TaxiForums.co.uk Limitation of Taxi Plates

Taxi deregulation brings only regret

brightonbreezy — Wed, 22 Jul 2009 22:29:04 GMT

Taxi deregulation brings only regret

The Following Article from The Anchorage Daily News makes a good case against Deregulation of Taxis. It is written by Ray Mundy, Ph.D.,

Ray Mundy is director of the Center for Transportation Studies at the University of Missouri, St. Louis, and is a consultant to the Anchorage Taxicab Permit Owners Asso <script type="text/javascript"></script>

By RAY MUNDY

Published: March 26th, 2008 11:30 PM
Last Modified: March 26th, 2008 11:48 PM

Open-entry taxicab deregulation: It sounds great, doesn’t it? How could anyone not like the idea of more competition, of the free market deciding the level of taxicab service in Anchorage?

And it would be great, of course … except it doesn’t work. It’s a great academic theory, but it fails in the real world.

Time and time again, in cities across the United States, open-entry deregulation has not only failed to meet lofty expectations, it’s been a complete failure.

Instead of cab fares going down, they go up. Instead of service getting better, it gets markedly worse — especially for airport visitors and people who use a taxi infrequently. Believe me, I’ve seen the effects firsthand in many of these cities, and it’s not pretty.

The price issue is really quite easy to understand. If the taxi initiative, Proposition 8, passes next week, Anchorage will see a significant increase in the number of cabs on the street. It could double overnight. Supply will increase.

But what about the demand? Are you going to get a cab more often just because there are more out there? I don’t think so. In fact, demand will stay right where it is now, which means you’ve got more cabs fighting over the same amount of business.

The result? Everyone makes significantly less income, there is upward pressure on cab fares to increase, and good, long-term drivers leave the industry. Often these drivers are replaced by less qualified personnel.

With nearly all cabs making less money, doesn’t it make sense that they’d try and save elsewhere, on things like regular maintenance and cleaning their cabs?

Think you will get a cab if you live a little farther out and need to travel only a few miles to a doctor’s office?

You’ll see dishonest practices in the cab industry such as price gouging and circuitous routes. You’ll see significant problems at the airport and hotels, where a majority of the new cabs will gather, attempting to get business. Fights between cabbies, aggressive solicitations, trip refusals, no-shows and trip cancellations … all these negative service issues would increase with open entry.

Most cities, once they saw the mistake they’d made, hurriedly re-regulated, but the damage was done. Seattle, which deregulated in the early ’80s, is still dealing with lingering negative consequences.

If I haven’t convinced you with the arguments I’ve made so far … try this. Should a court decide that past city administrations intended for the taxi permits to be property, there is legal precedent suggesting that instituting an open-entry system and thus destroying the value of the existing permits amounts to illegal “taking of property.”

We’re talking about $20 million that the property taxpayers in Anchorage may be on the hook for when the city is taken to court. That’s about $200 for every household in Anchorage.

Trust me; taxicab deregulation is a whole lot of trouble … for nothing. It’s not worth messing with.

I was lucky enough to spend some time in Anchorage this winter. I analyzed cab dispatch records in the Anchorage market to evaluate response times, and take it from me, in comparison to many other cities, there are a sufficient number of taxicabs, they are run efficiently, they’re clean and they’re relatively cheap.

I’m not saying Anchorage taxis are perfect and no additions or other improvements could be made — it’s just that open-ended deregulation is exactly the wrong way to go. Learn from the real mistakes of other cities and just don’t do it.

Why would you vote to make your taxicab service more expensive? Why would you vote to make your taxicab service worse? Don’t do it, Anchorage.

Vote NO on Proposition 8. Source: More on This Here:

The Following shows what happened when the City of Seattle in the United States Deregulated Taxis in 1979:

In 1979, the Seattle City Council adopted legislation which eliminated the population ratio as an entry limitation for taxicab licences. Thus, any applicant could obtain a licence if he/she met the licensing requirements, i.e., application fee, insurance, inspected and approved vehicle and taximeter, approved name and color scheme, and approved ownership. At the same time, control on the fare was also removed, so that fares could be set by individual taxi operator only by filing with the City as long as the rate followed the prescribed form and was reflected on the taximeter. The County Council also undertook the deregulation one year later (1980).

