POLICY APPROACH TO ACCESSIBLE TAXIS
Introduction
1. The Disability Discrimination Act (DDA) 1995 promised accessibility regulations for licensed taxis. Proposals were announced in 2003, but there has been uncertainty since as to the Government’s plans, and this has not been helpful for drivers, manufacturers or licensing authorities. The Government remains committed to improving taxi accessibility, although it is now recognised that regulation may not be the best way of bringing about change. A regulatory route has not yet been ruled out but, before we proceed any further, Ministers want to be satisfied that we are in a position to choose the best way to deliver the best service.
Background
2. DDA 1995 gives the Secretary of State power to introduce accessibility regulations for several land-based modes of transport. The Government has already used these powers to introduce regulations for trains and trams and for buses and coaches; regulations for taxis would seek to deliver an integrated land-based public transport system for disabled people.
3. However, introducing requirements for accessible taxis is proving much more complex. This is in part because of the design challenges of accommodating wheelchair users within the confines of small vehicles, while also providing reasonable access for other disabled people. The existing legislative framework in England and Wales requires that both sets of requirements are met in each vehicle. It is also due in part to the disparate nature of the trade and, in particular, to the low economic base from which a significant minority of taxis operate, for example, in rural areas.
4. The Department originally consulted in 1997 on implementing regulations but the regulatory impact analysis at that time made it clear that proceeding with a nationwide requirement for accessibility, covering 100% of the taxi fleet, would cause severe economic damage to parts of the trade. After further work, Ministers announced in 2003 that we would approach the issue in a different way by targeting only those places in which the trade was economically viable (larger centres of population, areas with transport interchanges etc). Under the proposals, all vehicles newly licensed as taxis would need to comply with the regulations from 2010, with full compliance by 2020. This would enable accessible vehicles to be phased in gradually and to be delivered first in those areas where there was most demand for spontaneous travel. This approach would cover 60% of licensing authorities and 80% of licensed taxis, but it would still impose significant capital costs on operators.
5. We have since been working on developing the technical specification that would form the basis of the design/performance requirements for accessible taxis, and this process has involved two key stakeholder consultation exercises. We have also provided representation on the ECMT/IRU Taxi Group, which has been reviewing the issue of access to taxis as part of its 2004-2006 work programme, and we await publication of the Group's final report.
6. Although the Department issued general advice to licensing authorities in September 2002, only 43 licensing authorities out of 343 (12%) have introduced a mandatory accessible taxis policy in England and Wales. The present approach is to leave the determination of policy requirements to licensing authorities, but this means that, while wheelchair accessible taxis are already operating in some parts of the country under licensing requirements imposed at local level, the standards of accessibility vary considerably, including the extent to which taxis can be hailed on the street or at ranks, rather than booked by telephone.
An Alternative Approach to Regulation?
7. Experience to-date bears testimony to the fact that ensuring the introduction of more accessible taxis is not an easy task. Added to this, is the Government's current focus on reducing burdens on business from regulation and inspection, and on freedoms and powers for local government and local communities to shape their own services advocated in the White Paper 'Strong and prosperous communities'.
8. To help move the debate forward, there are therefore a number of questions on which we would welcome views:
· How could central government guidance on the design/adaptation of wheelchair accessible taxis allow for the continued use of current accessible taxis, while at the same time encouraging improvements in design?
· In order to benefit the consumer, should these design standards be applied to all new taxis or a proportion of new vehicles in each licensing area?
· Should this decision be left to local licensing authorities to determine, on the grounds that, unlike rail and bus, this is a policy best decided at local level in consultation with disabled people and other interested parties?
· How can central government assist local licensing authorities in reaching a decision on the proportion of accessible taxis?
· What policies would encourage taxi operators to introduce wheelchair accessible taxis?
· Would issuing more detailed design standards as guidance, rather than as accessibility regulations, lead to significant improvements in the number of accessible taxis?
· What evidence is there of the additional benefits for disabled people that would accrue from the large capital investment required to make taxis even more accessible?
· Should we retain the option of going down the regulatory route if, following a monitoring programme of several years, a voluntary code of practice was found to be ineffective?
MIU
9 November 2006
http://www.ddsg.org.uk/taxi/
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