TaxiPoint July 2021 Edition 27 by TaxiPoint

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Edition 27 | July 2021

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HEATHROW UNCOVERED|JAMES FARRAR Q&A|TAX EXPIRED LICENCES|DRIVER ROUTE ANXIETY

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JULY 2021 - Edition 27

EDITORIAL

TaxiPoint Chief Editor:

A TRADE

DIGITALLY CONNECTED

Welcome to the latest edition of TaxiPoint. Whilst it’s been disappointing to see the COVID restriction easement delayed, there remains light at the end of the tunnel and the roll out of the fantastic vaccination programme is hugely encouraging. As we leave lockdown and accelerate our return to working the taxi on a more consistent basis, our free-time and reading habits will change again. That’s why TaxiPoint are urging readers to subscribe to the platform moving forwards and connect as an industry across the UK. Over the coming months we’ll be asking you and other valued readers to join our email mailing list, download our news app and subscribe to our new WhatsApp news service. All of these services are free of charge. To the thousands that already receive news updates via these platforms… thank you! Since March 2020 digital news on a national, regional and industry level has been vital. According to this year’s Reuters Digital News Report “print publications have been badly affected by COVID-19, partly due to restrictions on movement and partly due to the associated hit to advertising revenue”. It goes on to say that “the impact of Coronavirus is driving more industry consolidation but also accelerating plans for digital and workflow transformation”.

Perry Richardson TaxiPoint Editor: Michael Murphy TaxiPoint Publishing & Advertising Manager:

Lindsey Richardson Visit us online at: www.taxi-point.co.uk Write to us at: contact@taxi-point.co.uk Advertising enquiries at: advertising@taxi-point.co.uk The publishers reserve the right to refuse, withdraw, amend or otherwise deal with all advertisements without explanation. All advertisers must comply with the British Code of Advertising practice. The views expressed in this publication are not necessarily those of the publishers. All written and image rights are reserved by the author as displayed. Reproduction in whole or in part without prior permission from the publisher is strictly prohibited. Copyright brand TaxiPoint 2021. Creative Common image licenses displayed where applicable.

We believe we are well on our way to futureproofing the way the industry shares news and communicates digitally, and we want you to feel part of ride! Be lucky,

Perry Richardson TaxiPoint Founder and Chief Editor

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HOT TOPIC

Uber’s new product, ‘Local Cab’, which enables passengers to book a trip with a local taxi company via the Uber app is now going live in cities and has provided a first look at the functionality that is dividing opinion throughout the taxi and private hire industry.

moving forwards. According to sources, the integration has the potential to connect passengers with 80,000 private hire and taxi drivers in the UK.

HOW IT WORKS

The user opens the Uber app the usual way and enters their trip The Local Cab option uses details. They would then be asked Autocab’s iGo network which has to choose the Local Cab option been integrated onto the Uber from the drop down where an platform for the first time since the estimated price from a local cab two firms controversially reached operator is displayed. an acquisition agreement in August If the user wishes to take up the 2020. option, Uber would then locate a The first three pilot launches, in local cab operator for the user to Plymouth, Oxford and Exeter book with, and send them their respectively, have provided the contact details to help them first glimpse into how the Uber and complete the trip. Autocab partnership might work

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HOT TOPIC The local cab operator would then accept the booking and provide the trip. Cashless payment is made via the app as usual.

Autocab and this represents a fundamental threat to the traditional taxi and private hire industry in the UK.”

Uber say that whilst the booking is made with a local operator, the user will receive the driver and vehicle details in the Uber app as usual once the booking has been confirmed. The driver’s ETA and the local operator’s number are also provided, so the passenger can contact them if needed.

Steve McNamara, General Secretary of the Licensed Taxi Drivers’ Association (LTDA), had concerns over the merger highlighting the CMA’s response to previous issues. McNamara said: As part of the deal Uber will take a “The fact that the CMA cleared the merger is far from a surprise. The small service fee on each Local Cab CMA have a long history of trip. ignoring Uber’s price fixing, ARE THERE STILL CONCERNS artificial pricing and antiWITHIN THE INDUSTRY? competitive business model. Quite simply… yes. Despite the Competition and Markets Authority (CMA) announcing that it had cleared Uber’s purchase of Autocab following a merger investigation, concerns remain from several quarters about how the user and booking data is used.

“I would have been amazed had they took any other position.”

TaxiPoint asked Autocab’s CEO Safa Alkateb whether any booking and journey data would be shared between Autocab and Uber in a recent interview. Alkateb responded: “Uber will put in place everything that is required to protect Autocab’s customers’ data, Bob Nixon, iCabbi ensure that it is not misused and is Co-Founder, told always managed under all TaxiPoint: “In our applicable laws and the terms of view absolutely their contracts with Autocab.” nothing has An online panel was specially put changed. together by Dotted which included “The CMA ruling on the threat to several senior representatives from Autocab's taxi company customers the taxi and private hire sector to data was very clear and still stands. discuss the issue. These included, We believe that the taxi/PH Bob Nixon, Thomas Peyerl (Cordic operational model is being CEO), Alan Sceeny (Cab9 General reshaped by Uber's acquisition of

Screenshot credit: Uber

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Charity

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May 2019 | www.taxi-point.co.uk | 20

HOT TOPIC Manager), Steve Wright MBE (LPHCA Chairman) unbridled and unconstrained by laws, at the and Ian Shanks (Blueline Taxis Group CEO). extreme. Written for horse drawn carriages and A couple of weeks after the more recently prior to the internet, mobile phones and apps, they are now free to generate event, Uber set about to bookings based on their own playbook. reassure Autocab customers by releasing a statement on the questions raised. It said: “Earlier this year Autocab was acquired by Uber, which has led to some questions from within the industry. We want to answer these questions and give Autocab customers the reassurances they deserve.

“I have little sympathy for those who ‘are worried’ about ‘their data’. If they are so worried about their data then find a new booking and despatch provider… there are plenty of them.