As a result of deregulation. the number of licences grew and the rate variables were plentiful. At the same time, however, many problems concerning the level of service occurred, such as rate gouging, short haul refusals, discourteous treatment of passengers, fights at ranks and airport, etc. Some attempts were conducted to solve such problems during 1983-1984, including creation of a short haul line at the airport, iatroduction of a rate ceiling (maximum limit) based on the median rate filed, creation of a Taxi Industry Liaison Group (TILG) to increase and provide industry feedback. and a proposal of zone rate for the trip from the airport to downtown Seattle.

At the end, however, the County Council concluded in the late 1984 that deregulation was a failure, and rewrote the proposed ordinance by reinstating an ordained entry restriction and fare control. Though the City did not end deregulation, taxi deregulation over entry and fares has been no more substantial since 1985 due to the introduction of maximum limit on fares and the impact of the County Council’s restriction on licensing.

Ireland

There are major challenges facing the taxi industry Tommy Gorman President of The National Taxi Drivers Union (NTDU) told the Epoch Times last week. “The recent fuel hike and the amount of new licences being issued is putting increasing pressure on our drivers forcing them to work longer hours.”

Mr Gorman said, “Compare the year 2000 when 2722 licences were applied for, to last year when 13,000 were applied for, there is a huge jump. I would like to see stricter measures put in place before the granting of a licence. ”

But the spokesperson for the Taxi regulator said, “It is not within our remit to say whether or not there should be a curtailment on the issuing of licences, a directive for any change in relation to this would have to come from government.”

Mr Gorman continued, “As well as a written test I feel a practical test should be introduced whereby applicants would be accompanied by an inspector. There is also a need for more wheelchair assisted taxis but because of the high cost involved to drivers there is little interest in this part of the business.

“Other issues like criminals who target drivers who are made vulnerable because of their work, I feel these criminals should be dealt with more quickly through the courts. Ninety-five per cent of our members who have been attacked through the course of their work leave the business”, he said.

“This business has taken more than its fair share of knocks the worst being deregulation in 2000. That year the industry was worth 65 million Euro with each individual licence being worth 100,000 Euro and almost overnight with deregulation these figures were reduced to 5000 Euro for an individual licence and the industry worth reduced to 19.5 million Euro.

“The knock on effect has been catastrophic for our members, many suffered strokes and heart attacks and there were two suicides. One of our members Dom Flanagan went on hunger strike and protested for a month outside St. Luke’s constituency’s offices in Drumcondra.

“At that time they were talking about deregulation in the Dail, upon hearing on the news that deregulation was being introduced he suffered a massive stroke. Taxi people consider their licences their pensions this man was sixty and now without a pension.

“Other people had remortgaged their homes to buy a taxi licence and after deregulation they were left paying huge repayments on a useless asset”, said Mr Gorman.

The government paid 17 million Euro in compassionate payments to taxi drivers after deregulation, this averaged at approximately 11,500 Euro per driver. Taxi drivers families lobby group, Families Advocate Immediate Redress (FAIR) claimed that entrants to the industry before it was liberalised had paid in excess of 100,000 Euro for a taxi licence and that the compensation was not enough.

This November the NTDU will be taking their case to court in relation to the deregulation of the industry.

The Current Situation Re: England & Wales:

1. The Department for Transport wrote to 151 local licensing authorities last year asking them to review their policy of controlling taxis numbers. This paper summarises the responses to that request from those local licensing authorities which decided to maintain quantity controls.

2. In total, 82 final responses were received by the end of August 2005. 35 local authorities have made a decision to remove quantity controls and 47 have decided to retain a limit on the number of taxi licences they are prepared to grant. A number of authorities have sent interim replies indicating that they are still considering the matter

Background to the request.

3. The Office of Fair Trading undertook a study of the UK taxi and private hire vehicle (PHV) market in 2002/03; its report was published in November 2003. The principal recommendation was that local licensing authorities’ power to restrict the number of taxi licences they issue should be repealed.

4. The Government’s response was published in March 2004. The Government did not accept this recommendation, taking the view that local authorities should continue to be responsible for making decisions about whether or not to control taxi numbers in their respective areas.

5. However, in its response to the OFT report, the Government conveyed its belief that, in general terms, quantity restrictions were unlikely to be in the best interests of consumers. The response said that those local licensing authorities that imposed quantity controls would be asked to review their policy with particular emphasis on benefits for consumers. A letter duly issued from the Department on 16 June 2004; it asked 151 local licensing authorities to carry out a review of their quantity control policy. Local authorities were asked to publish the results of their review by 31 March 2005 and to send the published outcome to the Department by 30 April 2005.

