4. Developing the Taxi Transformation Plan - SPAD

More documents

Recommendations

Info

While standard fares are charged by the meter for most journeys, there are some exceptions for a number of key locations where fares are charged by a voucher system. The voucher is purchased from a kiosk based on a stated destination and the voucher handed to the driver. This system was introduced to prevent rouge drivers quoting tourists and visitors high rates and not utilising the meter. The Voucher stands in GKL/KV are typically located at major developments including tourism hot spots, shopping complexes, transport terminals and other commercial value places (see Table 2.8). Table 2.8: Voucher Based Taxi Stands Item Operator Location 1 Puncak Holdings Sdn. Bhd. KL Sentral(3 counters) 2 Mesra Indah Jaya Sdn. Bhd. KL Sentral Hentian Duta 3 Koperasi Pengangkutan Awam Putrajaya & Cyberjaya Berhad Putrajaya Sentral Stesen KTM Serdang Jabatan Imigresen Putrajaya 4 Top Station Sdn. Bhd. Berjaya Times Square 5 Bakti Raya Sdn. Bhd. Sunway Lagoon 6 Edaran Impian Sdn. Bhd. One Utama Shopping Centre The Mines 7 D-One Impian Sdn. Bhd. Giant Bandar Kinrara, Puchong 8 Teratai Terbilang Sdn. Bhd. Subang Skypark 9 Gabungan Persatuan Teksi Berdaftar Johor Bahru (GAPET) Eastern Hub, JB Sentral 10 Kopreasi Mitra Usahawan Berhad Terminal Bersepadu Selatan 11 Visi Melati Sdn. Bhd. Midvalley/Garden, The Curve The Mall Solaris Mont Kiara Farenheight Lot 10 Terminal Bersepadu Selatan Page 18
2.9) Taxi Stand and Telephone Bookings Taxi stands are located across the region but there is no central database of information specifying where stands are located, or their capacity and operational times. Coverage across GKL/KVs inconsistent as stands provided in key locations such as major terminals, the main tourist locations and major shopping centres they are operated in different ways which can cause some confusion and reluctance amongst the drivers and public to use taxi stands. Many drivers do not operate from taxi stands at all and simply circulate plying for hire on the street. Taxis Stands can be operated in the following ways: Voucher prepay system – fare is prepaid at a booth based on the stated destination and the voucher presented to the driver who does not then use the meter. Typically vouchers are RM 2 to RM 4 more expensive than the metered fare and this surcharge pays for the administration of the scheme and the marshals‟ who direct passengers to taxis. (For example: KL Sentral) Manned taxi stand – RM2 surcharge is paid in cash to the administrator on the taxi stand who directs passengers to cabs. Taxi driver then operates the meter and the fare is payable as usual. (Example: KLCC) Unmanned or manned - taxi charged by the meter and no surcharge payable.(Example outlying shopping centre ranks) Informal taxi stands - queues of taxis on the road where no taxi stand appears to exist but drivers believe there is a demand. The operators of some taxi stands charge drivers to ply at particular stands. For example, it is understood drivers must pay RM 100 per month in order to obtain a badge allowing them to ply for hire at KL Sentral. Although most passengers obtain their taxi by walking outside to a taxi stand or flagging a vehicle in the street as it passes, taxis may also be booked by telephone. There are a number of telephone operations across GKL/KV. However it is understood from public comments that telephone booking is perceived to be unreliable and so not the preferred method of hire. The majority of the taxi fleet do not operate with radio circuits and are therefore unable to be dispatched to a telephone booking easily. There is an initiative among 17 taxi operators to equip their fleet with radios in the GKL/KV region. Although operators take telephone bookings they estimate the percentage of calls not met is up to 60%. Anecdotally it is understood drivers will not accept bookings unless they are in the immediate area or they would be out of pocket travelling to the fare – even allowing for the RM3 surcharge. 2.10) Current Taxi Operating Costs and Revenues A review of taxi operating costs has been carried out for the LPTMP. Operating costs will vary from driver to driver and vehicle to vehicle depending on their driving style, how the taxi is operated and how it is maintained. This review relates to an average case. The variable and fixed costs associated with either purchasing a vehicle over a five year period or leasing a vehicle from a company operator have been established along with the estimated maintenance costs associated with carrying out the manufacturers recommended maintenance schedule. The costs allow for labour, parts and insurance. Based on feedback from taxi operators relating to daily kilometres travelled an estimated cost of fuel has also been established. Together the figures set out average monthly outgoings. The figures exclude extra optional outgoings such as the payment of fees to ply at particular locations such as KL Sentral. Page 19
Page 2 and 3: Contents 1. Background ............
Page 4 and 5: List of Abbreviations AM Hour Avera
Page 6 and 7: P&R RTPI RUC SMS SPAD TDM TDMP TfL
Page 8 and 9: 1. Background SPAD (Suruhanjaya Pen
Page 10 and 11: 1.2) Objectives The objectives of t
Page 12 and 13: The TTP proposes the following seve
Page 14 and 15: 2. Assessment of Current Conditions
Page 16 and 17: Population and employment densities
Page 18 and 19: Table 2.3: Budget Taxi Class - Lice
Page 20 and 21: The applicants could apply for the
Page 22 and 23: Table 2.6: Current Operator Require
Page 26 and 27: Table 2.9: Current Vehicle Operatin
Page 28 and 29: certain times of day. In addition,
Page 30 and 31: Table 2.10: Public Transport Users
Page 32 and 33: 3. Looking to the Future of Taxis 3
Page 34 and 35: Table 3.2: Comparison of Driver Req
Page 36 and 37: Taxi/Population (1000s) Figure 3.2:
Page 38 and 39: It is clear that in the internation
Page 40 and 41: 3.6) Where Do We Want To We- For Th
Page 42 and 43: Developing the Taxi Transformation
Page 44 and 45: High Low 4.3) Initiative 1 - Regula
Page 46 and 47: A review of taxi operating costs an
Page 48 and 49: 4.4.3) Vehicle Standards/Specificat
Page 50 and 51: 4.5.2) Enforcing Existing Driver Re
Page 52 and 53: drivers receiving positive feedback
Page 54 and 55: Summary of Recommendations- Access,
Page 56 and 57: Operator‟s feedback detailed in C
Page 58 and 59: Phasing and Delivery 5
Page 60 and 61: Increasing SPAD Policy Influence Le
Page 62 and 63: PROPOSAL Likely Cost Likely Benefit
Page 64 and 65: Table 5.3: Vehicle Policy Intervent
Page 66 and 67: Table 5.5: Network/External Policy
Page 68 and 69: 5.4) Phasing and Implementation Bas
Page 70 and 71: Summary 6
Page 72: Table 6.1: Summary of the LPTMP Aga

4. Developing the Taxi Transformation Plan - SPAD

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?