“Despite many politicians falling over themselves to welcome this ‘new business model’ (sic) to the UK it hasn’t managed to dislodge the incumbents to any great extent. After pouring fortunes down the drain what is clear is the ‘business model’ has not been an “When the CMA cleared unmitigated success. Most incumbent cab the acquisition, they companies remain in place despite the money concluded that the deal did that has been hurled not give rise to competition at their towns and law concerns. We agree, and believe it is cities. My advice to positive for competition. the industry is the old maxim of ‘keep “The deal will help cement the place of local calm and carry on’. operators in their community. Consumers will Look after your easily be able to access a local cab, and operators and drivers will have greater earnings customers, look after your drivers, opportunities. and take work from “We understand the importance of protecting wherever it comes from. Autocab’s customers' commercially sensitive data, not only because it is imperative that we “Will this latest pivot turn Uber into a raging success? The jury is out but I suspect it won’t be are always fully compliant with the UK’s data protection laws, but also because we know that out long. Until the industry returns to a point protecting this data is key to our, Autocab and where costs including marketing are lower than income and profit comes back into fashion as a their customers’ success.” concept none of these schemes are going to fly. Dr Mike Galvin, a taxi industry and mobility Buying something for a pound and selling it for consultant from Mobility Services Limited, said: fifty pence is not a business model!” “Uber appears to me to have always wanted to As the debate continues, time will tell whether work to its own rules, it appears to have been the new product aids or diminishes local frustrated by the, admittedly idiosyncratic, licensing framework. This latest move appears operators throughout the UK. to put Uber exactly where they want to be –

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TAXIPOINT RESEARCH

THE COVID

ELECTRIC REVOLUTION

With the help of our readers, TaxiPoint have analysed the impact of COVID-19 on the industry. Over 600 taxi and private hire drivers from all corners of the UK have helped us paint the most comprehensive picture to date by taking part in our survey. The aim of our UK wide survey was to ask taxi and private hire drivers to share their experiences of the coronavirus pandemic, including the level of support received, work patterns and plans for the future. In this edition we look at the growing shift to electric vehicle (EV) taxis in more detail.

Firstly, let’s take a look at the current state of play. Of the 639 taxi and private hire drivers we canvassed, 76.8% of drivers own their vehicles with the rest currently renting. Looking solely at those with taxi licences, the split remains similar at 75.3%. Let’s keep looking at those with taxi licences. Of those surveyed, 18.1% have made the move to Zero Emission Capable (ZEC) taxis. Of those vehicles, over 80% of drivers either own or rent a LEVC TX in cities that include London, Edinburgh, Glasgow and Liverpool. So how many drivers across the UK are looking to make the move to ZEC taxis? Of the taxi drivers surveyed still driving a combustion engine, just over three in five are eager to switch to a cleaner taxi. However, the financial impact of the pandemic may hinder the green revolution.

THREE in FIVE UK taxi drivers surveyed remain eager to shift away from petrol/diesel to greener ZEC taxis

81.4% of cabbies wanting to make the move to ZEC say they cannot financially plan to make the move

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TAXIPOINT RESEARCH

Nearly ONE in TWENTY cab drivers plan to switch to a ZEC vehicle in the next 12 months

Nearly 40% of taxi drivers say they have no intentions of moving to a ZEC taxi

Disappointingly 81.4% of drivers wanting to move to a ZEC vehicle say they cannot financially plan for the transition at the moment. Of the remaining drivers who have plans afoot to switch, 4.6% of cabbies aim to make the move in the next 12 months.

According to cabbies who own or rent an electric cab, a huge 64.8% rate the charging network in their area as either poor or very poor. 24.2% of ZEC cabbies rate the networks as average and just 10% of cabbies rate the chargepoint network in their area as good or very good.

Nearly 40% of surveyed drivers say they have no intention of moving to a ZEC vehicle. The average age of the taxi vehicles driven by those cabbies still unsure about ZEC cabs stands at 7 years old. It is also worth noting that 29.4% of these cabbies are currently renting or own cabs ten years old or older. Some big decisions therefore lie ahead for these drivers.

So how does that tally up with the perception from drivers yet to experience ZEC taxis? Well it does differ, but not in a positive direction. Four in five cabbies yet to make the switch see the network as poor or very poor, and just 3.6% of cabbies perceive the network to be good or very good.

So, what can we take from the Whilst talking about electric taxis, results? Quite simply, if the shift to now would be a great time to look at ZEC is to continue, it may need a the chargepoint network and how it kickstart stimulus which addresses is rated by those driving ZEC vehicles financially viable options for cabbies and how it is perceived by those that and improving the EV charging are driving diesel or petrol cabs. network throughout the UK.

Nearly 65% of ZEC taxi drivers rate their region’s charging network as either poor or very poor

Image credit: Dynamo

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ADCU INTERVIEW

As the dust settles on a long legal fight over basic working rights for Uber drivers, we talk to one of the key figures who raised the debate all the way to the Supreme Court… and won.

working time is stand by time waiting for Uber to allocate work. The financial implications are huge with Uber only wanting to honour minimum wage during the time drivers are revenue earning but pay James Farrar, General Secretary of App Drivers and you nothing at all when they are not. This is time for which drivers are entitled and need to be paid Courier Union (ADCU), joins TaxiPoint to answer minimum wage. Right now, Uber is only agreeing to questions on the current landscape of the gigeconomy and in particular how the Supreme Court top up to minimum wage if the fare income after decision has since effected the taxi and private hire costs doesn’t get you across that threshold. So, the litigation carries on and we are scheduled for a 20 industry. day hearing in 2022. Focusing on the successful Uber Supreme Court “A consequence of this refusal to respect the judgment, do you have any remaining concerns Supreme Court is that Uber has no proper incentive when it comes to workers’ rights on the Uber to rationalise the vast amounts of people and platform? vehicles it brings on to the platform. Uber calls this “Not only do I have ‘remaining concerns’ I am aspect of their business formula the ‘lure of large’ alarmed that the primary issues have still not been numbers but it is a one-sided bargain. Uber has the resolved yet Uber and others have embarked on PR competitive advantage of a fast response time due junket to say it is all done and dusted. to over-supply. In return drivers suffer depressed “Uber has agreed to observe rights only during the yields and underutilisation which leads to urban working time as measured from dispatch to drop off congestion for everyone else. whereas the Employment Tribunal ruled, and the “The other significant pain point is the issue of Supreme Court agreed, that working time must be unfair dismissals. Uber and other app operators are from log on to log off. It is cynical and illegal cherry dismissing huge volumes of people on a whim to picking from a binding ruling from the highest court impress TfL that they are somehow policing their in our land. own platforms. It is a compliance vanity project and

“This is hugely significant because around 40-50% of Uber is indiscriminate in how they do this. Drivers

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ADCU INTERVIEW “All ethical, fit and proper, organisations must recognise their obligation to voluntarily obey the law at the point of departure…” JAMES FARRAR

Q1.

