Interview Directory 

BOOKS/IN FOCUS

Name: Klaus M. Einwanger, Fotograf, Autor

Yusuke Furukawa, Shinjuku, ©Klaus Maria Einwanger

“In New York, one had to buy a so-called medallion back then, which cost about $800,000 – an enormous investment to be allowed to work as a taxi driver.”

AM: Mr Einwanger, what was the decisive moment that led you to dedicate yourself photographically to the topic of taxi drivers?

Klaus M. Einwanger: Between 2015 and 2019, I was in New York for work when Uber launched its operations in the city in 2015. During those four years, I witnessed the decline of the traditional taxi industry first-hand. In New York, one had to buy a so-called medallion back then, which cost about $800,000 – an enormous investment to be allowed to work as a taxi driver. These medallions were passed down in families, much like property, or sold to make a living. But suddenly, that was no longer possible. It led to a social catastrophe. From this impulse to understand this situation, the desire emerged to photograph the topic – not only in New York, but worldwide.

You mention in your book that the then-mayor De Blasio allegedly received $2 million in 2015 to allow Uber in the city.

It was confirmed to me personally several times. In a country like the USA, where there is so much political corruption, I think such things hardly attract attention anymore. It’s a business model. In America, business matters, not humanity.

“When I started, it cost between $700,000 and $800,000; later, the value dropped to $150,000. Many drivers took out loans to pursue this profession, much like starting a business.”

A New York taxi driver carries the financial burden of this medallion for a lifetime.

The medallion, also depicted in the book, is a metal plaque visibly mounted on the car, representing the licence. When I started, it cost between $700,000 and $800,000; later, the value dropped to $150,000. Many drivers took out loans to pursue this profession, much like starting a business. But within a few years, the medallion lost so much value that they could never repay it quickly enough. They are driving a value that no longer exists – a financial crash. This applies per taxi; each car needs a medallion. Often, two or three drivers – say, a father, uncle, cousin – share a taxi to cover the costs.

Danny Gilbey, Chinatown Westminster, ©Klaus Maria Einwanger

Sean Paul Day Parliament Protest, ©Klaus Maria Einwanger

Protest Parliament Square, ©Klaus Maria Einwanger

“They are like ambassadors, reflecting the social strata and cultural environment of their city.”

One senses a deep connection to the taxi drivers in your images.

Taxi drivers are often the first people one meets in an unfamiliar city. They are like ambassadors, reflecting the social strata and cultural environment of their city. My photographic aim was not to force them into a role but to let them act autonomously. 

I asked them to choose their own location for the portraits, and I had to work photographically with that. It was sometimes challenging – like on Waterloo Bridge in London, where the taxi could only stop for two or three minutes. I jumped out of the car and had one minute to wait for the right gap in traffic. But it was their wish, their idea. If the drivers had no ideas, I made suggestions. But I never intervened in what they did. I wanted to preserve that documentary honesty, taking the role of observer, not director.

“It’s a ‘now or never’ situation, because at some point, there may no longer be taxi drivers in this form.”

You mentioned Reykjavik and Germany. Does that mean there’s a second part to your project, perhaps a new book?

The project is becoming a global endeavour for the next five years. Next year, I plan to travel to Beijing, Australia, Morocco, and South America to document the different taxi cultures. It’s a ‘now or never’ situation, because at some point, there may no longer be taxi drivers in this form. This project is a historical record, but also an attempt to create material for the taxi drivers themselves. In Berlin, we’re planning a shoot with the transport ministry and the guild, which advocate for drivers’ rights. In some regions, like China or Los Angeles, there will probably only be autonomous driving in ten years. This project captures a profession in a time of upheaval and is thus an important historical record.

A separate project will emerge in Berlin?

From August to November, I’ll be photographing my Taxi Drivers project in Berlin; perhaps it will become its own book. When I started in New York, London, and Tokyo, nothing final was planned. I began photographing, and after conversations with inspiring people, I decided to make a book.

