Taxi Driver Online

Quality control is key (6/10/2005)

Opinion: Raising the standard to enter the trade leads to a better paid workforce and a more professional service.

Many of the problems besetting the world’s taxi industries stem from a lack of quality control. Given that in many areas all that is required to become a taxi driver is an ordinary driving license and the ability to get through a fairly straightforward vetting procedure, it’s not surprising that the trade is often notorious for low wages, since the easier it is to do a job, the lower earnings will be. And while in the economy generally those offering a poor service would usually earn less, because taxi drivers can get their work by virtue only of reaching the front of the rank or being hailed at random in the street, this principle does not apply. Thus it’s perhaps no surprise that many drivers in the UK regularly earn less than the national minimum wage.

Of course, in many areas, both domestically and internationally, this problem has been recognised to an extent by limiting the number of taxis. However, visitors to our website will be aware that we are not over-impressed by this idea – the number of drivers is no more controlled than in the usual scenario, and allowing some in the industry to control the ‘tools of the trade’ merely allows them to milk money from drivers who do not have a plate – ‘blatant exploitation by a cartel of owners’, as the American version of the TUC described the situation in New York. Thus, as regards providing equitable treatment for all those in the trade, limiting taxi numbers is about as useful as controlling the number of buckets and chamois leathers for window cleaners.

Another school of thought holds that tariffs are the key, and that any rise in fares will automatically end up in the pockets of drivers. Unfortunately this doesn’t work either. To take an extreme example, if fares were increased substantially (and assuming that no business was lost as a consequence) and this doubled drivers’ wages, this would just make the trade more attractive to people doing other jobs for less wages, and some would therefore decide to become taxi drivers. So while there might be a short-term boost to earnings, in the long term things would just end up back at square one – while each hire might be twice as profitable, if the driver only does half as many as previously then he might have more time to read books or listen to the radio, but he’ll have no more in his bag at the end of the shift.

On the other hand, if drivers are required to meet reasonable quality standards to enter the trade, then this will keep driver numbers in check and thus boost earnings, not to mention resulting in a more professional service. This principle certainly seems to work in London, where the stringent ‘Knowledge’ test takes years to pass, but ensures that drivers earn a decent crust at the end of it. Moreover, the London trade has a worldwide reputation for service quality, as compared to other world cities such as New York and Toronto.

While some local authorities do have reasonable quality control procedures in place, in others the picture is less rosy, and there are several obstacles standing in the way of a more uniform approach.

First is a lack of understanding by those involved in regulating the trade. Of course, while many of the councillors who ultimately decide these things are no doubt capable people in many regards, as we all know their knowledge of the taxi trade is very often scant, at best.

Second, quite often there is contradiction between the needs of taxi owners (who prefer easy entry into the trade for drivers to ensure a continued supply for their vehicles) and the drivers themselves, who obviously benefit from fewer drivers entering the trade, whether they are a jockey/journeyman or an owner-driver who does not hire other drivers. Thus while probably few London drivers would argue for the ‘Knowledge’ to be dumbed down, the opposite is often the case as regards taxi owners in the provinces who complain about a ‘shortage’ of drivers. Moreover, for whatever reason drivers are usually under-represented and unheard compared to taxi proprietors, thus the latter’s views usually prevail as regards local authority policy.

This contradiction was ably demonstrated by an article in the July issue of Press Cuttings Monthly entitled ‘I don’t want to drive the bloody thing myself’, written by a taxi proprietor from Bournemouth. The title says it all, and neatly demonstrates the ethos of those who think local authorities should assist in this aim by limiting the number of taxis while at the same time ensuring a constant supply of people to drive them. Indeed, Bournemouth does restrict taxi numbers, but clearly the supply of new drivers is not good enough for the article’s author, who makes the wholly self-serving suggestion of allowing new drivers to join the trade without even paying a licensing fee. After a year the driver would sit a proper knowledge test, which he would then presumably pass with flying colours, having learnt ‘on the job’. Thus in effect the proprietor wants no knowledge test at all, with the public having to suffer the consequent poor service, and the drivers having earnings decreased because of the extra numbers caused by reducing entry to the driving side of the trade to a bit of form filling.

Of course, the author ‘deserves to take it easier’, but clearly there are not enough so-called ‘drifters’ coming into the trade to make this possible. Another obstacle is deemed to be the minimum wage in the rest of the economy – if this is considered a problem it ably demonstrates the kind of money this proprietor would be willing to see drivers earning in order that he could take it easy. But, hey, he deserves it, and clearly nothing should stand in the way of him ‘living of the income of hard working drivers’, as he put it. And the pitiful wages that such drivers would be earning would obviously be of no concern to him.