ADCU GENERAL SECRETARY

are denied a right of appeal or any recourse in a Kafkaesque ‘deactivation’ process.

result of the Supreme Court ruling. It is unfortunate that it has been left to us, but we have had no “TfL has actively encouraged Uber and others to use choice but to join this litigation because it is undoubtedly a collateral assault by Uber on the aggressive surveillance and automated driver enforcement techniques. In recent months we have Supreme Court ruling. A win for Uber on this would exposed the terrible flaws in this model by securing be bad news for taxi and private hire drivers.” judgments in the Dutch courts which ruled that Should other private hire operators be proactive Uber was guilty of robo-firing drivers by machine and recognise drivers as ‘workers’? Or should they without meaningful human intervention and wait and be reactive to driver and union action? ordered the drivers be reinstated. As a result of “If you are asking if businesses should not obey any those robo-firings some time ago, TfL immediately laws until a court orders them to do so, then the revoked the drivers’ licences. We went on to also answer is no because otherwise we would have appeal each licensing case in court and won every total corporate anarchy. That said, there is no doubt single licence back from TfL. in my mind that the private hire industry has been “Turning to the longer term, we can already see Uber trying to pick the legal locks and try to escape their worker rights obligations. The ADCU is a codefendant in a case Uber has now brought before the High Court where they seek a legal declaration that their business model, which enabled misclassification and exploitation all these years, is in fact legal under the Private Hire Vehicles (London) Act 1998. This would help Uber break any possible link between obligations to workers and their compliance obligations as a transport operator. It would also likely enable Uber to escape its expected liability of £2.5 billion in VAT which also arises as a

built on the mouldy pillars of corporate civil disobedience. Abuse of worker rights of drivers has been de rigueur for private hire operators for decades. By behaving this way for so long, private hire operators sowed the seeds of their own destruction and set up ripe conditions for Uber to emerge. Companies like Uber thrive in conditions where regulation is weak and weakly enforced and where workers have not been effectively organised in a union like the ADCU. All ethical, fit and proper, organisations must recognise their obligation to voluntarily obey the law at the point of departure.

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ADCU INTERVIEW “The coming transition to ‘normal’ will be difficult but necessary for all private hire operators. If they cannot see the light for themselves, our union will certainly assist them in doing so – one way or another.” Why are the worker protections needed? “Workers must have the right to the minimum wage for every hour logged in to the platform, holiday pay, employer pension contributions, protection from unfair dismissal and freedom from discrimination. In addition they have a right to access their personal data processed by the operator at work and full transparency of algorithmic management and control. They have the right to protection from automated decision made by apps that are harmful to them. This is an increasing problem as app operator algorithms become more mature, surveillance tech proliferates, and Uber reduces its middle management staff in house. Beyond this, workers have a right to be consulted on changes to business practices that affect them and to collectively bargain for pay and reward through the union of their choice.” Should licensing authorities be proactive and do more to ensure drivers are provided with basic rights in line with findings of the Supreme Court judgment? “They not only should, they have an absolute legal and moral obligation to do so. No reasonable person can say that a large multinational which wilfully evades tax and illegally exploits workers is a ‘fit and proper’ person. Regulators that have become too politicised will avoid taking a stand that could lead to broader consequences of higher fares. But regulators must at least link the safety implications of a situation where average Uber drivers are working 30 hours just to break even. Frank Field MP investigated the London market at the time and found that Uber drivers were working in ‘sweatshop’ conditions. The London Assembly passed a resolution 16-1 demanding that TfL act on

the Field report but TfL never acted despite the serious safety implications of ‘sweatshop’ working conditions in the licensed trade they supervise. Instead, TfL continued to stone wall our union and to this day does not effectively engage with the private hire driver community. “Eventually in 2018 TfL issued a mealy-mouthed strategy paper promising to educate private hire operators by issuing worker rights ‘best practice guidance’. They have never delivered even on this. Outside London, the situation is depressingly similar as local authorities ape TfL. Too often we see cosy relationships and a revolving door of staff moving from local operator to the local authority licensing administration. The result for private hire drivers has been calamitous.” What positive changes have already been seen since the Supreme Court decision? “In the short run, we are certainly seeing some limited positive changes at Uber as they surrender to the inevitability that they must pay back from the wage theft they perpetrated on so many. Drivers are receiving settlements, albeit for lower amounts than they are entitled to, and many more are joining our claim and fighting on. “For the rest of the industry operators, it really is squeaky bum time. Let us see who will now jump and who must yet be pushed by our union. We have already begun legal action against Bolt and we will not hesitate to target many more who will not obey the law. “The long-term influence of the ruling is harder to see in the here and now. The finality of a Supreme Court ruling, an emphatic one at that, leaves little room to hide on the policy front. Uber initially went through the familiar stages of grief including shock, denial, anger, depression and bargaining before a partial acceptance that falls far short. Drivers too went through an epiphany of their own. After years of doubt about the value of organising in a union, suddenly drivers realise this is the only route to

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ADCU INTERVIEW reform. Our union has grown exponentially to make us the second largest TPH driver representative body after the LTDA. “The Government has failed us over all these years and there are manifest limitations in litigation, but sustained worker led organising pressure has brought Uber and the rest of the private hire industry to the brink. We are not nearly there yet but private hire industry bosses are in retreat. Their tails are up and at last we have them on the move. Now we’ve just got to keep them running!” Do you think the taxi industry has a case for receiving workers’ rights when working on ridehailing booking apps? “I’ll be honest, I despair at apparent complacency about the cancerous growth of app operators in the taxi trade. There is an old business maxim: never allow someone else to disintermediate your relationship with your customer. Yet, every day more of the taxi trade is falling under the channel control of apps. There seems to have been a dangerous attitude that taxi drivers needed ‘their’ apps to compete with Uber. I see the logic to this, but it is an exceedingly dangerous game to play. “Taxi apps will depress the tariff, take an everbigger commission share and will make the taxi driver subordinate. Our message to the taxi trade before it is too late is this: please learn from us, unite, fight back and negotiate taxi app access to your markets on your terms. If you don’t, soon the bargaining positions will be inverted. “The recent cases brought by the RMT and individual taxi drivers against Gett and FREE NOW are hugely important and will shape the future relationship between taxi drivers and their apps. They are ‘must win’ cases and hopefully the taxi trade will support these cases generously and bring much more legal challenge against uncontrolled app incursion upon the right of taxi drivers to work independently.”

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HEATHROW INTERVIEW

HEATHROW UNCOVERED

Q&A SAM

HOUSTON

LTDA SENIOR REP drivers have made a significant contribution to the continued viability of the aviation industry, by taking compellable journeys from terminals to test centres and quarantine hotels. There were times when not even the buses were operating; Taxi drivers provided a vital service throughout. Winter was particularly difficult as keeping warm is a real issue, and for a long period there was no canteen.”

What has Heathrow been like to work at for taxi drivers since COVID restrictions arrived What are the reasons behind Heathrow’s huge increase to taxi driver rank fees? over a year ago? “Pretty terrible as I’m sure you can imagine; the wait has been over 30 hours at times; drivers are not allowed to leave their cabs for more than an hour so the commitment is massive. Licensed Taxi

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Q2.

Q1.

