London Taxi Prices

Sunday, June 6, 2010

Taxis Carry Hay By Law

According to section 51 of the London Hackney Carriage Act 1831, a London Hackney Carriage, which was the horse drawn equivalent of a taxi in those days, by law had to keep a bale of hay in the boot to feed the then horses.

London Black Cab - wikipedia

Of course at some point the horses became outdated with the motor car revolution, but the law still held.

Some places actually even constructed very small bales of hay to carry in a taxi during disputes with local councils on the matter.

Along with the hay bales, the vehicles still had to be tethered at a taxi rank, and the council had to supply a water trough to the taxi rank.

The law for this held for well over 100 years, only being amended in 1976, although some taxi drivers still carry around small bales of hay on the boot just for the fun of it.

And before you think the Brits were more than a little silly having this law in place for so long, bear in mind that here in Australia, we also had to follow the same law and to the best of my knowledge it actually still exists without amendment.

London - Transport: Taxis

You have been ripped off by a London taxicab or any other private minicab.Tony Wright MP tells you what to do

Who can you complain to?

Registered London Taxicabs

Public Carriage Office (PCO): 15 Penton Street, London N1 9PU (Tel: 020 7230 1631(complaints); 020 7833 0996 (lost property)) Email: pco.mps@gtnet.gov.uk

You should try to note down the licence number, vehicle registration number and driver's badge number if at all possible. The licence number is displayed on a white enamel plate inside the passenger compartment and also on the exterior of the vehicle's boot lid. The driver is required to wear a clearly visible "badge number" while he/she is working.

If you have ordered a licenced taxicab, you should first complain to the radio circuit company involved, particularly if the complaint is about over-charging. If you are still dissatisfied refer your complaint to the PCO. Complaints about abusive behaviour, lack of knowledge or failure to complete a hiring should always be reported to the PCO.

The PCO promises to provide a response to complaints against licenced taxi drivers within 30 working days of receipt, or else send a letter explaining the cause of the delay and giving a date for a full reply.

Private minicabs in London
The Private Hire Vehicles (London) Act 1998 provides for the regulation of private hire operators, vehicles and drivers in London for the first time (an estimated 40,000 drivers and vehicles). The PCO will be the licencing and monitoring authority. A public consultation about driver and vehicle licencing is currently underway and licencing procedures are due to be completed by December 2001. Approved vehicles should begin displaying licence plates or discs after February 2002.

Private minicabs in the rest of the UK
Private hire operators, vehicles and drivers have to be licenced with their local authority, if it has adopted relevant legislation (95% of councils have done so). Complain to the minicab operator in the first instance. If you are still dissatisfied contact your local authority for assistance (contact details in the telephone directory).

What grounds do you have to complain?

The PCO is responsible for licencing and regulating the 19,500 licenced taxis and 23,000 licenced taxi drivers in the metropolitan police district and the City of London. It also administers lost property in taxis and the appointment of cab ranks in the metropolitan police district. On July 3rd 2000 the Public Carriage Office transferred from the metropolitan police to the newly formed Transport for London (TfL), part of the Greater London Authority (GLA).

You can complain if a taxi driver's actions contravene the conditions of their licencing. A licenced London taxi driver must:
· be above 21 years old
· have disclosed all criminal convictions (not all convictions preclude an applicant from gaining the licence - it depends what the conviction was for)
· be mentally and physically fit
· have a thorough knowledge of London
· be able to drive a taxi competently and safely

Complaints might also include matters such as:
· abusive or unacceptable behaviour
· overcharging
· failure to complete a hiring
· taking a devious route
· the mechanical condition and general fabric of the vehicle, including excessive emissions of smoke

London taxi drivers, unless they have a reasonable excuse, must accept a hiring of up to six miles (20 miles from Heathrow), providing the destination is within the metropolitan police district. Any hiring which begins and ends in the metropolitan police district and City of London must be calculated on the taxi meter. Fares for hirings which take a driver outside this area must be negotiated in advance. You are not legally entitled to a receipt for a taxi journey.

