DECLINED IN N. IRELAND?
cannot simply be down to the abilities of the prospective taxi driver.
We have asked the DfI for the testing process to be temporarily rolled back to where it was in 2013 to allow driver numbers to recover - in other words, the standards of the 85% of drivers who are currently working today. This is not deregulation, rather drivers will still need three years’ driving experience on a standard licence, to pass a medical and an Advanced Access NI (Repute test).
2. The DfI must close the “Class C loophole”. Some taxi operators are licensed under Class C, a division never intended for taxis. Class C fares are unregulated, and in a time of high demand this results in price surging and excessive, but still legal prices for passengers. Surging fares from Class C taxi operators promotes a culture of overcharging/higher prices among drivers. The DfI should close Class C to taxis, and regulate all taxi operators and drivers in the same way.
3. Purchasing, maintaining, and operating a wheel- chair capable vehicle costs significantly more than a standard taxi. While the costs are much higher for the driver, the fares that they are able to charge are the same. We do not advocate charging users of these vehicles a higher tariff, but we have asked the DfI to provide compensation to drivers of these vehicles so that they
are not financially
disadvantaged for doing so. This was proposed as part of the industry response to the 2021/2 DfI Taxi Tariff Consultation which remains unpublished.
4. The DfI needs to complete the outstanding 2021/2 Taxi Tariff Consultation. While there was a stop gap increase to fares in 2021, this was the first increase to the maximum tariff in ten years. It was insufficient to compensate drivers then for their increased costs over this period and has since been swallowed up by the cost of living crisis experienced this year. If fares are allowed to increase at a satisfactory rate, particularly at peak times, more drivers will work these periods and with more driver supply, the occurrences of price bartering/surging will reduce. As a comparison, Northern Ireland currently ranks 305th of all the UK regions for average taxi fare (Source: Private Hire and Taxi Monthly newspaper National Hackney Fares Table:
www.phtm.co.uk/newspaper/taxi-fares-league-tables) which would suggest that passengers here are paying less for their taxis than the majority of passengers across the UK.
PHTM JANUARY 2023
The taxi industry is doing everything it can to address these issues, particularly in bringing more drivers into the sector. We have responded to the DfI fare consultation with our proposals and we continue to engage with the DVA on driver enforcement. Operators are continually recruiting more drivers and there is no lack of interest in the roles, rather a DfI blockage in getting new drivers through the licencing process.
Taxi operators have a business model where their income increases when the number of drivers they have increases – in other words it is in our interest to have more drivers and address these problems, but there is only so much we can do within the current legislation and in the absence of an Assembly.
Unfortunately, until we have an Infrastructure Minister in post, and one who is prepared to address these chronic problems, nothing will happen quickly, if at all.
So, if you struggled to get a taxi this Christmas think of the reasons and warnings from the industry and remember who, and what has caused this and their ongoing unwillingness and inability to fix it.
27
Our research suggests that passengers would prefer to pay a little more for a taxi at peak times to improve service, and to avoid being subject to surge pricing.
5. Enforcement. Taxi drivers and operators who work within the metered fare structure do not condone the activities of those who work outside it, whatever the reason for doing so.
Operators have been working with the DVA (the agency
responsible for enforcement of taxi
regulations) to increase enforcement activity to reduce illegal pickups from the street and price haggling. Current legislation allows taxi drivers to pick up off the street at certain times of the week (Friday and Saturday nights) This means that companies can be left with fewer drivers for pre- booked jobs for loyal customers during these periods. The ability to flag a taxi down during these hours also leads to customers bidding higher amounts than the metered fare to “jump the queue” and this encourages higher prices and bartering.
It is a challenging task for the DVA to enforce legislation in these circumstances as it can be difficult to identify which drivers are collecting a customer legally and which are not.
WHEN WILL THIS IMPROVE?
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80
