see page 6 - Private Hire News

Transcription

EARLY SUMMER 2009
ISSUE
The news magazine of the Licensed Private Hire Car Association
incorporating the London Private Hire Car Association
see page 6
Platinum
Member –
Lancaster
page 8
Best Practice
Consultation
page 10
First Aid
in the
Workplace
page 52
www.privatehirenews.co.uk
46
EARLY SUMMER 2009
ISSUE 46
The news magazine of the Licensed Private Hire Car Association
incorporating the London Private Hire Car Association
Welcome to Edition 46 of Private Hire
News. It was good to see yet another full
house at our recent meeting on the
Hispaniola Boat on the Thames in April.
Those who attended will have probably
been contacted this time via the new
E-Alerts that the office has been
generating for Members.
This meeting was strictly a ‘Members
Only’ event with a few of our Platinum
Sponsors and Special Guests in
attendance. Two very welcome new
Special Guests were Martin Low (Director
of Transportation) at Westminster City
Council and Chief Superintendent Joe
Royle Commander of the London Mayor’s
recently enlarged Metropolitan Police’s
Transport Occupational Command Unit.
(TOCU)
A brief report will be made in this edition
of Private Hire News with full details of
the meeting and discussions privately
available in the pass-worded ‘Members
Only’ area of our website
www.LPHCA.co.uk
As mentioned above the team at the
office are now communicating to
Members by a new system of E-Alerts.
Once an E-Alert is received detailed
information can be obtained by a simple
click to our website where there will be
‘full blown’ information on the news
subject or event relating to the alert.
This system will enhance the level of
information that Members receive on a
simple ‘click when relevant’ basis. For
example we will be sending traffic, legal,
political, financial and association events
information as well as private news and
exclusive offers for Members.
This will give Members the ability to
obtain detailed information often well
PUBLISHER:
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www.privatehirenews.co.uk
EDITOR: Steve Wright
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CONTRIBUTORS:
Steve Wright, Geoff Wright,
NOTE: The editorial content of ‘Private Hire News’ is copyright.
Other Publications are not entitled to reproduce material contained
in it without prior authorisation in writing. Please contact the
publishers to obtain written permission to reproduce any material
contained in this or any other issue.
© All rights reserved
before it becomes ‘Public Domain’. In the
future most LPHCA information will only
reach those who are entitled to it – ‘Our
Loyal Members’, who at the end of the
day pay for it.
We are delighted with the E-Alerts trial
which we used for the April meeting and
no less that 11 Members registered their
attendance and food choices within 6
minutes of one of the alerts! There will
still be the traditional methods of fax,
phone and post, so don’t worry if you are
not yet web enabled.
Technology is now going to be heavily
utilised by the Association and we are
delighted to hear that the Public Carriage
Office (PCO) in London are also embracing
its use. The PCO are in the process of
formally approving remote inspection visits
via CabOperator the online Operator,
Driver and Vehicle Licensing Management
System. We would like to thank Platinum
Members Carlton Motors, Greater London
Hire and DataCars of Eltham for assisting
us with gaining PCO approval.
This will in effect mean that filing
cabinets full of papers and photocopies
are no longer necessary for PCO
Compliance. Most of the documents
required for inspections can be viewed by
the PCO remotely via CabOperator with
secure and private access from the PCO
over the web.
The consequence of this is the saving of
millions of pieces of paper and tens of
thousands of filing cabinets. In addition
teams of Licensing Officers arriving at
Operator’s Premises to undertake
trawling through filing cabinets can
virtually become a thing of the past, with
further environmental benefits via the
massive reduction in Licensing
Enforcement journeys.
An extra benefit is that by having remote
access to records it will enable the PCO
and other Local Authority Regulators to
spend more time focusing on those not
complying. The LPHCA will be hosting a
stand at the Coventry Exhibition at the
End of May and Alan Haslehurst will be
able to demo CabOperator there, with
special discounts to LPHCA Members.
The progress that the LPHCA has made in
the last 12 months is very encouraging
and without doubt this would not have
been possible without the Platinum
Membership as the time and financial
support that has been forthcoming from
all concerned has been tremendous.
All of the Platinum Objectives were realigned at the April meeting from the
original top twenty priorities in our first
year and it was good to report that we
have completed 5 priorities with ongoing
progress on many more.
The Platinum Committees will be reconvening soon with regular meetings on
the Hispaniola. The Platinum work will be
grown and developed to include all who
want to contribute with time and or
finances to help our progress.
The internet Platinum Message Board,
through no fault of the Association’s is
being superseded due to the difficulty of
managing it and the change of ownership
from Ezyboard to Yuku. A combination of
E-Alerts and our own Private Member’s
Message Board and Forum Areas will be
introduced with an easier hierarchy and
alerting system.
The LPHCA has been invited to get
involved in Industry Awards for Private
Hire in conjunction with the organisers of
Drive 09. Details of these QSI awards will
appear in the next edition of Private Hire
News alongside details of our AGM,
which will once again be held at the
wonderful Marriott Hotel at Heathrow.
This venue was so successful that many
Members have requested that we hold
the AGM and Road Show there once
again this year.
The date is confirmed as Thursday 8th
October, so those who missed out on this
great event last year please put it in your
diary now! Elsewhere in this Edition are
many Industry Related Articles including
the Private Hire in Bus lanes campaign,
where we are all working closely together
on the PHB. Hopefully I will see you at
Coventry or somewhere else soon.
Steve Wright, MBE
Chairman
In this issue…
Talking of Grading ............................................................................................................................................ 4
Private Hire in Bus Lanes ................................................................................................................................ 6
Platinum Member – Lancaster ........................................................................................................................ 8
Department for Transport – Best Practice Guidance ................................................................................... 16
Graded Listing ................................................................................................................................................ 27
Royal Parks Consultation – Response ......................................................................................................... 32
LPHCA Members’ Update Meeting ............................................................................................................... 34
PCO Notices ................................................................................................................................................... 40
Intelligent Speed Adaption • Rout the Tout • CRB Meeting in Parliament ................................................ 46
Visit to Allied Vehicles..................................................................................................................................... 48
First Aid in the Work Place ............................................................................................................................ 52
Early Summer 2009 Private Hire News
issue 46
3
Talking of Grading...
First Aid
at Work
by GEOFF WRIGHT
(CHIEF GRADING OFFICER)
In 1709 Alexander Pope is purported to have penned
“An Essay on Criticism” from which the phrase
‘A little knowledge is a dangerous thing’
emanated, and there are many aspects in life to
which this maxim can be applied, not least of
these is the delivery of First Aid at Work.
I will begin by posing the question ‘What is First Aid
at Work?’. Well we all know that people can
suffer injuries of some kind whilst undertaking
their appointed tasks, some of which are quite
easily treated ‘in house’ by ‘Qualified First Aiders’,
whilst more serious injuries would need to be
treated by specialists.
First Aid at Work covers the arrangements that
Employers must make to ensure that immediate
attention is given to any accident either by
treatment or in the case of a more serious injury, by
calling an ambulance with ‘on-board paramedics’.
The Health & Safety (First-Aid) Regulations require
employers to provide adequate and appropriate
equipment, facilities and personnel to enable first-aid to be
given to their employees and freelance personnel should
they become injured or fall sick at work.
What is considered to be ‘adequate and appropriate’ will
depend on the circumstances of the workplaces concerned of
course and in our industry there are three common types of
workplace environments namely:
• The walk in base customer establishment, which employs a
limited number of permanent staff
• The non base version of the above, which is generally a
remote staffed call centre
• The fully staffed office complexes with a significant number
of full time personnel or their staff and visitors
It is essential therefore that, whatever level of ‘first-aid’ is
needed, the personnel who are delivering such should be fully
conversant with ‘what’ and equally importantly ‘what not to
do’ in the event of an accident to a work colleague.
Sometimes it may be better to do nothing than to possibly
aggravate an injury by applying the wrong procedure through
inexperience.
It is therefore essential that whoever might be rendering first
aid, beyond the basic needs required, must be qualified to a
level commensurate with the nature of the injury or injuries
which have been sustained.
There are several aspects to be considered to determine what
level of responsibility employers have to observe their
minimum first-aid responsibilities set out in The Health &
Safety at Work Act, these are:
• The provision of a fully stocked first-aid box
• An appointed person(s) to take charge of first-aid
arrangements
Some of our membership are quite small organisations and
will only need to make the ‘minimum first-aid provision’
however there could be factors which might make greater
provision necessary.
4
issue 46
A quick look at the webfriendly version of the HSE
leaflet entitled INDG214
(reprinted 03/08) and you
should be able to adequately
determine where your Company
sits in the scheme of things.
As this leaflet sets out a fully
comprehensive schedule of
requirements we have
reproduced it in its entirety on
PAGES 52-53.
Please bear in mind that the information listed in that table
are suggestions and are not necessarily definitive.
The leaflet information also gives an indication guide as to
what a typical first aid kit should comprise as might be
applicable where no special risks would normally be
encountered in the workplace and it is thought that this
would generally be typical for our industry.
The nature of your activities may require you to have members
of your staff who have undergone training courses in
administering first-aid at work, such persons being in
possession of a current ‘first aid at work certificate’.
These certifications can be obtained through some of the
training organisations in Private Hire News. They must all
however have been approved by the HSE and a list of such
organisations in your area is available from them. Such
persons would be considered as ‘Qualified Basic First Aiders’
Alternatively you may only be required to have someone who
is an ‘appointed person’ who would be required to take
charge when someone has been injured or who has fallen ill
and who would call for an ambulance if required. That person
would also look after any first-aid equipment and duties
would include ensuring that the first-aid box is fully restocked
after use.
Some of our members have very comprehensive first-aid
facilities with stations being housed on each floor level of
their offices with dedicated staff to deal with incidences at
every level. One member has recently acquired a heart
defibulator for persons experiencing dangerous arrhyrthmia or
cardiac arrest and has members of staff fully trained in the use
of such a device.
Further information on all aspects of first-aid at work is
freely available on the HSE website at
www.hse.gov/firstaid/index.htm but hopefully this
article and the HSE Guidance published in this magazine
will serve to highlight the need for you to observe your
minimal requirements and recommendations about this
often overlooked but important subject.
Private Hire in
BUS LANES...
The recently re-constituted Private Hire Board met in January to discuss what direction it
should take. That meeting endorsed the fact that the PHB should be the lead body to
mount another ‘justice campaign’ for entry into the ‘Bus Lanes’ in London.
A ‘Bus Lane’ committee was formed and duly met
in April to discuss and agree the strategy to
address the discrimination in some Private Hire
Licensed Areas with regard to ‘Bus Lane Access’
for Private Hire Vehicles (PHV’s). One of the
difficulties of any campaign is fund raising and
consistently the primary funding had come in the
main from LPHCA Members, a few Generous
Sponsors including Addison Lee and industry
suppliers and but very little from elsewhere.
We understand more than most that Trade
Associations rightly have to protect their precious
incomes to sustain the vital ‘day to day’ work
required by their Membership.
The LPHCA with this in mind proposed and got
unanimously accepted the fact that ‘Every
Operator’, not just those in Trade Associations,
should help to fund the ‘Bus Lane’ campaign.
Furthermore Drivers who would gain the most
could also reasonably be expected to contribute.
A sustained campaign will need
advertising, public awareness, political
lobbying, legal funding and media
attention, which all comes at a cost.
Rather than ask a few to contribute the most, we
proposed that a simple nominal donation of a £1
per driver is paid by all Operators
One of the biggest issues on the
and or Drivers as a minimum
‘road to success’ for this
contribution.
Campaign will be the identifier
The committee will produce a
that will be needed for use for
professional video, as was done very
‘Bus Lane Access’. A certainty is
successfully with the ‘Door to Door
the fact that usage will not be
Justice Campaign’, which was
considered without a significant
ultimately brought into the Private
identifier.
Hire Board’s auspices.
DfT and Local Authorities have
The ‘Door to Door Justice Campaign’
long argued that to prevent
delivered the valuable concessions
other motorists following PHV’s
now enjoyed on London’s Red
with ‘Bus Lane Access’ into the
Routes by PCO Licensed Drivers.
‘Bus Lanes’ a ‘Distinctive
identifier’ will be needed on all
In addition posters, press releases,
vehicles. Local Authorities like
direct mailing and lobbying will be
Edinburgh have opted for MOGO
produced and or undertaken. This
Number Plate Attachment
will be backed by the legal work
Signage and even the Chauffeur
necessary to establish our rights to
and Executive Operators and
end the ‘unfair discrimination’
Drivers have now adopted these
against our drivers and our trade.
plates as their passport for ‘Bus
Private Hire in Bus Lanes – Are You
Lane Access’.
in for a Pound? Will be the theme
As the whole of the ‘Signage &
for Operators and Drivers alike.
Branding’ subject is due for
To kick start the campaign and
review in London soon it is very
enable the Video to be produced
timely that we are considering
the Private Hire Board has
our position on signage. It
contributed £5,000 to set the wheels
remains our view that ‘MOGO
in motion.
Number Plate Attachment
Members of the ‘Bus Lane
Signage’ is the best option and
Campaign Committee’ have already
we are delighted to see
met with lawyers to confirm our
thousands of these signs on our
legal strategy and some potential
member’s vehicles.
SIGNAGE
6
Early Summer 2009 Private Hire News issue 46
logos have been designed by Private Hire News
‘graphics wizard’ George at Bowberry House
Design, the cost of which, we are donating to
the campaign. (See page 26 and please Email us
at [email protected] to let us know your
preferred choice).
Other committee members have been proactive
setting up a website and sending out letters.
The letter (below) has been sent to All
Operators in London asking to donate £1 per
driver as a ‘Minimum Contribution’ to the
fighting fund for the ‘Private Hire in Bus Lanes’
campaign.
The question on every driver’s lips is ‘When
are we going to get in the bus lanes?’
We all know that we are not on a level
playing field with ‘Black Taxis’ in London
although there are more than twice as many
of us. This act of unlawful discrimination
must now be challenged.
The industry is represented by a number of
organisations and they all come together
under the Private Hire Board on issues where
we are in full agreement.
Entry into the bus lanes is an issue that has
been under discussion for some time and in
fact a TfL survey carried out four years ago
concluded that there would be no noticeable
increase in traffic flow.
Should Private Hire Vehicles be allowed to
travel in Bus Lanes?
We are contacting you as a proprietor to lend
your support to our campaign. You do not
have to belong to any association but we
would ask you to support us with a donation
of a £1 per driver.
None of this money will go to the committee
but will help us to seek the legal support we
are going to need.
We will only be successful if everyone pulls
together as we did on red routes.
If we are successful this will have a major
impact on your business and bring us a step
closer to offering real competition to the
Black Taxi trade. This is your chance to make
a difference.
Please make cheques payable to The Private
Hire Board and send them to our treasurer.
Mr. J Polly c/o Parker Car Service, Unit 3,
Victory Business Centre, Fleming Way
Isleworth, Middlesex TWT7 6DB
Details of how to contribute in other ways
will be published on the website and in
Private Hire & Courier Magazine.
PLATINUM MEMBER • PLATINUM MEMBER • PLATINUM MEMBER • PLATINUM MEMBER • PLATINUM MEMBER
8
PLATINUM MEMBER FEATURE ARTICLE
Lancaster Private Hire is a Platinum Founder Member
of the LPHCA and Ernie Hill their former Managing
Director has been very supportive of our work in the
industry since the mid-seventies.
It was therefore with some dismay when Ernie (who
has now retired) called the LPHCA to say the Daily
Mirror had published ‘total lies’ about the company in
April.
A disgruntled trainee driver allegedly went to the
Daily Mirror and made what the company insist are
false allegations about the way it operates and their
driver training and development program stating:
‘They are telling lies to bring us here’.