6. In essence, those licensing authorities who decided to maintain quantity controls were asked for a justification of their policy. In other words, they were asked “why continue to control taxi numbers at all; why not remove the limit altogether?” This paper collates and summarises the responses to that question (the replies from individual authorities should have already been made public by the authority; copies should be available from the authority but can also be obtained on request from the Department).

Background to the legislation

7. In England and Wales (outside London) local licensing authorities can choose to place a limit on the number of taxi (vehicle) licences which they grant. (This relates solely to vehicle licences; there is no power to control the number of driver licences.) More than half of all licensing authorities choose not to impose a limit.

8. Those licensing authorities that choose to control taxi numbers cannot just set an arbitrary limit; they must have regard to the question of demand. Section 16 of the Transport Act 1985 provides that:

“the grant of a licence may be refused, for the purpose of limiting the number of hackney carriages in respect of which licences are granted, if, but only if, the person authorised to grant licences is satisfied that there is no significant unmet demand for the services of hackney carriages (within the area to which the licence would apply) which is unmet”.

9. The usual way of assessing demand is by means of a survey. Taxi licence applicants have a right of appeal to the Crown Court against a decision to refuse a licence; if the refusal was on the grounds of limiting numbers, the onus would be on the local authority to demonstrate to the court that there was no significant unmet demand.

10. This issue is restricted to England and Wales (outside London). Different legislation applies in London where quantity controls are not permitted. Different legislation also applies in Scotland and Northern Ireland (and the respective Administrations made separate responses to the OFT report).

Responses – general

11. The Department had, by the end of August 2005, received 82 responses. Of these, 47 were received from local authorities which decided to retain a policy of controlling taxi numbers 35 of the local authorities had abandoned their policy of controlling taxi numbers. (A table listing replies to date is attached)

12. The detail provided in replies varied; some local authorities simply conveyed the fact that they were retaining quantity controls (in which case they were pressed for their reasoning) whilst others went into detail about the positive aspects of controlling taxi numbers.

13. Authorities were asked to make their responses public so that local people could see the decision reached by the local authority and – where quantity controls were being maintained – the justification for that decision.

Reasons given for retaining quantity controls

No reason to change a policy that works

14. The most common response amongst local authorities for retaining quantity controls was that if the limit on taxis was set at the correct level with an adequate level of supply, no change to the policy was warranted. The argument ran if the limit was set at the right level with no significant unmet demand (as evidenced by a recent survey), passengers did not have to wait unreasonable lengths of time to secure a taxi and the status quo could therefore prevail with no ill-effects. In essence, they saw no reason to change a policy that they regarded as satisfactory just for the sake of it.

15. In a few cases, the sole reason given by licensing authorities was that there was no unmet demand for taxis in the area so there was no need to change the status quo. In other cases, the absence of any unmet demand was cited as a contributory factor in the local authority reaching a decision to retain quantity controls.

16. In justifying that their limit was set at an adequate level, some local licensing authorities compared their local provision to the average ratio of taxis per head of population of 1.1 taxis per 1000 population (a generally agreed rate quoted by consultants). One urban area said its level was double the national average – 2.1 per 1000 and another was 2.15 per 1000 which it claimed was similar to derestricted authority 2.15 per 1000 and justified retention of its policy.

Consumer benefits

17. Local licensing authorities were asked specifically about benefits for consumers. Indeed, the Government’s response to the OFT report urged them to abandon quantity controls unless it could be demonstrated that such a policy was in the best interests of consumers. As a general observation, consumer interests did not feature prominently in responses; some did not mention consumers at all. Those that did can be summarised as follows:

