Ashford licenses 271 vehicles as at 1 April 2024 — 102 hackney carriages and 169 private hire vehicles.
The fleet splits fairly evenly between the two trades. That is the awkward middle: drivers move between rank work and booked jobs during a shift, so availability is genuinely uncertain unless something tracks it.
At this size the operator is often still on the phones, so anything that removes a keystroke from taking a booking pays for itself immediately.
353 driver licences are in force against those 271 vehicles, or 1.30 drivers per vehicle. Some vehicles run more than one driver, so shift patterns bear on availability as much as the plate count does.
Ashford licenses 2.00 taxis and private hire vehicles per 1,000 residents, against a median of 2.62 across the 292 authorities in the same return — 24 per cent below the national midpoint.
Licensed supply is below the national midpoint, so peak demand routinely exceeds available vehicles. The operational win is honest quoting and declining work you cannot service, not more marketing spend.
Against its own region the fleet is thinner than typical: the South East median is 2.22 per 1,000 residents.
A dense core with significant rural surroundings means two operations in one — quick town work, and long spurs that tie a vehicle up for the better part of an hour.
Ashford requires a licensed private hire operator to record 12 of the 12 booking details the DfT surveys: passenger name, time the booking was made, date the booking was made, pick-up time, pick-up date, pick-up point, main destination, driver name, driver licence number, vehicle registration, name of the booker and dispatcher name.
This is close to the strictest record-keeping regime in the survey — very nearly every booking field the DfT asks about is mandatory here.
On vehicles, hackney carriages are held to a maximum vehicle age and private hire vehicles to a maximum vehicle age.
Ashford does not cap hackney carriage licence numbers, so the fleet can grow with demand. What limits growth is the cost of meeting the standards, not waiting for a plate to come free.
In-vehicle CCTV is permitted but not required here, so it stays an operator decision rather than a licence condition.
Before a new driver in Ashford can be sent a job, background screening is enhanced dbs and barred list checks, a topographical or navigational assessment must be passed, drivers must meet a minimum spoken and written English standard and safeguarding training covering child sexual exploitation and county lines is required.
Ashford also requires a DBS check for the people taking and dispatching bookings, not only for drivers, so office staff sit inside the compliance perimeter too.
5.9 per cent of the licensed fleet in Ashford is wheelchair accessible — 14 hackney carriages and 2 private hire vehicles.
That is a thin accessible share, so accessible bookings need planning rather than absorbing, and one vehicle off the road materially cuts capacity.
Ashford publishes a list of designated wheelchair-accessible vehicles, which brings its drivers within section 165 of the Equality Act 2010.
Ashford departs from the majority answer on 4 of the surveyed licensing policies.
Requires daily hackney roadworthiness checks: "No" here, against "Yes" for 51 per cent of authorities.
PHV topographical assessment: "No" here, against "Topological" for 52 per cent of authorities.
Disability awareness training for hackney drivers: "No" here, against "Yes" for 64 per cent of authorities.
Disability awareness training for PHV drivers: "No" here, against "Yes" for 62 per cent of authorities.