A significant number of complaints relating to licenced taxis are in fact criminal offences, for example: demanding more than the proper fare; refusing fares; restrictions on where taxis may ply for hire; refusal to carry a reasonable quantity of luggage and so on. However, many of these are covered by the so called 'seven-day process' rule, which requires papers to be served at court within seven days of the alleged offence. This effectively prevents most of these offences ever coming to court. Failure to take court action where it might have been appropriate does not affect the PCO complaints procedure.

Under the Private Hire Vehicles (London) Act 1998 and The Private Hire Vehicles (London) (Operators' Licences) Regulations 2000, private minicab drivers and operators seeking licences are required (as of January 22 2001) to:
· agree a fare for the journey booked or provide an estimate if requested
· inform the PCO if any convictions are recorded against the operator
· inform the PCO if there are any changes or variations to the information supplied on the original application form
· keep records of bookings, vehicle details, driver details (including name, NI number, copy of driving licence and a photograph)
· keep records of complaints against drivers, including the date, name of driver, name and contact details of complainant, nature of complaint and subsequent action
· keep records of any lost property found or reported

Fares for London taxi cabs are set by the Department of Transport, Local Government and the Regions (DTLR) and regulated by the Transport for London (TfL).

It is illegal for minicabs to ply for trade.

The Disability Discrimination Act 1995 makes it a statutory requirement for licenced taxi drivers to carry guide, hearing and certain other assistance dogs accompanying disabled people, and to do so without any additional charge. The dog must be allowed to remain with the passenger. All licenced London taxis should be accessible to wheelchair users.

Will you get a fair hearing?

The PCO is a branch of TfL, part of the GLA. The GLA reports to the mayor of London who is also chair of TfL's board. It has independent statutory responsibility for the licencing and regulation of London taxis, and is not an employer or operator.

What will happen if you're successful?

The PCO has no power to award compensation. However, every complaint received is noted on the driver's individual record, which is then considered as a whole when complaints are made. The PCO will warn drivers when it sees fit, and has the power to suspend, limit the use of, or revoke a driver's taxi licence.

Anything else I can do?

You can contact the London Transport Users Committee: Clements House, 14-18 Gresham Street, London EC2V 7PR (Tel: 020 7505 9000; Fax: 020 7505 9003) This body was set up in July 2000 to assist with any concerns about transport in London. It considers representations about services and facilities operated, procured or licenced by TfL, if the user does not believe their complaint has been satisfactorily remedied by the service provider.

Minicab journeys must be pre-booked, and so are subject to the law of contract. If you fail to prosecute under the seven-day process you may also be able to bring a civil action for compensation. Contact your local law centre or citizens advice bureau for advice.

If you are unhappy with the way the PCO has handled your complaint you may wish to raise the matter with the parliamentary ombudsman, via your MP (his/her contact details will be in the telephone directory, or Ask Aristotle).

London Taxi History

HORSE-CABS AND HACKNEY CARRIAGES

A Hansom cab - Prime Minister Benjamin Disraeli called them 'the gondolas of London'

The name 'hackney' as used in hackney coaches and hackney cabs came from the Norman French word 'Hacquenée', meaning a horse for hire. The first record of hackney coaches plying for hire in London was in 1588, when one Captain Baily, a veteran of Sir Walter Raleigh's expeditions put four coaches to work by the maypole in the Strand. By the 1760s, there were over a thousand 'hackney hell carts' thronging the streets of London, causing considerable congestion. In 1823 a two-seat, two-wheeled carriage called a cabriolet was introduced. It was very popular for its speed and comfort and from this vehicle we derive the name 'cab'. From the middle of the 19th century two types of cab began to dominate, the two-wheeled hansom, a fast and elegant carriage and the ponderous four-wheeled 'growler' which, with its luggage carrying ability was to be found mostly at railway stations.

Some horse cabs continued to ply for hire into the 1930s but most had gone by the outbreak of the First World War in 1914. London's very last horse cab licence was surrendered on the 3rd April 1947.

