Edinburgh taxi driver points to growth of PHV and enforcement gaps as reasons for steady decline in licensed cab trade
- Perry Richardson
- 7 minutes ago
- 3 min read
A detailed appraisal by an Edinburgh black taxi driver has reignited debate over the future of the city’s licensed taxi trade, warning that a prolonged decline is under way and that the consequences extend beyond individual livelihoods to the wider transport system.
Steve Greenhorn circulated a long detailed social media post among drivers and industry figures, arguing that Edinburgh’s black taxis remain a core part of the city’s regulated transport offer but are being steadily squeezed by rising private hire numbers, app-led booking habits and what the driver describes as weak and inconsistent street enforcement. “This isn’t just a story about one trade losing market share,” the driver wrote. “It’s about the kind of transport system Edinburgh wants.”
At the centre of the argument is vehicle volume. According to the driver, private hire numbers have expanded far more rapidly than the traditional taxi fleet, intensifying competition for the same pool of passengers. The economics are described as unavoidable. More vehicles on the street mean lower earnings per driver, a pressure that black cab drivers say is magnified by higher vehicle costs, licensing fees and operational standards.
The cabbie highlights how this shift has disrupted long-established patterns of work. Black taxis have traditionally relied on rank and street-hail business, late-night footfall, major events and airport traffic. App-based platforms have changed that behaviour, with customers increasingly defaulting to pre-booked rides rather than joining a rank. “Customers who once trusted the official taxi line now follow a map pin,” the driver wrote, adding that the result is more vehicles chasing fewer spontaneous fares.
Widely shared post points to private hire growth, enforcement gaps and risks to accessibility and public confidence.
A recurring theme is what the driver calls an imbalance between the taxi and private hire models. Black taxi drivers in Edinburgh are typically subject to tighter vehicle specifications, local knowledge requirements and visible identification. The post argues that while competition itself is not the issue, the perception that private hire operators face lighter scrutiny undermines confidence in the licensing system. When standards are seen to differ in practice, drivers feel undercut rather than challenged.
Enforcement is presented as the most damaging weakness. While legislation draws a clear line between taxis and private hire, the cabbie claims that on the street, particularly around nightlife areas, festivals and transport hubs, that line is frequently blurred. Private hire vehicles are alleged to be hovering near ranks, soliciting work or stopping for passengers in ways that resemble hailed taxi activity. “Whether every incident is provable is beside the point,” the driver wrote. “The perception of ‘anything goes’ becomes corrosive.”
The post, supported by other drivers in the region, argues that once drivers lose faith in enforcement, compliance itself begins to fray. If rule-breaking appears to carry little risk, adherence becomes optional, and confidence in licensing as a regulatory tool erodes. This, the driver suggests, damages not only the black taxi trade but the credibility of the system as a whole.
The driver also points to impacts on the travelling public. Black taxis have long played a significant role in accessible transport, including wheelchair provision and assisted travel. A shrinking black cab fleet, the cab driver argues, risks reducing the availability of true turn-up-and-go accessible services, particularly at busy times or in poor weather.
Visibility and accountability are also raised as concerns. Black cabs are immediately recognisable and closely associated with local licensing authorities. As transport provision shifts towards a large number of similar-looking private vehicles, the post suggests that public confidence, especially among vulnerable passengers travelling at night, may be weakened.
Resilience during peak demand is another issue highlighted. Edinburgh’s black taxis have historically absorbed surges during festivals, large events and late-night dispersal. If fleet numbers fall too far, the city becomes increasingly reliant on app-based availability and dynamic pricing, with fewer guarantees of coverage when demand spikes.
Greenhorn is however careful not to frame the issue as a simple battle between taxis and private hire drivers. Instead, it warns that excessive vehicle numbers combined with inconsistent enforcement risk creating a race to the bottom across the sector. Lower earnings, longer hours and greater fatigue affect private hire drivers as well, many of whom face platform commissions and unpredictable pricing through operators such as Uber.
Rather than calling for bans or a return to past models, the driver argues for clearer policy choices and visible enforcement. Suggested remedies include targeted operations during high-pressure periods, firmer action around ranks and hotspots, transparent publication of licensing data and a review of overall vehicle provision in line with congestion and emissions objectives.
The cabbie concludes that Edinburgh faces a strategic choice. Convenience and innovation can coexist with regulation and standards, but only if boundaries are enforced consistently. Without that, the driver warns, the city risks losing not just an iconic vehicle but a dependable layer of accessible, accountable public transport that is difficult to replace once gone.