There have been huge changes to the taxi industry recently, either caused by or accelerated by the coronavirus pandemic. One area of upheaval in particular can be found at Heathrow taxi rank. We spoke with Sam Houston, LTDA Senior Rep, who explains the issues in detail and what the future looks like for cab drivers at the airport.

“The Taxi Feeder Park operation is governed under a part of Heathrow’s license called ‘Other Regulated Charges’. This means that they can only charge the Trade what it costs to operate the feeder park, plus

HEATHROW INTERVIEW

Q3.

“Heathrow is trying to get some of this money back by charging drivers more; obviously, as business has not recovered at all, we think they should allow a longer time frame for the recovery.”

What has been the drivers’ reactions to the increase in fees?

proposed.”

Will the new fees put off taxi drivers servicing the airport? Do you see Heathrow customers and travellers adversely affected due to the increase? “Yes, we were really worried that an increase to £10 would have put off drivers coming to the airport, this is why it was a terrible idea to implement such a huge rise all at once – our worry was that service levels would be affected, particularly late at night. Customers coming out after 8pm are often going to local hotels; they’ve come off a flight and have luggage, children; they don’t want to get the bus, they want a quick, cost-effective taxi. These are not the highest value jobs though, so clearly drivers are going to think very carefully before putting on at these times. We felt that Heathrow could end up with more revenue at a £7.20 price than at £10.”

Q4.

Image credit: Sam Houston

“This is another thing drivers have pointed out: the ‘Authorised Vehicle Area’ (AVA) price is £1 per hour and this is not being increased. That being said, PH “The Trade recognises that the aviation industry has drivers have to pick up through the short -stay carparks and the price for those has increased taken a huge hit and that some increase is necessary. We had suggested that the shortfall from recently. 2020 be recovered over 5 years instead of 2, to give “Comparing our price to that of PH is not ‘like for business a chance to recover. We are relieved that, like’, as the TFP operation involves more staff and at the 11th hour, Heathrow accepted the Trade’s infrastructure and is paid for as a ‘regulated’ charge, counter-proposal of a £7.20 TFP price. Of course, as I said earlier. Unfortunately, it is that ‘ORC’ this is still a large increase (100%), but it’s also a mechanism that allows Heathrow to seek recovery substantial reduction on what was originally of the 2020 shortfall.

Q6.

“Most drivers I’ve spoken to were prepared to pay a little more but thought the £10 previously proposed was far too much. The reduced demand due to the pandemic, and restrictions placed on the industry by government, is not the fault of individual drivers. We engaged with a lot of MPs and other interested We know taxi drivers have been hit hard groups like the CAA (Civil Aviation Authority). At our with increases, what about private hire request, TfL produced a letter explaining that no price increase could be passed on to the customer drivers? Do they face any changes? without public consultation and consideration by the finance committee, and that this would be a lengthy process. We all know that in reality the prospect of increasing the Heathrow ‘extra’ is vanishingly slim, even if we thought it was the right thing to do, which many people don’t.”

In your opinion, taking into account Heathrow’s own financial problems too, what would a fair price be for taxi drivers ranking and using the facilities at LAP?

Q5.

a set amount for infrastructure investment and a contribution to Heathrow’s overhead. There is a forecast each year for the costs and the number of entries into the TFP, and this results in the price to drivers. Unfortunately in 2020, there were far fewer entries into the park than were forecast and this has resulted in an ‘under-recovery’.

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HEATHROW INTERVIEW security approach to touting, which is a threat to the safety of their customers.”

Fast forward another 12-months and how What other issues are facing taxi drivers do you see the Heathrow taxi feeder park working at Heathrow feeder park? working? In your opinion will demand “The continued long wait times are very challenging return? Will taxi drivers still service the for drivers. It is hugely stressful to wait so long and rank in the same numbers? not know what job you will get. That is of course a choice and most drivers just get on with it whether it’s a roader or a Chiswick; jobs even out in the end.

“Demand will definitely return, but we’re not going to be at pre-pandemic levels any time soon. My hope is that the TFP will be back to something like it “What is more concerning is the level of touting and was, but the airport could do a lot more to show us unfair competition inside the terminals by that they actually care about having a decent, unscrupulous operators who try to ‘nick’ customers regulated Licensed Taxi service. In some ways they who are looking for a Licensed Taxi. This is by both have bent over backwards to accommodate and unlicensed touts and also some Licensed PH. We facilitate the PH business model and we would like would like the ‘wayfinding’ and Taxi signage to be similar favour to be shown to our operation, so that more prominent on the terminals so that travellers the long-standing, mutually beneficial relationship can clearly and easily see where to get one of between Heathrow airport and London’s Licensed London’s famous Black Cabs. You would also think Taxi service can recover and continue to Heathrow should see the benefit of a more proactive strengthen.”

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Q8.

Q7.

“Despite all this, it’s hard not to be suspicious that Heathrow are favouring Private Hire over Licensed Taxis, particularly their ‘preferred’ operators.”

TRADE TECHNOLOGY

With lockdown measures gradually lifting across the country, people are beginning to venture back to the office, restaurants, and social events. TaxiPoint recently looked at how the restriction easements led to a sharp early increase in demand for taxis in the week commencing 12 April. Now more than ever is the time to think of new ways to help keep

passengers safe and improve driver productivity whilst life gets back to some sort of normality. Improved sanitisation, following distancing and facemask guidance, and encouraging contactless payments have always been at the forefront of new actions taken by cabbies throughout the pandemic. But as taxi drivers return to their vehicles over the coming months there has been another tool to emerge that could help provide a reliable service wherever passengers want to be picked up or dropped off. That’s what3words. If you are yet to learn of the new technology, what3words provides a really simple way for people to give operators and taxi drivers their precise pickup point and destination. It has given every 3 metre square in the world a unique combination of 3 words – a what3words address.

Image credit: what3words

Passengers who book a taxi for a professional purpose are likely to be heading to an office or conference venue. While a street address may get you to the general area that the passenger wants to go, it isn’t specific enough to point to an exact entrance. Search for a street address and a pin will typically drop in the centre of a building which doesn’t help your customer find your vehicle in a sea of taxis outside a big venue or at the end of an event. It can also mean that passengers spend a stressful time circling a building on foot trying to find the right entrance and coming into contact with more people than necessary.

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TRADE TECHNOLOGY We’ve also seen a trend this year of people choosing to socialise in outdoor destinations. Passengers who are picnicing in the park or swimming at the beach can find it difficult to describe exactly where they want to be dropped off, often resorting to tricky verbal directions. Postcodes cover large areas and lots of places don’t have an address at all. Rather than relying on directions like “on the south side of the park, near the big tree”, some passengers may start feeling it’s more efficient to get dropped off or picked up at their desired location by giving a what3words address. Hundreds of taxi drivers are now integrated with what3words following a wave of momentum in the industry. Many major dispatch software providers, including Cordic, cab9, Dispatch from Dever Software, Catalina Software, Gazoop, Onde and Chauffeur Drive Systems, have integrated what3words directly into call-

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taking software, web booking tools and passenger apps. This means that fleets like Sherbet, Mount Cars and HappiCabs found it straightforward to start accepting what3words addresses from their passengers to help them get around easily and safely. The what3words app is free to download and a handy tool to have at your fingertips. Are you ready to find your first passenger via what3words?