MOTOR CABS

London's first motor cabs were electrically powered. They were called Berseys after the manager of the London Electrical Cab Company, who ran them, but were nicknamed 'Hummingbirds' from the sound that they made. 25 were introduced in August 1897 and by 1898 a further fifty of them were at work. Unfortunately, they proved unreliable and there were a number of accidents, including one fatality. Public confidence in them evaporated and they were withdrawn by 1900.

The first petrol powered cab in London was a French-built Prunel, introduced in 1903. Other early British makes included Rational, Simplex and Herald but these appeared in small numbers. An attempt to introduce 200 American Ford Model Bs failed through lack of finance, as did efforts by Rover and others. Some of the oddities that appeared, and disappeared almost as quickly included the Vauxhall hansom cab with its driver perched behind the body and the front wheel drive 'Pullcar'. At the end of in 1906 there were less than 100 motor cabs in London, but the appearance of the General Cab Company's five hundred Renault cabs revolutionised the trade. The introduction of rules for motor cab design, the Conditions of Fitness, were introduced by the licensing authority, the Public Carriage Office in 1906. One regulation, demanding a 25ft turning circle deterred many would-be manufacturers and resulted in some earlier makes being withdrawn. The most numerous makes of cab post-1906 were the Unic, introduced by dealers Mann and Overton and the Napier and Panhard, both operated by W & G du Cros. Also to be found were Fiat, Sorex, Belsize, Austin, Humber, Wolseley-Siddeley, Argyll and Darracq. The fitting of taximeters was made compulsory in 1907 and cabs thus fitted became known as 'taxicabs', abbreviated to 'taxis'. Industrial action by cab drivers in 1911 over fares and in 1913 over fuel almost crippled the trade and severely reduced the number of big fleets and the manufacturers associated with them. At the outbreak of the First World War there was just one make available to buy, the Unic.

An early Unic cab, made in Paris

The First World War devastated the taxi trade. Production of the Unic ceased for the duration as the company turned to producing munitions. The majority of younger cabmen were called up to fight and those that remained had to drive worn-out cabs. By 1918 these remnant vehicles were sold at highly inflated prices, often beyond the pockets of the returning servicemen, and the trade deteriorated.

BETWEEN THE WARS

William Beardmore & Co Ltd was Scotland's largest engineering concern and a division of the company built the first new post-war taxicab in Paisley, Glasgow. The cab was introduced in 1919 and because of its sturdiness and comfort it became known as the 'Rolls-Royce of cabs'. A much-revised Mk 2 followed in 1923. A Citroën cab was introduced in 1921, as was an updated version of the pre-war Unic. In 1925, an attempt to introduce a two-seat cab that would run at a lower tariff, in parallel with the existing four-seat cabs was vehemently opposed, and eventually repulsed by the trade. However, the lower tariff was introduced anyway and the trade, already suffering in the Depression was severely hit. The Conditions of Fitness had not been altered since their introduction and by 1927, no British maker other than Beardmore was interested in making cabs for such a small market. The Conditions of Fitness were reviewed in 1927 to try and attract more makers and revised rules were introduced in 1928, although a Morris-Commercial appeared before their introduction. Following the review, Beardmore introduced a Mk3 and both cabs proved very popular.

An Austin 12/4 Low Loader taxi from the mid-1930s. Cabs could be found in many different colours before the 1940s and fleets would have their own colour

In 1929, dealers Mann and Overton sponsored a new Austin cab for London, based on the successful 12/4 car. Nicknamed the 'High Lot' because of its height it was an immediate success, significantly outselling Beardmore and Morris-Commercial. A new model, the LL 'Low Loader' appeared in 1934 and became the most numerous model of the decade, being cheap to buy, reliable and easily obtainable. Beardmore had moved to North London and its cabs were much more expensive than the Morris-Commercial or the Austin. Neither Beardmore nor Morris-Commercial, however could produce cabs in the same numbers as Austin.