quantity controls allow for multi-shifting (ie those drivers who cannot acquire a licence must rent a vehicle; the vehicle owner will tend to work through the day and the driver who rents is forced to work at less attractive times – evenings and nights); it is this system which ensures adequate coverage throughout the day and night. Increased numbers of cabs – allowing renting drivers to acquire their own vehicle – could undermine the current structure of taxicab provision and could lead to under provision at night time and weekends.
where the limit is deliberately fixed above the level of demand identified – issuing more licences than identified by survey of unmet demand – consumers benefit from an excess in supply. More than enough cabs – evidenced by very small passenger delay and long driver wait at ranks.
wider public benefits to be gained from a good relationship between the trade and the licensing authority – no need to jeopardise that relationship for no real gain.
quantity controls mean that PHV drivers remain in the PHV trade (rather than shifting to the taxi trade) so consumers benefit from having an adequate supply of PHVs for pre-booked work. Particular benefits for consumers in outer lying areas where pre-booked hirings are more common.
quantity controls enable the trade to earn enough to afford a high quality and safe vehicle fleet which is beneficial to consumers.
limitation policy per se does not have any adverse impact on customer safety; received no representations or complaints about the level of taxi service provided in the last 12 months.
deregulation would mean considerable disruption to the level and quality of supply, at least in the short term. In the longer term the level of turnover of proprietors and drivers is also likely to be higher which may have an adverse effect on the quality of vehicles and drivers.
quantity control policy helps to develop accessibility policy by supporting substantial investment.
no complaints from members of the public about difficulties in obtaining taxis or excessive waiting times.

Trade interests

18. A number of local licensing authorities considered that an important part of their role in relation to taxi licensing was to provide a degree of protection for the taxi trade and thought that quantity controls contributed to this objective:

deregulation might lead to reduction in earnings for drivers (and increased waiting times at ranks) resulting in material hardship.
deregulation would generate an influx beyond just PHV drivers shifting over to taxi work, leading to oversupply and an unviable business.
in areas of highly seasonal work (eg. seaside town), low level of activity during the winter months, drivers’ incomes should be protected.
restriction in name only; there are unallocated plates, but formally removing limit would be unnecessary and confrontational – dissent within trade for no real reason.
taxis no longer able to work from the station which mean that there are surplus cabs in the area; quantity controls protect income and value of owners’ investment.
quantity controls enable the quality of the fleet to be maintained whilst also recognising the substantial investment in such vehicles by the trade.
quantity controls protect the taxi trade; it means reduced competition; in a small town. Income can be insufficient to cover operating costs so protection is justified.
deregulation might encourage “cherry pickers” to the detriment of full time workers.
deregulation would mean reduced custom for existing licence holders.
a quantity control policy provides stability within the trade.

Taxi ranks

19. Some local licensing authorities which decided to retain quantity control expressed concern about the provision of adequate rank space if they were to deregulate.

if quantity controls were removed, there would be insufficient rank space available to cater for the increased number of cabs.
there would be a need to manage the ratio of ranks to taxis.
some cities do not readily lend themselves to additional rank space eg shortage of adequate kerb space.
the unpredictability of deregulation would exacerbate lack of sufficient taxi ranks in appropriate locations.

Traffic congestion

20. A number of local licensing authorities feared the potential impact that removing quantity controls might have on local congestion:

if quantity controls were removed, there would be a risk of oversupply; additional vehicles cruising the streets would give rise to traffic management concerns.
potentially adverse impact on the environment, particularly air pollution, especially where low emission zones are being considered.
any increase would have a detrimental effect on traffic flow; it would place increased pressure on enforcement resources designed to ensure through flow of traffic within the city centre.
already a problem with drivers parking up illegally because of shortage of rank space; additional cabs would exacerbate the problem.

Wider transport/social policy

21. A policy of controlling taxi numbers was cited by a number of local licensing authorities as being an integral part of a wider transport/social policies:

a policy of controlling taxi numbers meets the aims of the area’s Local Transport Plan.
considering taxi provision in the context of a pedestrianised town centre means that deregulation would not be appropriate -only small increments should be made to the existing fleet depending on the evidence for demand.
policy supports town’s transportation policy and existing transport infrastructure.
potential environmental consequences of change in terms of infrastructure requirements and the impact on the historic city means that the absence of disbenefit is adequate reason to maintain quantity controls.
small sized city and low density suburban areas do not provide market conditions that lend themselves to traditional taxi activity; PHVs are more geared up to serving this type of market.
local authority is best placed to determine local needs and those needs must be determined in the context of the long standing and consistent traffic and transport policies in the area. Taxis allowed into certain controlled areas where private cars are prohibited – control of taxis is therefore paramount importance to city council.
local solutions to local problems.
deregulation would exacerbate local traffic problems to no apparent benefit given that regular surveys do not indicate unmet demand.
monitoring major town centre redevelopment before reviewing policy.
size and geographical nature of the area.

