IN THE NEWS


TAXI BOSS SLAMS MISGUIDED BLAME IN GLASGOW NIGHTLIFE DECLINE ROW


Glasgow’s premier taxi operator has strongly refuted claims that a lack of available cabs is crippling the city’s night-time economy, instead pointing to wider issues and behavioural shifts as the real culprits. The assertion comes as a city council consultation closes on whether to lift the current cap on taxi and private hire car licences, a move advocated by some business leaders and Uber. Glasgow Chamber of Commerce, among others, has suggested that a shortage of taxis and private hire vehicles is deterring people from visiting the city centre during evenings and weekends. The current cap stands at 1,420 for taxis (with 1,227 currently operating) and 3,450 for private hire cars, a limit that the latter market has reached. Uber has also weighed in, claiming “thousands of hires going unmet” and pushing for the cap to be lifted to increase its fleet and driver numbers. However, Glasgow Taxis, the city’s established organisation, has vehemently rejected these arguments, warning that an increased supply of vehicles would only lead to existing drivers struggling to earn a living. In its submission to the council, the company highlighted a Chamber of Commerce


study itself, which


identified overall safety, cleanliness, and the availability of alternative entertainment as key factors influencing city centre visits. “In that survey, 80% of city centre visitors (and 82% of non-visitors) expressed a desire for improved late-night train service, and


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extended operating hours for trains and buses were the most cited improvement that would encourage more visits,” the taxi firm stated. They further argued: “Taxis and private hire often fill the gap created by limited late-night public transport, rather than being the first-choice mode for most people leaving the city centre.” Glasgow Taxis also pointed to broader societal changes impacting footfall. “The after-effects of the pandemic, coupled with the ongoing cost-of-living crisis, have changed many individuals’ habits,” they noted, citing an “emerging preference


for different social


patterns,” including earlier nights out and a growing trend of alcohol abstinence, especially among younger adults. Addressing claims of insufficient taxi availability, a rank survey conducted by Glasgow Taxis at Gordon Street across four Saturdays in January and February found that even during peak times, “at no time was there an absence of taxis available at or near the rank.” The report concluded that passenger waiting times were not due to a lack of taxis but rather issues with “the speed at which those taxis could be processed and loaded,” blaming poor traffic management, delays from cash- only payments, fare negotiations, and occasional driver misconduct. The report definitively stated: “Adding more taxis beyond the numbers already in circulation would likely not have increased the number of trips provided in those hours, because the rank and road


constraints were the governing factor.” Instead of simply increasing numbers, Glasgow Taxis has recommended improvements to ranks, stricter enforcement of parking and traffic regulations, mandatory card payment options, and the inclusion of taxis in wider public transport enhancements. They also suggested considering “night shift only licences” to address specific peak demand concerns.


Dougie McPherson, chair of Glasgow Taxis, said. “We are not in step with some in the city on this issue,” he declared. “The struggles of the night time economy are affected by a lot of other factors, like working from home, behavioural changes, people staying in the local areas, city centre parking charges, yet the blame is being laid at the door of the taxi trade.”


McPherson dismissed lifting the cap as “the path of least resistance” and “unsustainable to cater only for peaks.” He specifically criticised Uber, stating they are the “only supplier in favour of removing the cap” and “fight against regulation wherever it exists,” while claiming their drivers struggle to make a living on the digital platform. McPherson concluded by reiter- ating the core issue: “Late night trains and buses are poor and the underground goes off early. To lay this at the door of the taxis and private hires is misguided.” The decision now rests with the council’s Licensing and Regulatory Committee, which will determine whether to maintain or lift the cap on vehicle licences.


JULY 2025 PHTM


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