Image credit: what3words

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THE LEGAL OPINION

GERALD GOURIET QC

NOT SO CLEAR-CUT: KEY COURT CASE BACKS DRIVER’S RIGHT TO WORK AFTER EXPIRED LICENCE DURING RENEWAL PROCESS For some time, the generally accepted view has been that if a taxi (hackney carriage) driver outside London applies to renew their driver’s licence, but the licensing authority fails to determine his application before the licence expires, he must stop working as a taxi driver until the authority makes a decision. A recent decision in Nottingham Crown Court suggests that the issue may not always be so clear-cut.

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Different licensing regimes Until the hotch-potch of taxi licensing legislation is reformed, there is one law for a London taxi driver, and another for drivers in the provinces. In Greater London: Section 17(7) of The Transport Act 1985 provides – 17(7) Where a person holds a licence which is in force when he applies for a new licence in

THE LEGAL OPINION substitution for it, the existing licence shall continue in force until the application for the new licence, or any appeal under this section in relation to that application, is disposed of, but without prejudice to the exercise in the meantime of any power of the licensing authority to revoke the existing licence. Outside Greater London: There is no ‘continue in force’ provision the equivalent of section 17(7) of the Transport Act 1985. When a licence expires, it expires, even if the licensee has applied for the renewal of it. James Button offers an alternative to the enforced unemployment of a provincial taxi driver while he waits for a decision from the licensing authority, in the issue of a temporary licence to bridge the gap between expiry and delayed renewal. But that solution relies on the willingness of the licensing authority to be helpful – which, as the Nottingham Crown Court case demonstrates, cannot always be guaranteed.

He was also a licensed PCV (Passenger Carrying Vehicle) driver, allowing him to drive any kind of bus or coach. His dual hackney carriage and private hire vehicle driver’s licence was renewed on 22 August 2016, valid for three years until 21 August 2019. •

On 24 April, the respondent council sent the appellant a letter to remind him that his current Hackney Carriage driver’s licence was due for renewal on 22 August 2019.

•

On 10 June 2019 Mr. Cartledge telephoned the number given in the letter and made an appointment to attend the council offices on 19 June 2019. He duly attended and brought with him a completed application form and various documentation required by the council for the renewal of his licence. His application was not accepted, however, due to his not having current safeguarding refresher training.

Cartledge v Gedling Borough Council Mr. Cartledge, a licensed hackney carriage driver, had applied for the renewal of his driver’s licence well before it expired. His application was not granted until 14 days after expiry. A council officer saw him standing by his cab in a public street the day before his driver’s licence was renewed, and he agreed he had been driving it. There was no suggestion he had been plying for hire or taking passengers. The council prosecuted him under section 46 Town Police Clauses Act 1847 for driving a hackney carriage without holding a licence. He was convicted in the magistrates’ court and appealed to Nottingham Crown Court.

The agreed facts •

Cartledge had been a licensed hackney carriage driver since 2011 and a licensed private hire vehicle driver since 1987, holding a succession of back-to-back driver’s licences renewed annually without any issues arising.

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THE LEGAL OPINION •

•

The following day (20 June) he telephoned the council’s ‘Customer Services’ number to arrange his refresher training. He was offered either 12 July or 16 August as the only dates available for this course but was unable to take 12 July because he was already booked to drive a school coach trip on that day. The training was arranged for the morning of 16 August. Cartledge then telephoned the council’s licensing division and requested that he be given an appointment to renew his hackney carriage licence on the afternoon following his refresher training; but the request was declined, the reason given being that “appointments are not held on Fridays”. An appointment was made for Monday 19 August. He completed the training on the morning of Friday, 16 August. Confirmation of his having satisfactorily completed the training was emailed to the council’s licensing division by the course provider.

•

He returned to the council offices on Monday 19 August. He re-submitted the completed application form and the required documentation, but still his licence was not renewed.

•

The licence expired on 21 August. He drove his hackney carriage on 4 September. His licence was renewed on 5 September. The council prosecuted him for driving a hackney carriage on 4 September without holding a hackney carriage driver’s licence.

The Crown Court decision Mr. Cartledge’s appeal against conviction was allowed: the judge, sitting with two magistrates, found that the proper inference from the agreed facts was that the application to renew had been

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refused: Mr. Cartledge had asked for a licence to take the place of his current licence on its expiry and had not been given what he had asked for. The refusal triggered section 77(2) of LGMPA 1976, which (so far as material) provides – “If any requirement, refusal or other decision of a district council against which a right of appeal is conferred by this Act… makes it unlawful for any person to carry on a business which he was lawfully carrying on up to the time of the requirement, refusal or decision… … then, until the time for appealing has expired, or, when an appeal is lodged, until the appeal is disposed of or withdrawn or fails for want of prosecution… that person may carry on that business.” The council’s case was that section 77(2) was irrelevant. The renewal application (they said) had not been refused: on the date the appellant’s licence expired the council had yet to make a decision on his application. The council’s ‘Respondent’s Notice’ said: Section 77(2) of the Local Government (Miscellaneous Provisions) Act 1976 is not relevant to the issue. No requirement, refusal or other decision had been taken for which there was a right of appeal conferred by the Act. So proper construction of this section is not relevant in our submission. Against that, it was submitted on Mr. Cartledge’s behalf that to make sense of the appeal provisions in the LGMPA 1976 it is necessary to give the word “refusal” a less literal, more purposive construction. Where an application to renew a hackney carriage driver’s licence is made during the currency of the existing licence, a failure to renew the licence by the time it expires should be treated as a refusal to renew it for the purposes of the section 77(2) LGMPA 1976, in order to avoid absurd consequences which cannot have been the intention of Parliament.

THE LEGAL OPINION but has not yet been given a decision by the time the licence expires would have to stop driving until the council determined his application.

The ‘absurd consequences’ rule of statutory interpretation It is a presumption of statutory interpretation that Parliament intends to act reasonably: see IRC v Hinchy [1961] AC 748 at p 767 per Lord Reid. In R v Central Valuation Officer [2003] UKHL 20 at 116, Lord Millet cited Hinchy and continued: “The Courts will presume that Parliament did not intend a statute to have consequences which are objectionable or undesirable; or absurd; or unworkable or impracticable; or merely inconvenient; or anomalous or illogical; or futile or pointless.” The literalist construction of section 77(2) LGMPA advanced by the respondent in the Cartledge appeal had a number of such consequences: •

•

Even a driver whose licence is revoked for cause would be, on the respondent’s construction, better-off than a driver who is waiting for a decision on an uncontroversial renewal application made before the licence expires.