Premiums

22. Where quantity controls are imposed, it is usual for the licences which are in circulation to acquire an intrinsic value; they can be sold for a premium often reaching many thousands of pounds. Some local licensing authorities referred to these – unofficial – premiums in their responses:

there is an obligation on local authorities to protect licence holders’ investment.
a relatively low level of premium compared to neighbouring areas suggests that little unmet demand, thereby justifying retention of quantity controls.
the existence of a premium is not necessarily an indicator of unmet demand. The premium may reflect low cab waiting time associated with under supply, and hence passenger delay. It might be due to fares level which is higher than break even level for a given supply. It may simply be a reflection of the absence of alternative means of gaining employment. In an area with low level of passenger delays, it is likely that the high premium is resulting from fare levels having risen above the equilibrium for the given number of vehicles. So, removing the limit would simply remove the premium whilst providing very little measurable benefit to customers. If, on the other hand, fare levels were addressed the disbenefit to the trade would at least be balanced by benefit to customers.

Miscellaneous

23 Some local licensing authorities put forward other arguments in favour of retaining quantity control policies:

deregulation would increase the resources required to enforce taxi standards.
deregulation would introduce uncertainty as to the speed with which licences would be taken up and this could have consequential impact upon matters such as the general management of transport provision and the administration processes within the taxi and PHV licensing section.
fluctuating staff levels to administer licensing system might lead to redundancies.
could cost LA £20,000 to defend a judicial review.

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Chester Over Run With Taxis

brightonbreezy — Mon, 20 Jul 2009 20:42:21 GMT

Jul 16 2009 by Ben Coulbeck, Chester Chronicle

Chester Licensed Hackney Association fear job losses and claim Cheshire West and Chester Council is granting too many licences

ANXIOUS taxi drivers in Chester are fearing for their jobs.

Members of the city’s Licensed Hackney Association are angry about how many licences are being granted by the local authority.

The black cab drivers say they are being forced to work dangerously long shifts to make ends meet as customer numbers drop and taxi driver numbers increase.

Now they are calling on Cheshire West and Chester Council to investigate the issue and postpone the granting of licences until a resolution is found.

Cabbie Ian Barlow said: “The council has made a mistake by derestricting numbers of licences, there is over-ranking all over the city.”

Chester Licensed Hackney Association secretary Chris Farrell has sent letters to the 72 councillors serving the unitary authority demanding action.

He said: “Our trade has seen a 30% increase of cabs plying for hire to reduced customer numbers.

“To make matters worse the council has been issuing plates to people who live 50 miles away and do not have a clue where they are going. This has resulted in over-charging, arguments and complaints.

“Our excellent service is in danger of collapse, so we urge the new council to act now to prevent any further damage to our trade and the livelihoods of hundreds of Cestrians.”

Cheshire West and Chester Council plans to address the issue. Spokesman Mike McGivern said: “The former Chester City Council and Vale Royal Borough councils had de-limited hackney carriage numbers in their zones and Cheshire West and Chester Council is bound to operate within the rules as they now stand.

“We are aware of Chester Licensed Hackney Association’s concerns and the council will be looking in detail at the issue later this year”.

IT CAN BE DONE!

brightonbreezy — Tue, 11 Aug 2009 16:18:53 GMT

Reading fees rise for unmet demand survey

Hard-up cabbies will be forced to shell out an extra £43 for their licences from next month. Reading Borough Council’s licensing committee voted on Tuesday to increase the fee for black cabs from £250 to £293 for one year.

This money will fund a Government study to assess the level of demand for taxis in the borough following the council’s decision to freeze the issuing of new plates for 12 months. There are currently 214 Hackney Carriage drivers in Reading – up more than 40 per cent in the last two years.

In March, councillors introduced a limit on the number of taxi licenses on offer after drivers complained there was no room on the ranks for more. To do this the council had to agree, by law, to carry out a survey of drivers to see if they are meeting the demand – at a cost of £10,000.

The research will be carried out between October and December and the council will then review its decision to cap license numbers in March 2010. Drivers at the meeting accepted they should pay for the statutory survey through their annual licence fees, but wanted a greater say on when and how it was carried out.