THE SECOND WORLD WAR

During the Second World War the majority of younger cabmen were called up into the forces and production of new cabs ceased for the duration. The taxi trade was one area during the war where women did not take over a man's role, as there was no time for the women to undergo the extensive 'Knowledge of London' topographical test that the men had completed. A large number of cabs, along with their drivers were requisitioned by the Auxiliary Fire Service to tow trailer pumps. However, the cabs were underpowered for the job and most were returned to the ranks, although some drivers remained in the AFS and served with much distinction. For the trade in general, the remaining cabmen had to drive cabs that were maintained to the best of their owners' limited resources on severely rationed petrol in blacked-out, bomb-damaged streets. Although servicemen, including the Americans provided some extra work, the trade again went into decline.

AFTER THE SECOND WORLD WAR

The Austin FX3 of the 1950s

Post-war, there was an urgent need for new taxis as all the pre-war models had been discontinued. Nuffield, the makers of the Morris-Commercial cab had tested a prototype cab throughout the war. It was introduced in 1947 as the Oxford and sold by Beardmore, who had not developed a new cab of their own. In 1948 a new Austin, the FX3, built by Carbodies of Coventry and financed jointly by Mann and Overton, Carbodies and Austin appeared and soon dominated the market. It was first produced with a petrol engine but in 1952 a conversion for a Ferguson diesel engine was made available. However, in 1954 Austin produced its own 2.2 litre diesel engine. Austin also built a four-door limousine version of the FX3, the FL1, fitted with a bench front seat but minus a 'For Hire' roof sign. Beardmore introduced a MkVII in 1954, but it sold in very small numbers and presented no threat to Austin. The last Beardmore was produced in 1967.

The well-known FX4, introduced in 1958 and still common in London today. This example belongs to one of our members, and is seen at the Taxi Driver of the Year event at Brands Hatch, with the club stand and a Winchester in the background.

Austin's next taxi, introduced in 1958 was the FX4. This famous vehicle remained in continuous production with various modifications, including seven different engines, for 39 years. This wasn't because it was such a fantastic vehicle –it had many shortcomings- but because neither Austin nor Mann and Overton could find the money to replace it. Carbodies Ltd of Coventry made two attempts of their own, the FX5 and the CR6 but in 1982 bought the production rights to the FX4 from Austin and, as London Taxis International Plc built the final version of the FX4, the 'Fairway'. Production ended in 1997 after more than 75,000 FX4s had been built.

The Winchester taxi, launched in 1963 from Winchester Automobiles (West End) Ltd, had a glass-fibre body and was the first London cab built from this material. The first three variants shared the same rounded body but the Series IV had a very modern appearance. Production was small and ceased in 1972.

TODAY

The Asquith, a retro-style cab based on pre-war the Austin LL was introduced in 1994. It was powered by a ford Transit diesel engine. It was very expensive and only about twelve were sold in London. A modern style cab was proposed, but never went into production. Asquith went into liquidation at the end of 1998.

In 1972, Metro-Cammell-Weymann, who had built the last Beardmore cabs introduced a prototype, called the Metrocab, based on Ford Transit running gear, but it failed to go into production. However, they never gave up the plan to make cabs and in 1987 launched an all-new Metrocab. The cab's body was made of glassfibre and all but the last version, the TTT, which was Toyota-powered, used a Ford Transit diesel engine. The Metrocab has passed through four owners in twenty years of production, the most successful and longest lasting being the third, Hooper. Its present owner, Kamkorp suspended production in April 2006 but planned to continue developing the cab. In early 2008, pictures of a revised, hybrid power version appeared in 'Taxi' newspaper and it is hoped to see the marque's re-introduction at some time in the future.

Hooper Metrocab

In 1997, London Taxis International replaced the famous FX4/Fairway shape with the TXI, which used the same highly regarded Nissan TD27 engine as the Fairway. An updated version with a Ford engine, the TXII followed but was unreliable and unpopular. The Conditions of Fitness underwent a protracted review in the light of a challenge from the makers of van conversions that complied with every rule except the turning circle. After a protracted wait, the PCO decided in early 2006 in favour of retaining the turning circle rule.

