Taxi industry inquiry
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Final recommendations3.1 The Taxi Services Commission should submit to the upcoming second review of the Australian Disability Standards for Accessible Public Transport (DSAPT) about the adverse outcomes for accessibility, vehicle quality and operator costs that are likely to arise from the proposed requirement for a three dimensional allocated space for ’accessible taxi vehicles‘ (to be introduced 1 January 2013), and why State regulators should be allowed some flexibility in regards to minor intrusions into a three dimensional space in setting regulations. 3.2 Superior designed, purpose-built, universally accessible taxi vehicles that are used in overseas jurisdictions – for example, the London ‘black cab’ and the New York Nissan NV200 - should not be prevented from operating in the Victorian fleet as conventional and wheelchair accessible taxis (WATs). These vehicles should exist in addition to DSAPT-approved WATs and, when transporting wheelchair passengers, be eligible for wheelchair trip incentives including the Multi Purpose Taxi Program subsidy and the driver lifting fee. 3.3 New outcomes-based vehicle standards (focusing on safety, accessibility and comfort especially) should be developed as soon as possible, to encourage a wider range of taxi and PBO vehicles, including purpose-built vehicles. The new standards should include a minimum requirement for all vehicles to be compliant with Australian and Victorian vehicle-related legislation such as the Australian Design Rules, the Victorian Road Safety Act 1986 and Roadworthy Certificate requirements. To the extent that the new standards impose additional costs on permit holders, these should be considered as part of a future taxi fare review and be reflected in regulated fares. 3.4 In the short term, the Government should introduce a limited purpose-built vehicle subsidy (for example, providing for up to 50 permit holders to access a subsidy of $20,000 per vehicle for purchase of a purpose-built taxi) to encourage the uptake of these vehicles and to assist in determining the costs of converting all or a larger part of the taxi fleet to these vehicles in the longer term. 3.5 Existing vehicle standards should be amended to allow purpose-built vehicles to have an age limit of 10 years, with extensions beyond this time being made subject to six-monthly inspections. 3.6 Age limits for other taxi vehicles and luxury PBO vehicles should remain unchanged at this time (subject to the Taxi Services Commission undertaking further research on the impact of age on vehicle safety, as per Recommendation 6.2). These age limits should be applied to PBO vehicles that do not meet the luxury vehicle tax threshold: Maximum vehicle age: 6.5 years Maximum vehicle age for entry into the taxi and non-luxury PBO fleet: 2.5 years. 3.7 Vehicle standards should set requirements for: Distinctive markings and features (enabling easy identification of the vehicle as a taxi, PBO cab, Stretched Vehicle or Registered Hire vehicle), such as windshield stickers and/or distinctive licence plates, and require all vehicles to maintain a professional image Larger, clearer displays of customer information inside the vehicle as appropriate, such as (in relation to taxis) information about fares, advising that safety cameras are in operation and how to make a complaint. 3.8 Standards for taximeters should set the following requirements: Taximeters should include all components of the fare, including tolls Taximeters should have the functionality to voice transmit all components of the fare to customers Taximeters should be required to be accurate. Meters should be pattern tested, installed and verified by expert independent service providers in accordance with international and national standards Taximeters should be regulated by the National Measurement Institute under the Australian National Measurement Act 1960, after appropriate protocols with the Taxi Services Commission have been determined. 3.9 All trip and fare data should be transmitted directly on a continuous basis from the vehicle to the Taxi Services Commission. 3.10 Permit holders should be permitted to have advertising on and/or in their taxi and/or hire car vehicles, subject to rules set by the Taxi Services Commission in relation to size, placement, subject matter and other requirements. 3.11 The regulation covering dome lights should be outcomes-focused and include automation of signalling linkages from taximeters to the dome light to show clearly the status of the taxi (whether hired, available or not available). Authorised Taxi Organisations should be permitted to adopt their own dome light design consistent with the new regulation. 3.12 Regulation requiring taxis operating in the Urban, Regional and Country zones to have yellow livery (whether affiliated with an Authorised Taxi Organisation or independent) should be removed. Urban, Regional and Country zone taxis should be permitted to adopt their own liveries, subject to meeting requirements that they maintain a professional image and on approval by the Taxi Services Commission. The Commission should assess the case for removing the requirement for yellow livery in the Metropolitan zone if this emerges as an obstacle to competition. 3.13 Victoria should seek the support of other Australian jurisdictions for a more cooperative national approach to vehicle standards. In particular, the Victorian Government should actively pursue: Greater consistency in vehicle regulations to assist manufacturers and importers in supplying more appropriate vehicles to the Australian taxi market as a whole (particularly in relation to purpose-built taxis and wheelchair accessible vehicles) Enhancing the role of the National Measurement Institute in regulating taximeters Australia-wide and working with jurisdictional taxi regulators to set appropriate national standards for meters.
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