4. Developing the Taxi Transformation Plan - SPAD

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High Low 4.3) Initiative 1 – Regulatory Framework 4.3.1) Supply and Demand The regulatory framework should seek to balance supply with demand for taxi services in order to ensure that movement and economic growth is not restrained and there is not over competition resulting in a reduction of quality. There is currently no barrier to market entry in the GKL/KV region other than the purchase or rental costs associated with the vehicle. This along with the deficiencies in other modes of public transport has seen a level of taxi provision which is far higher than in the other cities considered as part of the international benchmarking exercise. The lack of available data on current demand makes it difficult to identify a theoretical optimum level of supply. However the characteristics of the market, (deterioration of quality, general abundance of vehicles and reluctance to use the meter) along with the benchmarking exercise suggest the market is beginning to become unbalanced and is actually over supplied. If this trend continues the market may fall further out of balance with a potential increase in congestion and environmental impacts in addition to further deteriorating quality of service. However in order to correct this we would not advocate controlling the number of vehicle licences or indeed removing licences to reduce the current number. The TTP recommends a market led approach is adopted along with enhanced quality standards and tightened licensing requirements. Indeed this emphasis on quality regulation rather than numerical regulation is the World Bank‟s favoured approach along with the method that is successfully employed in cities such as London and Dublin. The recommended quality improvements are set out under the further relevant objectives. Figure 4.2: Supply Demand Relationship Demand Under Supply Increased public waiting time Public dissatisfaction Limited mobility Economic development restricted Market Equilibrium Balanced supply and demand Market Equilibrium Balanced supply and demand Over Supply Congestion Over competition Reduction in quality Reduced driver revenue Low Supply High Page 38
Raising vehicle and driver quality requirements is likely to suppress the number of new licence applications coming forward as the requirements will be increasingly stringent. This in addition to the forecast population growth and evolving role of the taxi market as a result of improved LPT will result in a shift towards equilibrium. In order to inform future policy and to understand the evolving relationship between supply and demand it is recommended that regular data collection exercises should be introduced. These should take the form of surveys of household travel habits including taxi trips and surveys measuring demand including on street surveys of hiring activity and reporting from telephone operators on the demand for services. 4.3.2) Enhanced Industry Standards and Expectations There is an existing charter which sets out how taxi drivers/operators are required to act/operate along with the levels of service that customers can expect. It is recommended that this charter must be enhanced and enforced in order to reduce the current levels of „cherry-picking‟ documented by the public feedback in Chapter 2. In order to achieve this there must be a requirement to ensure that when at a rank the taxi must pick up the first passenger in a queue and be obliged to transport them to the destination specified regardless if this is a short fare or into a congested area. This will be a key message the drivers and operators will be required to sign up to as part of their licence agreement. Linked to this requirement must be effective enforcement, performance management and public and trade education, (see initiatives under other objectives). This is a key requirement for the London taxi industry and helps ensure the public have confidence in the industry. 4.3.3) Transition to Operator Based Licensing SPAD are currently in the process of moving all individual taxi vehicle licences to operator licences. This process will be completed by the end of 2011. There will be an ongoing requirement for all those owning taxis to obtain a vehicle and an operator licence from 2012. In addition drivers must obtain their driver‟s card as per the existing situation. There is currently a freeze on new operator licences until 2012 until the process is complete. In order to become an operator, individuals will be required to obtain two vehicles. This additional requirement will form part of the required increase in quality restriction. It is anticipated the move to operator based licensing will facilitate greater accountability and assist SPAD in the monitoring of drivers and vehicles. 4.3.4) Fares and Fare Review Mechanism The fare structure with a flag fee followed by increments for set time and distance is a universally accepted method of structuring a fare. It is recommended that the fare structure be maintained with some minor modifications to address current identified issues. The public and operator feedback has highlighted an issue with telephone bookings and the reluctance of drivers to take these fares. One method of encouraging telephone bookings to be met is by increasing the booking fee associated with the fare. Currently this is set at RM3 and it is recommended that a series of public attitude surveys are undertaken to establish how far this fee could be increased without suppressing demand. Page 39
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 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 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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