As a company Regularly Graded and Visited by us
these allegations were hard to reconcile, as Lancaster
always stood out to us as ‘An Exemplary Licensed
Private Hire Operator.
Lancaster has around 40 excellent self-employed
European Drivers on the road who are extremely well
trained and well turned out. Their training project has
been so successful that the company have won
many contracts and is expanding.
At a recent visit by the LPHCA the story
from the company was that they are very
happy and earning good money and
Lancaster of course has plenty of
evidence of this in their possession, which
was shown to us.
As all Operators will know there are two sides to
every story and Lancaster insist that drivers who
made the allegations have probably not
complied with company rules or worked
reasonable hours.
These training and recruitment
schemes have been a great success
not only in London but elsewhere and
like the famous Polish Builders and Plumbers the
drivers have contributed greatly to our industry and
very importantly to Safety of Passengers in London
and Nationally by providing cover where others were
not prepared to work.
Lancaster’s only sin appears to have been to have
upset Mr Flanagan by bringing in hard working drivers
and thoroughly training them, whilst providing a living
and accommodation for them whilst getting qualified.
The Eastern European Driver’s Scheme has been a
great success with Practical Training in the UK
following considerable training in their
homeland. Lancaster teamed up with
Havering College to train drivers for the
Government recognised NVQ and have
provided a substantial amount of training
materials and vehicles to ensure the success
of the project.
A couple of Lancaster’s drivers
have done so well that they have
been promoted to Chauffeurs
and are now driving £40,000
vehicles.
The Mirror surprisingly seems to have gone into this
story, hook, line and sinker, apparently spurred on by
the provocative GMB Union representative Terry
Flanagan who has before put out allegations and
sometimes disgusting rhetoric about Licensed Private
Hire Operators, the Royal Family and others.
The LPHCA, the former Mayor’s Transport Advisor
Mark Watts and the Private Hire Board (PHB) are
amongst many who have asked for these allegations
to be substantiated but to date nothing has been
brought to us by way of evidence.
For quite a while Mr Flanagan has been banging on
about illegal immigrants, slave labour and other
spurious allegations in connection with schemes to
train and use European Nationals to fill the void left
by the lack of drivers prepared to work appropriate
hours in London.
issue 46
Lancaster’s Robin Tasker and
their Euro Driver Manager
Lancaster has welcomed European Drivers, starting
with Romanians and today they also have Polish and
Bulgarians amongst their very happy and professional
workforce.
The company representatives were so pleased with the
Romanian project that Directors Robin Tasker and
Simon Hill spent time on Recruitment and Training
projects in other European capital cities to interview,
select and then train the candidates via the
'excellent' training syllabus prepared
by Lancaster.
Lancaster found that when service
levels and appropriate driver
availability diminished in the UK the
Eastern Europe Drivers came with an
eagerness to succeed and a tremendous
work ethic. They now have around 40
well turned out, customer-facing,
uniformed, focused and highly trained
drivers. Not surprisingly the company
have received many compliments regarding the
European Drivers from their wide portfolio of clients
and customers.
As with all drivers some will never be happy and will
think the grass is greener elsewhere. Lancaster, like
most companies, has had some leavers but the fact
that many have returned to Lancaster tells its own
story.
Several drivers have settled and bought their wives
and families over and were very upset after reading
the Mirror’s Article and they have said that they
would like their chance to tell the truth and to say
how happy they are.
The LPHCA’s legal helpline was used to advise
Lancaster alongside the full support of the LPHCA.
They have subsequently complained to the Press
Complaints Commission and are in consultation as to
their next steps.
Having spent nearly 40 years in our industry as your
Chairman I felt it was only right that I visited
Lancaster personally. I did this late in April to find
nothing to support the Mirror’s
Article. What I did find was the
highest standard of record keeping,
contractual agreements and driver
training that is way above what is
required and the norm for drivers in
our sector.
At the time of
going to press this
was still in the
hands of the Press
Complaints
Commission so we
will make no further
comment but will
report back to
Members in due
course.
The LPHCA will continue to support Lancaster as
valuable Platinum Members and as ‘in our view ‘High
Class Operators’ and ‘Decent People’.
Steve Wright MBE, Chairman
Lancaster now have quite a few drivers who been
with the company for over a year and are very,
very happy. They are also very grateful for the
opportunity and support that Lancaster has given
them.
My name is Roy Griffin I am the Operations Manager for
Lancaster Private Hire and I have been in the industry for
25 years.
I have been at Lancaster Private Hire for 6 months and
we have brought together one of the most experienced
teams of staff that you could hope for. Since being at
Lancaster I have found it very refreshing to work with the
European Drivers that we have as they are very helpful,
smart & polite at all times.
I am not saying it is easy as many of these drivers need
our full assistance along the way to complete the full
training given to them, however once trained many of them
are earning as much as any experienced driver would.
We do get the odd few falling through the net, but not for
the want of trying by the experienced team that we have.
We have to remember where these drivers have come
from and to work in Central London as complete novices
is commendable.
Lancaster Private Hire is rightly
very proud of their whole team as
change is difficult at the best of
times. They have embraced change
and through their determination
have made the European Driver
Project a great success.
As for Lancaster’s Drivers they are
also very proud of their
achievements both as a group and
as individuals. They all have the
right to be in the UK and the
company are so pleased that they
have chosen to represent
Lancaster Private Hire.
See LPHCA Comment on page 24
issue 46
PLATINUM MEMBER • PLATINUM MEMBER • PLATINUM MEMBER • PLATINUM MEMBER • PLATINUM MEMBER
PLATINUM MEMBER FEATURE ARTICLE
9
BEST PRACTICE GUIDANCE
Once again The LPHCA has been directly consulted on this important draft document which contains some very
important BEST PRACTICE GUIDANCE.
There are some very important issues that directly affect the Taxi / Private Hire Industries and therefore all of our
members both in London and Nationally.
You will of course have the ability to respond yourselves or as always submit your feedback to the association.
We will also as always consult our members and call a meeting to discuss the implications of this document.
It is vital that a Government Best Practice document is right and we must ensure that recommendations are appropriate
to the needs of the travelling public and the industry. The LPHCA will therefore be making a submission on behalf of its members.
Taxi and Private Hire Vehicle
Licensing: Best Practice Guidance
1.
The Department first issued Best Practice Guidance in October 2006 to assist
those local authorities in England and Wales that have responsibility for the
regulation of the taxi and private hire vehicle (PHV) trades.
2.
It is clear that many licensing authorities considered their licensing policies in the context of the Guidance.
That is most encouraging.
3.
However, in order to keep our Guidance relevant and up to date, we embarked on a revision. We took account of
feedback from the initial version (and we consulted stakeholders) in producing this revised version.
4.
The key premise remains the same – it is for individual licensing authorities to reach their own decisions both on overall
policies and on individual licensing matters, in the light of their own views of the relevant considerations. This Guidance
is intended to assist licensing authorities but it is only guidance and decisions on any matters remain a matter for the
authority concerned.
5.
We have not introduced changes simply for the sake of it. Accordingly, the bulk of the Guidance is unchanged. What we
have done is focus on issues involving a new policy (for example trailing the introduction of the Safeguarding
Vulnerable Groups legislation); or where we consider that the advice could be elaborated (eg medical standards); or
where progress has been made since October 2006 (eg the stretched limousine guidance note has now been published).
THE ROLE OF TAXIS AND PHVs
6. Taxis (more formally known as hackney carriages) and PHVs
(or minicabs as some of them are known) play an important
part in local transport. In 2003 some 650 million journeys
were made by taxi and PHV in Great Britain, and
households spent around £3 billion on taxi and PHV
journeys; spending by businesses and foreign visitors was a
substantial extra figure. Taxis and PHVs are used by all social
groups; low-income young women (amongst whom car
ownership is low) are one of the largest groups of users.
7.
Taxis and PHVs are also increasingly used in innovative ways
– for example as taxi-buses - to provide innovative local
transport services (see paras 88-91).
THE ROLE OF LICENSING: POLICY JUSTIFICATION
8.
9.
The aim of local authority licensing of the taxi and PHV
trades is to protect the public. Local licensing authorities
will also be aware that the public should have reasonable
access to taxi and PHV services, because of the part they
play in local transport provision. Licensing requirements
which are unduly stringent will tend unreasonably to
restrict the supply of taxi and PHV services, by putting up
the cost of operation or otherwise restricting entry to the
trade. Local licensing authorities should recognise that too
restrictive an approach can work against the public interest
– and can, indeed, have safety implications.
For example, it is clearly important that somebody using a
taxi or PHV to go home alone late at night should be
confident that the driver does not have a criminal record
for assault and that the vehicle is safe. But on the other
hand, if the supply of taxis or PHVs has been unduly
constrained by onerous licensing conditions, then that
person’s safety might be put at risk by having to wait on
late-night streets for a taxi or PHV to arrive; he or she might
even be tempted to enter an unlicensed vehicle with an
unlicensed driver illegally plying for hire.
10. Local licensing authorities will, therefore, want to be sure
that each of their various licensing requirements is in
proportion to the risk it aims to address; or, to put it
another way, whether the cost of a requirement in terms of
10
issue 46
its effect on the availability of transport to the public is at
least matched by the benefit to the public, for example
through increased safety. This is not to propose that a
detailed, quantitative, cost-benefit assessment should be
made in each case; but it is to urge local licensing
authorities to look carefully at the costs – financial or
otherwise – imposed by each of their licensing policies. It is
suggested they should ask themselves whether those costs
are really commensurate with the benefits a policy is meant
to achieve.
SCOPE OF THE GUIDANCE
11. This guidance deliberately does not seek to cover the whole
range of possible licensing requirements. Instead it seeks to
concentrate only on those issues that have caused difficulty
in the past or that seem of particular significance. Nor for
the most part does the guidance seek to set out the law on
taxi and PHV licensing, which for England and Wales
contains many complexities. Local licensing authorities will
appreciate that it is for them to seek their own legal advice.
CONSULTATION AT THE LOCAL LEVEL
12. It is good practice for local authorities to consult about any
significant proposed changes in licensing rules. Such
consultation should include not only the taxi and PHV
trades but also groups likely to be the trades’ customers.
Examples are groups representing disabled people, or
Chambers of Commerce, organisations with a wider
transport interest (eg Transport 2000 and other transport
providers), womens’ groups or local traders.
ACCESSIBILITY (The Department will consider emerging
conclusions from the February 2009 accessibility
consultation exercise; this section is therefore subject to
change.)
13. Local licensing authorities will want to consider how
accessible the vehicles they license as taxis are for disabled
people. Disabled people often use wheelchairs but it
should be remembered that there are many who do not
and who have other needs that ought to be taken into
account.
14. Licensing authorities will know that the Department has for
some years been working on proposals that would
substantially improve taxi provision for people with
disabilities. The Department recently consulted on this issue
– further information will be available at the end of 2009. In
the meantime, licensing authorities are encouraged to
introduce taxi accessibility policies for their areas. The
Department has previously issued detailed guidance on this
to local licensing authorities.
15. Different accessibility considerations apply between taxis
and PHVs. Taxis can be hired on the spot, in the street or at a
rank, by the customer dealing directly with a driver. PHVs
can only be booked through an operator. It is important that
a disabled person should be able to hire a taxi on the spot
with the minimum delay or inconvenience, and having
accessible taxis available helps to make that possible. For
PHVs, it may be more appropriate for a local authority to
license any type of saloon car, noting that some PHV
operators offer accessible vehicles in their fleet. The
Department has produced a leaflet on the ergonomic
requirements for accessible taxis that is available from:
http://www.dft.gov.uk/transportforyou/access/
taxis/pubs/research
16. The Department is aware that, in some cases, taxi drivers are
reluctant to pick up disabled people. This may be because
drivers are unsure about how to deal with disabled people,
they believe it will take longer for disabled people to get in
and out of the taxi and so they may lose other fares, or they
are unsure about insurance arrangements if anything goes
wrong. It should be remembered that this is no excuse for
refusing to pick up disabled people and that the taxi
industry has a duty to provide a service to disabled people in
the same way as it provides a service to any other
passenger. Licensing authorities should do what they can to
work with operators, drivers and trade bodies in their area
to improve drivers’ awareness of the needs of disabled
people, encourage them to overcome any reluctance or
bad practice, and to improve their abilities and
confidence. Local licensing authorities should also
encourage their drivers to undertake disability awareness
training, perhaps as part of the course mentioned in the
training section of this guidance that is available through
Go-Skills.
by exposure to dogs may apply to their licensing authority
for an exemption from the duty on medical grounds. Any
other driver who fails to comply with the duty could be
prosecuted through a Magistrates’ court and is liable to a
fine of up to £1,000. Similar duties covering PHV operators
and drivers have been in force since 31 March 2004.
21. Enforcement of this duty is the responsibility of local
licensing authorities. It is therefore for authorities to decide
whether breaches should be pursued through the courts or
considered as part of the licensing enforcement regime,
having regard to guidance issued by the Department.
DUTIES UNDER THE PART 3 OF THE DDA
22. The Disability Discrimination Act 2005 amended the DDA
1995 and lifted the exemption in Part 3 of that Act for
operators of transport vehicles. Regulations applying Part 3
to vehicles used to provide public transport services,
including taxis and PHVs, hire services and breakdown
services came into force on 4 December 2006. Taxi drivers
now have a duty to ensure disabled people are not
discriminated against or treated less favourably. In order to
meet these new duties, licensing authorities are required to
review any practices, policies and procedures that make it
impossible or unreasonably difficult for a disabled person to
use their services.
23. The Equality and Human Rights Commission (formerly the
Disability Rights Commission) has produced a Code of
Practice to explain the Part 3 duties for the transport
industry; http://drc.uat.rroom.net/PDF/4008-517provision_and_use_of_transport_vehicles_cop.pdf. The Part
3 duties also now demand new skills and training is
available through GoSkills, the sector skills council for road
passenger transport. Further details are provided in the
training section of this guidance.
CONTINUED ON PAGE 12
17. In relation to enforcement, licensing authorities will
know that section 36 of the Disability Discrimination Act
1995 (DDA) was partially commenced by enactment of
the Local Transport Act 2008. The duties contained in this
section of the DDA apply only to those vehicles deemed
accessible by the local authority being used on “taxibus”
services. This applies to both hackney carriages and
private hire vehicles.
18. Section 36 imposes certain duties on drivers of
“taxibuses” to provide assistance to people in
wheelchairs, to carry them in safety and not to charge
extra for doing so. Failure to abide by these duties could
lead to prosecution through a Magistrates’ court and a
maximum fine of £1,000.
19. Local authorities can take action against non-taxibus
drivers who do not abide by their duties under Part 3 or
under section 37 of the DDA (see below). This could
involve for example using licence conditions to
implement training requirements or, ultimately, powers
to suspend or revoke licences. Some local authorities use
points systems and will take certain enforcement actions
should drivers accumulate a certain number of points. Full
commencement of the provisions of section 36 was
explored in the consultation mentioned above.
DUTIES TO CARRY ASSISTANCE DOGS
20. Since 31 March 2001, licensed taxi drivers in England and
Wales have been under a duty (under section 37 of the
DDA) to carry guide, hearing and other prescribed
assistance dogs in their taxis without additional charge.
Drivers who have a medical condition that is aggravated
issue 46
11
CONTINUED FROM PAGE 10
24. Local Authorities may wish to consider how to use available
courses to re-enforce the duties drivers are required to
discharge under section 3 of DDA, and also to promote
customer service standards.
25. In addition recognition has been made of a requirement of
basic skills prior to undertaking any formal training. On-line
tools are available to assess this requirement prior to
undertaking formal training.
