Met at the barrier in whichever of Gatwick's two terminals your airline uses, and driven the thirty-odd miles north into London on a fare settled before you land.
Gatwick is two terminals, North and South, joined by a free automated shuttle that runs through the night and takes about two minutes. That makes it a simpler airport than Heathrow for somebody being met, with one catch. Because the terminals feel close, people treat them as interchangeable, and a chauffeur standing in the South Terminal hall is no use to a passenger walking out of the North. By road the two are separate approaches with separate car parks. Airlines at Gatwick have swapped terminals more than once over the years, so the terminal is taken from your booking and your ticket, not from anyone's memory of where that airline used to be.
It is also, until the northern runway is brought into routine use later this decade, an airport that does everything on one runway. Weather, a runway inspection or an air-traffic restriction backs flights up quickly, and much of the schedule is short-haul European flying by aircraft that make several trips a day, so a delay picked up in the morning is often still there at night. That is why the flight is watched from the evening before rather than from an hour out, and why the car is timed against the aircraft actually reaching its stand. However the flight moves, the pick-up moves with it, keeping whatever margin you chose between the scheduled landing and the car.
The drive in is the M23 north and then the A23 through Croydon, Streatham and Brixton for the West End and the City. The motorway part is quick at almost any hour; the last dozen miles of south London suburbs are what decide the arrival time, and on a bad evening the longer way round by the M25 can be the quicker one. Canary Wharf is usually reached from the east, by the M25 and the A2, which is further in miles but spares the car the whole of inner south London.
The chauffeur comes into the arrivals hall on foot and waits at the barrier with a name board, and the car stays in that terminal's Short Stay car park, since the airport allows no collections at the kerb. North and South work the same way, so the part to get right is which of the two it will be.
Each figure is the lowest the booking form quotes for that journey on an ordinary day, with the airport’s own parking charge already in it. A night, a bank holiday or the congestion charge adds what it adds, and is shown before you confirm; VAT at 20% is added on top. Price your own journey and the figure you are shown is the figure you pay.
The inter-terminal shuttle is free, runs around the clock and takes about two minutes. If your flight turns up at the terminal you did not book, you do not need to use it: ring the control room and the chauffeur moves by road to the hall you are actually in.
Gatwick does not allow passengers to be picked up on the terminal forecourts. Every collection is made from the Short Stay car parks, which is where our car waits while the chauffeur is in the hall, and the parking is inside the fare.
Consent for the northern runway was granted in 2025, but it is not expected to carry routine traffic until around the end of the decade. Until then one runway sets the pace, and a disrupted day at Gatwick tends to stay disrupted into the evening.
Put the two addresses into the booking form. The fare comes back on the measured distance, not off a table, and it is the fare you pay.
Choose the vehicle and the booking type, give us the flight number if there is one, and pay or put it on the account.
His name, photograph and registration reach you the evening before. His live position reaches you on the morning.
On an airport pick-up he is inside the terminal at the barrier, not in a car park. Delays are absorbed by us, not billed to you.
The one printed on your booking or in the airline's app, and it is worth reading rather than remembering: airlines here have moved between North and South before. Put it on the booking with the flight number.
Into Victoria at the evening peak, sometimes, and we would rather say so. The car earns its place with luggage, with a party of more than one, with a destination that is not beside a station, and with the fact that nobody has to stand on a platform after an overnight flight. It is door to door, and the fare does not rise with the traffic.
A diversion shows up in the tracking as soon as the aircraft is heading somewhere else, and the control room sees it flagged rather than finding out at the barrier. If you come down somewhere within reach, the car can be sent on there rather than left waiting at Gatwick.
No. The Short Stay charge for the time the car waits while you are met is already in the fare, and the chauffeur deals with the barrier. You walk out with him and get in.
The standing choice for airport and executive work. Rear seats recline, the cabin is quiet at speed, and the partition glass is available on request.
3 PASSENGERS · 3 BAGS · FROM, EX VAT £55/HR
A shorter, faster car for city movements and single-passenger runs where the S-Class would be more than the journey needs.
3 PASSENGERS · 2 BAGS · FROM, EX VAT £45/HR
Conference seating, a folding table and full standing luggage capacity. The car we send when a party travels together and wants to keep talking.
7 PASSENGERS · 7 BAGS · FROM, EX VAT £55/HR
A raised, long-wheelbase SUV for country work and poor weather, with the rear cabin of a saloon. The car to send when the road at the far end is not a London street.
4 PASSENGERS · 4 BAGS · FROM, EX VAT £85/HR