•

The anomaly goes further than merely disallowing a driver to drive his hackney carriage while waiting for a decision on his renewal application. If the council’s 5 September decision had been to refuse Cartledge’s application to renew, he could of course have appealed the decision (LGMPA section 61(3)), but he could not have carried on as a hackney carriage driver pending determination of the appeal (section 77(2)(b) (ii)) because – on the respondent’s construction – since 22 August he would not have been “lawfully carrying on [his business] up to the time of the… decision”.

A hackney carriage driver whose renewal application is refused before the licence expires would be in a better position than a driver whose renewal application is granted after the licence has expired. The former may continue to drive his vehicle for ‘the appeal period’ (and if he appeals until the appeal is disposed of) even after his licence expires; but It was argued on Mr. Cartledge’s behalf that it would a driver who has applied to renew his licence be irrational to give a hackney carriage driver who

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THE LEGAL OPINION has applied to renew his licence while it is current the right to carry on working pending appeal if his renewal application is refused before the licence expires, but to deny him that right if his application is refused after the licence expires. An arbitrary dispensation of the right to work is unlikely to have been the intention of Parliament, but if it were one would expect to see express language to that effect.

Conclusions

provides – If a licence-holder applies for renewal of his licence before the date of its expiry, it shall remain valid… until the grant by the council of a new licence with the same principal terms. Even the operator of a sex shop or lap dancing club is given the same entitlement. Schedule 3, paragraph 11(1) of the LGMPA 1982 provides –

Whether the decision in Mr. Cartledge’s appeal is restricted to the particular facts of his case or is of more general application (as this article suggests it is), will no doubt be determined if similar cases come before the courts.

Where, before the date of expiry of a licence, an application has been made for its renewal, it shall be deemed to remain in force notwithstanding that the date has passed until the withdrawal of the application or its determination by the appropriate authority.

There is nothing unusual about a licensee who applies to renew his licence before it expires enjoying the benefit of the licence pending determination of his application. As noted above, a London taxi driver has that privilege. So does a street trader. Street trading is regulated by the LGMPA 1982. Schedule 4, paragraph 6(10)

It would be odd indeed if Parliament intended a provincial taxi driver to be forced into unemployment while waiting for a licensing authority to reach a decision on the renewal of his licence, whilst giving the licensee of a lap dancing club the benefits of his licence for as long as the authority takes to make up its mind.

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TAXI DRIVER TAX

HMRC

‘UN-FILED’

TAXI

DRIVER

FINES

Written by: Jason Short

Short and Sons Accountants

Unbeknown to many, HMRC has changed their fine system over the last few years and made it more punitive to the un-filed self-employed person.

Then here is the tough part: if you have not filed your tax return after 3 months, HMRC starts to charge £10 per day for 90 days up to a maximum of £900.

Understandably, with the Taxi industry being at the forefront of the COVID crisis, many drivers are still in a difficult financial predicament in 2021, even those that were lucky enough to have received SEISS grants. This has led to a problem with people being late with their tax returns because drivers don't have the funds to settle the last tax bill, let alone this year’s.

The above penalty starts to be charged on the 30 April, and it finishes at the end of July. If you are reading this now and have still not filed your 2020 return, you may well have accumulated nearly £600 of fines already (as of 26 June), and there is still another £300 of fines to come - so get your return filed now if you can.

While this is a difficult situation, we wish to clarify the fines in this article because they accumulate most quickly in the summer months. In our opinion, it is still worth getting your 2020 return filed ASAP to avoid further financial pain further down the road.

This is why at Short and Sons, we have pushed our clients to get their returns completed before now, even though times are tough.

If you still leave it outstanding at 6 months (immediately after the £10 a day fine ends), another As you know, the 2020 financial year finished back in 5% fine or £300 - whichever is greater – is given, so April 2020 just at the start of lockdown. HMRC allows most drivers will be hit with £300. you to file your 2020 return up to the 31 January And finally, at 12 months late, you can be charged up 2021. After this, if you have not filed your return, you to 100% of the tax estimated. are late and you will receive a £100 penalty, but this is Unfortunately, HMRC will add these files to the total only the beginning. tax bill when it comes to payment, and no one wants that.

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INSURANCE

INS

OUTS

TAXI INSURANCE There are a number of differences between Car Insurance and Taxi Insurance. With the help of Swinton Insurance, we explore the contrasts below.

What does Taxi Insurance cover that Car Insurance doesn’t? Put simply, if you work as a taxi driver, a regular Car Insurance policy will not adequately protect you, your vehicle, and your passengers. If you use your car for hire, you must have a suitable Taxi Insurance policy in place. To drive a car on UK roads, the minimum cover you must have is third party, which protects against damage or injury caused to other vehicles, people or property. The next level of cover available, third party, fire and theft, will also protect your vehicle against any damage caused by fire and theft. Comprehensive cover, the highest level, will also protect against damage to you or your vehicle, even in an accident that’s deemed to be your fault. While the same three levels of cover are available for Taxi Insurance, it differs to regular Car Insurance in that it protects you against the specific risks you face, due to the following:

•

The higher number of miles you’re driving

•

Your regular contact with the public and your accountability for them

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INSURANCE •

Having to drive in stressful situations and heavy traffic

•

Having to drive during unsociable hours.

Can you drive a taxi with Business Insurance?

As a taxi driver, you’ll need to have a Taxi Insurance Depending on the type of licence you hold and policy in order to use your vehicle to carry vehicle you drive, you’ll either need Public Hire Taxi passengers for reward. If you have specific Insurance or Private Hire Taxi Insurance. requirements, for example your taxi business owns a number of vehicles, Taxi Fleet Insurance is What’s the difference between Public available.

Hire Taxi Insurance and Private Hire Taxi Insurance?

There are also specific policies for taxi drivers with vehicles with over eight seats, and those who work as chauffeurs.

The main difference between Public Hire Taxi Insurance and Private Hire Taxi Insurance is that Do taxi drivers need Public Liability public hire taxis don’t need to be booked in advance Insurance? and are licensed to pick up passengers on the street, however private hire taxis must be prePublic Liability Insurance, or Taxi Liability Insurance, booked, and can’t be hailed by passengers on the protects you and your business against any claims street. of injury or damage to property by someone in your care. Having this cover can prove invaluable, when Generally speaking, public hire taxis can be a bit more expensive to insure than private hire taxis, as you consider the risks you’re exposed to as a taxi driver. the vehicles are often newer.

