Taxi Driver Online

Anyone who wants to find Jamie Stalker has a good idea where to start.

The 48-year-old taxi driver can likely be seen, elbow on window, waiting for a fare at his favourite berth. The single-cab rank just off Edinburgh’s Morningside Road is popular with elderly residents leaving Marks and Spencer, and students making their way into town.

“Now they want to take this away from me too, they’re going to pedestrianise this whole bit,” he says, lamenting the deteriorating environment for his beloved black cab trade.

But his concerns run far deeper.

“In 15 to 20 years, you’ll be lucky to see a black taxi on the streets of Edinburgh, that’s the way it’s going, it’s just too hard now. We’ve had the life kicked out of us – it’s nothing like it used to be.”

His fears echo those of taxi licence holders across the country, conscious that a growing headwind of behavioural change, economic challenges and policy decisions are imperilling the sector. These appear to be backed up by the official data, obtained by 1919 from Transport Scotland.

Since 2020, there has been a 23 per cent reduction in the number of taxi licences and vehicles across Scotland. In Edinburgh and Glasgow, the two cities where black cabs retain the most obvious presence, the fall in drivers was 18 per cent and 23 per cent respectively. It means there are thousands fewer cabs and cabbies to cater for Scotland’s two busiest cities.

“There are a number of factors,” says Stalker, who worked as a private hire driver before qualifying with 'The Knowledge' 11 years ago.

He is now a committee member of the newly-formed Association of Hackney Carriages, a trade body which wants to represent the Capital’s black cab drivers at council and government level.

“There’s the social element – young people just aren’t going out late as much as they used to, so there’s less business at night. But also, how on earth do you get started nowadays? In Edinburgh, you have to have a certain type of vehicle, and they cost upwards of £60,000 brand new. Who can afford that, on top of everything else? There are hardly any second-hand ones because age-based regulations mean they have been taken off the road, even if they pass emissions and safety checks.”

Other issues for Scottish cab drivers are emerging.

The popular hybrid Hackney-style cab is tested in London, where results show it can run for 100 miles without fuel. But 400 miles north, where it’s colder and, in Edinburgh’s case, more hilly, that capacity reduces to 50 miles, meaning drivers need to spend more on petrol while also missing out on any environmental benefits from running on electricity.

Richard Tod, 53, has driven black cabs in the city for two decades and has concerns about the role of private hire vehicles.

“I love my job, but there are just so many roadblocks thrown down all the time,” he says. “I started in private hires so I know both sides, but in those days if a private car stepped out of line you’d get hauled in to the council. Now there are just too many of them for the council to deal with so they get away with pretty much anything.”

Helped by the arrival of global giant Uber in the city in 2015, the number of private hire vehicles has surged. They now outnumber black cabs by two to one in Edinburgh and almost three to one in Glasgow.

Tod also worries for the future of the trade and the “eye-watering” sums involved when replacing a vehicle. “At 53 I’m one of the young ones,” he explains. “The older guys, they’re not going to spend tens of thousands on new taxis just to get a few more years out of them. They’ll just leave and won’t be replaced. There will be implications for disabled people. Every black cab is required to be wheelchair accessible. We also have things like hearing loops and extra steps to help people in and out. What happens when that disappears?”

The challenges facing the sector are now being noticed politically at national level.

In Glasgow, local Scottish Conservative MSP Annie Wells says constituents – especially night-shift workers – have begun raising the shortage in availability. Registered black cab drivers in the city fell from 2,298 in 2020 to 1,762 last year.

“Every modern city needs a range of transport options, and that includes taxis and private hire vehicles,” she tells 1919. But black cabs are a gold standard level of transport in Glasgow and we can’t stand by and do nothing while the trade dies. They clearly need a better environment created by council and government. If a city like Glasgow loses such a proud trade as black cabs, we’ll never get them back.”

Both Edinburgh and Glasgow city councils declined to comment.

Back in his south Edinburgh enclave, Stalker resets his meter as a local resident approaches to enquire about a short journey home with her shopping bags.

“Society needs black cabs, not everybody can use an app to book a cab – the on-street facility is still needed, you can see it with this fare right now,” he says. “Everyone in the council needs to wake up, I don’t think they realise how bad the situation is getting.”

https://1919magazine.co.uk/september2024/?i=12

Edinburger/Glasgow article with some take-aways in bold.

I'm not a fan of the-sky-is-falling mindset, but the declining numbers in cabs and drivers tell a story. Although It's only September, my cost-of-sales is significantly more than last year. I certainly couldn't afford a new cab and work the semi-flexible way I currently do.

It drives me mad.

The cab trade will be here long after anyone reading this has departed this earth. Of course, significant changes will happen in the years to come, but people will always want to go from A to B for payment.

We hear many claims about driverless taxis/PH, but it's all rubbish. Rubbish spouted by big corporations to mug off the financial markets.

Costs are an issue that concerns us, and yes I'm very happy buying a new saloon/estate vehicle rather than a £70,000 + WAV, but if those costs become too onerous, if they are not already, then councils will have to decide if they want a hackney fleet or not.

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IDFIMH

the cost of purchase of the vehicle in respect of what we can charge has taken a hit.

the ageing taxi driver compared to the few younger cab drivers is definitely a factor.

the simple fact that the younger generation use apps, that tell them the name of the driver, the vehicle they are driving etc, as opposed to phoning (which will also supply the same information) or even walking to ranks is another factor.

I don't genuinely know what the solution is.

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Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin

Adapt.

Have multiple apps on your phone and only take the jobs that suit your circumstances.

The number of people requiring taxi/PH services has increased over the years, we just need to ensure we can fulfill their needs.

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IDFIMH

some are too old for that

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Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin

Apps are pretty much replacing the phone/dispatch method. I’ve not used any so far but am willing to have a go. I already understand digital watches. And soon I shall have understanding of video cassette recorders and car telephones. And when I have understanding of them, I shall have understanding of computers.

As it is, I’ve had a good number of street jobs from app customers due to cancellations/no-shows (taxi and PH apps) or price surge (Uber). So at that time, I can do it better or cheaper.

I’d agree with Sussex that there’s continuing demand for an ad hoc vehicle and driver (HC or PHC) to go from A to B for a one-off payment. Maybe more in future as people ditch the hassle/expense of owning their own car but still want door-to-door transport there and then - no apps, phoning malarky involved.

Can’t see any other maker trying a purpose-built HC while LEVC and the (present) TfL Conditions of Fitness exist. History shows there’s probably only room for one big player, and LEVC is cornering the market just as Mann & Overton did in the 80s and 90s. And I get the logic that LEVC developed the product so they’ll act to protect themselves.

Since the Metrocab died, the only viable alternative is a van-conversion – been done with Nissan, Peugeot, Ford and Mercedes. The new Ford Maxi Cab will likely get buyers outside of London but it’s still not cheap at £60k.

What I think could really shake things up is if TfL dropped the turning-circle. Because (without re-engineering the steering) most existing mid-size vans could be kitted out as a workable, WAV HC for a lot less than £60k. Just hope my 2016 TX4 hangs in there meantime...

But hasn’t that always been the case?

In my view the biggest issue the trade needs to address isn’t fulfilling the needs of customers, but getting new people into the trade.

Most 20/30 year olds do not consider our trade as an option, mainly down to having to work rubbish hours for, in many areas, rubbish money.

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IDFIMH