VEHICLES
Specification of Vehicle Types That May Be Licensed
26. The legislation gives local authorities a wide range of
discretion over the types of vehicle that they can license as
taxis or PHVs. Some authorities specify conditions that in
practice can only be met by purpose-built vehicles but the
majority license a range of vehicles.
27. Normally, the best practice is for local licensing authorities to
adopt the principle of specifying as many different types of
vehicle as possible. Indeed, local authorities might usefully set
down a range of general criteria, leaving it open to the taxi
and PHV trades to put forward vehicles of their own choice
which can be shown to meet those criteria. In that way there
can be flexibility for new vehicle types to be readily taken
into account.
28. It is suggested that local licensing authorities should give very
careful consideration to a policy which automatically rules out
particular types of vehicle or prescribes only one type or a
small number of types of vehicle. For example, the
Department believes authorities should be particularly
cautious about specifying only purpose-built taxis, with the
strict constraint on supply that that implies. But of course the
purpose-built vehicles are amongst those which a local
authority could be expected to license. Similarly, it may be
too restrictive to automatically rule out considering MultiPurpose Vehicles, or to license them for fewer passengers
than their seating capacity (provided of course that the
capacity of the vehicle is not more than eight passengers).
29. The owners and drivers of vehicles may want to make
appropriate adaptations to their vehicles to help improve the
personal security of the drivers. Licensing authorities should
look favourably on such adaptations.
Imported vehicles: type approval (see also “stretched
limousines”, paras 38-40 below)
30. It may be that from time to time a local authority will be
asked to license as a taxi or PHV a vehicle that has been
imported independently (that is, by somebody other than the
manufacturer). Such a vehicle might meet the local
authority’s criteria for licensing, but the local authority may
nonetheless be uncertain about the wider rules for foreign
vehicles being used in the UK. Such vehicles will be subject to
the ‘type approval’ rules. For passenger cars up to 10 years
old at the time of first GB registration, this means meeting
the technical standards of either:
- a European Whole Vehicle Type approval;
- a British National Type approval; or
- a Individual Vehicle Approval.
Most registration certificates issued since late 1998 should
indicate the approval status of the vehicle. The technical
standards applied (and the safety and environmental risks
covered) under each of the above are proportionate to the
number of vehicles entering service. Further information
about these requirements and the procedures for licensing
and registering imported vehicles can be seen at:
http://www.dft.gov.uk/stellent/groups/dft_roads/
documents/page/dft_roads_506867.hcsp
Vehicle Testing
31. There is considerable variation between local licensing
authorities on vehicle testing, including the related question
of age limits. The following can be regarded as best practice:
• Frequency of Tests. The legal requirement is that all taxis
should be subject to an MOT test or its equivalent once a
year. For PHVs the requirement is for an annual test after
the vehicle is three years old. An annual test for licensed
vehicles of whatever age (that is, including vehicles that are
less than three years old) seems appropriate in most cases,
unless local conditions suggest that more frequent tests are
necessary. However, more frequent tests may be
appropriate for older vehicles (see ‘age limits’ below). Local
licensing authorities may wish to note that a review carried
out by the National Society for Cleaner Air in 2005 found
that taxis were more likely than other vehicles to fail an
emissions test. This finding, perhaps suggests that emissions
testing should be carried out on ad hoc basis and more
frequently than the full vehicle test.
• Criteria for Tests. Similarly, for mechanical matters it seems
appropriate to apply the same criteria as those for the MOT
test to taxis and PHVs*. The MOT test on vehicles first used
after 31 March 1987 includes checking of all seat belts.
However, taxis and PHVs provide a service to the public, so
it is also appropriate to set criteria for the internal condition
of the vehicle, though these should not be unreasonably
onerous.
* A manual outlining the method of testing and reasons for
failure of all MOT tested items can be obtained from the
Stationary Office see
www.tsoshop.co.uk/bookstore.asp?FO=1159966&Action=B
ook&From=SearchResults&ProductID=0115525726
• Age Limits. It is perfectly possible for an older vehicle to be
in good condition. So the setting of an age limit beyond
which a local authority will not license vehicles may be
arbitrary and inappropriate. But a greater frequency of
testing may be appropriate for older vehicles - for example,
twice-yearly tests for vehicles more than five years old.
• Number of Testing Stations. There is sometimes criticism
that local authorities provide only one testing centre for
their area (which may be geographically extensive). So it is
good practice for local authorities to consider having more
than one testing station. There could be an advantage in
contracting out the testing work, and to different garages.
In that way the licensing authority can benefit from
competition in costs. (The Vehicle Operators and Standards
Agency – VOSA – may be able to assist where there are local
difficulties in provision of testing stations.)
32. The Technical Officer Group of the Public Authority Transport
Network has produced Best Practice Guidance which focuses
on national inspection standards for taxis and PHVs. Local
licensing authorities might find it helpful to refer to this
guidance in carrying out their licensing responsibilities. The
PATN can be accessed via the Freight Transport Association.
Personal security
33. The personal security of taxi and PHV drivers and staff needs
to be considered. The Crime and Disorder Act 1998 requires
local authorities and others to consider crime and disorder
reduction while exercising all of their duties. Crime and
Disorder Reduction Partnerships are also required to invite
public transport providers and operators to participate in the
partnerships. Research has shown that anti-social behaviour
and crime affects taxi and PHV drivers and control centre
staff. It is therefore important that the personal security of
these people is considered.
34. The owners and drivers of vehicles will often want to install
security measures to protect the driver. Local licensing
authorities may not want to insist on such measures, on the
grounds that they are best left to the judgement of the
owners and drivers themselves. But it is good practice for
licensing authorities to look sympathetically on – or actively
to encourage – their installation. They could include a screen
between driver and passengers, or CCTV. Care however
should be taken that security measures within the vehicle do
not impede a disabled passenger’s ability to communicate
with the driver.
12
issue 46
There is extensive information on the use of CCTV, including
as part of measures to reduce crime, on the Home Office
website (e.g. www.crimereduction.homeoffice.gov.uk /cctv/
cctvminisite25.htm
and http://scienceandresearch.homeoffice.gov.uk/hosdb/ cctvimaging-technology/CCTV-and-imaging-publications
and on the Information Commission’s Office website
(www.ico.gov.uk). CCTV can be both a deterrent to would-be
trouble makers and be a source of evidence in the case of
disputes between drivers and passengers and other incidents.
The local trade might be encouraged to investigate sources of
funding with the local Crime and Disorder Reduction
Partnership.
35. Other security measures include guidance, talks by the local
police and conflict avoidance training. The Department has
recently issued guidance for taxi and PHV drivers to help
them improve their personal security. These can be accessed
on the Department’s website at:
http://www.dft.gov.uk/pgr/crime/taxiphv/.
In order to emphasise the reciprocal aspect of the taxi/PHV
service, licensing authorities might consider drawing up signs
or notices which set out not only what passengers can expect
from drivers, but also what drivers can expect from
passengers who use their service. Annex B contains two
samples which are included for illustrative purposes but local
authorities are encouraged to formulate their own, in the
light of local conditions and circumstances.
Licensing authorities may want to encourage the taxi and PHV
trades to build good links with the local police force, including
participation in any Crime and Disorder Reduction
Partnerships.
Vehicle Identification
36. Members of the public can often confuse PHVs with taxis,
failing to realise that PHVs are not available for immediate
hire and that a PHV driver cannot be hailed. So it is important
to distinguish between the two types of vehicle. Possible
approaches might be:
• a licence condition that prohibits PHVs from displaying any
identification at all apart from the local authority licence
plate or disc. The licence plate is a helpful indicator of
licensed status and, as such, it helps identification if licence
plates are displayed on the front as well as the rear of
vehicles. However, requiring some additional clearer form of
identification can be seen as best practice. This is for two
reasons: firstly, to ensure a more positive statement that the
vehicle cannot be hired immediately through the driver; and
secondly because it is quite reasonable, and in the interests
of the travelling public, for a PHV operator to be able to
state on the vehicle the contact details for hiring;
• a licence condition which requires a sign on the vehicle in a
specified form. This will often be a sign of a specified size
and shape which identifies the operator (with a telephone
number for bookings) and the local licensing authority, and
which also has some words such as ‘pre-booked only’. This
approach seems the best practice; it identifies the vehicle as
private hire and helps to avoid confusion with a taxi, but
also gives useful information to the public wishing to make
a booking. It is good practice for vehicle identification for
PHVs to include the contact details of the operator.
• Another approach, possibly in conjunction with the previous
option, is a requirement for a roof-mounted, permanently
illuminated sign with words such as ‘pre-booked only’. But it
can be argued that any roof-mounted sign, however
unambiguous its words, is liable to create confusion with a
taxi. So roof-mounted signs on PHVs are not seen as best
practice.
FREE member’s helpline
Environmental Considerations
37. Local licensing authorities, in discussion with those responsible
for environmental health issues, will wish to consider how far
their vehicle licensing policies can and should support any
local environmental policies that the local authority may have
adopted. This will be of particular importance in designated
Air Quality Management Areas (AQMAs)., Local authorities
may, for example, wish to consider setting vehicle emissions
standards for taxis and PHVs. However, local authorities would
need to carefully and thoroughly assess the impact of
introducing such a policy; for example, the effect on the
supply of taxis and PHVs in the area would be an important
consideration in deciding the standards, if any, to be set. They
should also bear in mind the need to ensure that the benefits
of any policies outweigh the costs (in whatever form).
Stretched Limousines
38. Local licensing authorities are sometimes asked to license
stretched limousines as PHVs. It is suggested that local
authorities should approach such requests on the basis that
these vehicles have a legitimate role to play in the private hire
trade, meeting a public demand. Indeed, there is considerable
advantage to having these vehicles within the licensing
regime where possible; if they are refused a licence on the
basis of a blanket policy, there is a strong possibility that the
operator might be tempted to continue to provide a service
outside the licensing system which generates problems in
itself. The Department takes the view that licence applications
involving use of these limousines should not be automatically
rejected (for example just because the vehicles may be lefthand drive). The Department has now issued guidance on the
licensing arrangements for stretched limousines. This can be
accessed on the Department’s web-site at
http://www.dft.gov.uk/pgr/regional/taxis/limousines.
39. Imported stretched limousines are normally checked for
compliance with regulations under the Single Vehicle
Approval (SVA) inspection regime (soon to become Individual
Vehicle Approval), before they are registered. The SVA test
verifies that the converted vehicle is built to certain safety
and environmental standards. A licensing authority might
wish to confirm that an imported vehicle was indeed tested
by VOSA for SVA before being registered and licensed (taxed)
by DVLA. This can be done either by checking the V5C
(Registration Certificate) of the vehicle, which may refer to
SVA under the “Special Note” section; or by writing to VOSA,
Ellipse, Padley Road, Swansea, SA1 8AN, including details of
the vehicle’s make and model, registration number and VIN
number.
40. Stretched limousines which clearly have more than eight
passenger seats should not of course be licensed as PHVs
because they are outside the licensing regime for PHVs.
However, under some circumstances the SVA regime accepts
vehicles with space for more than eight passengers,
particularly where the precise number of passenger seats is
hard to determine. In these circumstances, if the vehicle has
obtained an SVA certificate, the authority should consider the
case on its merits in deciding whether to license the vehicle
under the strict condition that the vehicle will not be used to
carry more than eight passengers, bearing in mind that refusal
may encourage illegal private hire operation. Authorities
should check with local MOT testing stations to find out if the
station has the facilities to test such vehicles. If there is
difficulty in finding a suitable station, the local enforcement
office may be able to advise (contact details on
http://www.vosa.gov.uk/vosa/vosalocations/vosaenforeceme
ntoffices.htm).
The LPHCA has financed a free helpline for members
with Croner Consulting one of the biggest consultancy companies in the U.K. Full details of how
the helpline works has now been sent to all members with a membership card. Any members
who have not yet received a membership card, please contact us.
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issue 46
QUANTITY RESTRICTIONS OF TAXI LICENCES OUTSIDE LONDON
41. The present legal provision on quantity restrictions for taxis
outside London is set out in section 16 of the Transport Act
1985. This provides that the grant of a taxi licence may be
refused, for the purpose of limiting the number of licensed
taxis ‘if, but only if, the [local licensing authority] is
satisfied that there is no significant demand for the services
of hackney carriages (within the area to which the licence
would apply) which is unmet’.
42. Local licensing authorities will be aware that, in the event
of a challenge to a decision to refuse a licence, the local
authority concerned would have to establish that it had,
reasonably, been satisfied that there was no significant
unmet demand.
43. Most local licensing authorities do not impose quantity
restrictions; the Department regards that as best practice.
Where restrictions are imposed, the Department would
urge that the matter should be regularly reconsidered. The
Department further urges that the issue to be addressed
first in each reconsideration is whether the restrictions
should continue at all. It is suggested that the matter
should be approached in terms of the interests of the
travelling public – that is to say, the people who use taxi
services.
What benefits or disadvantages arise for them as a result of
the continuation of controls; and what benefits or
disadvantages would result for the public if the controls
were removed? Is there evidence that removal of the
controls would result in a deterioration in the amount or
quality of taxi service provision?
44. In most cases where quantity restrictions are imposed,
vehicle licence plates command a premium, often of tens of
thousands of pounds. This indicates that there are people
who want to enter the taxi market and provide a service to
the public, but who are being prevented from doing so by
the quantity restrictions. This seems very hard to justify.
45. If a local authority does nonetheless take the view that a
quantity restriction can be justified in principle, there
remains the question of the level at which it should be set,
bearing in mind the need to demonstrate that there is no
significant unmet demand. This issue is usually addressed
by means of a survey; it will be necessary for the local
licensing authority to carry out a survey sufficiently
frequently to be able to respond to any challenge to the
satisfaction of a court. An interval of three years is
commonly regarded as the maximum reasonable period
between surveys.
46. As to the conduct of the survey, the Department’s letter of
16 June 2004 set out a range of considerations. Key points
are:
• the length of time that would-be customers have to wait
at ranks. However, this alone is an inadequate indicator
of demand; also taken into account should be…
• waiting times for street hailings and for telephone
bookings. But waiting times at ranks or elsewhere do not
in themselves satisfactorily resolve the question of unmet
demand. It is also desirable to address…
• latent demand, for example people who have responded
to long waiting times by not even trying to travel by taxi.
This can be assessed by surveys of people who do not use
taxis, perhaps using stated preference survey techniques.
• peaked demand. It is sometimes argued that delays
associated only with peaks in demand (such as morning
and evening rush hours, or pub closing times) are not
‘significant’ for the purpose of the Transport Act 1985.
The Department does not share that view. Since the
peaks in demand are by definition the most popular
times for consumers to use taxis, it can be strongly argued
that unmet demand at these times should not be
ignored. Local authorities might wish to consider when
the peaks occur and who is being disadvantaged through
restrictions on provision of taxi services.
• consultation. As well as statistical surveys, assessment of
quantity restrictions should include consultation with all
those concerned, including user groups (which should
include groups representing people with disabilities, and
people such as students or women), the police, hoteliers,
operators of pubs and clubs and visitor attractions, and
providers of other transport modes (such as train
operators, who want taxis available to take passengers to
and from stations);
• publication. All the evidence gathered in a survey should
be published, together with an explanation of what
conclusions have been drawn from it and why. If quantity
restrictions are to be continued, their benefits to
consumers and the reason for the particular level at
which the number is set should be set out.
• financing of surveys. It is not good practice for surveys to
be paid for by the local taxi trade (except through
general revenues from licence fees). To do so can call in
question the impartiality and objectivity of the survey
process.