In November 2006 the TXII was replaced with the TX4, using the same body and chassis as the TXII but powered by a VM turbocharged diesel engine. It was named the TX4, rather than TXIII because it complies with the Euro 4 exhaust emission regulations

BUYING A RETIRED FX4 TAXI

If you are toying with the idea of buying an older FX4 as a preservation project there are plenty of cheap and reasonable examples around. Now that severe exhaust emission regulations are in force, some of the early Fairways are being sold off at very reasonable prices. Spares are still available and a number of LVTA experts can offer expert advice to the club's members in buying and running them.

MISCELLANEA

The laws governing London's taxi trade go back nearly four centuries. Originally, regulation was in the hands of the City of London. In 1654, Oliver Cromwell authorised the founding of The Fellowship of Hackney Coachmen, but he disbanded it in 1657 because it became too powerful. Licensing was reformed in 1694 and London's cabs have been continuously licensed since then, initially through the City of London and later through Parliament. In 1843, the Home Office took control and devolved authority to the Metropolitan Police who, through the Public Carriage Office governed the trade until 2000. Control is now in the hands of Transport for London, a part of the Greater London Authority.

A London cab driver's licence is issued for a period of three years. In 1843 it became compulsory for cabmen to wear a metal badge showing their licence number, which they still do to this day.

London's cabs are identified by a computer-generated rectangular white plastic licence plate, mounted on the boot lid. This plate is issued annually and bears a unique licence number as well as the number of passengers the cab is licensed to carry and the vehicle's index number. The practice of displaying an identification number goes back to the 17th century. Between 1654 and 1714, Hackney Coaches displayed a hackney registration number on the carriage doors. After 1714 a metal plate showing the hackney registration number was displayed on the rear of the hackney coach. When the Metropolitan Police took charge, a mark was stencilled on the rear of a cab each time it passed its annual inspection, showing the year the licence was issued and the initials of the current police commissioner. This practice continued with motor cabs until the 1950s, when the stencil was abandoned and replaced by a plate with numbers indicating to the month of issue. This was replaced this century by the current white plastic plate.

An Argo taximeter of the 1930s, as fitted to an Austin 12/4

A taximeter is by definition what makes a 'cab' a 'taxicab'. Fitting of a taximeter was made compulsory in London from July 1907. The modern taximeter was a German invention and its name comes from its inventor, Baron von Thurn und Taxis. It was first used in Berlin but soon adopted worldwide. Taximeters in London calculate the fare payable as a combination of time and distance. When the cab is in motion, it records distance and when the cab is stationary it records the time spent standing still and adjusts the fare accordingly. Early taximeters were totally mechanical in operation and the clock that recorded waiting time had to be wound by hand. Meters of the 1960s and 1970s had a built-in electric clock but today, taximeters are fully electronic and operate on a time basis at speeds between zero and 10mph.

There are a number of myths and legends that surround the London cab and its cabmen and many of them are nothing but bunkum. For instance, it has never been law for a motor cabman to carry a bale of hay in his cab. In fact, it was never law for a horse cabman to carry one, although he was required to carry sufficient hard food (e. g. oats) for his horse's midday feed.

Nor has there ever been a law that says that London's cabs should be black. A cab may be any colour, but when the Oxford and the FX3 were introduced, their makers supplied them in a standard colour of black. Few buyers were prepared to pay the extra money for a special colour and so for three decades, black became the norm. In the late 1970s, Carbodies offered a wide range of pleasing colours for the FX4 to the ever-growing number of owner-drivers and now cabs are found in a very wide range of colours, including special advertising liveries.

Taxis in London - World's Best

Taxis in London? You Get What You Pay For and A Whole Lot More!

(photo via "Transport For London")

Unlike most taxicabs around the world, to become a licensed taxicab driver in London involves strict background review, The Knowledge"** and testing exams of the "knowledge-level." Most future-drivers take an average of 34-months to pass the final exam. London has the most demanding training course for taxicab drivers in the entire world.

