing packaging from Costa and Greggs were piled up nearby.

Another tent set up in the middle of the busy street even had a Deliveroo branded delivery bike parked outside - with its migrant resident apparently working dropping off takeaway meals before

sleeping rough here.

One tent sat by the middle of the busy street even had a Deliveroo delivery bike parked outside

Some local residents and business owners complained that some migrants openly smoke

in a tent here became a necessity after losing his cash-in-hand job as a cleaner.

He told the Daily Mail: 'I love Britain and the English culture. The people are great. This is why I chose to come here 25 years ago.

'I speak four languages and have a record of working for years. All I want is the chance to get my life back on track.'

When the Daily Mail visited the area earlier in the month we witnessed council workers at the scene wearing hi-vis jackets and

drugs and target shoppers to steal from - though this is unconfirmed.

Some tent residents grew angry when asked about their stay in the area around Warren Street tube stationthe site of failed bomb attack by an Islamic terror gang in July 2005.

One, apparently English, refused to say how long his tents would be staying or how he got there, snapping: 'That's not for me to say…'

Another group of Arabic men laughed when asked about the encampment before claiming they could not speak English.

One resident however was happy to share his story with the Daily Mail.

Colombian national Cesar Rodriguez, 49, said living

Cesar added: 'The Government needs to be more fair in who gets to stay - they are still working on my status and it means I cannot work [legally].

'But they are doing so much for foreigners who don't care about this great country. The new foreigners coming here are taking the p***. English people can't even get accommodation. There are just too many foreign people. Some of them have had to resort to living here.

'It's not safe here, especially at night. But what can you do. There's times where I've had to call the police because of robberies that I've seen. This is currently my only option. My brother was killed back home last year. I have nowhere else to go.

taking photos but making no attempt to move any of the individuals on.

A mixed group of migrants sat outside a local McDonald's begging before returning to the tents later in the day.

Back at the campsite, a large orange commercial bin was seen full of suitcases, discarded clothes and pizza boxes.

Pauline Fox, 58, who travels from north London to work in a nearby department store, said she felt unsafe when walking past the tents.

She told the Daily Mail: 'We have no idea who is staying in these tents. There's basic checks on accommodation in this country, but not here.

It needs to be removed. There needs to be some kind of order.'

James Walsh, 52, who lives nearby said: 'It's been this way for weeks now and it seems each day there's more tents cropping up.

'While it's not nice to look at there's a story behind every one of those tents. There's a mix of people from all over the world there and quite a few English. Some of them even go to work and then come back to sleep later.'

He added: 'At least the council have provided them a bin to chuck all their rubbish away.

One homeowner, 41, who lives in nearby Camden, said: 'This is a shanty town, a reflection of modern Britain and the state it's in.'

Recent figures showed that rough sleeping in the capital has risen by 26 per cent, as the cost of living continues to surge.

A Camden Council spokesman said: 'This is not a situation that can continue - we are concerned for the welfare of people sleeping rough here and we take residents' concerns very seriously. Our urgent focus is on working with partners, including the landowners, to prioritise helping people rough sleeping here rebuild their lives away from the streets.

'This means finding suitable accommodation and providing the range of support they need, while making sure the area is safe, secure and maintained for everyone.'

The Mayor's Office and Deliveroo were contacted for comment.

'I've been stared at walking past here and it makes me feel uncomfortable, especially now the evenings are getting darker.

Courtesy of Daily Mail

Why is our regulator turning a blind eye to the major issues facing the London Taxi trade?

Our biggest issue is the shortage of available vehicles. Older cabs being taken off the road well before the use by date that drivers were expecting when they bought them. Followed by the lack of new vehicles available from the company that has a monopoly.

This is also one of the main reasons why so many older drivers are not renewing their licences and are leaving the trade.

Because the London trade has shrunk, LEVC laid off a huge chunk of its work force and cut down production. The expensive TXE is not popular in other licensing authorities which have a better choice of available vehicles.

Colts Cabs recently made a post on X (formerly Twitter) saying: DIRE !… WE need a new vehicle in the trade, it’s getting worse by the day.

Our computer is SAYING NO! continuously.

What is wrong at the regulator… are they not seeing the issue here?

Just sign off the new FORD MaxiCab… It's ok in other towns, let it show its green credentials in LONDON.

Unfortunately, the trade is suffering from the old adage of 'divide and conquer', helped along the way by certain representative orgs who can’t seem to agree on any issue.

We’ve seen this with the comments on social media and the amount of drivers who have signed up to the Uber app.

We have drivers saying it’s no good because it looks like a van and yet when you look into their personal history, you find they drove a Mercedes Vito for many years, which didn’t seem to be a problem for them at the time.

The main issue with many drivers is the fact

that the MaxiCab doesn’t have the regulated turning circle aspect of the TXE, a condition of fitness which has now become outdated with the current state of the capital's roads.

It’s also a well known fact that most Vito drivers never used their rear steering option, as it was untrustworthy and had a habit of failing.

The drivers promoting the

Ford are not calling for it to replace the TXE, they are only calling for a choice. Plus the security of having an alternative vehicle, should LEVC suddenly stop production.

I was recently given the opportunity to test drive the MaxiCab around London, and I couldn’t find any faults. It’s comfortable to drive and is as recognisable as a Taxi as the Vito always was. Even with passengers in the back and the light off, hands were still going up, hoping we would stop for them.

No one’s calling for the Ford to replace the TXE… if you want the TXE that’s fine, buy one!

But then why try stopping other drivers having a choice, which can only be a good thing for the trade?