Why does Taxi Insurance cost more than Having Taxi Liability Insurance will cover you for whenever passengers are in your care – bear in Car Insurance? Taxi Insurance tends to cost more than Car Insurance because of the statistically higher risk of having an accident, due to the fact that taxi drivers cover more miles than most motorists. Along with driving more miles, taxi drivers are also likely to have larger vehicles that sit within a higher insurance group.

•

Taxi drivers complete more miles than the average motorist

•

Taxi drivers often drive under demanding conditions, e.g. in built-up areas

•

To increase the number of passengers they’re able to carry, taxi drivers often have larger vehicles, which are more expensive to insure

•

Taxi drivers run the risk of personal injury claims being made against them by their passengers.

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mind that injury or property damage could occur when a passenger is entering, inside of, or leaving your vehicle. Taxi Liability Insurance can also be extended to include your taxi premises, if required.

Can a taxi driver drive my car on my insurance? For a taxi driver to be able to drive someone else’s private car in a regular capacity, i.e. not for hire and reward, they would also need to hold a regular Car Insurance policy that includes ‘driving other cars’.

OPINION

As more and more drivers return to work following the gradual easing of lockdown around the UK, many will be facing the challenge of the ever-evolving road layout, with a number of changes made by local authorities over the past 12 months.

Panic mode can soon set in as you begin to second guess your knowledge of the streets. There’s not many things worse for a proud cabbie, than driving down a street to find there is no way through. The Uturn of shame is then required, or even worse, the reverse of shame, where you It would be almost impossible for any have to look back through the rear driver to know all the changes that have window while your passenger gazes at you taken place with the introduction of so many Low Traffic Neighbourhoods (LTNs), as though you are clueless. which in itself will no doubt cause anxiety All jokes aside, ‘route anxiety’ is very real. in relation to which routes should be It’s there with new taxi drivers, those driven during a fare. finding themselves in certain areas of town they don’t frequently navigate, and As a taxi driver of 10 years myself, I can now for those who are yet to fully educate honestly say that returning to work has themselves on current road systems. definitely caused me a greater level of stress when considering which roads I’m going to use to get a passenger to their destination in the fastest possible time – and it’s not just me, many other drivers also face the same worries.

Your little rat runs through cities are becoming a thing of the past, preventing cabbies from doing what they do best, finding the quickest route from A to B. Now it seems that rather than a taxi driver Any taxi driver worth their weight in gold demonstrating his/her extensive will tell you that as soon as a destination is knowledge of their respective licensing area, he/she is now bottlenecked into the given by a passenger, their internal GPS exact same route as your everyday driver; system kicks into gear and a route is almost instantly mapped out in their brain this is not what passengers want or pay for, surely? – but what if the brain has not received those valuable updates for many months? I want confidence in whichever route I choose to navigate for my customer; and

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OPINION

right now, I can honestly say I don’t.

The best way no doubt would be to go and learn all I have spoken with many taxi drivers in London over these new road systems, but it’s certainly time the past few weeks and the majority have confessed consuming and we all just want to get back to earning a living again! I suppose in time we will all to suffering from similar anxiety caused by the changes in the road network; where do we go from learn one way or another which routes are no longer viable allowing us to avoid those embarrassing here? moments. Well, me personally, I’ve chosen to take the route of What is probably important to remember is that speaking with the passengers at the start of a journey if we’re heading into a location which I know those moments of anxiety are perfectly normal has had some major changes. Most of the time you when you consider the past year we’ve all had. will find that the passengers are very understanding, Knowing that it’s not just you who suffers from them is also call for some comfort. and will even guide you in through the last part of the journey if need be. I’d just say there is no shame in not knowing the perfect route for all your fares especially as the Of course, we also have GPS systems readily available on tap now, but from what I have learned speed of which these new Low Traffic Neighbourhoods have gone up is nothing short of over the years by the amount of packages I’m remarkable; imagine if they could get some of the expecting which end up at a totally different roadworks completed as quick, ay! address, digital mapping services are not always as reliable as one may hope; but nonetheless, it’s always an option.

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WRITTEN BY: MICHAEL MURPHY TAXIPOINT EDITOR AND PARTNER

MOTORIST

The DVLA have released a list of NINE common myths surrounding SORNS (Statutory Off Road Notifications) after March 2020 saw the highest number of SORNs made of any month in the past decade.

and the service is available 24 hours a day 7 days a week.

tax remaining. Anyone who wants to start using the vehicle on the road again must tax it before they use it. The easiest and quickest way is to tax it online - it only takes a few minutes

Myth 2: SORN is transferrable to the next vehicle keeper

Driving or keeping a vehicle on the road when it is subject to a SORN is against the law, so motorists need to ensure they know what to do if they Each year around 3.4 million vehicles want to start using their vehicle again, are declared as being “off the and how to make a SORN correctly if road” (Statutory off Road Notification they do wish to keep their vehicle off or SORN) – sometimes for just a few the road. months at a time. March 2020 saw the DVLA is helping motorists by highest number of SORNs being made uncovering and busting the common of any month in the past decade, with myths that exist around SORN. over half a million motorists choosing Myth 1: You can keep your vehicle on to SORN their vehicle at the start of the first national lockdown. Many may the road – just don’t drive it now need to get their vehicles back on The clue is in the name. When you the road after a SORN. SORN your vehicle, it can’t be kept on Telling DVLA of a SORN for a vehicle is a public road – so it must be kept in a simple and automatically generates a garage, on a driveway or on private land. refund of any full months of vehicle

In the same way vehicle tax isn’t transferred to the new keeper, when you buy a vehicle, SORN is also not transferred. So, if you’re buying a

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MOTORIST vehicle and want to keep it off the road, remember to make a SORN with DVLA. Myth 3: You need to make a SORN annually You only need to tell DVLA once when you SORN your vehicle, and you don’t need to renew this every year. The SORN lasts until the vehicle is re-taxed, sold, permanently exported or scrapped.

need to tax it each year. If you take a vehicle off the road and don’t intend to tax it, you’ll still need to make a SORN – even if there is no tax to pay. You’ll also need to tax your vehicle before you return it to the road. Myth 7: If you SORN your vehicle you can’t get a refund on your tax