47. Quite apart from the requirement of the 1985 Act, the
Department’s letter of 16 June 2004 asked all local licensing
authorities that operate quantity restrictions to review
their policy and justify it publicly by 31 March 2005 and at
least every three years thereafter. The Department also
expects the justification for any policy of quantity
restrictions to be included in the five-yearly Local Transport
Plan process. A recommended list of questions for local
authorities to address when considering quantity controls
was attached to the Department’s letter. (The questions are
listed in Annex A to this Guidance.)
TAXI FARES
48. Local licensing authorities have the power to set taxi fares
for journeys within their area, and most do so. (There is no
power to set PHV fares.) Fare scales should be designed
with a view to practicality. The Department sees it as good
practice to review the fare scales at regular intervals,
including any graduation of the fare scale by time of day
or day of the week. Authorities may wish to consider
adopting a simple formula for deciding on fare revisions as
this will increase understanding and improve the
transparency of the process. The Department also suggests
that in reviewing fares authorities should pay particular
regard to the needs of the travelling public, with reference
both to what it is reasonable to expect people to pay but
also to the need to give taxi drivers sufficient incentive to
provide a service when it is needed. There may well be a
case for higher fares at times of higher demand.
49. Taxi fares are a maximum, and in principle are open to
downward negotiation between passenger and driver. It is
not good practice to encourage such negotiations at ranks,
or for on-street hailings; there would be risks of confusion
and security problems. But local licensing authorities can
usefully make it clear that published fares are a maximum,
especially in the context of telephone bookings, where the
customer benefits from competition. There is more likely to
be a choice of taxi operators for telephone bookings, and
there is scope for differentiation of services to the
customer’s advantage (for example, lower fares off-peak or
for pensioners).
50. There is a case for allowing any taxi operators who wish to
do so to make it clear – perhaps by advertising on the
vehicle – that they charge less than the maximum fare;
publicity such as ‘5% below the metered fare’ might be an
example.
16
issue 46
DRIVERS
Duration of Licences
51. It is obviously important for safety reasons that drivers
should be licensed. But it is not necessarily good practice to
require licences to be renewed annually. That can impose
an undue burden on drivers and licensing authorities alike.
Three years is the legal maximum period and is in general
the best approach. One argument against 3-year licences
has been that a criminal offence may be committed, and
not notified, during the duration of the licence. But this can
of course also be the case during the duration of a shorter
licence. In relation to this, authorities will wish to note that
the Home Office in April 2006 issued revised guidance for
police forces on the Notifiable Occupations Scheme.
Paragraphs 58-61 below provide further information about
this scheme.
52. However, an annual licence may be preferred by some
drivers. That may be because they have plans to move to a
different job or a different area, or because they cannot
easily pay the fee for a three-year licence, if it is larger than
the fee for an annual one. So it can be good practice to
offer drivers the choice of an annual licence or a three-year
licence.
Acceptance of driving licences from other EU member states
53. Sections 51 and 59 of the Local Government (Miscellaneous
Provisions) Act 1976 as enacted stated that an applicant for
a taxi or private hire vehicle (PHV) driver’s licence must have
held a full ordinary GB driving licence for at least 12 months
in order to be granted a taxi or PHV driver’s licence.
This requirement has subsequently been amended since the
1976 Act was passed. The Driving Licences (Community
Driving Licence) Regulations 1996 (SI 1996 No 1974)
amended sections 51 and 59 of the 1976 Act to allow full
driving licences issued by EEA states to count towards the
qualification requirements for the grant of taxi and PHV
driver’s licences. Since that time, a number of central and
eastern European states have joined the EU and the EEA
and the Department take the view that drivers from the
Accession States are eligible to acquire a taxi or PHV driver’s
licence under the 1976 Act if they have held an ordinary
driving licence for 12 months which was issued by an
acceding State (see section 99A(i) of the Road Traffic Act
1988). To complete the picture, the Deregulation (Taxis and
Private Hire Vehicles) Order 1998 (SI 1998 No 1946) gave
equal recognition to Northern Ireland driving licences for
the purposes of taxi and PHV driver licensing under the
1976 Act (see section 109(i) of the Road Traffic Act 1988, as
amended).
Criminal Record Checks
54. A criminal record check is an important safety measure
particularly for those working closely with children and the
vulnerable. Taxi and PHV drivers can be subject to either a
Standard or an Enhanced Disclosure through the Criminal
Records Bureau; both levels of Disclosure include details of
spent and unspent convictions, cautions reprimands and
final warnings. An Enhanced Disclosure may also include
any other information held in police records that is
considered relevant by the police. This may include, for
example, details of minor offences, non-conviction
information on the Police National Computer such as Fixed
Penalty Notices and, in some cases, allegations. An
Enhanced Disclosure is only available to those working in
the most sensitive areas.
55. In considering an individual’s criminal record, local licensing
authorities will want to consider each case on its merits, but
they will doubtless take a particularly cautious view of any
offences involving violence, and especially sexual attack. In
18
issue 46
order to achieve consistency, and thus avoid the risk of
successful legal challenge, local authorities will doubtless
want to have a clear policy for the consideration of criminal
records, for example the number of years they will require
to have elapsed since the commission of particular kinds of
offences before they will grant a licence.
56. Local licensing authorities will also want to have a policy on
background checks for applicants from elsewhere in the EU
and other overseas countries. One approach is to require a
certificate of good conduct authenticated by the relevant
embassy. The Criminal Records Bureau website
www.crb.gov.uk gives information about obtaining
certificates of good conduct, or similar documents, from a
number of countries. More generally, the Home Office’s
Employers’ Helpline (0845 010 6677) can be used by
licensing staff to obtain general guidance on immigration
documentation, although this Helpline is not able to advise
on individual cases. The authority can obtain case specific
immigration status information, including whether a
licensing applicant is permitted to work or details of work
restrictions, from the Evidence and Enquiry Unit, Floor 12,
Lunar House, Wellesley Road, Croydon CR9 2BY . Further
details on the procedures involved can be obtained by
contacting the Unit (020 8196 3011).
57. It would seem best practice for Criminal Records Bureau
disclosures to be sought when a licence is first applied for
and then every three years, even if a licence is renewed
annually, provided drivers are obliged to report all new
convictions and cautions to the licensing authority. A new
scheme for vetting persons working regularly with children
or vulnerable adults in certain settings – called “regulated
activity” – and barring those considered unsuitable, is
being introduced by the Government. Vetting will be
carried out by the Independent Safeguarding Authority and
will be compulsory for those providing regulated activity.
This is likely to affect some taxi and PHV drivers who, for
example, regularly fulfil local authority contracts to
transport children to school. Full details of the scheme will
be provided as implementation proceeds.
Notifiable Occupations Scheme
58. Under this Scheme, when an individual comes to the notice
of the police and identifies their occupation as a taxi or
PHV driver, the police are requested to notify the
appropriate local licensing authority of convictions and any
other relevant information that indicates that a person
poses a risk to public safety. Most notifications will be
made once an individual is convicted however, if there is a
sufficient risk, the police will notify the authority
immediately.
59. In the absence of a national licensing body for taxi and
PHV drivers, notifications are made to the local licensing
authority identified on the licence or following interview.
However, it is expected that all licensing authorities work
together should they ascertain that an individual is
operating under a different authority or with a fraudulent
licence.
60. The police may occasionally notify licensing authorities of
offences committed abroad by an individual however it
may not be possible to provide full information.
61. The Notifiable Occupations Scheme is described in Home
Office Circular 6/2006 which is available at
http://www.knowledgenetwork.gov.uk/HO/
circular.nsf. Further information can also be obtained from
the Criminal Records Team, Policing Powers and
Safeguarding Section, Policing Powers and Protection Unit,
Fourth Floor, Peel Building, 2 Marsham Street, London
SW1P 4DF; e-mail
[email protected]).
Immigration checks
Driving Proficiency
62. The Department considers it appropriate for licensing
authorities to check on an applicant’s right to work before
granting a taxi or PHV driver’s licence. It is important to
note that a Criminal Records Bureau check is not a Right to
Work check and any enquires about the immigration status
of an individual should be addressed to the Border and
Immigration Agency. Further information can be found at
www.bia.homeoffice.gov.uk/employingmigrants. More
generally, the Border and Immigration Agency’s Employers’
Helpline (0845 010 6677) can be used by licensing staff to
obtain general guidance on immigration documentation,
although this Helpline is not able to advise on individual
cases. The authority can obtain case specific immigration
status information, including whether a licensing applicant is
permitted to work or details of work restrictions, from the
Evidence and Enquiry Unit, Floor 12, Lunar House, Wellesley
Road, Croydon CR9 2BY. Further details on procedures involved
can be obtained by contacting the Unit (020 8196 3011).
68. Many local authorities rely on the standard car driving licence
as evidence of driving proficiency. Others require some
further driving test to be taken. Local authorities will want to
consider carefully whether this produces benefits which are
commensurate with the costs involved for would-be drivers,
the costs being in terms of both money and broader obstacles
to entry to the trade. However, they will note that the Driving
Standards Agency provides a driving assessment specifically
designed for taxis.
Medical fitness
63. It is clearly good practice for medical checks to be made on
each driver before the initial grant of a licence and thereafter
for each renewal. There is general recognition that it is
appropriate for taxi/PHV drivers to have more stringent
medical standards than those applicable to normal car
drivers because:
• they carry members of the general public who have
expectations of a safe journey;
• they are on the road for longer hours than most car
drivers; and
• they may have to assist disabled passengers and handle
luggage.
64. Given this recognition of the need for a higher standard of
medical checks for taxi drivers than for other car drivers, the
Department’s view is that it is appropriate to use the Group
2 medical standards, which the DVLA apply to applicants for
licences to drive buses and lorries, as a benchmark. The
Department’s advice is that the exceptional arrangements
which apply to the C1 category are not appropriate for
taxi/PHV drivers. The latest edition of the DVLA At a Glance
Guide sets out the current medical standards for fitness to
drive: www.dvla.gov.uk/medical/ataglance.aspx (Note
consultation questions seek specific comments about this
issue).
65. In implementing this standard, authorities should take into
account that assessment of the Group 2 standard is a
complex process requiring specialist skills. Against that
background, it is important for a local authority with a policy
of assessing applicants for Group 2 medical standards to use
the services of a medical practitioner who is trained, or
experienced, in the application of this standard. This will
provide assurance to the authority, and licence applicants,
that all assessments are being made on a consistent basis by
a practitioner who is familiar with the requirements of
Group 2, including any surveillance requirements.
66. Given that it is likely that in most cases local authorities will,
for other purposes, have to call on the services of a qualified
medical practitioner this advice should not represent a
significant new cost to authorities. Furthermore, practitioners
used by the authority can be encouraged to widen the scope
of their expertise by assigning a small proportion of their
annual mandatory training hours to undertake a training
course which would enable them to undertake assessments
for taxi/PHV driver licence applicants on behalf of the local
authority.
Age Limits
67. It does not seem necessary to set a maximum age limit for
drivers provided that regular medical checks are made. Nor
do minimum age limits, beyond the statutory periods for
holding a full driver licence, seem appropriate. Applicants
should be assessed on their merits.
Language proficiency
69. Authorities may also wish to consider whether an applicant
would have any problems in communicating with customers
because of language difficulties.
Other training
70. There may well be advantage in encouraging drivers to obtain
one of the nationally-recognised vocational qualifications for
the taxi and PHV trades. These will cover customer care,
including how best to meet the needs of people with
disabilities. More information about these qualifications can
be obtained from GoSkills, the Sector Skills Council for
Passenger Transport. GoSkills is working on a project funded
by the Department to raise standards in the industry and
GoSkills can guide and support licensing authorities through
its regional network of Business Advisers. Some licensing
authorities have already established training initiatives and
others are being developed; it is seen as important to do this
in consultation with the local taxi and PHV trades. Training
can cover customer care, including how best to meet the
needs of people with disabilities and other sections of the
community, and also topics such as the relevant legislation,
road safety, the use of maps and GPS, the handling of
emergencies, and how to defuse difficult situations and
manage conflict. Training may also be considered for
applicants to enable them to reach an appropriate standard
of comprehension, literacy and numeracy. Authorities may
wish to note that nationally recognised qualifications and
training programmes sometimes have advantages over purely
local arrangements (for example, in that the qualification will
be more widely recognised).
Contact details are: GoSkills, Concorde House, Trinity Park,
Solihull, Birmingham, B37 7UQ.
Tel: 0121-635-5520 Fax: 0121-635-5521
Website: www.goskills.org e-mail: [email protected]
Topographical Knowledge
71. Taxi drivers need a good working knowledge of the area for
which they are licensed, because taxis can be hired
immediately, directly with the driver, at ranks or on the street.
So most licensing authorities require would-be taxi-drivers to
pass a test of local topographical knowledge as a pre-requisite
to the first grant of a licence (though the stringency of the
test should reflect the complexity or otherwise of the local
geography, in accordance with the principle of ensuring that
barriers to entry are not unnecessarily high).
72. However, PHVs are not legally available for immediate hiring
in the same way as taxis. To hire a PHV the would-be
passenger has to go through an operator, so the driver will
have an opportunity to check the details of a route before
starting a journey. So it may be unnecessarily burdensome to
require a would-be PHV driver to pass the same ‘knowledge’
test as a taxi driver, though it may be thought appropriate to
test candidates’ ability to read a map and their knowledge of
key places such as main roads and railway stations. The
Department is aware of circumstances where, as a result of
the repeal of the PHV contract exemption, some people who
drive children on school contracts are being deterred from
continuing to do so on account of overly burdensome
topographical tests. Local authorities should bear this in mind
when assessing applicants’ suitability for PHV licences.
20
issue 46
PHV OPERATORS
ENFORCEMENT
73. The objective in licensing PHV operators is, again, the
safety of the public, who will be using operators’ premises
and vehicles and drivers arranged through them.
80. Well-directed enforcement activity by the local licensing
authority benefits not only the public but also the
responsible people in the taxi and PHV trades. The
resources devoted by licensing authorities to enforcement
will vary according to local circumstances, including for
example any difficulties with touting by unlicensed drivers
and vehicles (a problem in some urban areas). Local
authorities will also wish to liaise closely with the police.
Criminal Record Checks
74. PHV operators (as opposed to PHV drivers) are not
exceptions to the Rehabilitation of Offenders Act 1974, so
Standard or Enhanced disclosures cannot be required as a
condition of grant of an operator’s licence. But a Basic
Disclosure, which will provide details of unspent
convictions only, could be seen as appropriate, after such a
system has been introduced by the Criminal Records
Bureau. No firm date for introduction has yet been set;
however, a feasibility study has been completed; the
Criminal Records Bureau is undertaking further work in
this regard. Overseas applicants may be required to provide
a certificate of good conduct from the relevant embassy if
they have not been long in this country. Local licensing
authorities may want to require a reference, covering for
example the applicant’s financial record, as well as the
checks outlined above.
Record Keeping
75. It is good practice to require operators to keep records of
each booking, including the name of the passenger, the
destination, the name of the driver, the number of the
vehicle and any fare quoted at the time of booking. This
information will enable the passenger to be traced if this
becomes necessary and should improve driver security and
facilitate enforcement. It is suggested that 6 months is
generally appropriate as the length of time that records
should be kept.
Insurance
76. It is appropriate for a licensing authority to check that
appropriate public liability insurance has been taken out
for premises that are open to the public.
Licence Duration
77. A requirement for annual licence renewal does not seem
necessary or appropriate for PHV operators, whose
involvement with the public is less direct than a driver
(who will be alone with passengers). Indeed, a licence
period of five years may well be appropriate in the average
case. Although the authority may wish to offer operators
the option of a licence for a shorter period if requested.
Repeal of the PHV contract exemption
78. Section 53 of the Road Safety Act 2006 repealed the
exemption from PHV licensing for vehicles which were
used on contracts lasting not less than seven days. The
change came into effect in January 2008. As a result of this
change, local licensing authorities are considering a range
of vehicles and services in the context of PHV licensing
which they had not previously licensed because of the
contract exemption.
