Tag Archives: London taxi trade

A Little Knowledge Goes a Long Way

(Original edit – and title – of article written for Taxi magazine.


It’s understood that through our training, London taxi drivers have an impressive grasp of the city in which we ply our trade. While our knowledge of the geography of London is sound, we are sometimes deficient in other forms of knowledge: namely car mechanics. In my experience I’ve found that cab drivers have little more mechanical knowledge than the civilian car driver. We concentrated all our energies on passing the Knowledge of London and had little contact with the vehicle we would eventually need to rely on for our living. I’ve been caught out many times when the cab has played up: sometimes things have happened beyond my control, while on other occasions having a better knowledge of mechanics would have made my life easier. My most recent breakdown resulted in a very expensive repair and an enforced holiday, just over a week after my real holiday.

I was driving into London on only my sixth work day following a relaxing week in the sun. I was about a mile from my home in Leighton Buzzard when the cab lost power. I crawled into a layby with smoke billowing out the back. I called the cavalry.

The RAC man spent a fair bit of time poking and prodding under the bonnet and consulting his laptop. After much deliberation, he said he thought I had at least one injector out. Rather than spend a depressing day at the garage, I let him tow the cab to Luton Cabs, while I walked back along the verge of the busy A505 into town. I caught a bus to the pub, which is my default action following such trauma.

I feel inadequate being at the mercy of others. Over the years I’ve paid a lot of money for parts that I don’t fully understand: wishbones, bushes, anti-roll bars. I tell myself that expense is inevitable because these parts wear out quickly due to the rigours of London’s roads; particularly all those speed bumps. I don’t really know what an injector is: I can guess what it does, but I don’t know what it looks like – or what it costs to replace. Then there are those mysterious radiators and water pumps. And the various sections of radiator hose that all too frequently need changing: hoses that seem surprised at being asked to handle hot water every now and again. Radiators have given me a lot of grief. The fluid in the expansion tank stays at the same level for months, then it suddenly plummets and there’s steam and hot fluid everywhere. Last but not least are the batteries and alternators that serve you well for a couple of years, then suddenly let you down and leave you stationary in the middle of London.

On this occasion it appeared to be an injector problem. But it wasn’t. It was far worse than that. My worst fears were realised: I needed a new engine. My 2011 TX4 has done over 290,000 miles; mostly motorway miles due to my living in Northampton, then Bedfordshire. It’s a lot of miles, and I knew that the engine could go at any time. I was thinking about selling the cab before its inspection in March and buying a new one. That plan’s gone to the wall, as have my emergency savings.

It’s not just the cost of the new engine, it’s the time off. I can get on with my writing, but it was costing me money going into town every two days to go food shopping. I can’t go into town without having a pint or two to make the trip worthwhile. Just as diesel fuels our cabs, beer fuels the writer. Reviewing my work in the pub provides satisfaction, but the costs add up when you’re doing it so often.

Even though I’m back working I’ll eventually need to change some of the parts mentioned above before I can change the cab. Now the engine’s gone, the next fear is that my ageing cab might need a new gearbox in the near future. I’ve been driving really carefully since I got the cab back. I had lots of work done while the cab was in the garage, including an MOT. I’ve been told I’ll need a new trailing arm next service. Trailing arm? I’m sure they make these names up.

Anyway, I’ll review the issue next year. I’m nervous about buying a new cab though. There are still no affordable e-cabs on offer and the charging infrastructure still needs building up. Someone told me there are two new charging points in the town centre, but it’s still not enough. Maybe things will have improved in eighteen months’ time when I’ll think again about trading up.


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New Year Cheer

(My first Taxi article of the year).

Let’s start off the New Year the way we mean to go on, with a discussion on Uber – come on, you love it! Even those of us who wanted to relax and think about other things during the Christmas season couldn’t help thinking about the latest Uber-related developments, and wonder what 2018 has in store for us all.