Having a choice is generally a good thing, because it gives a sense of control, autonomy, and motivation, leading to greater satisfaction.

The key to success is the ability to make your own

£100 on-the-spot fines for Lime and Forest in new crackdown on e-bikes

A London council has begun issuing on-thespot £100 penalty tickets to Lime and Forest for e-bikes found abandoned on the pavement.

Westminster Council says the radical new approach has resulted in 150 fines being emailed direct to the firms since last week –putting it on course to raise £1 million a year.

The Labour-run council believes issuing fixed penalty notices will be more effective in tackling the problem of dumped dockless e-bikes than having its staff seize and impound the batterypowered cycles.

It comes as London Councils, the organisation that represents all 33 of the

capital’s boroughs, said that contracts between e-bike firms and councils were being “flouted”, leaving e-bikes strewn across pavements, including in areas where firms did not have permission to operate.

Earlier this week the Standard revealed how Kensington and Chelsea Council had seized 1,000 dockless e-bikes since the start of the year, many of them abandoned on pavements near Harrods in Knightsbridge. This has generated more than £81,000 for the council in “release fees”.

Now neighbouring Westminster told the Standard of its change of tactics as the tension between e-bike firms – and the many thousands of

Max Sullivan, Westminster Council’s cabinet member for streets, has written to

informing them that fines were being issued where bikes were found “blocking pavements, doorways or other public space” rather than in designated on-street parking bays.

It is thought that Westminster is the first council in the country to use

powers under the Highways Act 1980 in this way.

“Hotspot” problem areas in Westminster include Soho Square and Berkeley Square. Councillors say blind people being forced to walk in the road because their guide dogs cannot get round the bikes.

Lime recently announced £111 million in revenue from its UK operations last year. It has been in London for seven years, where it dominates the e-bike hire market.

This year it has helped to fund more than 1,000 new bays across the capital as part of its effort to solve the problem of where its bikes should be parked.

Courtesy of The Standard

Londoners who ride their bikes – and local authorities showed no sign of abating.

Lime chief executive Wayne Ting and Forest chief executive Agustin Guilisasti

Taxi charity veterans visit battle of britain memorial

On 22 October 2025, three World War II veterans, Don Turrell, Robbie Hall and Peter Greenwood, and one post-war veteran, Ken Orford, were delighted to visit the Battle of Britain Memorial Flight (BBMF) which operates from RAF Coningsby in Lincolnshire.

The visit brought back wonderful memories for all the veterans as they viewed the iconic aircraft of the BBMF - a Lancaster, a C47 Dakota and two Spitfires - which took to the air during their visit, sharing runway and airspace with the modern Typhoons stationed at Coningsby.

For WWII veteran Robbie Hall, who served in Bomber Command

alongside her fiancé Frank, the visit was particularly poignant. Frank was killed during the war, and seeing the aircraft brought back powerful memories of those who never returned.

Post-war veteran Ken Orford, who worked as an aircraft maintenance engineer for over 20 years and “has forgotten more than most people will ever know about aircraft,” proudly wore his 1,000mile tie which symbolises the speed of the Lightning F5 jet.

Dick Goodwin, Vice President of the Taxi Charity for Military Veterans, who coordinated the day with the RAF Coningsby team, said: “A huge thank you to everyone at RAF

Coningsby for the incredible welcome. Seeing these magnificent aircraft up close was truly special and brought back so many memories for our veterans. They were absolutely delighted to have been invited, and the timing was perfect with the Lancaster soon to begin its full overhaul.”

Diane Law-Crookes, BBMF Administration Officer at RAF Coningsby, said: "The highlight of working at BBMF for me, are days where we host our veteran friends. The day was filled with laughter, stories, and a fair amount of cake! I am very thankful that the Taxi Charity was able to bring along the veterans. Without them, we would not have met these wonderful people."

ELLY bAKER WRITES TO HEIDI ALExANDER

Elly Baker, Chair of the London Assembly Transport Committee, recently wrote to the Secretary of State for Transport, Rt Hon Heidi Alexander MP, to raise urgent concerns about London’s taxi and private hire (PH) sector.

She highlighted how appbased services and rapid industry changes have outpaced regulation, leading to falling taxi numbers, insecure working conditions for PH drivers, and growing risks to passenger and road safety. Baker called for powers to cap PH vehicle numbers,

Elly Baker AM Chair of the Transport Committee

City Hall

stop cross-border hiring, mandate data sharing from operators, extend the Plug-in Taxi Grant, and introduce VAT relief for wheelchair-accessible taxis—a relief that has never been granted.

Additionally, a cap on PHV numbers may not result in the intended outcome. A PHV cap for an area may not reduce those operating in the busiest parts of a licensing authority area but instead reduce the supply in quieter areas as the trade seek to maximise their earnings Passengers in more rural areas, may be left with less choice, longer wait times and higher fares; particularly those with mobility issues that use these services more than those without My biggest concern is that this may lead to passengers using unlicensed, unvetted and uninsured drivers and vehicles.

As you can see from Heidi Alexander’s reply, the

From the Secretary of State

Rt Hon Heidi Alexander MP

Great Minster House

33 Horseferry Road

Government is reluctant to act. PH vehicle caps are off the table, out-of-area working and broad data-sharing remain unresolved, the Plug-in Taxi Grant is reduced and set to end, and VAT relief for accessible vehicles is not being considered. From a London taxi driver’s

Finally, any power to limit the number of PHVs an authority licenses would be ineffective without a means to prevent PHVs licensed elsewhere carrying passengers in that authority's area.