79. The Department produced a guidance note in November
2007 to assist local licensing authorities, and other
stakeholders, in deciding which vehicles should be licensed
in the PHV regime and which vehicles fell outside the PHV
definition. The note stressed that it was a matter for local
licensing authorities to make decisions in the first instance
and that, ultimately, the courts were responsible for
interpreting the law. However, the guidance was
published as a way of assisting people who needed to
consider these issues. A copy of the guidance note can be
found on the Department’s web-site:
http://www.dft.gov.uk/pgr/regional/
taxis/rsa06privatehirevehicles
81. Local licensing authorities often use enforcement staff to
check a range of licensed activities (such as market traders)
as well as the taxi and PHV trades, to make the best use of
staff time. But it is desirable to ensure that taxi and PHV
enforcement effort is at least partly directed to the latenight period, when problems such as touting tend most
often to arise. In formulating policies to deal with taxi
touts, local licensing authorities might wish to be aware
that the Sentencing Guidelines Council have, for the first
time, included guidance about taxi touting in their latest
Guidelines for Magistrates. The Guidelines, which came
into effect in August 2008, can be accessed through the
SGC’s web-site: www.sentencing-guidelines.gov.uk.
82. Some local licensing authorities employ taxi marshals in
busy city centres where there are lots of hirings, again
perhaps late at night, to help taxi drivers picking up, and
would-be passengers queuing for taxis.
83. As part of enforcement, local licensing authorities will
often make spot checks, which can lead to their suspending
or revoking licences. They will wish to consider carefully
which power should best be used for this purpose. They
will note, among other things, that section 60 of the Local
Government (Miscellaneous Provisions) Act 1976 provides a
right of appeal for the licence-holder, whereas section 68,
which is also sometimes used, does not; this can complicate
any challenge by the licence-holder.
84. Section 52 of the Road Safety Act 2006 amended the Local
Government (Miscellaneous Provisions) Act 1976 such that
local authorities can now suspend or revoke a taxi or PHV
driver’s licence with immediate effect on safety grounds. It
should be stressed that this power can only be used where
safety is the principal reason for suspending or revoking
and where the risk justifies such an approach. It is
expected that in the majority of cases drivers will continue
to work pending appeal and that this power will be used
in one-off cases. But the key point is that the law says that
the power must be used in cases which can be justified in
terms of safety.
TAXI ZONES
85. The areas of some local licensing authorities are divided
into two or more zones for taxi licensing purposes. Drivers
may be licensed to ply for hire in one zone only. Zones may
exist for historical reasons, perhaps because of local
authority boundary changes.
86. The Department recommends the abolition of zones. That
is chiefly for the benefit of the travelling public. Zoning
tends to diminish the supply of taxis and the scope for
customer choice - for example, if fifty taxis were licensed
overall by a local authority, but with only twenty five of
them entitled to ply for hire in each of two zones. It can be
confusing and frustrating for people wishing to hire a taxi
to find that a vehicle licensed by the relevant local
authority is nonetheless unable to pick them up (unless
pre-booked) because they are in the wrong part of the
local authority area. Abolition of zones can also reduce
costs for the local authority, for example through simpler
administration and enforcement. It can also promote fuel
efficiency, because taxis can pick up a passenger anywhere
in the local authority area, rather than having to return
empty to their licensed zone after dropping a passenger in
another zone.
22
issue 46
87. It should be noted that the Government has now made
a Legislative Reform Order which removed the need for
the Secretary of State to approve amalgamation
resolutions made by local licensing authorities The
Legislative Reform (Local Authority Consent
Requirements)(England and Wales) Order 2008 came
into force in October 2008. Although these resolutions
no longer require the approval of the Secretary of State,
the statutory procedure for making them – in paragraph
25 of schedule 14 to the Local Government Act 1972 –
remains the same.
FLEXIBLE TRANSPORT SERVICES
88. It is possible for taxis and PHVs to provide flexible
transport services in a number of different ways. Such
services can play a valuable role in meeting a range of
transport needs, especially in rural areas – though
potentially in many other places as well. In recent years
there has been a significant increase in the provision of
flexible services, due partly to the availability of Rural
Bus Subsidy Grant and Rural Bus Challenge Support from
the Department.
89. The Department encourages local licensing authorities,
as a matter of best practice, to play their part in
promoting flexible services, so as to increase the
availability of transport to the travelling public. This can
be done partly by drawing the possibilities to the
attention of taxi and PHV trade. It also should be borne
in mind that vehicles with a higher seating capacity than
the vehicles typically licensed as taxis (for example those
with 6, 7 or 8 passenger seats) may be used for flexible
services and should be considered for licensing in this
context.
90. The main legal provisions under which flexible services
can be operated are:
• Shared taxis and PHVs – advance bookings (section 11,
Transport Act 1985): licensed taxis and PHVs can
provide a service at separate fares for up to eight
passengers sharing the vehicle. The operator takes the
initiative to match up passengers who book in advance
and agree to share the vehicle at separate fares (lower
than for a single hiring). An example could be
passengers being picked up at home to go to a
shopping centre, or returning from the shops to their
homes. The operator benefits through increased
passenger loadings and total revenues.
• Shared taxis – immediate hirings (section 10, Transport
Act 1985): such a scheme is at the initiative of the local
licensing authority, which can set up schemes whereby
licensed taxis (not PHVs) can be hired at separate fares
by up to eight people from ranks or other places that
have been designated by the authority. (The authority
is required to set up such a scheme if holders of 10%
or more of the taxi licences in the area ask for one.)
The passengers pay only part of the metered fare, for
example in going home after a trip to the local town,
and without pre-booking, but the driver receives more
than the metered fare.
• Taxibuses (section 12, Transport Act 1985): owners of
licensed taxis can apply to the Traffic Commissioner for
a ‘restricted public service vehicle (PSV) operator
licence’. The taxi owner can then use the vehicle to run
a bus service for up to eight passengers. The route
must be registered with the Traffic Commissioner and
must have at least one stopping place in the area of
the local authority that licensed the taxi, though it can
go beyond it. The bus service will be eligible for Bus
Service Operators Grant (subject to certain conditions)
and taxibuses can be used for local authority
subsidised bus services. The travelling public have
another transport opportunity opened for them, and
taxi owners have another business opportunity. The
Local Transport Act 2008 contains a provision which
will allow the owners of PHVs to acquire a special PSV
operator licence and register a route with the traffic
commissioner. It is expected that this provision will be
commenced in the Spring of 2009. Separate guidance
will be provided.
91. The Department is very keen to encourage the use of
these types of services. More details can be found in the
Department’s publication ‘Flexible Transport Services’
which can be accessed at:
www.dft.gov.uk/stellent/groups/dft_localtrans/
documents/page/dft_localtrans_504004.hcsp.
LOCAL TRANSPORT PLANS
92. The Transport Act 2000 requires most local transport
authorities in England (not London) to produce and
maintain a Local Transport Plan (LTP), having regard to
any guidance issued by the Secretary of State. The latest
guidance published in December 2004 asked for a
provisional LTP by 29 July 2005 and a final one by 31
March 2006. LTPs set out the authority’s local transport
strategies and policies, and an implementation
programme over a five year period. 82 LTPs covering all
of England outside London have been produced and
cover the period up to 2011.
93. All modes of transport including taxi and PHV services
have a valuable part to play in overall transport
provision, and so local licensing authorities have an
input to delivering the LTPs. The key policy themes for
such services could be availability and accessibility. LTPs
can cover:
• quantity controls, if any, and plans for their review;
• licensing conditions, with a view to safety but also to
good supply of taxi and PHV services;
• fares;
• on-street availability, especially through provision of
taxi ranks;
• vehicle accessibility for people with disabilities;
• encouragement of flexible services.
Annexes for this consultation and a series of Questions
and how to respond can be found at
www.dft.gov.uk/consultations/open/hirevehiclelicensing/
LPHCA...
The article in the Daily Mirror regarding Lancaster Private Hire is not reflective
of what we have seen first hand at the Company. For this and other reasons
we are fully supporting our Platinum Member via our Member’s ‘Free Legal
Helpline’ with Croner Consulting and doing as much as we can as their Trade
Association.
The Press Complaints Commission are involved and now investigating this article and the facts. Hopefully they will
quickly draw their own conclusions about what has been said within the article in the Daily Mirror and a retraction
will be forthcoming.
24
issue 46
Private Hire in
BUS LANES... logo design
Here are some of the logos for the Private
Hire in Bus lanes Campaign. Please email,
your choice to [email protected] by
putting in Logo (and then the number in the
Subject Line.
1
PRIVATE
HIRE
BUS
LANES
2
3
PRIVATE HIRE
board
BUS LANES
P PRIVATE
HIRE
H BOARD
B BUS LANES
4
P
26
PRIVATE
HIRE
BOARD
BUS LANES
H
B
issue 46
5
P PRIVATE
HIRE
H in BUS
B LANES
THE GRADED COMPANIES LISTING
EARLY
SUMMER
2009
Networked company
Executive and Chauffeur service
ISO ISO/9000/14000
Platinum member
Chauffeur only
Executive service provided
IIP Investors in People
Specialist vehicles
Company
Tel
24 Hr Central Car Hire Limited
020 8301 5553
Welling/Barnehurst/Crayford
24 Seven (wheelgetyouthere)
020 8568 3366
West Middlesex
500 Cars
0118 959 9999
Bucks/Beds/South Oxon
AAA Cars Ltd
01403 242424
Horsham
A&A Prestige Chauffeurs Ltd
0845 677 2223
City of London
A & B Taxis
01268 555555
Basildon/London Airports
020 8542 2222
Merton
A1 Network Minicabs
01708 741111
Havering/Redbridge
Aaryan Chauffeurs Ltd
020 8707 0069
Brentford/Middlesex
Abba Dart Ltd
020 8300 1982
South East London/NW Kent
Abbey Car Hire (UK) Ltd
020 8969 2777
London
Abbey Car Hire (UK) Ltd
020 7733 3333
Dulwich/Brixton/Clapham
ACS Chauffeur Services
020 8744 8001
London & Home Counties
ACX Express
020 8290 0123
Nationally
Ace Cars London Ltd
020 8980 6666
East & Central London
Advance Cars
020 8509 9999
London+E+IG8 postcodes
A I Cars (Deal)
01304 375418
Airport Only
020 8900 2299
Wembley/London airports
Alphabet Cars Ltd
020 8503 5555
East London/Essex
Ambassador Executive Chauffeur Services
01252 377733
Farnborough/Hampshire
Amber Car Services Ltd
020 8316 1000
London, SE2,SE7,SE18,SE28
Arrow Taxis Limited
01233 620645
Ashford/Kent
AZA Car Service Ltd
020 8570 0909
Hounslow/Heathrow
Best Car Service Limited
01322 333444
Erith/South East London/Kent
Black & White International (Europe) Ltd
020 8891 4434
Twickenham
Bromley South Cars
020 8464 4441
Bromley/South East London
Browns Chauffeur Hire (bmyride) Ltd
020 8589 9993
National/International
020 7068 5292
London/Internationally
020 7536 2181
Cannon Cars Limited
020 8777 8888
Bromley/Wickham/Beckenham
Capital Cars (Garatt Lane)
020 8879 4000
South London/London/North Kent
Carey England Ltd
020 8326 7300
Internationally
Carline
01895 270270
Uxbridge/West London
Carlton Motors Limited
020 8303 8000
Welling
Centaur Overland Travel Ltd
020 8300 3001
Sidcup/Bexley/Welling
Central London Private Hire
0870 4430220
Central London/Heathrow
Chase Cars and Couriers
020 8364 1814
Bush Hill Park/Enfield
Chauffeurforce
020 7510 1000
London/Worldwide
020 7278 6664
City of London
01293 567700
Crawley/Home counties
A & H Car Services
Brunel Carriage plc
Cabot Global Solutions
Cheapside Carriage Company
Checker Cars (Gatwick) Limited
Grading
Quality
Op. lic. area
Deal/Dover
ISO
ISO
ISO
ISO
ISO
ISO
issue 46
27
EARLY
SUMMER
2009
Networked company
ISO ISO 9000/14001
Platinum member
Chauffeur only
Specialist vehicles
Company
Tel
Grading
Op. lic. area
Checker Cars Ltd (Feltham)
020 8890 3333
Heathrow/Home Counties
Checker Cars Ltd (Pinner)
020 8866 1866
Pinner/Home Counties
01895 434903
London/Heathrow
Chem Chauffeur Ltd
Chequers Transport Ltd
020 8205 6789
Commercial Cars and Couriers
020 7790 1144
City/Docklands/East London
Community Mini Cab Services Ltd
020 8803 1166
North London
Conquest Executive Car Services
0800 7312764
Creative Cars & Couriers
020 7612 4040
London
Cresta Cars Ltd
0161 205 5000
Manchester
Crystals Coaches Ltd
020 8960 8800
West London
Cyclone Courier Company Ltd
0845 456 1888
Central London
ISO
Data Cars (Despatch) Limited
020 8850 0000
South East London/NW Kent
ISO
Dataswift South East Ltd
020 8291 1111
Lewisham/South London
ISO
DeBeauvior Cars
020 7241 2001
Hackney/Islington
Destination Courier Services Ltd
020 7749 3440
East/Central London
Downtown Cars Service Ltd
020 7237 2626
South East London
Eaglestars Ltd
020 8200 4888
Wembley & North West London
Elite Star Chauffeurs Ltd
020 8568 0007
West London/Nationally
Embassy Cars Ltd
020 8568 5555
West London
Executive Chauffeur Cars Ltd
0845 003 8256
Ealing/Home Counties
Excel Executive Ltd
020 7536 7181
East London/Home Counties
020 8469 0104
Deptford/Lewisham/Greenwich
020 8883 7441
Muswell Hill
Fairway & Kenwood Car Service Ltd
020 7435 0400
North/NW/Central London
First Class Cars Ltd
01582 459090
Luton/Internationally
Fleet
020 8952 3333
Edgware/Middx/North London
020 7537 4777
020 8986 6161
London Boroughs
Gatehouse Cars Ltd
020 8986 7000
Hackney/Central London
Gerrard Chauffeur Drive Ltd
020 8944 5252
ISO
Greater London Hire Ltd
020 8883 5000
Greater London
ISO
Greyhound Cars
020 8677 1212
South London
Group Taxibus Ltd
01245 350350
Essex
Grove Cars
020 8749 9991
Shepherds Bush/Hammersmith
Hadley Executive Chauffeurs
01923 894700
Luton/Internationally
Hallmark Executive Travel Services Ltd
01582 722600
Luton/Nationwide
Handicars
020 8318 4333
Greater London
Hornchurch Mini Cabs
01708 700000
Havering
Hoxton Car Services
020 7729 2929
City/North & East London
Islington Cars
020 7700 2222
Islington/Camden
Excel2Go
ExpressWays Limited
Flightlink International Ltd
Fox Transport
28
issue 46
Applied
Quality
NW/Central London
Worcester Park
ISO
ISO
ISO
EARLY
SUMMER
2009
Networked company
ISO ISO/9000/14000
Platinum member
Chauffeur only
Specialist vehicles
Company
Jimac Radio Cars Limited
Tel
Grading
Op. lic. area
020 8985 5151
City/East/North London
0845 051 0111
London/Home Counties
Kelly Kar Hire
020 7277 7000
South East/Central London
Kendall Cars
020 8681 3535
Croydon/Nationally
Kensway Tours
01474 855551
Swanley/West Kingsdown
Kilo Cars Limited
01708 444444
Havering
020 7262 7282
W/N/NW/Central London
Lewis Day Transport plc
020 7014 1010
Central London/Nationwide