“If everyone had to drive under the same conditions, competition wouldn’t be an issue. That’s the political demand: equal rules for the same service.”

What have taxi drivers told you about Uber?

Taxi drivers worldwide – whether in London, Berlin, or Singapore – say they wouldn’t mind Uber or Grab if the same rules applied. In Germany, you need a taxi licence; Uber drivers don’t. They also don’t need special insurance. In London, taxi drivers pay an extra fee for the city centre; Uber drivers don’t. The drivers demand: if everyone had to drive under the same conditions, competition wouldn’t be an issue. That’s the political demand: equal rules for the same service. In Germany, the minimum wage applies to taxi drivers; with Uber, you set your own wage. These exemptions for Uber or Grab are criticised worldwide. If they were aligned, it would make the market fairer for taxi drivers. 

Taxi drivers can wait at designated stops; Uber drivers must keep moving and have no fixed parking spots. If someone raises their hand and calls “taxi,” only taxi drivers can stop; Uber drivers must be booked via the app. But I hear from friends: “I take Uber because it’s cheaper.” Often, Uber drivers earn only €8 per hour because the rest goes to the car. 

Would I work for €8 myself? You have to put yourself in the driver’s shoes. I feel good because I save money, but would I do that to myself? If people could be made to think not just “I saved money” but “I saved at someone else’s expense,” a lot would be gained. Many Uber drivers have no choice because you can do the job without training or exams. That’s convenient, but it should come with the same rules as for taxi drivers.

Do you believe you can achieve legislative change in the coming years to drive this transformation?

My goal is to prepare images and information. In liberal Berlin, there are already thoughts in this direction, but it hasn’t yet gained political relevance.

Kyoko Ohtaki Chuo City, ©Klaus Maria Einwanger

Danny Gilbey, Chinatown Westminster, ©Klaus Maria Einwanger

“He does it with the same dignity he had as a CEO, with an enthusiasm and serenity that would be hardly imaginable in Germany.”

Which story of a taxi driver has touched you the most?

In Tokyo, I photographed Yoshihiro Hiraki. He was in top management, made a mistake, and now works as a taxi driver. He does it with the same dignity he had as a CEO, with an enthusiasm and serenity that would be hardly imaginable in Germany. I found that touching because he has found a good path for himself. Here, it would be a career setback; for him, it’s a new task he embraces with dedication. 

In London, I photographed Liane Barnes, the only female driver there. She impressed me by sharing how she navigates this male-dominated field. In London, the taxi driver training, “The Knowledge,” is one of the toughest exams. You have to know every street, be better than a navigation system, anticipate traffic jams, provide first aid, and bring social skills. Liane managed this alongside other jobs, and I was proud of her. 

In New York, a driver accompanied me for a long time, telling me about De Blasio and showing me a newspaper article. I was impressed by his resentment towards politics.

“It’s just a small drop in the ocean, but the book has sparked interest among many people.”

What role does your book play in valuing the taxi profession and in the movement you’ve started with your project?

It’s just a small drop in the ocean, but the book has sparked interest among many people. Spiegel Online reported on it, it was shown on television, and politics in Berlin became more active with the project’s help. I hope it encourages some to rethink their behaviour. It will never be a broad movement, but it should be a building block to remind people of the code that something can be done.

“The future – taxis, hotels, restaurants without people – is, in my view, not the destiny of us as social beings.”

How do you view advancing technologisation and autonomous vehicles?

It’s a question of the responsibility we relinquish, but we shouldn’t believe there’s no intent behind it. AI isn’t my friend; nothing is value-free, everything is value-driven. Where is this car taking me? Can it be hacked? When I get into a taxi, I enter the driver’s realm, and I get to know them. As a tourist in an anonymous car, in a hotel without a reception, in a restaurant with a machine – that’s an asocial situation. The future – taxis, hotels, restaurants without people – is, in my view, not the destiny of us as social beings.

----------