Out-of-area working

perspective, this response will come as little surprise. The proposals Baker put forward aim to protect driver livelihoods and passenger safety, yet the Government’s reluctance shows just how far the sector still has to go for proper recognition and support.

Elly Baker AM Chair of the Transport Committee

Kamal Chunchie Way

City Hall

London

Kamal Chunchie Way

E16 1ZE

London E16 1ZE

Dear Elly,

London SW1P 4DR

Tel: 0300 330 3000

E-Mail: Heidi Alexander@dft.gov.uk

Tel: 0300 330 3000

Web site: www.gov.uk/dft

E-Mail: Heidi Alexander@dft.gov.uk

Our Ref: MC/00050407

Web site: www.gov.uk/dft

Our Ref: MC/00050407

24 October 2025

Thank you for your letter of 6 October 2025 about the taxi and private hire vehicle (PHV) trade in London

I am aware of concerns regarding the changing landscape of the taxi and PHV market, the impact of new means of engaging services on traditional business models, and the increasing number of PHVs licensed in London. The Government supports choice for consumers and wants to see both taxis and PHVs prosper.

I would like to assure you and the Transport Committee that the Government recognises and understands the concerns around out -of-area working. Following the publication of Baroness Casey’s audit of group -based child sexual exploitation and abuse on 16 June, my department has committed to legislate to address the important issues raised in the r eport, tackling the inconsistent standards of taxi and PHV driver licensing. We will work as quickly as possible to consider all options – including out-of-area working, national standards and enforcement – seeking the best overall outcomes for passenger safety.

Data sharing requirements

As part of reforming the regulation of the taxi and PHV sector we will consider the merits of requiring the sharing of taxi and PHV journey information to assist in transport planning. Any such requirement would have to be proportionate, reflecting the wide variation in the size of PHV operators licensed in London and elsewhere.

Financial support

PHV cap

Taxis play an important role in meeting London’s transport needs, and we want them to continue to do so. They offer a premium service to passengers including guarantees on accessibility of vehicles and the confidence provided by drivers who have the Knowledge. PHVs provide a different range of services, which passengers also value.

There are no current plans to amend primary legislation to enable licensing authorities to cap the number of PHV licences they issue, and any change would need to be considered in the context of out -of-area working The PHV trade is more diverse than the taxi trade and a blanket cap may not reflect the different services that companies with that lice nsing regime serve. For example, a cap could mean that a home to school transport or executive hire provider was unable to license a much-needed vehicle because the total number of PHVs had reached the level of demand estimated to be needed by their licensing authority There are a limited number of licencing authorities in England which use their powers to limit taxi numbers. Officials have advised that the difficulty in accurately estimating demand is a key reason for this. As of 1 April 2024, only 29% of licensing authorities have any form of restriction in place.

Finally, any power to limit the number of PHVs an authority licenses would be ineffective without a means to prevent PHVs licensed elsewhere carrying passengers in that authority's area.

Out-of-area working

I would like to assure you and the Transport Committee that the Government recognises and understands the concerns around out -of-area working.

Following the publication of Baroness Casey’s audit of group -based child

The Plug-in Taxi Grant (PiTG) has provided vital support to the development of the zero-emission capable (ZEC) taxi market, supporting over 10,000 vehicles onto our roads – around 9,000 of which are in London Extending the PiTG at a reduced rate balances support for the ZEC taxi market and UK automotive industry. It also provides value for money for the taxpayer. The grant will close at the end of the financial year or when budgets have been exhausted, whichever comes first.

designed solely for use by a disabled person can qualify for a zero rate of VAT.

The VAT treatment of purchases of wheelchair accessible vehicles is a matter for His Majesty’s Treasury. The Government is committed to ensuring support is there for the most vulnerable people in our society. Certain products designed solely for use by a disabled person can qualify for a zero rate of VAT.

VAT is a broad-based tax on consumption, and the 20 per cent standard rate applies to most goods and services. VAT is the UK’s third largest tax, forecast to raise £180.4 billion in 2024/25. Exceptions to the standard rate have always been limited and balanced against affordability considerations.

Another key consideration when assessing a new VAT relief is whether the cost saving is likely to be passed on to consumers , in this case the taxi and PHV trade, in the form of lower prices. Evidence suggests that businesses only partially pass on any savings from lower VAT rates and so in some cases, reliefs do not represent good value for money.

I hope this is helpful in setting out the action my department is taking to improve the regulation of the taxi and PHV sector in England.

Yours sincerely,

I hope this is helpful in setting out the action my department is taking to improve the regulation of the taxi and PHV sector in England.

Yours sincerely,

Rt Hon Heidi Alexander MP SECRETARY OF STATE FOR TRANSPORT

Inquiry into taxi licensing: key findings

On 15 October 2025, the House of Commons Transport Committee heard evidence from three major licensing authorities about the crisis facing taxi and private hire vehicle regulation. For black cab drivers, the testimony revealed both threats and potential opportunities as the Government considers reform.

Wolverhampton: The Accidental Licensing Giant

The session focused heavily on Wolverhampton Council, which now licenses over 50,000 drivers nationally—representing more than 13% of all taxi and private hire drivers in the country. Astonishingly, **96% of these drivers do not live in Wolverhampton**.

David Pattison, Wolverhampton’s Chief Operating Officer, insisted the council never sought this position and would prefer not to be in it. However, critics pointed out that the council’s low fees (currently £69 for a new driver licence, previously as low as £49) and efficient processing have made it the go-to authority for drivers across the country.