Once a passenger requests a destination a cab driver must immediately make decisions as to what routes to take, including figuring in traffic conditions, without relying on maps,GPS, or contacting a controller by radio dispatch.

"The Knowledge of London Examination System," unofficially know as "The Knowledge," is the indepth study of required information to drivers must know before being issued a license. This knowledge-system was established in 1865, and little has changed since. This type of training produces a driver who is an expert about London, and, thus, gives the driver an intimacy with the city "no technology can achieve."

"The Knowledge" includes all 320 standard routes (runs) through Central London, 25,000 streets in a six-mile radius from 'Charing Cross," points-of-interest along these routes, including the streets, squares, clubs, hospitals,hotels, theatres, embassies, government and public buildings, railway stations, police stations, courts, diplomatic buildings, important places of worship, cemeteries, crematoria, parks and open spaces, sports and leisure centers, places of learning, restaurants and historic buildings. Other details included number of signals along each route, airport knowledge and list of theaters.

But, London? You'll never have to worry. You'll have all the time to think about your agenda, and not the drivers. In London, unlike any other place in the world, you'll be riding with a trained tourist-professional with only one job, getting you to your destination on time, on the shortest route, in a safe (inspected twice yearly) vehicle, and be able to answer all your questions along the way.

Since 3 July 2000, "Transport For London" has been the UK Government agency which oversees all ground transportation in London. Like its American counterparts it oversees trains, buses, and trams. Added to the normal mix of what a transportation overseer or "authority" regulates, in London, the authority is extended to cover taxicab and private vehicles for hire.

(photo via "Transport For London")

In the City of London regulated vehicles-for-hire has been conducted by the Public Carriage Office (PCO) since 1850.

** The KnowledgeOnce a passenger requests a destination a cab driver must immediately make decisions as to what routes to take, including figuring in traffic conditions, without relying on maps,GPS, or contacting a controller by radio dispatch.

No matter where in the world you hail-a-cab, at sometime or another you always wonder about the driver; will you get a good rate, will you get ripped off, does the driver know where he's going, or does he know the shortest route? But, London? You'll never have to worry. You'll have all the time to think about you agenda, and not the drivers. In London, unlike any other place in the world, you'll be riding with a trained tourist-professional with only one job, getting you to your destination on time, on the shortest route, in a safe (inspected twice yearly) vehicle, and be able to answer all your questions along the way.

In the City of London regulated vehicles-for-hire has been conducted by the Public Carriage Office (PCO) since 1850.

The Public Carriage Office (PCO) licenses the familiar London Black Cabs, as, well, as mini-cabs, or, private hire vehicles. The first cabs to appear in London were discarded coaches of aristocratic families, complete with the families' coat of arms, became the first hackney carriages available for hire.

Following the English hackney carriages came the French hackney carriage or cabriolet ("cab"). The French versions appeared around 1620.

In 1850, the Metropolitan Police took control of taxicabs through the formation of the Public Carriage Office. 1897, saw the introduction of the first horseless cab with the introduction of the Bersey Electric Powered Vehicle and the first gas-powered vehicle in 1903.. There were 11,000 licensed horse-drawn cabs in the same year, with the last one being removed from service in 1947.

Today, the Public Carriage Office of Transport For London regulates and licenses over 20,000 for-hire vehicles. The "Private Hire Vehicles Act 1998" expanded the role of the PCO to include the licensing of private hire operators, drivers and vehicles, bringing the capital up-to-date with the rest of England and Wales.

The purpose of regulation is to give passengers confidence, when they use a licensed private-hire operator, that they are dealing with an honest, professional organization with reliable drivers and safe vehicles.

(image via Wikipedia)

All legal licensed taxis are affixed with the plate on the right.

I think its important to note the fact there are illegal taxis and minicabs operating in London. The illegals, operate especially at night, around bars and clubs. London has experienced women being assaulted, and, some raped by these illegal operators. In 2003, the average number of assaults by these illegal taxis and minicabs occurred at a rate which averaged 11 per month. The PCO, Metro Police, and legal operators STRONGLY ADVISE you pay attention and make sure your ride is legal.

