4. Developing the Taxi Transformation Plan - SPAD

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Table 2.9: Current Vehicle Operating Costs (Monthly) Item Monthly Costs (vehicle hire purchase) Monthly Costs (vehicle rent) Assumptions Vehicle Hire Purchase Cost RM 592 - The car model assumed is a SAGA (based on the full on-the-road package over 7 years) Vehicle Rent - RM1,276 The car model used is SAGA with approximately rental fee RM44/day X 29 days Maintenance and Insurance RM355 RM355 Calculations based on 350km/day x 29 days Fuel RM609 RM609 Calculations based on 350km/day X29days Total Cost RM 1,556 RM2,240 An assessment of average revenues has been undertaken based on the feedback provided from operators. This estimates that 40% of distance travelled is fare paying and some 375 km are travelled on average per day. It was also suggested that it was possible to obtain up to RM17 per hour in fares. Based on these assumptions and the operating costs set out in the previous section it is estimated that an individual driver could potentially make up to RM36,000 per annum based on a working day of 12 hours and working 29 days per month. The KL City Plan states that the average household income in KL is higher than anywhere else in the country and stood at RM 5,488 per month in 2009. Although the taxi driver net revenue is less than average earnings across KL the figures are understood to be comparable with the wage levels of bus drivers in the region. 2.11) Operation of the Market There is little information available on the balance between the supply and demand of taxi services in the GKL/KV region. The evidence reviewed suggests that there is a general abundance of taxis available across the area, however the inherent variations in demand temporally and geographically inevitably result in a disparity between available supply and passenger demand at certain times or locations. This is completely normal characteristic of taxi markets globally as it is generally accepted that it is impractical to provide for peaks in demand. The result would be increased congestion and over competition at non peak times which in turn result in a reduction of quality as drivers and operators may chose to cut corners on maintenance, not use the meter or work increased hours in an attempt to maintain their income levels. There is a need to begin collection of data in order to assist future understanding of the supply - demand relationship across GKL/KV and the peculiarities of the market operations in this region. Page 20
2.12) Stakeholder Engagement- The Industry Concerns Consultation has been undertaken with taxi operators to understand their key concerns for the taxi industry now and its future role. The number one concern of the industry in the GKL/KVregion surrounds the issue of congestion. It was reported that congestion increases driver stress and has a direct impact on the ability of drivers to achieve the level of takings they require to break even in a day. As a result, it is reported that the average number of hours worked per day is increasing along with the numbers of days worked in an attempt to maintain the level of takings. As congestion and the number of hours work required to achieve the takings required in a day increases, it is natural that drivers will be increasingly tempted to haggle for fares rather than relying on the metered fare in order to try mitigating against time stuck in traffic congestion. Taxi operators indicated that their key congestion hotspots were in KL, particularly on key radials accessing the centre of KL. The locations can be summarised as: Jalan Ampang Jalan Bukit Bintang Jalan Tun Razak Jalan Sultan Ismail Jalan Ipoh Jalan Sentul Jalan Tunku Rahman Jalan Kuching Jalan Cheras Jalan Kelang Lama Brickfields Lebuhraya Persekutuan The operators believe that the provision of taxi (or taxi and bus) priority lanes on key routes would reduce stress levels and help increase the efficiency of their operations through; improved and more reliable journey times, encouraging access to congested areas there is a reluctance to serve at the current time, and improving earning potential. There are a limited number of bus lanes provided in KL (as outlined in the Bus Transformation Plan). Typically these routes are not enforced and the operators highlighted this as a step which would be required in order to have effective bus and taxi lanes across KL. Road conditions also affect driver and passenger comfort, journey reliability and can damage the vehicles reducing their vehicle life. There is a need for swift road maintenance to address the numerous potholes and help maintain vehicle condition. Operators have reported that the nature of the taxi market across the GKL/KV region has been changing as congestion levels have increased. They report there has been a marked reduction in long haul trips and the majority of fares are now short distance (up to 4-5 km) or providing a journey stage for example transporting passengers to KL Sentral rather than the whole trip to the airport. The operators estimate 30% of their passengers are tourists rather than local residents and the most profitable time of the day is usually mid morning. They estimate drivers typically drive over 375km per day with only 30-40% of km travelled fare paying. This is in marked contrast to other cities, for example they estimate in Singapore fare paying km stand at around 70% and in Hong Kong 80%. It is recognised that taxis are not often double shifted which can reduce availability at Page 21
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 24 and 25: While standard fares are charged by
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

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