A third obstacle to a more uniform approach across the country as regards standards is the lack of impetus from government for such a stance. While the Office of Fair Trading’s report made some reasonably positive noises about quality control regarding drivers, there is little evidence of any local authority activity in this regard. Likewise, the DfT’s recently issued draft best practice guidance makes similarly encouraging noises, but it’s often difficult to reconcile this with the more laissez faire ethos often apparent regarding the guidance generally. In any case, the guidance will be just that, and as the issue of restricted vehicle numbers demonstrates, the view of the vested interests in local trades will often hold sway, as outlined earlier. Even where local authorities have derestricted taxi numbers and introduced an element of quality control, this has been at the vehicle level, and the number of drivers has generally not been considered.

But it’s about time that the authorities started paying more heed to those at the bottom of the pile and stopped ignoring them in favour of those a few rungs further up the ladder, with the latter currently preferring that the former are kept down there (unless, of course, they want to buy their plate). As the House of Commons Transport Committee rightly said in the aftermath of the OFT report, drivers do not have the benefit of the minimum wage and employment rights, but its proffered solution (restricted taxi numbers) does nothing to help plateless drivers. On the other hand, a reasonable knowledge test and a driving test (as a minimum) can boost earnings, provide a better quality service and in general lead to a more professional trade, as compared to the part-time/’between jobs’ environment currently evident in many areas. And such an approach is hardly revolutionary, since it’s already in place in many parts of the country.

Of course, such an approach is anathema to people like our friend in Bournemouth, who bemoans the fact that he has to spend ‘hour upon hour behind the wheel to guarantee a living’. And there are thousands like him throughout the country. But it’s perhaps about time that such people realised that it’s increasingly a case of having to work if you want to earn in the UK taxi trade. The Bournemouth proprietor characterises this as the tail wagging the dog, but surely a more just approach would be to conclude that every dog has its day.

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Taxi Driver Online
www.taxi-driver.co.uk

The people who represent this Taxi trade of ours are frequent visitors to this site, so they know or they should know, what is happening to this fair country of ours. For quite some time I've advocated higher quality control standards for drivers in order to make entry harder for those who do not come up to scratch for the job. Some people might think my standard of entry might be too difficult for even the average person to pass but it won't be me who sets the standard.

I have no doubt that every test has it failure rate that's why the London knowledge test has a drop out rate of 80%. However, the London knowledge is unique and although it is said it could be condensed to less than two years I think any national entry test for the provinces should not take anywhere near the time it takes to complete the London test.

I advocate a national Taxi driving certificate which would consist of perhaps two parts, part one would be a mandatory knowledge test of the standard DfT bylaws and legislation of the rules and regulations Governing both sectors of hackney carriage and private hire. There would be an oral written English and maths test. The pass rate would be set no lower than 90%. The second phase of the test would be localised to the area where the badge was to be effected. It would consist of a local street knowledge test consisting of landmarks, interesting places, Airports, train stations, hospitals, places of entertainment, street navigation and anything else that is appropriate including local bylaws and conditions? The percentage pass rate would be set no lower than 90%.

Other elements of testing such as driving skills, DDA awareness, fitness certificates etc etc….. is for someone else to decide not me.

It is not me who will be responsible for implementing any test or exam, however the details of any future driver quality control system should be considered very carefully and discussed widely with a sensible approach for what is to be achieved.

Driving tests and DDA awareness etc etc are things I'm not overly concerned about. I'll let others lose sleep on how they should be implemented into any quality control certificate?

The bottom line as Dusty says, is that you don't just turn up, answer a few questions, drive around town for half an hour and you get issued a badge, those days will be a thing of the past.

My idea of quality controls would mean studying and sitting proper tests or even several modules before you go on to the second part of the badge certificate.

Driver quality controls could be implemented under a one-tier system, or a two-tier system.

I should remind you that several organisations including the T&G have in the past advocated similar standards to those I have suggested. It should also be remembered that the DfT in 1994 stated additional driving tests imposed on taxi and P/H drivers by some authorities are not justified. I have an open mind on this aspect and believe that persons who have continually been driving for some considerable time should perhaps be exempt from these driving tests.

In 1994 the T&G told the select committee that they wanted to see "National requirements for Taxi drivers. The requirement was to show knowledge of Taxi legislation, vehicle maintenance, customer care skills and economic skills".

DPTAC believed that training in meeting the needs of passengers with disabilities, was an essential part of driver's qualifications and should be introduced on a mandatory basis.

NATPHLEO said it would be helpful to train drivers in first aid.