The registered keeper will automatically get a refund for Myth 4: You can’t drive a vehicle any full months of remaining tax when you make a SORN. It is to have an MOT if it’s SORN important that you keep your You can drive to a pre-arranged address up to date with DVLA to MOT appointment under SORN. receive your refund – the quickest and simplest way to do Myth 5: There’s a lot of admin this is by using the online service and cost to make a SORN on GOV.UK. It’s free to make a SORN – and takes just a few minutes online. Myth 8: You can’t tell the DVLA in advance if you want to make a You just need your vehicle’s SORN later registration certificate (V5C) to hand. You will receive instant If you know that you’ll soon want confirmation from DVLA. If you to keep your vehicle off the road, don’t have your V5C and need to you can tell DVLA up to 2 months order a replacement, it’s quick in advance. If you want the SORN and easy to do this using DVLA’s to start on the first day of the new online service - you should next month, you just need to go receive your new certificate online and use the 16 digit within 5 working days if you number on your V11 reminder apply online. letter. Myth 6: I have an electric vehicle Myth 9: It is really difficult to so I don’t need to pay for my ‘unSORN’ vehicle tax, so there’s no need There is no such thing as for me to SORN it ‘unSORNing’. When you want to Even if you don’t need to pay start using your vehicle again anything to tax your vehicle, for simply tax it online in minutes example because you’re exempt and you’re good to go. because you’re disabled or you drive an electric vehicle, you still

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FUEL

THE

E10 SWITCH

During the summer, the standard (95 octane) petrol grade in Great Britain will become E10. According to the UK Government, almost 95% of petrol-powered vehicles on the road today can use E10 petrol, with all cars built since 2011 being compatible for the switch emissions and meet the Government’s climate over. change targets. If a vehicle is not compatible for the switch, motorists will still be able to use the current E5 petrol, which will be available as the ‘super’ grade (97+ octane) petrol at most filling stations.

Government experts believe the introduction of E10 petrol at UK forecourts could cut transport CO2 emissions by 750,000 tonnes a year – the equivalent of taking 350,000 cars off the road.

E10 petrol contains up to 10% renewable ethanol, which will help to reduce carbon dioxide emissions associated with petrol vehicles to help the Government’s push to tackle climate change. According to government stats, petrol in the UK currently contains up to 5% renewable ethanol, known as E5 fuel.

As a downfall, the introduction of E10 fuel could see motorists getting less bang for their buck, with a slightly reduced fuel economy. Government officials say motorists may see a reduction of around 1%, but stress that it unlikely to be noticeable in “everyday driving”.

Despite the benefits that E10 fuel has on the Carbon dioxide (CO2) is one of the greenhouse gasses environment, the Government have said using it will that contributes to climate change. The main benefit not affect whether or not you are able to drive in, or of E10 petrol is that it reduces overall levels of CO2have to pay to enter a Clean Air Zone (CAZ), Low based vehicle emissions. Emission Zone (LEZ) or an Ultra-Low Emission Zone By blending petrol with up to 10% renewable ethanol, (ULEZ). Such regulations will remain determined by your car’s Euro emissions standard and not by the less fossil fuel is needed, helping to reduce carbon fuel which is used.

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GLOBAL NEWS

Flying taxis are being prepared for launch in time for the 2024 Olympic Games in Paris. Volocopter, one of the world’s most advanced Urban Air Mobility (UAM) developers, have been testing and demonstrating their 2X flying taxi electric Vertical take-off and landing (eVTOL) aircraft, which they say will be ready for commercial hire within the next three years. Florian Reuter, CEO of Volocopter, said: “The first flight in Paris highlights Volocopter’s commitment to bring air taxi services to this region in time for the 2024 Olympic Games. The alliance of the Paris region, Groupe ADP, and RATP Groupe and their intent to bring electric taxis to France is a stellar example of the collaborative approach we see to be the most successful for adding this exciting category of mobility to cities globally.”

Image credit: VOLOCOPTER

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The country’s ‘two passenger’ limit for taxi and private hire vehicles has now been lifted, allowing drivers to ferry more passengers around at one time. The Land Transport Authority confirmed the news in a statement, but added: “Taxi and Private hire drivers should decline to ferry passengers who do not wear masks.”

New York City’s Taxi and Limousine Commission (TLC) have voted to block the introduction of a new for-hire vehicle licence for electric vehicles in the city. This has prevented entry into the industry for Revel, a company hoping to introduce a fleet of 100% electric Tesla vehicles available for public hire through its ride -hail service. According to a report by The Verge, Revel had been hoping to exploit a loophole in the city’s current rules, which caps the number of For-HireVehicle (FHV) licences, but exempts electric vehicles.

Image credit: Revel

WORLD TAXI FEATURE

When you think of a taxi, we all naturally think of the iconic black taxi we see in most big UK cities.

from country to country in the vehicles used and design elements.

But what do you think about further afield? For many of us we automatically think of New York’s iconic yellow design. But while many taxis around the world share a colour scheme with the mighty bee, yellow is not the only colour. Nor is ‘sedan’ the only shape.

Budget Direct have released a new series of illustrated posters, showcasing different taxis from every country.

We will be running through the A-Z of the 57 most iconic taxis. In this edition we look at Afghanistan, In fact, taxicabs in a single country usually share a set Albania, Argentina, Australia and Austria. of common properties, but there is a lot of variation

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WORLD TAXI FEATURE

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ACCOUNTANTS

Please feel free to Contact Us - our first consultation is free. Fixed fees apply to Licensed London Taxi Drivers. Visit our website for more details or call: 020 8980 7161

Cab Accounts – Specialist Taxi Driver Accountants

INSURANCE

Accounts + Tax Return from only £125. Rated 4.99 by over 300 Taxi Drivers.

We have been arranging specialist insurance since 1989, and have become a one stop shop for all your taxi insurance needs. We offer exclusive rates from a panel of leading insurers, tailored to your exact needs.

Visit our website for more details here or call 0800 567 7246.

FINANCE

Click here for a quote or more information.

Ethos source and fund a wide range of vehicles for Taxi, LEVC & PCO companies across the UK. If you drive, own or operate Taxis, LEVC or PCO vehicles, you can rely on our expert team for sound advice on funding, bespoke finance agreements and competitive interest rates. Find out more here.

At mymoneycomparision.com, we have a proven track record of working with taxi insurance specialists. We help you source and compare cheap taxi insurance cover, which suits your business needs. Get your quote by visiting: www.mymoneycomparison.com/taxi-insurance

Compare cheap taxi insurance quotes to find the best deal on your next private or public hire policy. Get your quote by clicking here. #insurance #taxiinsurance

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BUY, RENT OR REPAIR A TAXI

APPS COMMS

Challenger provide fleet management trackers, cameras and integrated software to access vehicle location, record driver behaviour, optimise your route planning and take advantage of fuel cost savings. Challenger provides business mobiles backed up with award-winning support, and with its market leading app you can keep your drivers safe with lone worker protection.

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CLAIMS

EMISSIONS SYSTEMS HJS HJS are Europe's leading manufacturers of emission reduction systems for commercial vehicles. Retrofit your taxi to meet EURO VI standards. For more information visit the website by clicking here or phone 01344 566050.

MEMBERSHIP

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CARD PAYMENTS

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