During 2009, the PCO and Metro conducted regular stings aimed at taking the illegals off the road. Minicabs also display stickers on the front and back windows in the shape of the familiar London Underground insignia.

Insignia of the London Underground (photo via Google)

And if by chance you ever become concerned about your taxi ride in London? Simply, call the "Transport For London" office: (the following information is furnished by "Transport For London.")

Passengers wishing to submit a comment or complaint about taxi or private hire services in London should use the online form or use the contact details below:

Tel: 0845 300 7000 (08:00-20:00 Monday to Friday)

Textphone: 020 7918 4435 (08:00-20:00 Monday to Friday)

Fax: 020 7027 9914

Email: coms@pco.org.uk

Post: Surface Customer Services, 4th floor, Zone G7, Palestra, 197 Blackfriars Road, London, SE1 8NJ

General queries (not comments or complaints about taxi or private hire services) should be sent to TPH.enquiries@tfl.gov.uk

About London Taxis - London BlackCab

London Black Cabs- Our Traditional London Taxis can carry up to five persons and their entire luggage.

All our Taxi's are fully licensed and are wheelchair accessible.
They are fully heated in the winter and they are air conditioned in the summer for your added comfort.

What's in a name?

Taxis, Cabs and Hackneys are all terms describing vehicles which are legally allowed to ply for hire - it is an offence for other types of vehicle to display the words 'Taxi', 'Cab' or 'Hire'.

Why is a London Taxi called a taxi?

The name taxicab - usually abbreviated to taxi - derives from the taximeter, the instrument which measures the distance travelled - or time taken - thus allowing an accurate fare to be determined. This device was invented by Wilhelm Bruhn in 1891.

And a hackney carriage?

A carriage drawn by a hackney - from the old French word haquenee - an ambling horse or mare. Originally 4-wheeled carriages, a hackney is now synonymous with a taxi. London's last horse drawn carriage received its licence in 1946 (and surrendered it in 1947), although some other licensing authorities - notably in tourist centres such as York - still license horse drawn taxis.

And a cab?

An abbreviation for cabriolet, a one-horse two-wheeled carriage let out for hire. Cabs replaced hackney carriages in the 1840s and 1850s due to their greater manouvrability in the crowded city streets, particularly those designed by a certain Mr Hansom.

Are there any limits on the numbers of taxis?

There have been no limits on numbers since 1831 - the only restriction is the requirement on prospective cabbies to fulfil certain legal conditions (full licence, good character etc) and to pass the extensive 'Knowledge' test, which requires the equivalent of between one and two year's full time work (on average).

How many taxis and taxi-drivers are there in London?

In 1986 there were 19,000 drivers and 14,000 cabs in London - in 1996 there are 22,000 licensed drivers and 17,000 licensed cabs.

How many makes of licensed taxi are there?

Vehicles must meet certain specifications to be approved for use in London. Just three do so at the present:
the Fairway
the Metrocab
the Asquith

Licensing authorites outside London also approve taxi designs, but these are unlikely to appear on the streets of London as they have thus far failed to meet what seems to be the hardest requirement - a 25 foot turning circle.

When were the first London taxis licensed?

In 1639 a licence was granted to the Corporation of Coachmen (to enable them to compete with licensed sedan chairs). 1662 was the first year in which Hackney Carriages were licensed; drivers were not licensed until 1838.

Which laws govern taxis?

The Hackney Carriage Act 1831 was the first major legislation governing taxis and has been renewed and extended since - below are some other Acts of Parliament that apply to the trade:

London Hackney Carriage Act 1843
Town Police Clauses Act 1847
Metropolitan Public Carriage Act 1869
London Cab Act 1896, 1968
London Cab and Stage Carriage Act 1907
London Cab Order 1934, 1973
Local Government (Miscellaneous Provisions) Act 1976
Transport Act 1980
Criminal Justice and Public Order Act 1994

Who adminsters and enforces the laws applying to taxis?

