4. Developing the Taxi Transformation Plan - SPAD

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Summary of Recommendations– Access, Network and Congestion Facilitate use of at grade non segregated bus lanes Ensure enforcement of bus and taxi lanes Taxi stand provision - reduces dead mileage for drivers, provide safe waiting area for public Review the current Taxi stand provision Designate new taxi stands as required Ensure all new developments provide Taxi stands 4.8) Initiative 6 – Partnership Although SPAD are responsible for all LPT provision and vehicle licensing functions, other agencies retain some core functions which overlap with SPAD responsibilities. For example: Network maintenance is undertaken by various highway authorities across the GKL/KV region, for example DBKL Taxi driver licensing process is operated by JPJ MoT projects to improve the highway network which may impact upon taxi operations or provision In order to deliver many of the initiatives and policies detailed within this plan, there is a requirement for some cross agency cooperation and working. It is recommended that a stakeholder working group is set up to help the various agencies understand one another‟s policies and points of view and to help develop shared objectives and working efficiencies. The group should meet quarterly in order to provide feedback to each agency and allow a forum for information exchange. The group needs to be attended by an appropriate level of employee – ideally an employee with decision making privileges. For example in order to allow taxis to utilise an existing bus lane there will be a requirement to work with the authority responsible for the highways in that location. The local authority may need to amend signage and review their enforcement actions. Summary of Recommendations – Partnership Multi Agency cooperation –steering group Page 48
4.9) Initiative 7 – Performance Management and Enforcement 4.9.1) Enforcement There are currently a number of driver and vehicle requirements in place in the GKL/KV region, for example, the existing driver charter. Enforcing against these existing requirements and ensuring those drivers that are not meeting industry standards have actions taken against them would encourage higher standards across the industry by immediately tackling any problem drivers or vehicles (as measured against the current requirements). As licence holders are currently accustomed to little enforcement action being taken, and there being little consequence to flouting regulations, an element of the fleet are encouraged to take the risk of operating outside regulations. For example, drivers may refuse to use the meter and charge a higher set fare to customers. This occurs because the potential gains to the driver exceed the perceived risk of being caught and the associate costs this would bring. In order to address this issue, enforcement activity should be commenced across the industry. This can consist of spot checks, covert surveillance, and periodic checks at key locations in addition to investigation of any customer feedback. SPAD will work to provide the public with information on how to report non compliance and how to ensure they obtain a minimum service level. In order to further drive up quality across the fleet, it is important that as and when new requirements or licensing standards are set then these are effectively enforced. Without monitoring and enforcement the quality of the fleet will not increase and the potential benefits expected from the improved quality standards will not be accrued. Enforcement activities must be carried out by SPAD enforcement officers although SPAD will also work with other agencies in order to facilitate joint enforcement and economies of scale. SPAD will engage with the industry and public in order to facilitate enforcement and will act on all information which can be verified. At present there is limited resource dedicated to enforcement within SPAD. The level of resource required to enforce taxi legislation will be assessed and reviewed appropriately. In order to encourage compliance with regulations and provide a transparent and consistent approach to particular behaviours and consequences, it is advised a penalty points system will be set up. This penalty framework will set out each unacceptable action along with the consequence of each action to the driver, vehicle owner and/or operator. Penalty points systems are in operation successfully in Singapore and London and work to motivate all involved in the industry to behave professionally and appropriately. The framework will be developed in order to allocate a set number of points to each unacceptable action. It will additionally define the levels at which action is taken once points are accrued. An example of how this framework could operate is set out below. Behaviours Overcharging by up to 10% of metered fare – 1 point Overcharging by over 10% of metered fare – 3 points Speeding/reckless driving – 4 points Refusal to take first passenger in taxi queue – 2 points Refusal to transport passenger to specified destination – 4 points Penalties Accrue 6 points within 12 months – written warning letter issued. Accrue 9 points within 12 months – 2 nd written warning letter issued. Accrue 15 points within 12 months – licence suspended for 1 month. Accrue 24 points within 12 months - licence revoked. Page 49
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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 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 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
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4. Developing the Taxi Transformation Plan - SPAD

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