Taxi industry inquiry
Issues raised in submissions
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- Transmission of trip data to the TSC
- Taximeters
- Removing the requirement for uniform livery
Issues raised in submissionsOf those submissions that commented on the inquiry’s proposals for more diverse vehicles and greater service differentiation between vehicles, the vast majority were in favour of allowing purpose-built vehicles and a wider range of vehicles into the Victorian fleet. For example, the RACV supported the move to introduce international vehicles to service local demand, while VECCI noted some of the benefits of a more diverse range of vehicles: We strongly support recommendations for outcomes-based vehicle standards that provide greater accessibility, improved fuel efficiency and greater passenger comfort and amenity. For example, current taxi vehicles that operate on LP gas have little space for luggage due to the gas tank being located in the boot of the car. This can be a great inconvenience for business and leisure travellers alike.87 The Victorian Disability Advisory Council supported the removal of all barriers to a universally accessible taxi and introducing standards to support these vehicles, particularly for wheelchair and scooter users.88 Scope noted that current standards are too stringent, without any real assessment of risk.89 Of the London black cab, Scope observed: While London cabs do not meet all Disability Standards for Accessible Public Transport, and will therefore not meet the needs of the majority of people with disabilities, their design is such that many people with disabilities could still use them. As such, their acceptance would increase the number of options available.90 Some networks and operator groups, while not opposed to the use of London black cabs, commented that they had been introduced to Melbourne in the past and had not been proven successful or suitable for use as a commercial passenger vehicle in Australian conditions. TISV stated that, at the time, these vehicles were expensive to purchase, maintain and operate, which outweighed any benefits they provided. Two anonymous submissions provided detailed information about the current features of London taxis. This included their superior accessibility features, five seat capacity, safety features and general quality and durability. One submission recommended that licence fees, vehicle age limits and government subsidies be used to encourage the uptake of these vehicles in the Victorian fleet.91 Blind Citizens Australia and VEOHRC urged the use of tactile information within vehicles for the benefit of vision impaired customers. Blind Citizens Australia also called for noise emitting devices to be installed in taxis to alleviate the danger of silent electrical vehicles such as the Toyota Prius to vision impaired pedestrians. The VDAC was concerned that the Draft Report did not address the matter of the refusal of WATs to carry particular types of wheelchairs and scooters and urged the inquiry to make a specific recommendation for the development of new types of restraints to deal with this problem. A number of submissions observed that moving to purpose-built vehicles where the driver is physically separated from the passenger would improve driver safety significantly. Networks generally supported the recommendation for more distinct markings and clearer displays in vehicles. Most submissions were in favour of removing the ban on advertising. Nearly all country operators supported this recommendation, recognising its potential to boost their incomes and improve their viability. A majority of submissions endorsed allowing ATOs to adopt their own dome light designs. The Geelong Taxi Network supported a review of dome light design subject to any new standards providing clear benefits for customers: The regulations covering dome lights could clearly be amended to show the status of the taxis either (hired or available) as is seen in some countries overseas.92
A small number of operators opposed the transmission of trip data to the TSC on the basis that it is unnecessary, impractical or has privacy implications. Some submissions supported the recommendation provided it does not impose additional costs on operators. The VTA supported the transmission of taxi data to a central point and acknowledged its value in informing policy decisions relating to taxis. However, the VTA queried how this can be achieved if mandatory affiliation to an NSP is removed. The VTA also argued that any requirement to ‘live stream’ data’ in regional areas should not be mandatory and that the current reporting requirement be retained. The Australian Taxi Drivers Association viewed “the recording and reporting of trip data [as] essential” to achieving reform objectives, while observing that it will take “some time and considerable changes to in-cab technology” to provide this information to the TSC.93 The Youth Disability Advocacy Service saw additional benefits in the transmission and analysis of such data: Information about cab type (e.g., WAT/Non‐WAT) should also be transmitted to the Commission, as well as whether this trip was completed by an MPTP user. This could assist in the assessing where WAT’s are most frequently used and the allocation of these in various areas.94 CabFare’s submission urged the inquiry to clarify that data should be provided on a ‘real time’ basis and to pursue the recommendation as a priority to promote ‘open systems’ and competitive outcomes. CabFare considered this recommendation (in conjunction with others regarding the collection, transmission and analysis of trip data) as having the potential to deliver “the least cost and highest quality public benefits in the shortest time frame if implemented correctly”.95 At the inquiry hearings in August 2012, TISV representatives indicated their strong support for the direct transmission of data from the meter to the TSC, stating that it was critical to monitoring the effect of policy decisions on the industry. TISV also recommended: …that the TSC when established adopt a sharp, corporatised, private sector approach or response with monitoring, collection of complete data sets, the conducting of proper financial and statistical analysis with the result being quick, corrective actions to rectify all industry issues and problems as they arise. 96
Many within the taxi industry, particularly operators, supported the continuation of current model taximeters, arguing that they provide a reasonable service. However, networks and business groups supported improvements to meters that would provide clear and transparent pricing. For networks, this support was conditional upon there being no additional financial impost on operators or the cost of meter improvements being incorporated into fares. A number of operators also expressed concern about the costs involved in changing over to newer taximeter equipment (while endorsing the inquiry’s outcomes-focused regulatory approach as supporting their right to choose equipment for their vehicles). The use of ‘talking taximeters’ was strongly supported by taxi users with a disability. Scope reported that its members were unanimous in their support for talking meters. Some networks disagreed with the draft recommendation to refer taximeter pattern and type testing to the National Measurement Institute (NMI) along with oversight of taximeter testing and auditing. They argued that it is unnecessary, that international taximeter standards have been demonstrated as inappropriate for Australia and that involving the NMI may have the effect of slowing innovation in this rapidly evolving area.
Many submissions supported the removal of the uniform yellow livery requirement. However, there was also strong support for maintaining the requirement. A number of submissions supported restricting any change to country areas and retaining the yellow livery in Melbourne. For example, the VTA stated that the yellow colour scheme should be retained in metropolitan Melbourne “as it makes taxis easier to identify in populated and congested areas, assists the visually impaired in finding taxis and has become an iconic symbol of Melbourne”.97 The City of Melbourne submission expressed a strong preference for maintaining the yellow livery, based on the ease in identifying taxis for tourists and the distinctiveness of the fleet that gives a professional image of the industry. A number of individual operators also saw value in the yellow livery. A submission from Dandenong was typical of those supporting the retention of the yellow livery:
A number of operators endorsed retaining a uniform livery, but nominated white as their preferred colour. Very little comment has been received by the inquiry on the competitive benefits of different coloured livery from either the taxi or hire car sectors. Frankston Radio Cabs noted that it already has approval for distinctive branding and sees this as critical in differentiating its service “amongst a mass of yellow cabs”99 suggesting that different livery or distinctive branding has competitive and consumer benefits.
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