The GMB union has described Wolverhampton as “a licence factory… creaking at the seams”—a characterisation Pattison strongly rejected, claiming the council maintains high standards with a 55% failure rate for applicants.

What This Means for Black Cabs

Lee Petrak from Blackpool Council delivered perhaps the most damning assessment for the traditional hackney carriage trade. He stated bluntly that ride-hailing apps have “almost rendered hackney carriages obsolete in certain circumstances.”

Petrak argued that black cabs and private hire vehicles are no longer on “an equal footing” under the current framework, with passengers now defaulting to app-based services rather than seeking out taxi ranks.

Calls for National Standards

All three witnesses supported national minimum licensing standards, though they differed on details:

- **Helen Chapman (Transport for London)** advocated for high national minimum standards while allowing local authorities to go above them for issues

local enforcement. Petrak admitted candidly: “At the moment we have to be honest and say that we cannot enforce effectively.”

The problem is simple: local authorities can only enforce against vehicles they license. With drivers licensed hundreds of miles away operating in their areas, councils are powerless to act on many violations.

Petrak proposed greater accountability for operators rather than just drivers, noting that companies like Uber hold all the data about where vehicles are operating but face limited oversight.

like emissions in London

- **David Pattison (Wolverhampton)** argued for complete uniformity across the country, including standardised fees

- **Lee Petrak (Blackpool)** supported national standards and called for government-set fixed fees

Critically for enforcement, all agreed that current cross-border working arrangements are unworkable. Chapman noted that London has 105,000 licensed private hire drivers, many of whom likely work outside the capital.

Enforcement Black Hole

Perhaps the most alarming revelation was the complete breakdown of

Cross-Border Hiring Solutions

Chapman referenced TfL’s 2018 “ABBA proposal” (A to B and B to A), which would restrict private hire vehicles to operating only in their licensing area, with exemptions for services like chauffeurs.

Pattison advocated for a “triple lock” approach requiring driver, operator, and vehicle all to be registered locally, though he emphasised the need for national standards alongside any such change.

Capping Private Hire Numbers

When asked if authorities should have power to cap private hire vehicle numbers (as exists for black cabs), responses were mixed:

- Petrak: Simply “yes”

- Pattison: Worried a cap would disadvantage local Wolverhampton drivers while benefiting out-of-area ones

- Chapman: Said any cap would require resolving cross-border hiring first, and would be resourceintensive to implement properly

National Database Expansion

All witnesses praised the new national register of refusals, revocations and suspensions (NR3S) but said it should go further:

- Extend beyond 11 years to 99 years of recordkeeping

- Include all licences, not just disciplinary actions

- Add private hire operator decisions

- Provide real-time access for police custody sergeants

Safety Concerns and Standards

Wolverhampton highlighted its same-day response to safeguarding complaints and daily DBS checks. London has introduced a “safety, equality and regulatory understanding assessment” for all drivers.

However, concerns were raised about Wolverhampton’s standards in other areas:

- **Vehicle age limits**: Wolverhampton permits vehicles up to 11.5 years old, following DfT guidance, while other authorities set

lower limits

- **Wheelchair accessibility**: 0.2% of Wolverhampton’s private hire fleet is wheelchair accessible, contributing to the West Midlands having the lowest regional accessibility rate

- **Local knowledge tests**: Wolverhampton does not require them for private hire, citing DfT guidance

Enforcement Claims Under Scrutiny

Wolverhampton’s David Pattison made much of the council’s enforcement efforts during his testimony, claiming: “We have done over 400 operations this year, 15 other authorities have delegated authority from us to enforce on our behalf.”

However, FOI requests obtained by this newspaper raise serious questions about the extent of Wolverhampton’s enforcement activities in London—where a significant proportion of their 50,000+ licensed drivers likely operate.

The Numbers Don’t Add Up

According to TfL’s FOI response, they conducted **joint compliance checks** with Wolverhampton on only seven occasions between October 2023 and February 2025:

- 14 October 2023

- 19 October 2023

- 15 November 2023

- 5 March 2024

- 28 June 2024 (two operations on the same day)

- 12 February 2025

Wolverhampton’s own FOI response stated they conducted just **four compliance operations in the London area** between 28 October 2024 and 28 October 2025.

November is upon us which in my experience is one of the quietest months of the year for us taxi drivers, so it was with interest that I noted a tweet from Cab Vision stating that November was one of the busiest months of the year!

Now I am sure that Cab Vision obviously have the data that they can compare from previous years for their card transactions and I have no reason to doubt their statement, but I have personally never found November to be that busy.

It just goes to show that while one driver is busy the next can be finding it slow and difficult and reinforces that luck plays a big part in this profession. December will soon be here and the month that traditionally is one of the busiest of the year so at least we have something to look forward to.

The Cab Chat Show

Over the past few years since the pandemic, we have not been very consistent with the Cab Chat Show, we keep promising to come back with a more regular schedule, but to date it has not materialised.

A couple of things happened over the past couple of weeks that has renewed my enthusiasm to restart the show. Firstly I was contacted by Stef, now Stef was the driver that designed the original LTR logo and before the pandemic he had written a parody song, back when we were producing quite a few of those comedic parodies that we regularly played on the show.

We were going to record the song and use it on the show but then lockdown happened and the whole World seemed to come to a stop. Stef contacted me and informed me that he had managed to produce

the song with some help from AI.

You may have already heard the song, it is being bandied around as “The Cabbies Song” and is really quite good. If you haven't heard it yet we will be featuring it on the first show that goes out.