Tahir Abdullah, acting chairman of Reading Cab Drivers Association, said: “Drivers are paying for the survey so they should have more say. “The first time it was done it suggested eight more [licenses], but the council ended up giving out 60 more. As long as, this time, the council goes with what the survey says, it is fine with us.”

But Councillor Terry Byrne told the meeting their decision would be made for the benefit of “the taxi trade and the people of Reading”. “We are not coming from one side or another,” he said.

“You guys wanted a limit on the number of plates so we are required by law to carry out a survey so we can decide whether to stick with this limitation or not. “There is no point putting out more badges if there is no demand.”

Chairman of the committee Councillor Peter Jones said: “The survey could say there is an unmet demand but economic conditions suggest there is no need for extra taxis.”

Salford go-slow over delimitation threat

brightonbreezy — Sun, 27 Sep 2009 16:56:37 GMT

Salford go-slow over delimitation threat

Source: Manchester Evening News

TAXI drivers went on a go-slow to protest at a council’s proposals to shake up the trade.

About 100 black cab and private hire drivers took part in a crawl through Salford streets.

They started at Broadway in Salford Quays, passing through Irlams o’ th’ Height, Swinton and Eccles before finishing outside the Salford council offices at Turnpike House. Black cab drivers are against plans to scrap the limit on the number of Hackney Carriage licences issued by the council.

Instead, they want a `controlled increase’ of licences over the next three years.

They believe the council plans will threaten the livelihoods of the 79 drivers who currently hold black cab licences.

Former black cab driver Dave Evans, of the union Unite, which represents most of the drivers, said: “The reception we got out on the streets was very welcoming. Members of the public were clapping and cheering. Motorists were tooting their horns in support all the way round.”

He added: “We have put forward a tangible counter proposal to increase the fleet by 17 per cent over the next three years and we are more than willing to work towards that.

“We want the council to adopt a similar policy to the one in Manchester, which is a controlled expansion. The proposals put existing jobs under threat. They don’t make sense.”

Salford council believes there is demand for more black cabs in the city.

Jeremy Vine (Radio 2 - Friday 17 July)

brightonbreezy — Sun, 19 Jul 2009 16:51:38 GMT

For those of you who did not hear Jeremy Vine (Radio 2 - Friday 17 July)
please click http://www.bbc.co.uk/programmes/b006wr3p to 'listen again'. The discussion starts at 37mins into his show and runs for 23 mins. It is well worth a listen.

Cabbies protest over taxi numbers

brightonbreezy — Sun, 19 Jul 2009 18:05:51 GMT

Taxi drivers in Cardiff are calling on the city to cut the number of cab licences on offer.

The Cardiff Hackney Association claims the Welsh capital has been flooded with cabs, and its drivers are struggling to earn enough to stay in business.

The group is holding a second day of protests on Friday over the issues.

However, Cardiff council leaders say the city needs the current level of licensed taxi cabs to deal with the influx of weekend visitors and events.The cabbie's association says the number of black hackney carriages in the city has more than doubled since 2005, to more than 1,000 taxi licences.The council admits that figures have soared, however say the number of licensed hackney cabs in the capital stands at 815.

But the taxi drivers are also incensed by the number of taxi ranks Cardiff, with just places for 50 vehicles. Mathab Khan, the chairman of the Cardiff association, said the council was failing to address the needs of the industry in the city."The demand is never there for this amount of taxis. We are currently at the 1,000 mark - there is no demand at all - there is only supply," he claimed.

He said his members were struggling to make ends meet, as more licences are approved by the council, and competition from the private hire car trade. "A lot of the private hire drivers now are transferring in to the taxi trade, that's because there's not enough work in the private trade either," he added.

Licensed taxi drivers took their protests to the city centre on Thursday evening, when 20 cars at a time gathered at the civic centre. The protest is now set to be repeated again on Friday. Mr Khan said there was also mounting concern at the number of taxi ranks available, claiming that a consultant had told them there should be around 400 rank spaces in Cardiff.

Ed Bridges, chair of the council's licensing committee, admitted that the drivers were right to raise issues over taxi ranks.

Rank space

"I think they have a fair point, that there isn't enough rank space for them, and that's something where I think we would like to make some progress," he said.

But Coun Bridges said he did not accept the argument that Cardiff had too many black cabs.

"We have a lot of extra people coming in to the city centre on the weekend, we have a lot of extra people in the city when there are events at the Millennium Stadium," he insisted.