LHR Express Cars Ltd
01895 444333
Heathrow/West London/Bucks
Liberty Cars
020 8904 0904
Wembley/North West London
Lightning Cars and Couriers
01689 876611
Bromley/South West London
Lima Cars Limited
020 8786 7666
KT Postcodes
London Car Service Ltd
020 8455 6777
London Executive Group
020 7450 0090
National/Internationally
London Private Hire
020 7708 2020
South East London
London Traffic Cars 2000 Ltd
020 7371 5000
South West London
Mach 1
020 7400 9122
Central/Greater London
Manor Wheels
020 8810 9993
West London/Ealing/Greenford
Marshopper Ltd
01797 364772
South Kent & East Sussex
0207 107 0700
West London
Mayday Cars
020 8859 7666
Eltham
Mayflower Travel
01708 721100
Havering
Maxwell Car Services Ltd
020 8748 3000
KCS (Surrey) Ltd
Lancaster Private Hire
Matrix Moves Ltd
Meadway Radio Cars Ltd
Applied
Mercury Cars Ltd
020 7727 3535
West London
Mogul Radio Cars
020 8541 4444
Surbiton/Kingston
Mole Valley Premier Taxis
01372 379379
Leatherhead/Mole Valley
Monarch Radio Cars Limited
020 8995 4000
London
Multi Media Transport Limited
020 8560 2111
London/South East England
020 7587 1600
London & Home Counties
Network Cars Tottenham Ltd
020 8880 3144
Tottenham
Network Cars Limited
020 7231 1122
Greater London Area
Newham Cars Limited
020 8552 0016
London/East
Oakwood Car Services Ltd
020 8882 5216
N14/Cockfosters/Enfield
Olimpicars
020 7731 3000
Olympic (South) Limited
020 8542 0111
South West London
Park Lane Cars Ltd
020 7723 6111
West/Central London
020 8979 7777
Hampton/Richmond/Heathrow
020 7724 0000
Kensington/Central London
Plaza Executive Cars Ltd
ISO
London
Parker Car Service
ISO
ISO
020 8458 5555
Murray Chauffeur Services
ISO
ISO
issue 46
29
EARLY
SUMMER
2009
Networked company
ISO ISO/9000/14000
Platinum member
Chauffeur only
Specialist vehicles
Company
Tel
Grading
Op. lic. area
ISO
Premier Despatch Ltd
020 7620 3388
London/Nationally
Prestige Car Hire Limited
020 7493 4065
London
020 7424 9559
Central London
R I M Transport Company & ACD Car Hire
020 7385 4121
Nationally
Regal Cars
01737 360006
Surrey
Road Runners
020 8680 3333
Croydon/Thorton Heath
Romford Mini Cabs Ltd
01708 707070
Havering
Ronia Minicabs Limited
01784 464510
Staines/Ashford/Heathrow
Ruskin Private Hire
020 7252 6121
020 7549 2272
Central London/N Greenwich
Sam’s Cars Ltd
020 7254 4545
Hackney/Islington/City
Select Private Hire Ltd
0121 693 9595
West Midlands
Simply Courteous Limited
01689 851544
London
Simpsons
020 7739 7444
Central London/Nationally
020 8692 6555
South London
Station Cars
020 8660 6000
Croydon/South London
Streamline (Maidstone) Ltd
01622 750000
Kent & Adjoining Counties
ISO
Streamline (Tunbridge Wells) Limited
01892 511911
Royal Tunbridge Wells
ISO
Sure Cars Limited
020 8697 1235
Lewisham
Swan Chauffeur Car Ltd
020 8570 7474
Surrey Chauffeur UK Ltd
01932 352828
Surrey/South West London
Swift Private Hire
020 8671 5000
South West London
Swiftcars
020 7328 6161
Kilburn/West Hampstead
Swiss Cottage Radio Cars
020 7431 2700
Greater London
01752 222222
Plymouth/South West England
020 8818 0102
W London/M3 & M4 Corridors
The 6&7 Travel Company Heathrow Ltd
020 8759 1522
Heathrow
The Private Chauffeur Company
020 8302 7622
London and Home Counties
Titan Aviation Ltd
01293 450809
Gatwick/Heathrow/Redditch
020 8963 3100
London/Worlwide
020 8560 0008
Heathrow/West London
01895 432001
Q Despatch (West) Ltd
Safetrip
Speedicars
Taxifast
The Chauffeur Group Ltd
Trident Niven Limited
Travelhire
Tristar Worldwide Chauffeur Services
Commended
0870 808007
Wallington Cars & Couriers Limited
020 8401 0203
Wallington/Sutton
West One Cars
020 7880 1111
London/Nationally
Windmill Travel Limited
01708 455555
Upminster/Hornchurch
Wood Green Car Service
020 8888 3390
Wood Green
020 8752 8080
London/Nationally
01376 334455
Braintree
Yelo Taxis
30
issue 46
ISO
ISO
IIP
IIP
Hounslow/Heathrow
VM Chauffeurs
Wyndhams
Applied
ISO
Staines
ISO
ISO
IIP
The Royal Parks Regulations
Consultation
Consultation on Regulations Review
The Royal Parks the Old Police House, Hyde Park London W2 2UH
May 2009
Many thanks on behalf of the Licensed Private Hire Car Association (The LPHCA) for giving us the opportunity to
comment on your excellent consultation,
The LPHCA is delighted that some of the anomalies raised by us when members complained they could potentially be
ticketed or stopped when travelling legitimately about their business in the Royal Parks several years ago are now
being addressed by this consultation.
The Association has published the consultation in Private Hire News Magazine and held a meeting early in April
attended by over 100 Licensed Operator’s representatives to get comments directly from our members.
Q1
Do you support the introduction of parking
charges in Richmond and/or Bushy Park?
YES
Q2
If you accept the introduction of parking charges
in principle, do you consider that the rates we
propose are about right, too high or too low?
About right
do not agree with our proposal to reduce
Q10 Iftheyouspeed
limit in Greenwich Park to 20mph,
Do you agree that there should be a maximum
stay for parking in Richmond and /or Bushy Park?
YES – Providing it’s of sufficient length for
genuine visitors
you agree with our proposal to reduce the
Q11 Do
speed limit in Bushy Park to 20mph?
Q3
Q4
Q5
Q6
Do you agree with our proposal to reduce the
speed limit in Greenwich Park from 30mph to
20mph?
YES
please explain why.
N/A
YES
If you agree that there should be a maximum stay,
do you think that 6 hours is about right, too long
or too short?
About right
do not agree with our proposal to reduce
Q12 Iftheyouspeed
limit in Bushy Park to 20mph, please
Do you have any further comments about our
proposal to introduce parking charges?
Only that they should be reasonable and fair
you agree that the regulations should make
Q13 Do
clear that horse owners are not required to clean
Do you support our proposal to allow Private Hire
Vehicles that are licensed by the Public Carriage
Office to enter the Royal Parks on the same terms
as are already allowed in law for black cabs? If
not, please give your reasons.
YES – But consideration should also be made for
non PCO Licensed Vehicles by future proofing the
legislation to enable provision for all legitimately
licensed PHV’s
Q7
Do you agree with our proposal to give express
statutory force to the already accepted practice
that black cabs are allowed to enter the Royal
Parks even if they are bearing advertisements?
YES
Q8
Do you agree that we should make identical
provision in respect of PHVs (provided that we
implement our proposal to allow them to enter
the Royal Parks)?
YES
32
Q9
issue 46
explain why.
N/A
up after their animals?
YES
you have any other comments which relate
Q14 Do
directly to any of our proposals?
YES Licensed Private Hire is vital to the wellbeing
and safety of London and the travelling public
and we campaigned heavily for its Licensing.
Unfortunately the last Royal Parks legislation
came before the 98 Act, which covered Private
Hire and it was not ‘future proofed’ to account
for it.
The appropriate ‘Mandating of Signage’ on PHV’s
in London caused a freak situation where a
Licensed PHV could technically fall foul of
regulations and an illegal tout would not.
The Industry whilst having more vehicles then the
black cab industry in London, demographically
uses the Royal Parks much less that Black Cabs, so
no adverse impact would occur. As Private Hire is
the primary door to door accessible transport
provider in London it is vital that it continues to
have full access to the Royal Parks and that
should be on the statute.
Steve Wright MBE, Chairman LPHCA
Zenergy Computing
Need help with
Computers or the Web?
Call Liam
Liam and Zenergy Computing have been providing
support to the LPHCA, our members and all sized
Private Hire Companies for many years.
Zenergy help with computer installation,
networking, email, websites and getting various bit of
kit to work with your system and can help you to
hook up with services like CabOperator.
Call Liam McCann 020 8993 5723 to see what they can do.
4th Floor
Scottish Provident House
76-80 College Road
Harrow Middlesex
HA1 IBQ
020 8993 5723
07941 230531
020 7099 4507
Tel
Mob
Voice Over IP (VOIP):
www.zenergycomputing.com
issue 46
33
LPHCA ‘Members Only’ update meeting
It was great to have another
LPHCA ‘Members Only’ update
meeting on 2nd April on the R.S. Hispaniola so the
LPHCA could realign its main priorities. The need
to change priorities follows our very successful
Parliamentary Luncheon in November and
UNRESOLVED Priorities:
• Touting (Including job theft by drivers and illegal
activity by Event Management & others)
• Bus Lane Access
• Parking / Picking Up & Setting Down
• Criminal Record Check delays / rule changes
• Corporate Pricing
subsequent meetings with DfT, PCO, London
Councils, TOCU and others.
WORKING WITH GOVERNMENT, TFL & THE MAYOR
Here is a brief transcript:
The Bad News is that my appointment to the TfL Board
and its induction process, including governance and a
steep learning curve has taken time away from me.
As always we wish a warm
welcome to members, platinum
sponsors and new special guests
who include Martin Low Director
of Transport at Westminster City
Council and Chief Superintendent
Joe Royle – Commander of the Met
Police’s Transport Occupational Command
Unit (TOCU).
Progress – Just over a year ago the LPHCA held its first
Platinum Members Meeting on 6th February and this
was followed by a second meeting on 28th February.
That meeting endorsed the 20 PRIMARY TOPICS and
agreed for them to be managed by main and sub
committees and a great deal has happened since.
Of those 20 topics – 5 Have been effectively been
completed and dealt with:
• Potential Congestion Charges for some PHV’s
• The Loophole Closure (Ambulance Definition)
• Inappropriate New Fees for Operator Licences
• Better Medical & Eyesight Requirements
• Legitimate access to The Royal Parks
On others we have made steady progress:
• The Olympics
• Signage
• Driver shortages
Not on our radar last year were:
• Giving touts a ticket rather than putting them in the
Tower of London
• The Recession
• Changes to CRB requirements
• A change of Mayor – Boris!
ONGOING
• The PCO’s Performance
• Outside London issues Cross Border & Subcontracting
• Road Pricing
• VAT & employment rules & laws
• Voluntary drivers
34
issue 46
The Good News is that I have learned a lot quickly, met a
lot of people who can help our industry and I am
working with a great team of people and a very hard
working and likeable Mayor.
PLATINUM COMMITTEES & FUNDING
The Platinum Committee structure worked last year and
needs to be taken forward with all committees meeting
in the next few months.
All the above topics can then be managed in conjunction
with my position on the TfL Board and the tremendous
new connections we have.
The support of the Platinum Committees and the extra
funding was essential to have the meetings, arrange
events, utilise powerful lawyers and increase our
effectiveness.
In addition with the recent work on the website and
behind the scenes in the office I am released to spend
more time with the committees and on the important
meetings we must now attend.
The meeting agreed a realignment of our priorities with
Platinum Member’s help needed for Whistle Stop Tours
to be arranged for TfL Board Members (maybe the
Mayor), London Councils, TOCU and The Olympic
Delivery Authority.
These will be prioritised at the next gathering of
Platinum Members as the meeting then had a discussion
on and agreement that the Priority Topics as set out
earlier would be dealt with by the Platinum Committees.
Further discussion took place on the Royal Parks
Consultation, the Olympic Route Network Consultation
and private business, which will be available on the
website in the ‘Member’s only’ area.
Following any other business around 60 Members stayed
for lunch and further discussion and as always more
ideas came forward and more friendships were made
and developed between members.
TaxiPay Launch Mobile
Chip and PIN Terminal
Adelante Software Limited, the developers of TaxiPay, the mobile phone based
credit and debit card processing system, have extended their range of products to
include a new Mobile Chip and PIN version of their software.
Increasingly customers require a Chip and PIN experience at
the point of sale. As a result TaxiPay can now offer this
service. After discussions with the taxi trade and in direct
response to driver demands the TaxiPay Chip and PIN
Terminals offer some key benefits.
The minimum term contract is only three months. This allows
drivers to evaluate the technology without making a long term
commitment
The rental price is only £20 per month including VAT,
cheaper than alternative providers and taking into account
most drivers are not registered for VAT.
Our transaction fee is just 5% and like TaxiPay mobile, the
driver can configure the terminal to charge a surcharge of
their choice and the terminal will also allow for gratuities.
Therefore if the driver chooses to charge 10% he gets to keep
the extra 5%. Using this scenario a driver doing £400 per
month on cards would cover the cost of the terminal rental
from their part of the surcharge, effectively making the cost of
accepting credit cards free.
TaxiPay Chip and PIN also includes a free Internet based
administration system that allows drivers to see their
transaction history and reconcile their weekly card payments.
Chris Graham, Sales Director,
Adelante Software said:
“Chip and PIN was a logical
extension to the TaxiPay mobile
phone based system. We plan to
offer both systems side by side and
offer drivers an unbiased view of
which solution is best for them. We
have also compared our Chip and
PIN offering with some of the major
suppliers to the trade and are
confident our solution is the most
cost effective available.”
More details and an online demonstration of the terminal can be found at
http://www.adelante.co.uk/taxipay_chipandpin.html
36
issue 46
SEE ARTICLE ON PAGE 44
issue 46
37
TRAINING FOR THE PRIVATE HIRE AND TAXI INDUSTRY
Our courses include:
• Train to Gain
• Passenger Assistants (PATS)
• NVQs in Taxi and Private Hire, Call Handling,
Management, Community Transport,
Passenger Assistant
• Emergency Aid, Manual Handling, Fire
Evacuation
• VRQ in Taxi and Private Hire
• Disability Awareness Training
• Minibus/MPV Driver Awareness (MiDAS)
• Customised Licensing Courses
• Topographical Skills (PCO Assessment Centre)
Units 41 - 47 Freshways House
16 Eastman Road
Acton
London W3 7YG
Tel: 020 8762 0181
Fax: 020 8743 3430
Email [email protected]
Web www.transtec.org.uk
issue 46
39
PCO Notices
PCO Notice 07/09
Further guidance for the drivers of private
hire vehicles
PCO Notice 04/09
Private Hire Operator Licensing
and Compliance Inspections
Part of the application process for a private hire vehicle
operator’s licence is an assessment that the applicant’s
operating centre is compliant with prescribed administrative
conditions. This involves a Licensing Officer visiting the
appointed premises after which the Licensing Authority is
advised accordingly.
Once an operator has been issued with a licence, ongoing
compliance inspections are undertaken to ensure that they
continue to meet with their obligations as set out in the Private
Hire Vehicles (London) Act 1998.
To continue to improve the effectiveness of these visits, all prelicensing and most post-licensing compliance inspections will
be carried out by appointment. The PCO will carry out
unannounced compliance and investigative inspections when
required, for example, when serious breaches of regulations are
suspected.
Appointment System
Pre-licensing;
All initial applications to become a licensed operator will require
a pre-licensing inspection for which a specific appointment will
be made.
Post-licensing (compliance);
Most post-licensing (compliance) inspections will be carried out
by appointment.
