London Black Cabs

Debate between Gareth Johnson and Lord Goldsmith of Richmond Park

Tuesday 15th September 2015 Westminster Hall

[Zac Goldsmith]

I agree with the right hon. Gentleman, and I will come on to the steps we need to take as a minimum to maintain the two-tier system and encourage innovation.

I will finish my point about the lack of free market for black cabs. I mentioned some of the specifications and the hoops the black cab drivers have to jump through, but that is not the only factor. We all know about the knowledge, a gruelling exercise that takes on average 50 months—between two and five years—to study. It has a failure rate of 80% and is done entirely at the driver’s expense. Black cabs also have to be wheelchair accessible. London is the only major city in the world that requires that. Given that around 1.2 million Londoners have some form of disability, that requirement is a good thing, but it adds enormously to costs.

Some have suggested that we simply remove the regulations and let the drivers fight it out, but on the whole the regulations have worked for London, and removing them effectively means losing the black cab altogether. There was a very good debate on the Floor of the House not long ago on this very issue. In what I thought was a magnificent speech, my hon. Friend the Member for Broxbourne (Mr Walker) said:

“London cannot have it both ways. It can try, but it will end in tears.”—[Official Report, 15 July 2015; Vol. 598, c. 1054.]

He is right. My starting point is that London would be poorer without black cabs and we should ensure that they have a future.

The question is how we do that. Partly it is a question of helping black cabs to compete, which means looking at unnecessary regulations: turning circle technology, for example, is probably not necessary and adds an enormous cost to the car. I know that TfL is keen to build more taxi ranks. I believe that a third of all taxi journeys in London start at the taxi rank and there is a strong case to be made for rolling ranks out all over London, not least to help deal with congestion. We should also help black cabs to switch to contactless payment systems. That is what consumers expect—83% of passengers polled recently want to be able to pay by card—but only half of London’s cabs currently take card payments. There is a case for subsidising that process. If we measure the cost of that subsidy against the costs imposed on black cabs through regulation, it would be a fairly small piece of the equation.

[Gareth Johnson (Dartford) (Con)]

I congratulate my hon. Friend on securing this debate on an issue that I know he cares about passionately. Many black cab drivers live in my constituency of Dartford. If London were to lose its black cabs, that would be a tragedy that had an impact way beyond the capital, into the home counties, where so many black cab drivers live. They tell me that they want equality of arms, so that the right and necessary checks carried out on them are also carried on other drivers.

[Zac Goldsmith]

I agree with my hon. Friend, and will be coming to that point.

Before I move on to the steps we need to take on regulation, we should acknowledge that black cabs are already adapting and changing fast. From 2018, all new black cabs will be zero-emission capable, helped by £8,000 grants from the Mayor. The cost to drivers will be no greater than that of buying conventional cars, but the cost of managing the cars will be much lower because they will be independent of fuel and will be able to fuel their cars electrically. That change has been very much welcomed by the drivers I have spoken to. Incidentally, the first motor cabs, which arrived in 1897, were electric, so we are seeing a neat ecological full circle—we are experiencing the circle of life right here in London with our black cabs. Many drivers are also using new booking apps, some of which are very innovative. For example, some help passengers to share journeys; others enable serious discounts over longer distances.

I do not believe that on their own those changes will be enough, however. We need to find a way to maintain the two-tier system distinguishing between cabs and taxis that has worked well in London for over 50 years.