So this got me thinking that we could use AI to produce some new jingles and parody songs for the show, and also get it to resing some of the old jingles with new up to date lyrics that are more relevant to our trade today.

Another reason for my renewed enthusiasm was the number of drivers who have spoken to me and said how disappointed they were when we stopped doing a regular Cab Chat Show, all said that we should start doing it again as they used to look forward to listening to it every week.

But I was still left with a problem, I think that Cab Chat works well with at least 2 presenters and Mac The Cab keeps disappearing off on his jollies around Europe and

is a little bit disengaged from the Taxi trade (his words), so although he would like to do the odd show I don't think he is keen on doing it on a regular basis.

Also I never felt comfortable doing the show on my own as I feel that you need another person to bounce off, and also give a different perspective or present an alternative viewpoint.

I also think that the show needs freshening up a bit, maybe with some new presenters who are

possibly younger and can bring a new perspective to Cab Chat.

So I approached a few people and I am really pleased to say that we have a new regular presenter for the show, I am not going to announce who he is yet, you will have to make sure that you are subscribed to the show to find out who it is.

We also have a few quest presenters lined up for the show, some you may already know and some who you probably do not. We think that all

of this will make Cab Chat fresher and more appealing to all ages of taxi drivers.

We also want interaction from our listeners, so if you have something that you would like to discuss on the show, please get in touch, and as the infamous Mick the Brit use to say “Get Involved”

The first show will probably be released in early January so keep your eye out for notifications about Cab Chat.

Our social media accounts are all still active as is our website which can be found at either www.cabchatshow. uk and our Youtube channel can be found at www.cabchat.uk you can find links to all of our social media accounts on our website.

The show will be going out as a regular podcast that you will be able to find in your favourite podcast player as well as on Spotify and other platforms, we will also be putting out stuff on the YouTube channel, probably not every show as I do not think that audio only works very well on YouTube, but there may be different content on either platform.

We will also try to get the old team back together for the odd show, (that is providing we can find somewhere that can accommodate us all to record the show) as this is something that we regularly get asked to do, especially via comments on Social Media.

I hope that you are as excited at the prospect of Cab Chat returning as we all definitely are and we look forward to your continued listenership and engagement.

Well that is all from me this month, as always I would like to say keep busy, stay safe, earn well and Be Lucky.

When Meetings Happen Without the Trade: What Really Goes On at Heathrow

In recent weeks there has been growing frustration among Heathrow trade representatives over the way Transport for London has handled discussions on this year’s taxi fares and tariff review. An exchange of emails — initiated after an unexpected, selectivelyattended meeting — has laid bare the wider issue: who actually speaks for the trade, and who is trying to speak around it?

What should have been a straightforward engagement between TfL and ALL the recognised Heathrow reps turned into something else entirely. A meeting originally arranged in good faith was effectively repurposed by three individuals. Crucially, neither the LCDC nor Unite — two of the organisations who initiated the discussion in the first place — were notified, invited or informed after the fact. The result was simple: legitimate reps who asked TfL to meet, were frozen out of a meeting about an issue they had put on the table.

A Divisive and Counterproductive Approach

In an email to TfL’s Policy Manager, Darren Crowson, LCDC’s Mark White expressed disappointment at what had unfolded. The concern is not merely one of etiquette; it’s about process, transparency and representation. When TfL engages with hand-picked individuals because they request a “separate meeting”, it risks creating parallel conversations on the same subject — inevitably causing duplication, confusion, and the potential for conflicting outcomes. It also allows certain reps to circumvent their own organisations, bypassing internal structures and avoiding accountability. As White pointed out, if alternative ideas or requests

Airport Matters

By LCDC Airport Team

had been proposed, the courtesy of a phone call would have prevented the unnecessary division that followed. Instead, TfL ended up proposing a new meeting exclusively for LCDC and Unite reps — effectively acknowledging that the original gathering had been organised behind their backs.

Internal Issues Should Be Dealt With Internally

The LCDC has been clear: if a rep has concerns about another union or organisation, the appropriate route is through their own senior representatives. Not by trying to reshape TfL meetings, and certainly not by creating a parallel channel that sidelines those who set the agenda. This matters. Heathrow is a complex working environment. Cooperation between reps is difficult at the best of times — but impossible when individuals try to by-pass formal structures for their own advantage.

Wider Context: Safety, Standards and Wolverhampton’s Failings

Adding to the frustration, this episode coincided with an FOI disclosure from Wolverhampton City Council showing 17 allegations of sexual assault or rape linked to drivers they licensed in

just three months — nine of which involved passengers. This information was sent to TfL by White for escalation to senior officers, particularly given it surfaced on the very morning Uber and Bolt were giving evidence to the Parliamentary Transport Select Committee.

The contrast is stark: TfL’s taxi drivers face one of the toughest licensing regimes in the world, with The Knowledge, enhanced DBS checks, topographical testing, and stringent ongoing scrutiny. Meanwhile, Wolverhampton continues to license tens of thousands of PH drivers operating nationwide, many of whom regularly pick up in London despite far weaker oversight. Against this backdrop, intra-trade manoeuvring that disrupts meetings on tariffs — rather than focusing on the major safety and regulatory crises facing our industry — is not only unhelpful but irresponsible.

What Happens Next

LCDC has made clear that:

• Meetings must involve the recognised Heathrow reps.

• TfL should not entertain informal carve-outs requested by individuals acting outside their organisations.