"For example lone women in the city centre would be getting into unlicensed vehicles or walking home late at night - and we don't want that.

"We feel in the interest of public safety there isn't a strong enough argument for imposing a limit."

http://news.bbc.co.uk/1/hi/wales/8154460.stm

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Bracknell drivers ‘delight’ at cap on taxi licences

brightonbreezy — Thu, 05 Nov 2009 06:15:34 GMT

Bracknell drivers ‘delight’ at cap on taxi licences

http://www.getbracknell.co.uk/news/s/2060071_delight_at_cap_on_taxi_licences

No new licences will be issued until at least February after a survey confirmed there are more than enough taxis to meet demand.

Bracknell Licensed Taxi Forum (BLTF) has been pushing for the freeze since last year because members believe Bracknell town centre is “dysfunctional” and too many taxis would mean drivers having to increase prices to make a living.

Now an independent survey commissioned by the council and paid for by taxi drivers has concluded there are more than enough taxis to serve the town.

Andy Watson, secretary of BLTF, said: “We’re delighted. The survey was pretty conclusive, it backed up everything we’ve said.

“This is not to do with the recession – it’s because Bracknell is dysfunctional. There’s no night-time economy and nothing on the weekends.”

The freeze will be reviewed by the committee in February.

Andy added: “Hopefully they will agree to keep the limit on for the next three years. Until the town gets regenerated it’s not going to get any better.”

There are 86 Hackney carriage drivers operating from ranks in the borough as well as numerous private hire vehicles on the phone.

Drivers marched on the Bracknell Forest Council offices in Time Square in July 2008 to deliver a petition demanding a cap on the number of cabs in the area.

In April, the council agreed to appoint independent firm Transport Planning International Ltd to conduct an ‘unmet demand survey’ if taxi drivers agreed to foot the bill by paying £50 more for licences this year.

The council’s Licensing and Safety Committee considered the results of the survey this month.

Robert Sexton, head of licensing, said: “The survey concluded there was no unmet demand for taxi services in Bracknell Forest and the committee agreed to a temporary suspension of new licences.”

The report found passengers rarely faced delays at ranks at the bus station, train station and the British Legion – and that drivers waited for about 20 minutes on average for a fare.

Bracknell Forest GMB Members Celebrate Relimit

brightonbreezy — Fri, 02 Oct 2009 06:54:19 GMT

Since April 2008 GMB members in Bracknell have been campaigning to re-introduce limitation.

Last night at the Licensing & Safety Committee meeting all councillors voted to introduce limitation with immediate effect.

The issue will be subject to further debate at the next committee meeting in March 2010.

Regards
BB

Tendring GMB Members Ask For Un-Met Demand Survey

brightonbreezy — Wed, 23 Sep 2009 08:02:30 GMT

TENDRING taxi drivers are being urged to take part in a ballot on whether a survey should take place to restrict the number of cabbies in the district.

Almost 300 letters have been sent out to taxi owners in Tendring asking if they are prepared to pay for a survey which could result in a restriction of Hackney Carriage licences.

Taxi drivers called for the number of licences to be limited after claiming too many are being issued by Tendring Council, which they say is affecting their livelihoods.

Following a meeting with the Tendring Taxi Drivers’ Association and the GMB Union last month, the council said it would hold a ballot over whether there is a need for the restriction – and whether they agree to meet the cost.

The survey, which needs to be carried out by specialist company, will cost around £20,000 and will mean an increase of about £70 in next year’s Hackney Carriage vehicle fee.

Gill Downing, chairman of the council’s licensing committee, said: “A survey must be undertaken to determine whether there is any significant unmet demand for taxi services in Tendring before we can take this whole issue forward.

“Only on the outcome of that can the licensing committee consider whether or not taxi licences should be restricted.

“Therefore it is important that the owners let us know whether the feel if there is an unmet demand and if they are prepared to pay for that survey through an increase in their annual licence fees - as the cost should not come out of the public purse.”

Cabbies are asked to respond to the ballot by October 9.