• Operators will be given a specific date with a time
window for this appointment e.g. between noon and
4pm.
• Operators who only trade outside of normal business
hours e.g. Monday to Friday, 8am to 4pm, will also be
given a date and time if contactable. If contact cannot
be made then an unannounced inspection may be
carried out.
Post-licensing (variation to licence)
All post-licensing (variation to licence) inspections will be carried
out by appointment;
• Operators will be given a specific date with a time
window for this appointment e.g. between 8am and
noon.
Operators not meeting with the prescribed conditions of being
licensed may, at the discretion of the Licensing Officer, receive a
follow-up compliance inspection.
Operators failing to comply with their obligations may be treated
less tolerantly than is currently the case given that they have
been given due notice of a compliance inspection.
The PCO will continue to carry out unannounced inspections on
operators should it be necessary. Such cases may relate to the
investigation of complaints, joint agency operations with the
Transport Operational Command Unit (TOCU) and other
enforcement agencies, and follow up visits after failing a
compliance inspection.
Dave Stock
10 February 2009 Head of Service Delivery
For previous PCO Notices visit tfl.gov.uk/pco
PCO Notice 42/08 provided guidance to PHV drivers about
accepting bookings and associated practices. This Notice
provides some further information to help PHV drivers comply
with the law.
Heathrow Airport and London City Airport
Item 2 of the Notice 42/08 stated if a driver is approached by a
potential passenger, whether they are sat in your vehicle or
otherwise, they must direct the passenger towards their
licensed operator’s office to make the booking there in person
or they may hand out business cards bearing the telephone
number of their operators to allow passengers to contact the
operator to make a booking. Drivers must never approach
members of the public to offer services.
Drivers must be aware that whilst handing out a business card
is allowed on the streets of London, under Heathrow Airport
Byelaw 4(12) ‘Offer of Service’, it is an offence on any part of
Heathrow Airport. The byelaw states ‘No person shall sell or
distribute anything, offer anything for sale or hire or make any
offer of services for reward’.
Any driver contravening this particular byelaw shall be liable on
summary conviction to a fine of up to £2,500.
It is also an offence at London City Airport, which is governed
by separate byelaws. Byelaw 5(14) states that ‘No person shall
carry on a business, sell or distribute anything, offer anything for
sale or hire or make any offer of service for reward’.
Furthermore, Byelaw 5(15) states ‘No person shall post,
distribute or display signs, advertisements, circulars or other
printed or written material’.
Any driver contravening a byelaw shall be liable on summary
conviction to a fine, which in respect of contravention of Byelaw
5(14) shall be up to £400, and up to £1,000 in respect of Byelaw
5(15).
Taxi Ranks
Drivers of PHVs are reminded that they must not park or wait on
taxi ranks.
The driver and owner of any vehicle except for a licensed
hackney carriage found standing on a rank may be liable to a
fine of up to £2,500.
Mary Dowdye
25 March 2009 Head of Standards & Regulations
PCO Notice 09/09
Taxi and private hire vehicle licensing
services
(Changes within the Public Carriage Office)
With effect from 1 May 2009, responsibility for the delivery of
taxi and private hire vehicle licensing and inspection services
will transfer to Dave Stock, Head of Service Delivery.
The core services are delivered, under contract, by SGS United
Kingdom Ltd. Since the contract came into effect in April 2004,
this contract has been managed within the PCO by Alan
Matthews, Head of Projects and Developments. However, as a
result of planned organisational change within the PCO, Alan’s
current post as Head of Projects and Developments will cease
with effect from 30 April 2009.
The PCO Contract Management Team, under the day to day
responsibility of Ray Biggs, will now report into Dave Stock.
This change will not affect the standard of service delivered to
taxi and private hire licensees.
Ed Thompson
31 March 2009 Taxi & Private Hire Director
40
issue 46
PCO Notices
PCO Notice 13/09
Taxis and Private Hire Vehicles
stopping at cash machines
PCO Notice 15/08 (July 2008) announced the trial of permitting
taxis and private hire vehicles to stop and wait while passengers
use a cash machine on Red Routes at night. This exemption
has operated successfully since then, and Transport for London
(TfL) has started the process of formally incorporating it into the
traffic management orders governing the Red Routes.
Trade associations will shortly receive the consultation
documents. In the meantime, the informal exemption continues
to apply.
As a reminder, this applies to:
• London licensed taxis
• London licensed PHVs displaying the ‘roundel’ red route
exemption signage.
These vehicles are permitted to stop on red routes between 10
pm and 6 am every night of the week for up to 5 minutes while
passengers use nearby cash machines.
This exemption only applies on London’s Red Route network,
indicated by red lines at the roadside and signs saying “RED
ROUTE”. Drivers continue to be liable for penalty charges if they
wait at cash machines on restricted sections of other roads or
outside these times.
Drivers must always be mindful of the safety of their passengers
and other road users, and may be penalised if they wait in
locations where it is unsafe to do so.
Drivers must not stop:
• on pedestrian crossings;
• on zig-zag lines;
• on bus stops marked with a wide red line;
• in locations where stopping would cause a safety hazard or
obstruction.
Taxis and PHVs with the red route exemption signs can stop on
red routes to pick up or set down passengers and, as described
here, can wait for passengers to use a cash machine at night.
Apart from these, drivers must comply with red route
restrictions.
PHV drivers are reminded that these exemptions only apply to
licensed PHVs displaying the TfL signage allowing them to set
down and pick up passengers on red routes. Information about
the red route exemption signage for PHVs can be obtained
from the TfL web site at tfl.gov.uk/phvredroutes. This includes a
downloadable form for licensed operators to apply for the
signage for their vehicles.
Further information on stopping restrictions can be found in
PCO Notices 29/08 (Guidance on stopping restrictions for PHV
drivers), 44/06 (Guidance on stopping restrictions for taxi
drivers), and 04/07 (Wide red line). These can all be obtained
from the web site at tfl.gov.uk/pco.
Len Simkins
23 April 2009 Head of Strategy
23 April 2009
PCO Notice 14/09
PH Vehicle Licensing
Introduction of new VOSA IVA inspection scheme
AGM
From the 29th April 2009, Vehicle & Operator Services Agency (VOSA) introduced a
new Individual Vehicle Approval (IVA) inspection scheme which will eventually
replace the Single Vehicle Approval (SVA) inspection sometime between 2011 and
2012. The new IVA inspection will be a UK National approval scheme for ‘M1 Type
Approved’ passenger vehicles.
The change will not affect the current Private Hire Vehicle (PHV) licensing criteria.
However, vehicles that require an additional inspection in order to satisfy the
London PHV licensing requirements will continue to be directed to VOSA for either a
Voluntary SVA inspection or the new Voluntary IVA inspection.
Vehicles that have already undergone an SVA inspection will not be affected by the
change provided evidence can be produced to show that an SVA inspection had
been carried out. The PCO will continue to accept the SVA certificate or a statement
within the Vehicle Registration Certificate (V5c) confirming that a SVA has been
certified.
To obtain either a Voluntary ‘standard’ SVA application form or a Voluntary ‘Basic’
IVA application form, you will need to contact VOSA directly. VOSA will be happy to
provide guidance before specifying which of the inspection types is required. Once
the vehicle has passed the VOSA inspection, the certificate must be presented as
evidence at the licensing inspection.
More information about the new IVA inspection scheme can be obtained from any of
the VOSA testing stations or from their website at www.vosa.gov.uk
Further information about the private hire vehicle regulations, the licensing criteria or
information regarding the new IVA inspection scheme can be obtained by
contacting the PHV Contract Management Team on 020 7126 1806 or alternatively
from the TfL website at www.tfl.gov.uk/pco
Mary Dowdye
30 April 2009 Head of Standards and Regulations
42
issue 46
The LPHCA will be hosting its
Annual General Meeting in
style again this year at the
popular London Marriott
Heathrow on Thursday 8th
October 2009
MOGO VEHICLE PLATE SIGNAGE
OFFERING A HELPING HAND
The good news continues with Mogo Vehicle Plate Signage offering
a helping hand to the Travelling Public and Operators alike.
As more and more companies are fitting Mogo Signage to
vehicles in London the benefits to the Travelling Public and
Licensed Operators are now starting to be felt.
For many years the trade and the authorities have been
trying to educate the Public on the dangers of using
unlicensed vehicles in London.
The stumbling block has always been a means for members
of the Public to easily differentiate between a ‘licensed
vehicle’ and an ‘unlicensed one’ before getting into the car
being driven potentially by anyone.
With the introduction of the new signage regulations in
London the responsibility for providing the Public with this
visible and clear identification has now passed to the
legitimate trade. Signage on Licensed Private Hire Vehicles
in London is voluntary and is only regulated on content,
size and position.
But with the number of vehicles displaying their company
name and contact details increasing throughout London,
the Travelling Public is gradually being educated on how
to tell a safe vehicle and driver from a potentially unsafe
one.
This process is already narrowing the opportunity for
‘illegal touts’ in London.
More and more LPHCA Members have taken this public
education process to the next level by communicating
with their customers effectively by training their staff
to explain clearly how to identify the correct vehicle
outside a busy venue.
A good example of this is the work done by
Greyhound Cars producing an informative leaflet for
their local customers to use and this would not be
possible without good vehicle signage in the form of
the ‘Tamper Proof’ MOGO signage plates.
Public awareness is key
to the war on touts and
as long as the Travelling
Public continues to get
into vehicles, without first
ordering them from a
Licensed Company and
then without checking
that they are from that
company, the touts will
remain.
The PCO and the
Metropolitan Police do not
have the resources or
manpower to catch and
prosecute touts into oblivion
without the support of the
Travelling Public and the
Licensed Trade.
The Travelling Public will only completely
respond to calls to use only Licensed
Vehicles when it is easy for them to do so.
The Licensed Trade now has to take up the
mantle and give them the means to easily
identify the correct vehicle.
Most Member Companies that have put
MOGO Signage Plates are experiencing
similar reactions from their
customers.
44
issue 46
Justin Rock of Cannon Cars of Orpington says:
“We feel that the MOGO plates enhance our vehicles on both a safety and
commercial level.
Commercially, it is an extremely effective way of advertising our company. If
someone is sitting behind one of our vehicles then we have a captive platform to
brand our name and number to them, curiosity often makes them read the plate
because they are smart, tidy and look very professional at the rear of the vehicle.
We also believe that at some point signage of similar proportion will be required
when Licensed Private Hire Vehicles are allowed into bus lanes and this is a
proactive measure to get Private Hire Vehicles recognised.
With regard to safety, they are an extremely effective way of making our drivers
recognisable. This is especially useful for female passengers travelling late at night.
Without a doubt the MOGO plates go some way to erasing touts as we instruct
our customers to only get into a vehicle displaying one of the plates with our
Name and Number on it.
The MOGO plates are also a way of monitoring driver performance and company
reputation. If, in the unlikely event that a driver is driving poorly, or with excessive
speed, they can be easily identified and reported back to our office.
If any other Operator requires any further information please do not hesitate to
contact me, Justin Rock of Cannon Cars.”
The following quote from Pravdeep Mengar at Abba Dart sums up the
beneficial results of fixing professional looking plates to all their Private Hire
Vehicles.
“Since introducing the MOGO identification plates on the rear of our cars the
response has been great from an advertising perspective as the general public do
feel safe knowing that they are getting into a legitimate Private Hire Vehicle from
a reputable company.
Feedback has been particularly good from female passengers and the many
female groups who use us on Friday and Saturday evenings to go out and come
home safely. It is great to hear customers now phone the control room and say
‘I've just seen one of your cars, can you send me a car please?’
This I feel has also helped to shield us from the negative effects of adverse
publicity. The Mogo Signage Plates clearly let the public know who we are and
how to contact us should they wish to book a vehicle, thus giving the passenger
re-assurance that they are dealing with a professional firm.
The MOGO plates have even attracted drivers to Abba Dart and any Licensed
Company not taking advantage of such a long awaited safety and marketing tool
is missing out on promoting their business whilst assuring the travelling public.”
MOGO are offering a 25% discount on new and
re-orders for all LPHCA members. Simply call
Cara on 07921 614462 for more details.
LPHCA total support for
MOGO Signage Plates
At a recent meeting of LPHCA
members in London, Chairman Steve
Wright said: ‘There was delight from
passengers and safety groups about
the increase of MOGO Signage Plates
on Licensed Private Hire Vehicles in
London.’
There had also been positive feedback
from some London Councils, the
Police, Safety Groups and Corporate
Users as well as from the Travelling
Public regarding the increase and use
of MOGO Signage Plates.
Very intriguingly Steve went on to
point out that there would soon be
another review on Signage and
Identifiers on Vehicles in London and
that in his view MOGO Signage Plates
could hold the key to one of the
stumbling blocks for Bus Lane Usage –
the vehicle identifier.
It was also mentioned that the more
MOGO Signage Plates that could be
seen in London the more convincing
the case for them being the Main
Identifier for Bus Lane usage.
Chauffeurs in Edinburgh have now
adopted MOGO plates as their
passport into Bus Lanes. Their world,
and the travelling public’s, has
changed for the better as a
consequence.
With this important signage review
due soon Steve asked that as many
LPHCA Member Operators as possible
took up the opportunity to assist by
opting for MOGO plates.
issue 46
45
TfL announces trial of Intelligent Speed Adaptation
Speed limiting technology to
be tested for market place
Transport for London (TfL) on the 11th May announced a six
month trial of the Intelligent Speed Adaptation (ISA)
technology which aims to reduce road casualties and help
drivers avoid speeding penalties.
As part of the trial, which will start this summer, a London
bus will be fitted with ISA. The TfL Road Safety Unit is also
keen to trial the technology in a Licensed Taxi, alongside 20
TfL vehicles driven by road engineers, traffic managers and
highway inspectors.
The intelligent technology enables drivers to select an
option where acceleration is stopped automatically at the
speed limit specific to any road in London within the M25
area. The unit can be disabled at the touch of a button, at
which point it reverts to an advisory status where the
current, legal speed limit is simply displayed as a driver aid.
There is also a complete over-ride switch with disables the
system entirely.
The practical uses of the technology will be tested in the six
month trial after which a report will be submitted to the
Mayor of London and the technology will be made available
to external organisations. Southwark Council has already
expressed an interest in fitting ISA to more than 300 of its
vehicles.
The trial will monitor driver behaviour, journey times and the
effect that driving within the speed limit has on vehicle
emissions.
ISA uses the digital speed limit map of London which TfL
launched on 29 January 2009. This is the first time all of
London’s speed limits have been mapped accurately with
regular updates.
Other GPS device manufacturers are being encouraged to
take advantage of this resource which could help to improve
road safety in the capital by introducing a speed limit display
and warning in their satellite products.
update
A series of meetings have been taking place
regarding the issue of ‘Touting and enforcement in London’.
The first was hosted by TfL regarding safe late night travel and
Private Hire Services in the West End of London at Windsor
House late in March.
A second meeting took place in Victoria with the Transport
Operational Command Unit and other interested parties in
May.
The issue of ‘Illegal Activity and Enforcement’ in London has
been raised by the LPHCA and the Taxi Industry with a direct
increase in successful Operations by the Policy and other
agencies, including Westminster City Council.
It is estimated that if two thirds of London drivers use the
ISA system, the number of road casualties in the Capital
could be reduced by 10 per cent*.
Chris Lines, Head of TfL’s London Road Safety Unit, said:
‘’This innovative technology could help any driver in London
avoid the unnecessary penalties of creeping over the speed
limit, and at the same time it will save lives.
“We know the technology works, and now we want to know
how drivers in all types of vehicles respond to it.
