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PostPosted: Tue Sep 25, 2018 11:10 am 
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Sussex wrote:
Recommendation 17

In the interests of passenger safety, particularly in the light of events in towns and cities like Rochdale, Oxford, Newcastle and Rotherham, all licensed vehicles must be fitted with CCTV (visual and audio) subject to strict data protection measures. Licensing authorities must use their existing power to mandate this ahead of inclusion in national minimum standards.

To support greater consistency in licensing, potentially reduce costs and assist greater out of area compliance, the Government must set out in guidance the standards and specifications of CCTV systems for use in taxis and PHVs. These must then be introduced on a mandatory basis as part of national minimum standards.


:D


CCTV fitters don't exist in many areas so it is a bit of a lottery as to what system you could get

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PostPosted: Tue Sep 25, 2018 11:13 am 
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Sussex wrote:
Recommendation 19

National standards must set requirements to assist the public in distinguishing between taxis, PHVs and unlicensed vehicles. These should require drivers to have on display (e.g. a clearly visible badge or arm-band providing) relevant details to assist the passengers in identifying that they are appropriately licensed e.g. photograph of the driver and licence type i.e. immediate hire or pre-booked only.
All PHVs must be required to provide information to passengers including driver photo ID and the vehicle licence number, in advance of a journey. This would enable all passengers to share information with others in advance of their journey. For passengers who cannot receive the relevant information via digital means this information should be available through other means before passengers get into the vehicle.


The second part of that recommendation makes no sense, and is in effect impossible to adhere to. What about freephone work, or auto bookings? Or are we all meant to have cards with our details on to give every passenger before they get in the car?

Quite amazed this stupid recommendation got past the PH reps in the Task Force.


Most PH firms these days send a text with the reg number and name of their driver I think this is covering that and I don't see the problem if they can't receive texts then tell them over the phone

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PostPosted: Tue Sep 25, 2018 11:16 am 
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Sussex wrote:
Recommendation 34

Government should urgently review the evidence and case for restricting the number of hours that taxi and PHV drivers can drive, on the same safety grounds that restrict hours for bus and lorry drivers.


Very contentious, but I'm one of the few that look positively at limiting the crazy hours some of us work.



but as hackney drivers some of us spend time sitting on a rank how do you account for that or even a PH driver sat in the office having a coffee and trying to influence the op to feed them so a driver could do a 12 hour shift but only drive for 6 hours or less

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PostPosted: Tue Sep 25, 2018 11:21 am 
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grandad wrote:
Sussex wrote:
Recommendation 11

Government should legislate that all taxi and PHV journeys should start and/or end within the area for which the driver, vehicle and operator (PHV and taxi – see recommendation 6) are licensed. Appropriate measures should be in place to allow specialist services such as chauffeur and disability transport services to continue to operate cross border. Operators should not be restricted from applying for and holding licences with multiple authorities, subject to them meeting both national standards and any additional requirements imposed by the relevant licensing authority.


That will go down like a sack of poo in a few Boardrooms.

We have many jobs that don't start or end in our area, they can't also be classed as executive type work so where would that leave us? for instance, the borough boundary is only 6 miles from our base in 2 directions and we take many passengers from villages just over the border to airports or weddings or nights out. Will we not be able to do this any more?


In our case the borough boundaries are less than 2 miles in ANY direction ( bar a little tiny buit of Lincolnshire that stretches out along the A16 sorry A1075 as we are now meant to call it) which would mean that village to village jobs would become illegal and we would only be able to bring people to or from the town. great for mums who want to get their kids from a village 2 miles outside town to the main school 1.5 miles from town as they would have to fetch a car all the way from oakham (12 miles away)

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PostPosted: Tue Sep 25, 2018 11:26 am 
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In the short-term, large urban areas, notably those that have metro mayors, should
emulate the model of licensing which currently exists in London and be combined into
one licensing area. In non-metropolitan areas collaboration and joint working between
smaller authorities should become the norm.
Government having encouraged such joint working to build capacity and effectiveness,
working with the Local Government Association, should review progress in nonmetropolitan
areas over the next three years.

that'll ruffle a few feathers on licensing committee's :lol:

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PostPosted: Tue Sep 25, 2018 11:28 am 
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As the law stands, ‘plying for hire’ is difficult to prove and requires significant
enforcement resources. Technological advancement has blurred the distinction between
the two trades.
Government should introduce a statutory definition of both ‘plying for hire’ and ‘prebooked’
in order to maintain the two-tier system. This definition should include reviewing
the use of technology and vehicle 'clustering' as well as ensuring taxis retain the sole
right to be hailed on streets or at ranks.
Government should convene a panel of regulatory experts to explore and draft the
definition.