• Any concerns between reps or unions must be resolved internally, not

Whether intentional or not, the effect was the same: it risked derailing a meeting the trade needed - just as we need a dedicated tout squad - something they also derailed in discussions with HAL. But the trade cannot function around the preferences of one organisation. The meeting went ahead as planned, with LCDC, Unite and TfL. Afterwards, a wider open forum was held in the canteen, giving all taxi drivers the chance to speak directly with TfL’s senior leads.

More Sessions Already Being Set Up

exported into TfL processes.

White has also confirmed that the matter will be raised with TfL’s senior management: Dan Maskell, Andrew Antoni and Grant Davis. The goal is not confrontation, but clarity. A functioning working relationship at Heathrow depends on fairness, transparency and basic respect for the structures that exist.

Unity in

Practice:

How LCDC and Unite Stepped Up While Others Stepped Aside

While some reps appear more focused on carving out exclusive lanes for themselves, LCDC and Unite have continued doing the opposite: bringing the trade together, not breaking it apart. A recent example illustrates the difference in approach. LCDC and Unite took the initiative to organise a major Compliance meeting at Heathrow, inviting every taxi trade organisation, alongside TfL Compliance, Cab Enforcement and the Metropolitan Police. The aim was simple: one room, all voices, full transparency. However, we are told that before the meeting began, the LTDA representative informed the Police that they would prefer the meeting to be held off-site — a location the Police could not attend.

A follow-up event is already in motion, with APCOA representatives due to attend to address airport-side operational issues. Meanwhile, another important session is scheduled for this week: Claire from Eurest will meet drivers to discuss ongoing canteen issues, concerns raised by frontline staff, and ways to improve facilities.

Awaiting Responses from HAL — And Progress on the Prayer Room

LCDC is also awaiting formal responses from Heathrow Airport Limited to the agenda items raised at the last liaison meeting. That session was consumed largely by a long presentation about the operation of the multifaith prayer room, but the outcome is at least clear: improved signage should be going up in the near future.

Real Engagement:

TfL Meet the Trade on the Ground

One especially positive step came when LCDC and Unite Reps invited TfL to Terminal 2 for an on-site discussion about improving airport signage. Instead of emails and remote meetings, Rebecca and Donna from TfL’s Policy, Ranks and Highways team came in person to walk the site, look at the layout, and listen directly to drivers. It is exactly the kind of engagement the trade wants — and needs — more of.

mA x I c A b IS A GLI mm ER OF HOPE

Scott Kimber LCDC rep

A sunny November Monday morning at the Heathrow feeder park. In the distance a glimmer of hope comes into view trundling down Newall Road. And then another.

Questions galore for the technicians Cab Direct had also brought with them. ‘Has it got the turning circle?’‘No’,‘Has it been passed’ - ‘No but we’re hopeful it will be’, ‘Does it have a wet belt?’-‘No’… Then there was the 2 prize draws of £250,

too, throwing their weight fully behind the project. The vehicle itself is impressive. Comfort, functionality and room to the maximum. You can see why every city in Britain, bar 2, have accepted this vehicle as a hackney carriage. For that

cabs coming off the road thanks to the 12 year rule by the end of next year, it’s imperative that no driver is forced into early retirement or put out of work thanks to the precarious position TfL has put us in with its policy of creating and supporting a

TFL ‘BIASES’ NEED SCRUTINY

Monday the 17th of November was the day the drivers got to see what they could be driving in the near future. At £57,000 on the road with a 150,000 mile / 5 year warranty they were quickly doing the maths realising that this was an affordable, workable and no doubt more reliable option within their grasp.

In the August edition of The Badge, the LCDC reported that a member reminded Transport for London (TfL) through a court claim that traditional taxi laws are still in force.

This was the new Ford Maxi Cab PHEV based on the Ford Tourneo Custom, 2 of them to be precise, courtesy of the LCDC and Allied Vehicles (Cab Direct). So determined are Allied about bringing this vehicle to us they’ve sent the big guns down all the way from Glasgow. Peter Facenna, the MD of Allied Vehicles Group, (a private company started in 1993 with a £300m pa turnover with 70% of the motability market employing over 800 people) and their National sales Manager, Jen Miller, flew in especially to be with us. Their business and development consultant, Roy McMaster, who previously worked with LTI and then Mercedes when developing the Vito taxi also joined them.

In response to this claim, TfL’s legal department clarified a key issue raised by our member: whether a taxi driver may start the meter upon accepting an immediate app-based booking. TfL replied:

“TfL has already confirmed to you in correspondence dated 21 May 2024, that a hackney carriage driver may not switch on the taximeter prior to the point at which the passenger is picked up, when it is being pre-booked as a hackney carriage. Again, we consider that this point is clear and does not require a declaration from the High Court before that is the case.”

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

something they really didn’t have to do but the good will was flowing.

This 2017 statement was related to a case involving yellow badge taxi drivers working for Computer Cab, addressing whether they were plying for hire in the green badge sector. Given that TfL understands that hiring occurs at the booking location, it should also recognize that Section 39 of the London Cab Order 1934 permits the meter to start from the acceptance point. Section 39 of the Cab Order 1934 specifies: “The driver of a motor cab shall start the taximeter no sooner than when the cab is hired or at such later time as the driver thinks fit.”

potentially favouring the commercial interests of app companies?

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

legal framework for London’s regulated taxi service.