The NFTA, your outfit, said the knowledge test contributed greatly to safety and enhanced the level of service.

So you see, quality control of drivers is not knew, it’s the fact that you guys have been so preoccupied with plate values that you've failed to see the bigger picture. Your failure has probable set this trade back decades.

It's alright the T & G saying we defeated the OFT and then sitting back to bask in their five minutes of glory but the sad fact is, that the proverbial chickens are now well and truly coming home to roost. And it’s all down to you lot, whether you like it or not?

Regards

JD

I reckon that no one who is clinically obese (30% fat of body mass isn't it) or who smokes more than 10 cigarettes a day should be granted a licence.................


Bet that would be a popular decision.

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A member of the Hire or Reward Industry

The only driver left then would be TDO.

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IDFIMH

TDO

I'll make a response to your post tommorrow.

CC

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Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin

JD

at the risk of disagreeing with you, your talking pants.



Whilst you state higher quality standards, you fail to say what those standards are, save for now.




London is a City with a massive population and the knowledge of London is legendary, it is however a very false basis to aim standards at, on this we seem to agree.

Edinburgh has a pretty decent knowledge test, yet is incomparable with London. I understand a decent trainer would get a complete outsider through that particular test in 3 to 4 weeks. At the moment its taking about 5 weeks to get a CRB check returned, to be honest whats the greater difficulty? passing a knowledge test or waiting for your CRB to return?





Unfortunately I think both aspects are outside of your remit.



If youve applied for a CRB recently I think you'll find you no longer simply collect your license, or indeed if you wish to pass a DSA test.



Thats very big hearted of you.



Pre-occupied with plate values?

You seem to have a very one tracked opinion for an open minded person.

My failure? WOW! I take a job am in it for a couple of years and I get made responsible for the past two centuries?

However, I am a sharing person, my opinion is that your responsible too, because I dont tend to hold the trade as my own posession, its everybody's.

I cannot speak for the T&G (or NTA for that matter), but please expand on the chickens coming home to roost.

To my recollection the last bit of news from the DFT was a success for the entire trade, the fact that seven day contracts have been around for 30 years and in Carlisle two months, is of course irrelavent

regards

CC

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Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin

Thats twice in two days you have offered me your "pants" what will you tempt me with next?



Where have you been Captain Cab? On several occasions I have mentioned in passing some of the standards I would like to see implemented.

However, seeing as I've gone in to detail about the type of quality controls I personally would like to see implemented, perhaps you would do us the honour of expressing your own opinions on quality driver controls, always assuming you have an opinion?

In the light of what might happen to this trade in the future if standards are not raised then your opinion on what the NTA and other organisations should do, would also be of interest.

You have the floor?


Regards

JD

I'm sorry JD, I got a job lot of designer stuff from 'TK Maxx'.





I apologise again (thats twice in one post!), I havent been on here in a while and I havent really been hanging on your each and every word (sorry for that too).

Perhaps a TDO policy on the issue maybe a step forward?



I think certainly someform of statement would be appreciated, perhaps the best practice guidance may be a ad hoc solution?

regards

CC

_________________
Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin

I think posters on TDO will be most relieved at the fact your not trying pass yourself off as a "Taxi Trollop" who throws her panties at any old handsome cabby? lol

However, posters on TDO will be most dissapointed to hear that a promiment member of the National Taxi Association doesn't want to furnish us with his personal views in respect of Quality driver controls?

Would it be alright if I posted some of your past personal comments on the subject? lol

Regards

JD

As I have stated before, the problem with foriegn drivers is lack of english.
They cannot and will not speak english.
I have drivers that have lived in england for 10 years+ and thier english is still cr*p.
When I go on the road, people always comment on how nice it is to have an english driver who knows where he is going. Racist?, no, common sense?,yes.

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stressed controller!!!

I'd hardly descripe my 'Y' fronts as panites however, in the context of good taste I suppose we better return to the subject matter.

My views may also differ from the national bodies, I wouldnt want anyone to become confused now would I ?

I'd be kinda disappointed if you didnt furnish me with a blast from the past, and look forward to seeing them

regards

CC

_________________
Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin

They can't be anymore confused than what they are now? In fact apart from retaining control of numbers I think "confusion" is the only policy the NTA has?

Why don't you try and unconfuse us with your revelations of the future, or if you prefer ask Norman Deegan to pay us a visit and he can tell us himself?

Regards

JD

Norman who?

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IDFIMH

Secret Society, no wonder you haven't heard of him? lol

Regards

JD

I dont think numbers control is the only policy

CC

_________________
Think of how stupid the average person is, and realize half of them are stupider than that.
George Carlin