I thought definitions were reasonably clear what is needed is to define what an app is or isn't able to do

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PostPosted: Tue Sep 25, 2018 11:30 am 
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Recommendation 8
Government should legislate to allow local licensing authorities, where a need is proven
through a public interest test, to set a cap on the number of taxi and PHVs they license.
This can help authorities to solve challenges around congestion, air quality and parking
and ensure appropriate provision of taxi and private hire services for passengers, while
maintaining drivers’ working conditions.

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PostPosted: Tue Sep 25, 2018 11:32 am 
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Recommendation 14
The Department for Transport and Transport for London should work together to enable
the issue of Fixed Penalty Notices for both minor taxi and PHV compliance failings. The
Department for Transport should introduce legislation to provide all licensing authorities
with the same powers.


:shock: :? eusasmiles.zip

so hand the councils a license to print money through over zealous use of penalty fines !!

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PostPosted: Tue Sep 25, 2018 11:37 am 
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Recommendation 28
Licensing authorities must require that all drivers are able to communicate in English
orally and in writing to a standard that is required to fulfil their duties, including in
emergency and other challenging situations.

=D> =D> =D>

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PostPosted: Tue Sep 25, 2018 11:41 am 
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Recommendation 30
Licensing authorities that have low levels of wheelchair accessible vehicles (WAVs) in
their taxi and PHV fleet should ascertain if there is unmet demand for these vehicles. In
areas with unmet demand licensing authorities should consider how existing powers
could be used to address this, including making it mandatory to have a minimum
number of their fleet that are WAVs. As a matter of urgency, the Government's Best
Practice Guidance should be revised to make appropriate recommendations to support
this objective.


this might be akin to throwing the councils and drivers into a pit of vipers. mixed fleets are always problematic the only solution i can see is a subsidy system whereby the operators of WAV's are compensated for the reduced level of work they would get compared to a saloon car hackney

Recommendation 32
Licensing authorities should use their existing enforcement powers to take strong action
where disability access refusals are reported, to deter future cases. They should also
ensure their systems and processes make it as easy as possible to report disability
access refusals.

perhaps they could encourage non refusal as above using some sort of voucher system where the wheelchair user hands a voucher to the driver along with the fare the voucher would give the driver a fees discount perhaps

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PostPosted: Tue Sep 25, 2018 11:48 am 
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Interesting if you go further down to the bit about Manchester and the wildly differing charges in each borough

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PostPosted: Tue Sep 25, 2018 11:51 am 
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The increase in licensing numbers is also inconsistent across England; to give just
some examples, the number of PHVs licensed by Transport for London increased by
39% between 2011 and 2017 to 87,400; in the same period, the number of PHVs
licensed by Wolverhampton City Council increased by 434% to 2,949; but decreased
by 37% in Tandridge District Council to just 46

but the graph shows an overall rise of about 80 percent between 2005 and 2017 has the market expanded that much ?

And the map on page 27 makes interesting reading :shock:

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PostPosted: Tue Sep 25, 2018 11:57 am 
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By the way sussex did you not read page 29 all about your favourite type of licensed vehicle :lol:

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PostPosted: Tue Sep 25, 2018 12:28 pm 
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edders23 wrote:
The increase in licensing numbers is also inconsistent across England; to give just
some examples, the number of PHVs licensed by Transport for London increased by
39% between 2011 and 2017 to 87,400; in the same period, the number of PHVs
licensed by Wolverhampton City Council increased by 434% to 2,949; but decreased
by 37% in Tandridge District Council to just 46

but the graph shows an overall rise of about 80 percent between 2005 and 2017 has the market expanded that much ?

And the map on page 27 makes interesting reading :shock:



The information on phv licenses is out of date 87,000 in 2017,latest figure for 2018 is 109,000,like every other report grossly misleading information,recommendations have proved that it is phv operator biased,the rank and file people delivering the service (Taxi proprietor/driver or phv proprietor/driver) have had no input and have been totally ignored in compiling this report.


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PostPosted: Tue Sep 25, 2018 6:15 pm 
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grandad wrote:
We have many jobs that don't start or end in our area, they can't also be classed as executive type work so where would that leave us? for instance, the borough boundary is only 6 miles from our base in 2 directions and we take many passengers from villages just over the border to airports or weddings or nights out. Will we not be able to do this any more?

You make good points, that those of us in the trade with brains understand.

I was very surprised the words 'mainly' or 'predominately' didn't appear in the recommendation.

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