Delimitation Winchester

towag — Fri, 27 Nov 2009 15:46:38 GMT

Well I joined the GMB about a year ago and am glad to have membership as at least gives me peace of mind.
Winchester City Council licensing seem to have a couldn't care less attitude towards the city trade....
Delimitation rules here and the council knows that the trade is suffering badly!!
We now have 126 Hackney licensed vehicles being a mixed fleet of saloons (49) and wav's (57) and 200 (and more) private hire!!
They won't do survey to see if there is any unmet demand and the drivers can't afford it under the economic climate or any other climate!! So we have a catch 22 scenario....
As far as I know I am the only one who is a registered member with the GMB.
I tied in vain to get other drivers to join the GMB, printing off flyers (off my own back) to get drivers interested in forming some proper union backed association as the one we have is disfunctional.
We even organised a meeting locally to get drivers to join but with no success....
I was wondering if a GMB rep would like to come to Winchester at some time to talk to drivers on the ranks to see if they could muster up some interest? It's a small city and the ranks are only a 1/4 of a mile apart at the most. There are three in main use, the Broadway, one behind Sainsbury's, High Street and the railway station.....
The drivers here are their own worst enemies and yet are moaning about dwindling takings, depressed about the future of the trade, yet feel powerless to do anything about it.
Would anyone like to help?

Regards Tony

Good Ways for Hockey Fans to Enjoy Thrilling Online Live Hockey Games

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How to become a self employed taxidriver???

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Chelmsford Council Wont Relimit or Survey

Tezmichel — Wed, 28 Oct 2009 17:41:20 GMT

Chelmsford Borough Council Has Flatly Declined to Stop Issuing Hackney Plates into a massively overly saturated market. They have shown the owners and drivers of the present fleet nothing but contempt for many years now. With the possibility of dozens or even hundreds of more Taxis filling the streets of Chelmsford, misery or many new and existing owners is now guaranteed. The Hackney Trade will not be fighting in as many ways as possible to get this council to change their ill advised decision. There will be casualties along the way that is also guaranteed.

Delimited or not delimited.

Tezmichel — Wed, 23 Sep 2009 09:18:55 GMT

I am trying to formulate an up to date list of boroughs that are limited or delimited or debating etc etc.
If anyone has one or can point me to the best up to date list I would appreciate it. If not, if anyone/everyone can chip in with an update in their areas that would help us all in our continuous challenges ahead. I can gladly email this list to anyone who wants/needs it as and when required.
Cheers.

Darlington Drivers Seek Cap On Numbers

brightonbreezy — Thu, 20 Aug 2009 22:19:52 GMT

A TAXI driver who says cabbies are having to work longer hours to make ends meet has called on the region’s councils to prevent more deaths by capping the number of vehicles operating.

George Jenkinson, of Darlington, was speaking after road safety charity Brake stepped up its campaign to limit taxi drivers’ working hours, following the death of 18-year-old Gary Glymond.

Mr Glymond, of Barnsley, South Yorkshire, was struck by a taxi as he celebrated his birthday last year. The taxi driver told police he had been working for more than 13 hours before the incident.

Mr Jenkinson said he feared such incidents could happen again because drivers are forced to work 15-hour shifts in order to make a living. He said: “There are a lot of drivers not even making the minimum wage, and for that reason they need to work longer hours. “When I first started in the early Seventies, there were only around 70 cars in Darlington. There’s now knocking on 300 cars, plus others from outside.”

Helena Houghton, of Brake, said: “We need to be making sure that people are not put under pressure, especially in the current economic climate, to work more hours. They are putting themselves at risk and the people that they are carrying in their taxis at risk.”

A Darlington Borough Council spokeswoman said the authority had fewer Hackney carriages operating in Darlington than a year ago, with 176 now, compared with 215 in 2007-8.

She said these figures made it unlikely that a cap would be introduced, and said: “The Office of Fair Trading advises against restricting the number of licences issued for Hackney carriages.” In County Durham, taxi numbers in Durham City and Chester-le-Street are capped, but elsewhere taxi numbers are unrestricted.

John Worrall, the owner of Moor Private Hire, in Langley Moor, County Durham, said capping the number of taxis created a black market in plates. He said because they were so sought-after, he had known plates to sell illegally for up to £40,000, although he conceded that drivers’ profit margins were very tight. He said: “You have got to work the hours to get the money.” One driver estimated that most cabbies would take home about £200 a week.

Neil Smalley, a public safety manager at Durham County Council, said the council was in the early stages of consultation on taxi provision in the county. He said: “Views from all interested parties will be sought over the coming months, with any final decisions not expected before spring next year.”