GMB PERSPECTIVE GMB TAKE ON TASK AND FINISH


This week saw the comple- tion of months work by the Taxi and Private Hire Task and Finish Group. The result of this paper is a clear roadmap for change that trumps theoriginal review


that never saw the light of day.


We can now be sure that a realistic plan to outline what ply for hire looks like for both sides of a divided trade, and that will allow authorities to understand clear guidelines.


A plan tomake sure that costs aremitigated for some parts of the trade to have custom vehicles cannot be underestimated as to how it would assist drivers who have little or no choice over vehicle type or specification.


Giving local authorities the power to enforce and seek compliance from non-locally licensed vehicles, stopping those who license in one jurisdiction and then work elsewhere, stop getting away with what a local licensed vehicle would be stopped or removed in similar circumstances.


A national minimum standard will not only mean that drivers can be transferable across authorities should they choose to relocate, but will end the hotchpotch of each author- ity having differing standards.


This should aid vehicle manufacturers in creating standard vehicles that bring costs down for those investing in a vehicle.


Clearly the chance to choose a standard for wheelchair accessibility will not only assist drivers but the public who will find confor- mity wherever they travel.


Making a formalised process to stop cross border being used a way to avoid licensing and compliance issues, as well as taking work from locally licensed drivers, will allow people to resume making a living where they live and not to see companies make their own licensing districts that save them on compliance and local engagement.


This will not stop school transport or pre- booked chauffeurs from carrying out their duties. However, those companies looking to morph in to being a ‘Chauffeur’ service to avoid the rules will be disappointed to learn there will be measures in place to prevent this.


Within London a recommendation to stop the farce of pedicabs who can charge what


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they like and have no safety training, for- malised disclosure and barring service checks and can in all probability avoid the tax regime that the private hire and taxi trade have to abide by or face action from the authorities.


The days of literal highway robbery will be curtailed.


The plan for PCN fees may not please all drivers; however knowing that in many dis- tricts compliance levels are already high it is only those who cut corners who may be subject to these.


However, unless fares and earnings increase, drivers will continue in the spiral of just about doing enough to stay compliant.


A clear message has now gone out in rela- tion to rideshare, although in my opinion rideshare not only puts drivers at risk but even if consent is given by other passengers this is not a recipe for harmony.


It is my belief that rideshare gives higher commission profits to companies and gives drivers less chance to earn based on divert- ing on pre-existing routes based on putting the consumer making a saving ahead of the value to a driver.


Having a rule in place for all providers of service will stop apps and overseas compa- nies avoiding their licensing obligations. I hope in time the tax obligations will also be met too.


Setting a framework of statutory guidance for local authorities on vulnerable passengers is a clear step in the right direction; however there is no guarantee those districts men- tioned in the report cannot be sure that offencesmay be carried outwhilst drivers are at work and this must be taken into account when looking at how legislation is drafted.


Bringing CCTV in to minimum standards will be a huge leap for a trade where installation and specification changes can have high costs.


The issue relating to chauffeured vehicles will no doubt bring concerned responses fromthe section of the trade whomay claim that their clients demand privacy.


The argument that signage may be invasive will no doubt be levelled.


It is clear a national standard for distinguish- ing between taxi and PHV is long overdue; a


mix of colours badges and signage is con- fusing to those who may not be local to an area. However very careful consideration must be given to signage and advertising on vehicles.


Clearly the current level of interaction between local authorities must change when drivers move or seek licensing else- where; presently information that could prove invaluable is missing from decision making which could make a huge difference to the authority.


Clearly the report deals with training and disability awareness and the penalties that should be attributed to refusal of service.


However not all wheelchairs will fit into vehicles or onto ramps.


Also there are occasions when it is impossi- ble for a driver to get a chair into a vehicle based on the weight of the individual they are trying to assist.


Unless this is considered this will leave driv- er being sanctioned for situations beyond their control.


A driver’s health and safety must be consid- ered in these instances.


I have left one of my most favourite propos- als until last - that is: the low pay and exploitation of some, but not all, drivers is a source of concern.


Licensing authorities should take into account any evidence of a person or busi- ness flouting employment law, and with it the integrity of the National LivingWage, as part of their test of whether that person or business is fit and proper to be a PHV or taxi operator.


I have been an advocate of making sure drivers have a fair income for the work they do since I joined the GMB. The chance of this coming to fruition is a step closer.


Drivers deserve the quality of life that oth- ers enjo. A reasonable income puts drivers ahead of consumers and this is key to reten- tion and drivers not having to work ridiculous hours to earn a living.


Steve Garelick Regional Organiser, GMB steve.garelick@gmbdrivers.org


OCTOBER 2018


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