London black cabs taking part in an anti-minicab protest on the Mall, in 2009. Photo: Getty Images
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Black cabs are going to war with apps like Uber for the taxi supremacy of London

London taxi drivers have protested, and are planning further protests, against apps like Uber which offer the same convenience at (they say) an illegally cheap price.

London recently found itself in a state of gridlock. A group of taxi drivers created a deliberate traffic jam near the Shard as a protest. The cause for this cabbie consternation? A taxi rank – or lack thereof.

The union Unite and cab driver groups are complaining about a decision not to allow the development of a new taxi rank near to the building’s entrance. While the row seems like a straightforward issue on the surface, some cabbies also say the protest was about the London authorities cosying up to apps such as Uber, the latest app that lets people use their phone to hitch a ride. The protest could be seen as a manifestation of a wider frustration that is bubbling up in the industry.

The well established organisations that represent cabbies are feeling unsupported and under pressure. Perhaps one of the main causes of this anxiety is a flood of new, well-funded start-ups challenging the dominance of the capital’s perennial black cab. It’s an interesting corollary to note that as the competitive digital space grows so too does the demand for physical space in which traditional firms can compete.

Like other sectors trying to work out the optimal approach to peer-to-peer technology, the taxi industry is being constantly threatened by the death knell of “progress”. This new breed of taxi company makes use of the phone in your pocket. Why bother calling a cab-office middleman or waiting on a cold street corner when a couple of taps on a phone is all it takes to order a taxi directly?

Companies such as Uber, Hailo, Lyft and Get Taxi are all vying for contention in the race to put bums on moving seats. They demonstrate innovative business models and users enjoy their simplicity, but as they continue to expand we have to wonder how they should be recognised and governed by local authorities. Uber says that all its drivers meet local regulations but it has faced legal issues many times in the past.

We also should question whether we want to live in a world in which we have to have the latest smartphone – and indeed a charged smartphone – in order to get a cab.

In the property market, AirBnB has been causing arguments between the authorities and people who want to make a bit of extra cash by renting out their homes. But the transportation industry in particular is mired in social, cultural and legal complexity. Unlike static apartments, roads are places where lots of different people interact, even if those interactions are brief and mainly indirect.

This is a London story at the moment but taxi groups all over the country and all over the world have their own fights to pick. Uber, Hailo, Lyft and many others have faced regulatory opposition in America, Canada, and Europe. As they continue to expand, further conflict is inevitable and perfectly understandable. The services need to be able to justify their existence not only in terms of ease of use, but also through assurance of passenger safety and equitable pricing. Legislation can help these companies to develop a guaranteed level of service provision which matches the quality people expect from the humble black cab.

What legislation cannot do is force innovation on those unwilling to adapt to social change. Black cabs are, after all, notoriously expensive. Perhaps the onus should be on the old system to adapt by lowering prices.

The history of transportation in London is full of technological adaptation, but more importantly social adaptation too. The first Hackney carriages were ultimately replaced by the smaller, two-wheeled Hansom Cab in the 19th century largely due to the social traffic problems that the latter helped to solve. When it no longer became ideal to move all the people living in London around overground they started digging the tube.

As the philosopher Boethius once remarked:

It’s my belief that history is a wheel. ‘Inconstancy is my very essence,’ says the wheel. ‘Rise up on my spokes if you like but don’t complain when you’re cast back down into the depths’.

If all else fails perhaps Londoners could just cycle away from the tyranny of four wheels. The authorities have of course already come up with a scheme to help people do just that.The Conversation

John Harvey receives funding from EPSRC and the University of Nottingham.

This article was originally published on The Conversation. Read the original article.

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Will the Brexit Cabinet talks end in a “three baskets” approach?

The joy of the three baskets idea is that everyone gets to tell themselves that it will be their basket that ends up the fullest. 

It's decision day in the Brexit talks. Again.

The Brexit inner Cabinet will meet to hammer out not its final position, but the shape of its negotiating position. The expected result: an agreement on an end state in which the United Kingdom agrees it will follow EU regulations as it were still a member, for example on aviation; will agree to follow EU objectives but go about them in its own way, for example on recycling, where the British government wants to do more on plastic and less on glass; and finally, in some areas, it will go its way completely, for instance on financial services. Or as it has come to be known in Whitehall, the "three baskets" approach.

For all the lengthy run-up, this bit isn't expected to be difficult: the joy of the three baskets idea is that everyone gets to tell themselves that it will be their basket that ends up the fullest. There are two difficulties: the first is that the EU27 won't play ball, and the second is that MPs will kick off when it emerges that their preferred basket is essentially empty.

The objections of the EU27 are perhaps somewhat overwritten. The demands of keeping the Irish border open, maintaining Europol and EU-wide defence operations means that in a large number of areas, a very close regulatory and political relationship is in everyone's interests. But everyone knows that in order for the Conservative government to actually sign the thing, there is going to have to be some divergence somewhere.

The bigger problem is what happens here at home when it turns out that the third basket - that is to say, full regulatory autonomy - is confined to fishing and the "industries of the future". The European Research Group may have a few more letters left to send yet.

Stephen Bush is special correspondent at the New Statesman and the PSA's Journalist of the Year. His daily briefing, Morning Call, provides a quick and essential guide to domestic and global politics.