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

cancellations if drivers are not compensated from the moment of booking acceptance, as case law and the London Cab Order allow.

can be factored in to give you the best return for your investment. Even a battle on finance rates could save you a tenner a week. The fact is we are losing drivers hand over fist and there is a real shortage of new blood coming into the trade. A big reason behind this is simply the cost. Nobody wants to invest heavily in what is currently a declining occupation. While others keep bleating on about the iconic cab they’ve forgotten the real icons, the real difference between us and Private Hire; YOU! Unfortunately our lives are still in the hands of TfL but there is a real sense of optimism that finally they are realising our plight and maybe, just maybe, they’re going to throw us a lifeline.

One can only hope.

Thankfully the reception was fantastic, the buzz created immense with hundreds of drivers swarming all over the cabs,

This statement from TfL appears to contradict a 2017 statement made during a trade meeting with

This inconsistency raises questions about TfL’s taxi and private hire department? Drivers are asking if they are

As a side we had almost every driver agreeing with us in the LCDC that the costly turning circle was now an outdated and unnecessary requirement. Power steering, roads being narrowed, cycle lanes everywhere and prohibited u-turns watched over by cameras ready to penalise you and put your livelihoods at risk, have rendered it useless. This day showed exactly what the turning circle was depriving us of, A major manufacturer with all it’s experience, expertise, vastness and back up so desperately needed to give us the taxi we deserve. And Ford are serious about this

reason it cannot be argued that this vehicle won’t be recognised as a taxi when every Brit up and down the country will be hailing it on every street.

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

monopolistic provider of our vital work tool.

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

But there will still be the doubters and the haters. Regardless of what you believe about the ‘iconic’ cab, you’d be a fool to not realise that the days of the purpose built cab are pretty much over. With the LEVC coming to an end and soon to cease production in preparation for the arrival of a new all electric offering that looks like it’s going to be coming from a ‘platform’ we need to make sure we’re not going to be left in the lurch and without a vehicle to buy for a length of time. With over a thousand

However, case law classifies taxis as public transport, unlike private hire vehicles, which are categorized as private transport. As a result, Section 149 of the Equality Act 2010 requires TfL to fulfil its Public Sector Equality Duty (PSED) when third parties, such as app companies, dispatch taxis. Therefore, TfL’s claim that it does not regulate apps appears misleading; it has a statutory duty to ensure that these apps operate within the

The PSED mandates that TfL eliminate discrimination, harassment, victimization, and practices that endanger the public. Therefore, TfL cannot permit app companies or drivers to cancel bookings, which could leave passengers, particularly those relying on contracted services in a vulnerable situation if drivers cancel the app job in Favor of a street hail.

TfL’s policy requiring drivers to start the meter only when the passenger is picked up may lead to app booking

Since the TXE was launched our expenses have gone through the roof, albeit we were given unfounded promises of reduced expenses. This is the reason I have been an ardent campaigner for our trade over the last decade or so. A sure way of increasing your profit is to cut your expenses, and a great way to cut our expenses dramatically is to allow competition amongst the taxi manufacturers. Cost savings with parts and servicing, a vehicle you can trust to go freehold on and even a chance to buy non branded parts and get any mechanic to work on the cab when out of warranty

Moreover, TfL's PSED duty includes maintaining regulated fare limits. Added fees, such as technology charges, high-demand fees, and surge pricing may make a taxi unaffordable for vulnerable passengers, including wheelchair users and disabled individuals who may already be financially disadvantaged.

In conclusion, TfL’s claim of non-regulation over apps seems disingenuous given its statutory duty to safeguard public welfare in taxis, a form of public transport distinct from private hire vehicles.

It’s a sham that every other business is given the opportunity to cut it’s cloth accordingly but not us. The LCDC is the only organisation I’ve seen that is also fighting for this. Grant and all the team give so much time and effort for our cause. They aren’t afraid to stick their heads above the parapet, certainly aren’t yes men and they will always stand up for this great trade in what is a thankless task. I am so proud to be a part of this organisation.

There is a pressing need for government intervention to address TfL’s apparent shortcomings and potential biases that continue to affect the London taxi industry.

TfL has been contacted for comment.

Lastly, after this week’s success there’s already talk of another showing. For those of you who missed it this time be sure to keep looking on the socials and in the Badge for any updates. You won’t want to miss it again.

London Taxi PR adds a master’s presence to millwall Fc Job Fair

London Taxi PR (LTPR), an organisation which represents and promotes the interests of the Licensed London Taxi profession, was recently invited by Millwall Football Club Community Trust Education and Employability Manager John Scarborough, to be a part of its Kick Into Employment Job Fair, held at The Lions Centre next to Millwall’s New Den stadium on 30th October.

The invitation to attend came due to the close affiliation that has been established between Millwall FC and London Taxi PR following the pitchside board promotion of The Knowledge at the club and LTPR’s attendance at previous other Job Fairs held at Millwall.

“This was another great promotional initiative and opportunity to promote the Knowledge and the profession as a whole to a wide-ranging mixed age group, who were able to gain an insight into what it takes to become a London Taxi driver,” stated London Taxi PR’s PR and Comms Manager, Andy Scott.

“Additionally, I was also delighted that the new Worshipful Company of Hackney Carriage Drivers (WCHCD) Master, Leigh Dargan, was also able to join me on the stand during the day, where she could see for herself the interest and response we were getting from the attendees. This was particularly relevant as our Knowledge campaign, ‘I did it so can you’, features a woman Taxi driver,

and we are particularly keen on seeking to get more women into the profession, who, as we know, are greatly underrepresented.”