The Metropolitan Police Cab Law Enforcement Section investigates complaints from the public, and enforce the laws applying to the taxi trade throughout London. Vehicles and drivers are licensed by the Metropolitan Police: these licences are actually issued by the Public Carriage Office.

What geographical area does this cover?

The Metropolitan Police District, the City of London and London Airport (Heathrow).

And outside London?

Taxi operations outside London are controlled by local authorities under the provisions of various Acts of Parliament: the Town Police Clauses Act 1847, the Local Government (Miscellaneous Provisions) Act 1976 [which extends the 1847 Act], the Transport Act 1985 and bye-laws subject to Home Office approval.

Is the colour of badge significant?

Drivers who have passed the 'Knowledge' test for the whole of London are issued with a green metal badge, and may work in the whole of the Metropolitan Police District; drivers wearing a yellow metal badge have passed another 'Knowledge' test covering a smaller part of London - basically the suburbs - entitling the wearer to work in that part of London, and specifically NOT within a six mile radius of Charing Cross, nor at Heathrow Airport.

When may a driver NOT use the meter?

If the destination is outside the Metropolitan Police District, the driver has the option of negotiating a fare with the passenger.

When may a driver refuse a fare?

The driver is not obliged to stop when flagged down, but if he does he must accept the fare unless it is over 6 miles in distance or finishes beyond the boundaries of the licensing area. If the taxi is waiting on a rank or at a stand, he or she must take the fare (unless there is a reasonable reason not to - whatever reasonable may mean).

What exactly is a taxi tout?

A tout is someone who acts "in a public place to solicit persons to hire vehicles to carry them as passengers". Typically they operate in mainline railway stations, airports or other busy public places, and offer a cheaper than standard fare - although invariably the fare finally paid is many times the standard rate. Also touting may invalidate any insurance they may have - and as the touts and drivers are acting illegally it is unlikely they will have specialist hire-and-reward insurance cover. Touting was made a criminal offence in the Criminal Justice and Public Order Act 1994.

Wednesday, June 2, 2010

1997 London Taxi Fairway Driver 2.7 For Sale

This is one of the last Fairway models off the production line before being replaced by the TX1 model

First Registered for use as a London Taxi-cab on 9th September 1997.

This Fairway Driver model has the additional benefit of front disc brakes and upgraded suspension. Regularly serviced & maintained inaccordance with strict Public Carriage office Regulations.

It is finished in Black and has been an owner driven well cared for cab since new.

Electric Front Windows
Power Locks all around
2.7 Nissan Diesel Engine & Gearbox
JVC Removable CD player
Immobiliser
Driver/Passenger Intercom system
Power Steering
Adjustable Drivers Seat
Excellent Modern Red/Grey cloth Seats (no rips or tears)
Wheelchair Facility, Ramps & step
EURO3 - TaxiCAT certified Exhaust system
New tyres
Chassis galvanised annually
This cab would be best suited for use as a London Taxi Cab. It would however be great for other commercial purposes & is licensed to carry 5 passengers very comfortabIt is overall in very good condition & drives excellently. The seats, headlining are in tidy condition. The livery adverts on the sidedoors can be easily removed if required. The cab has always been regularly serviced and maintained regardless of cost. The bodywork is Excellent & consistent with it's life as a London Taxi cab. Has recently been serviced and had new tyres and brakes cylinder/pads.

A Euro 3 Exhaust Emmisions kit (Van Aaken) was fitted in September 2006 at a cost of £2200. *Please note that plates have now been returned to Public Carriage office so succesful bidder will need to re-licence cab for continued use in London.

It has a current MOT & Tax up until October 2010.

Original London taxis such as the late Fairway Driver are fast becoming collector items.

You are welcome to view cab in Enfield, North London. (10mins from Junction 25 of M25)

Fact File

Make

London Taxi

Model

Fairway Driver 2.7

Price

£2,550

Year

1997

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