Over the last two years, taxi trade talk has been dominated by the goings on at Uber. Things became interesting when TfL realised they’d made a mistake in licensing Uber and tried to tighten up with topographical testing, English tests, a closer look at criminal record recording, and a tightening up of insurance requirements (does on/off mini-cab insurance really exist?). Uber kicked back as expected, and elements of these proposals remain contested. Another important issue is still being fought over: whether Uber’s drivers are employees or self-employed. It’s likely Uber will lose their final appeal later this year, which means they will have to treat its drivers as self-employed with all the benefits and comforts that comes with that. Uber’s business model will be out the window and they will pose less of a threat.


Interest turned to shock in September when TfL refused Uber a new licence. TfL did the right thing after Uber made it easy for them. Uber’s supporters say they should be given another chance. Sorry, but they already had their second chance: they were given a temporary licence for four months in which to get their house in order. Uber were arrogant and behaved even worse during this period. Even as they were crawling to TfL to get their licence back, it transpired that Uber had paid a $100,000 ransom to criminals to stop them hacking fifty-seven million Uber apps worldwide, and to keep quiet about it.


Uber have been refused a new operating licence, but did they get a hard refusal or a soft refusal? What I don’t understand is why they are allowed to operate after being refused a licence? Would a taxi driver be allowed to operate after being named unfit and improper? If a taxi driver has a serious complaint against him he’d be suspended from working immediately. When taxi and private hire criminal records were moved from the CRB to the DBS many drivers experienced long delays when renewing their licences. They were told by TfL that they could not work until their records came back so they could be re-licensed. Thousands of Uber drivers suspected of being issued with dodgy DBS certificates are working as normal. So all those taxi drivers we read about in the pages of Taxi who were concerned about their livelihoods needn’t have worried; they could simply carry on cabbing. I was asked by another driver whether Uber were still recruiting. I’ve no idea, but it’s an interesting question. Could new drivers be recruited to an unlicensed operator? And if so, as an employee or as a self-employed “partner”?  


Many towns and cities have been invaded by out of town drivers licensed in other places. Councils are powerless to stop cross-border hiring, or to deal with complaints if the drivers are not licensed in the town they are working in. With Uber causing a nuisance everywhere they go, councils looked to London for guidance. TfL’s belated decision to ban Uber has emboldened private hire authorities around the country to refuse licences. In the run-up to Christmas we heard about bans on Uber in Sheffield and York, and Uber only being granted a temporary licence in Brighton. Sheffield and Brighton have suffered considerably by out-of-town Uber invasions undermining existing local services and licensing authorities. Sheffield suspended Uber’s licence on December 18th following the operator’s failure to provide information about its management structure. The City of York ended Uber’s licence on Christmas Eve. Councillors voted seven to three in favour of the ban; on the grounds of the data breaches that affected fifty-seven million App. users worldwide, and the number of complaints against Uber in York. At the time of the ban there weren’t many Uber drivers licensed in York, but over 50% of complaints were against Uber drivers licenced out of town. Drivers that York’s licencing authority can’t do anything about. Out of 155 taxi and private hire complaints received from December 2016, only four concerned drivers or vehicles licenced in York. Banning Uber was greeted by cheers in the chamber. Hear, hear!


2018 is going to be an interesting year. Work levels in December were better than in the last few years, and It’s realistic to expect that this year’s kipper season won’t be quite as flat as the past couple of years. Uber are on the run for sure. I’d like to think we won’t be talking about them this time next year, but I expect we will.


What else can we take stock of? The credit card issue is over a year old, but there are still concerns. I think the issue of fees has faded, but many of us have processed cards only to have the transaction fail after the customer has walked off.


Who got caught out when they closed Cannon Street for several days at the start of December? What annoyed me was the red sign warning of Bank Junction’s closure situated right by the traffic cones where you’d normally enter Cannon Street from Queen Victoria Street. You’d think they’d have the sense to at least open Bank Junction up on this occasion to ease the pressure. The issue of Bank is going to run and run this year. Then there’s the threat to close Oxford Street to motor vehicles to contest. And contest it we must. We need to respond to all consultations and make our voices heard. There are plenty of people on our side who will listen. We need to keep our house in order this year and keep their support.


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