“Leigh is a shining example to any women coming into the profession as to what can be attained, once you have qualified,” added Andy. “It was a great fair, and we were extremely busy and gave out a lot of information to people about the Knowledge schools and academies and how they and where they can find out more about training and embarking on this career path.”

“This is now the sixth Job Fair we (LTPR) have done this year in terms of promoting the Knowledge, so I feel we have certainly demonstrated and underlined our commitment and dedication to trying to preserve the London Taxi profession, and it would be great to get

more support for our cause as I feel we are really starting to make an impact at these fairs and engagement with the campaign,” Andy concluded.

Since their formation, London Taxi PR has undertaken a series of targeted media campaigns, which are being used to promote training to become a

licensed London Taxi driver, as well as the advantages, and safety of using the iconic licensed London Taxi service to a wide audience.

The most recent customer focused campaign, Choose Taxi #ChooseTaxi, has seen a wealth of Taxi drivers, fleet owners, org leaders, Taxi media companies and celebrities all endorsing

the campaign, and wearing the iconic Choose Taxi campaign slogan T-shirts, with supersides bearing the Choose Taxi slogan also being fitted to Taxis, courtesy of Ubiquitous.

All the campaigns and publicity that has so far been generated by the company has been funded by fellow London Taxi drivers and businesses within the profession, many of whom have signed up to donate to the cause on a monthly basis, indicating how passionate they all are about their industry and the cause.

London Taxi PR. Passionate about promoting and preserving the iconic London Taxi trade and funded by London Taxi drivers and businesses who care about their industry.

For more information on London Taxi PR and their campaigns, plus details on how to become either an individual or a business supporter, please visit their website http://londontaxipr.com

Benn made Eubank Jr look like an old man and the next move is clear

The last fight of boxing’s greatest family rivalry finished for good late on Saturday at Tottenham Hotspur Stadium. The 35-year boxing war between the Eubank and Benn clans was completed against an odd backdrop of boos and vicious punching.

Chris Eubank Jr twice had to climb up from the blood-stained canvas in the 12th and last round against Conor Benn to salvage pride for his family name, and hear the final bell. A round earlier, some in the crowd of 60,000 had booed the fight, unhappy at the level of skill and lack of slugging.

At the closing bell, Benn roared and Eubank Jr retreated with head low to his corner; it was the fourth fight between the families, the first Benn win, the 45th round of a series of fights that continually set the agenda for raw excitement, drama, bravery and suffering. This instalment was all about the noble art, the skill, the ring intelligence – Benn was too smart and it looked like Eubank Jr became an old man overnight. If that seems harsh, I apologise, but it happens to men of 36 in the 15th year of extraordinary careers. It also happens to boxers with a lot of outside pressure.

They were pulled together for one last time in the ring, under a sky threatening thunder, when Michael Buffer officially delivered what should be the last word on the rivalry: Benn was a clear, clear winner. There is no pity in a boxing ring and Eubank Jr took the family loss with a stoic smile.

“That’s it, that’s the end,

it’s finished,” insisted Benn at ringside. His face was clear, his eyes bright, the emotion obvious. “I’m chasing world titles now.” That is Benn’s plan.

Eubank Jr, his face marked and his pride dented, complimented Benn, refused to talk about his future but did mention a potential reason for his loss. “I have been through hell in training camp,” he said.

But he offered no more, that was it. I feel that I have to make it clear that there was not a single mention during

was reluctant, like a man with his head elsewhere. He was still brave under careful fire, hit at will at times.

Benn, meanwhile, never put a foot wrong and finished in spectacular style, looking down twice at a Eubank Jr spread on the canvas in the last round. “All my life I have had this rivalry – it’s done now,” he insisted. An hour later, when talk of a trilogy emerged, he shrugged and said: “Who knows? Money talks.” It certainly does. Eubank Jr refused to talk about a trilogy, his future or his reasons

for an outdoor venue in May or June of next year. There are other beatable champions, but a domestic rivalry always works. Benn’s promoter, Eddie Hearn, was shielding calls at midnight; Benn is now officially one of boxing’s cash cows and a fight with him will be lucrative. The champions know that.

The future for Eubank Jr is less clear and it could involve walking away. The boxer slipped clear of his enigmatic father’s shadow a long time ago and has nothing left to prove in the world of boxing. He

By Steve Bunce

all saw, and perhaps it is just the inevitable result of a life chasing glory in the hardest and cruellest of sports. In fights like this, on emotional nights like this, every flaw is exposed under the glare of the neon lights.

Eubank Jr should be

the intense week of the fight of an injury of any kind; Eubank Jr looked fit, but he was off the pace from the fight’s opening seconds. He never found his rhythm, he never looked comfortable and from round two, he took long glances at the big screen above the ring to find out how long was left in the round. He fought like a man who

for losing every round. “It’s Conor’s night, the better man won. Let him celebrate,” he said.

Benn has options for a world title fight at welterweight, which he insists is still his optimum weight. He would have to drop 13lb to secure a fight with Belfast’s IBF champion, Lewis Crocker. The fight could be made

recently revealed that he is about to become a father to twin boys. Boxing has been kind to him and he has repaid the generosity with some blistering performances, fights of guts and glory. On Saturday night, he looked like a weary ghost of the man from his first fight with Benn back in April. Perhaps there is a good excuse for what we

left to heal, Benn left to celebrate before we ruin their memories by making bold statements about Eubank Jr’s performance. They both deserve more than a casual execution by those privileged to be sat ringside on the safe side of the ropes. Sure, Eubank Jr was poor, but Benn was superb. The feud should be over, and what a feud it was.

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