“ISA is intended as a road safety device, but if Londoners
embrace this technology we may well see additional benefits
including reduced congestion as a result of collisions and
reduced vehicle emissions as drivers adopt a smoother
driving style.”
More Information for members on the LPHCA Website:
www.lphca.co.uk
Could this be the end of the
d hump
spee
?
A series of night operations has resulted in several arrests and at
least three Licensed Operators having their licences revoked.
The LPHCA welcomes the increase in this activity, which is
fulfilling the commitment by Mayor Boris Johnson to ‘clamp
down and eradicate illegal activity in the capital’.
The Mayor has doubled the number of Officers in TOCU’s Cab
Enforcement Section and operations are ongoing.
Operators who have applied for Operating Licenses in night
clubs should have the appropriate planning consent for such
an Operating Centre. Any ‘on the street activity’ by
representatives at such premises remains unlawful. Such
Operators should also be mindful of their obligations with
regard to parking as waiting outside premises without a
booking could be construed to be illegal.
Further news will be posted on the members area of our
website at www.lphca.co.uk
CRB MEETING IN PARLIAMENT
The LPHCA were kindly invited by the GMB
Professional Drivers Branch to a meeting with
representatives from the Criminal Records Bureau
(CRB) in Parliament on 5th May.
The invite was very timely as we were seeking
dialogue with the CRB on a range of issues
including delays in the checking process, the
levels of checking and greater dialogue with
the CRB.
46
issue 46
Robin Hulf and Eddie Townson completed the LPHCA
contingent and there will be further action and
progress to report in due course.
This invite demonstrates that when Operators and
Driver Representative Bodies have sensible dialogue
everyone benefits. Many thanks to the GMB
Professional Drivers Branch and to those who took
the time and trouble, to attend this worthwhile
meeting.
issue 46
47
A little while ago I was delighted to go to Glasgow to visit our long standing friends, advertisers
and sponsors. On that trip I was kindly looked after and warmly welcomed by the team at
Cab Direct (also know as) Allied Vehicles who showed us round their considerable
expanding operation at Balmore Road.
As a privately owned company, established in 1994, Allied
Vehicles is principally made up of three distinct trading divisions,
Allied Mobility, Cab Direct and AlliedZEV. Through these, Allied
are involved in all areas of the motor trade, specialising in
wheelchair accessible vehicles, taxis and electric vehicles.
The company has achieved rapid growth over the past 10 years
and now employs over 300 people located in their impressive
12-acre flagship site in Glasgow. There are also branch offices in
Edinburgh and Coventry, as well as a team of field sales
employees working right across the UK, providing a welcomed
local presence to many customers.
In terms of manufacturing capacity Allied builds more than 2,000
vehicles annually, utilising their new, 98,000 square feet
production unit, plus associated on-site support services for preproduction, painting and pre-delivery preparation.
The company has also recently acquired additional
premises, adjacent to their existing production site
that will enable further expansion of production
capacity over the next three years.
Despite this tremendous growth and expansion, the company
remains very much a family enterprise with founders and
chairmen Gerry and Michael Facenna still playing a major part in
the running of the business. Sons Peter, is Sales Director, David is
National Sales and Operations Manager, whilst daughter Karen,
as HR Director, also play a vital roll in the company’s success.
Business Operations – With an annual turnover of over £55
million, Allied Vehicles Ltd provides products and services to
meet the motoring needs of the private and business user,
offering full facilities for both able-bodied and disabled people.
The company operates a unique business model, working closely
with people across a host of industry sectors. Their National
buying power and specialist status means Allied are able to
negotiate great rates and the best deals on behalf of their
customers.
Amongst The Allied Group’s brands are:
Allied Mobility – Britain’s number one manufacturer and
supplier of wheelchair accessible cars, MPVs and Minibuses.
Allied Mobility offers an extensive range of mobility cars as well
as the widest selection of standard and accessible minibuses in
the UK.
Cab Direct – One of the UK’s leading taxi specialists, provides
both purpose-built and wheelchair accessible taxis to the UK’s
busy trade. Most notable on the hackney
side is the E7 taxi, designed and
manufactured jointly by Peugeot
and Cab Direct.
48
issue 46
The Private Hire market is very much a key sector for Cab
Direct. Assembled in conjunction with several of the world’s
leading car makers, Cab Direct’s Taxi Select range offers the
widest choice and fantastic deals on Toyota, Ford, Chevrolet,
Renault, Citroen, Peugeot, Mercedes-Benz, Volkswagen,
Chrysler, Jaguar and more.
Cab Direct also offers the market a variety of additional
services and support, including a dedicated parts department
carrying over 18,000 products and operating a guaranteed
24 hour, UK wide delivery service. Cab Direct customers can
also benefit from discounted taxi insurance from J&M – one
of the UK’s leading Taxi and Private Hire specialists who are
also LPHCA Supporters and Sponsors.
AlliedZEV – A new and innovative vehicle manufacturer
dedicated to reducing environmental harm by bringing
practical and reliable Zero Emission Vehicles to market.
ZEV’s products combine the latest in Lithium-Ion battery
technology and electronic management software together
with a range of reliable vehicles produced in conjunction
with Peugeot.
ZEV’s innovative new range of vehicles, are ideal for daily
working life in busy town or city centres. Each vehicle that
ZEV offers has a range of up to 100 miles and a top speed of
60mph, making it suitable for operations in most urban
environments.
Commenting on the
Private Hire Sector, Sales Director,
Peter Facenna, says:
“At Cab Direct, we’re continually striving to bring our
customers the most desirable cars on the market at the
most affordable prices. We appreciate the difficulties
faced by consumers at the moment, particularly within
the Taxi Trade, and that’s why we continue to work
closely with leading manufacturers, enabling us to offer
some of our most competitive deals to date.”
Peter goes on to explain some of Cab Direct’s latest offers:
“In the current climate, economy is very much front of
mind. That’s why we’re delighted to be able to offer
customers the Chevrolet Epica for only £9,395 + VAT.
That’s a great price for a fully equipped vehicle, ideal for
the Taxi Trade. We’re also offering our lowest ever price
on the Eurobus MPV. At only £12,995 + VAT, that’s an
eight or nine seat vehicle for under the cost of most
standard cars.”
CONTINUED ON NEXT PAGE
For more information and for some of
the best deals and products for the Taxi and
Private Hire Trades why not check out their website www.cabdirect.com.
Many thanks to everyone at Allied who made us so welcome in Scotland.
issue 46
49
50
issue 46
Drive event to host luxury manufacturers
issue 46
51
FIRST AID
in the workplace
First Aid Information from the Health & Safety Executive leaflet
Below are the answers to some basic questions about first-aid provision at work. It is aimed
at employers in small and medium-sized enterprises, but may be useful to all employers,
managers and others involved in first aid.
Q1 WHAT IS FIRST
AID AT WORK?
Q2 SO WHAT DO I NEED TO DO?
The Health and Safety (First-Aid) Regulations 1981 require you to provide
adequate and appropriate equipment, facilities and personnel to enable first
aid to be given to your employees if they are injured or become ill at work.
People at work can suffer injuries
or fall ill. It doesn’t matter
whether the injury or the illness
What is adequate and appropriate will depend on the circumstances in your
is caused by the work they do
workplace and you should assess what your first aid needs are (see Q3).
or not. What is important is that
The minimum first aid provision on any work site is:
they receive immediate attention and that an
ambulance is called in serious cases. First aid at
a suitably stocked first aid box (see Q4);
work covers the arrangements you must make
an appointed person to take charge of first-aid arrangements (see Q5).
to ensure this happens.
It can save lives and prevent minor injuries
becoming major ones.
It is also important to remember that accidents can happen at any time. First
aid provision needs to be available at all times people are at work.
Q3 WHAT SHOULD I CONSIDER WHEN ASSESSING FIRST AID NEEDS?
Many small firms will only need to make the minimum first-aid provision. However, there are factors which might make
greater provision necessary. The checklist in Table 1 covers the points you should consider:
Table 1 Checklist
Aspects to consider
Impact on first-aid provision
1 You are required by law to make an assessment of
significant risks in your workplace. What are the
risks of injury and ill health identified in this risk
assessment?
If the risks are significant you may need to employ first aiders (see Q6 and Q7)
2 Are there any specific risks, e.g. working with:
hazardous substances;
dangerous tools;
dangerous machinery;
dangerous loads or animals?
You will need to consider:
specific training for first aiders;
extra first aid equipment;
precise siting of first aid equipment
3 Are there parts of your establishment where
different levels of risk can be identified (e.g. in a
University with research laboratories)?
You will probably need to make different levels of provision in different parts of the
establishment.
4 What is your record of accidents and cases of ill
health? What type are they and where did they
happen?
You may need to:
locate your provision in certain areas;
review the contents of the first aid box (see Q4).
5 How many people are employed on site?
You may need to employ first aiders (see Q6 and Q7)
6 Are there inexperienced workers on site, or
employees with disabilities or special health
problems?
You will need to consider:
special equipment;
local siting of equipment
7 Are the premises spread out, e.g. are there several
buildings on the site or multi-floor buildings?
You will need to consider provision in each building or on several
floors
8 Is there shift-work or out-of-hours working?
Remember that there needs to be first aid provision at all times people are at work.
9 Is your workplace remote from emergency
medical services?
You will need to:
inform local medical services of your location;
consider special arrangements with the emergency services
10 Do you have employees who travel a lot or work
alone?
You will need to:
consider issuing personal first aid kits and training staff in their use;
consider issuing personal communicators to employees
11 Do any of your employees work at sites occupied
by other employers?
You will need to make arrangements with the other site occupiers.
12 Do you have any work experience trainees?
Your first-aid provision must cover them.
13 Do members of the public visit your premises?
You have no legal responsibilities for non-employees, but HSE strongly recommends
you include them in your first aid provision.
52
issue 46
Q4 WHAT SHOULD I PUT IN THE
FIRST-AID BOX?
There is no standard list of items to put in a first aid box.
It depends on what you assess the needs are. However, as
a guide, and where there is no special risk in the
workplace, a minimum stock of first aid items would be:
a leaflet giving general guidance on first aid, e.g. HSE
leaflet Basic advice on first aid at work (see Where can I
get further information? below);
20 individually wrapped sterile adhesive dressings
(assorted sizes);
two sterile eye pads;
four individually wrapped triangular bandages
(preferably sterile);
six safety pins;
six medium-sized (approximately 12 cm x 12 cm)
individually wrapped sterile un-medicated wound
dressings;
two large (approximately 18 cm x 18 cm) sterile
individually wrapped un-medicated wound dressings;
one pair of disposable gloves
You should not keep tablets or medicines in the first-aid
box.
The above is a suggested contents list only; equivalent but
different items will be considered acceptable.
Q5 WHAT IS AN APPOINTED
PERSON?
An appointed person is someone you choose to:
take charge when someone is injured or falls ill,
including calling an ambulance if required;
look after the first-aid equipment, e.g. restocking the
first aid box
Appointed persons should not attempt to give first aid for
which they have not been trained, though short
emergency first aid training courses are available.
Remember that an appointed person should be available
at all times people are at work on site this may mean
appointing more than one.
Q6 WHAT IS A FIRST AIDER?
A first aider is someone who has undergone a training course
in administering first aid at work and holds a current first aid
at work certificate. Training organisations running first aid at
work courses should be approved by HSE. Lists of first aid
training organisations in your area are available from HSE. You
may decide, following your first aid assessment, that you need
one or more first aiders. A first aider can undertake the duties
of an appointed person.
Q7 HOW MANY FIRST AIDERS
OR APPOINTED PERSONS
DO I NEED?
It is not possible to give hard and fast rules on when or how
many first aiders or appointed persons might be needed. This
will depend on the circumstances of each particular
organisation or worksite. Refer to Table 2 after working
through the assessment checklist in Table 1. It offers
suggestions on how many first aiders or appointed persons
might be needed in relation to categories of risk and number
of employees.
The details in Table 2 are suggestions only – they are not
definitive nor are they a legal requirement. It is for you to
assess your first aid needs in the light of your particular
circumstances.
Where there are special circumstances, such as remoteness from
emergency medical services, shift-work, or sites with several
separate buildings, there may need to be more first aid
personnel than set out in Table 2. Increased provision will be
necessary to cover for absences. First aid personnel should be
available at all times people are at work.
Q8 DO I HAVE TO DO ANYTHING
ELSE?
You have to inform your employees of the first aid
arrangements. Putting up notices telling staff who and where
the first aiders or appointed persons are and where the first aid
box is will usually be sufficient. But don’t forget that you will
need to make special arrangements to give first aid
information to employees with reading or language difficulties.
Q9 WHERE CAN I GET FURTHER INFORMATION?
Table 2 Suggested numbers of first-aid personnel
Category of risk
Numbers employed at any
location
Suggested number of first-aid personnel
Lower risk e.g. shops and offices, libraries
Fewer than 50, 50-100
More than 100
At least one appointed person. At least one
first aider. One additional first aider for every
100 employed
Medium risk e.g. light engineering and
assembly work, food processing,
warehousing
Fewer than 20, 20-100
More than 100
first aider for every 50 employed (or part
thereof). One additional first aider for every
100 employed
Higher risk e.g. most construction,
slaughterhouses, chemical manufacture,
extensive work with dangerous machinery
or sharp instruments
Fewer than 5, 5-50
More than 50
first aider. One additional first aider for every
50 employed
Lists of first aid training organisations are available from: The HSE’s
The free leaflet Basic advice on first aid at work (INDG347(rev1), 2006) is published by HSE Books.
More detailed practical guidance on complying with your first aid at work duties has been published by the Health and Safety Commission
First aid at work.
The Health and Safety (First Aid) Regulations 1981.
Approved Code of Practice and guidance L74 HSE Books 1997 ISBN 978 0 7176 1050 1
HSE Books publishes two first aid posters: Basic advice on first aid at work HSE Books 2006 ISBN 978 0 7176 6195 4 and Electric shock: First aid
procedures HSE Books 2006 ISBN 978 0 7176 62036Information on all aspects of first aid at work is available on the first aid web pages of HSE’s
website at www.hse.gov.uk/firstaid/index.htm
Information in this article reproduced with the kind permission the HSE (Health & Safety Executive).
issue 46
53
MEETINGS
Take a look at our NEW LOOK website...
The LPHCA Website www.lphca.co.uk has been given a makeover by the boys and
girls in the office to be more effective and helpful to everyone.
Members of the ‘Travelling Public’ and other ‘Important Visitors’ to the site will
find it easier to access and get more information than before.
For LPHCA Members the site is being developed to provide you with as much
Industry Help, News and Information as possible. This will all be brought onto the
site in the next few
months in the ‘Password
Accessed Area’ for
‘Members only’.
Members will receive ‘EAlerts’ via Email from us
and this will point you to
the ‘Password Accessed
Area’ where topics and
information can be
accessed. The password
will remain ‘as is’ for
everyone at the moment
but will be individualised
over the next few
months.
Platinum
Members Update
As mentioned at our recent meeting on
the R.S.Hispaniola Boat the Platinum
Meetings will be
re-commencing soon, probably soon after
the Coventry Show at the end of May.
As well as these meetings we are about to
engage in a series of ‘Whistle Stop Tours’
to show important people ‘first hand’ our
industry and the issues we face.
We started by offering slots to Platinum
Members and have a good take up already
but there will be a lot of important people
to show around and we can’t have too
many places to visit so all members will get
the chance to participate.
We intent to host the Mayor’s Office, Local
Authorities, TOCU, the PCO, Members of
the Transport for London Board and
representatives from the Olympic Delivery
Authority. It hoped that the Mayor Boris
Johnson will be on one of the whistle
stops but that will depend on his diary.
There will of course be an
extra ‘Password Accessed
Area’ for ‘Platinum
Members’ where
Platinum Meeting
Information and Minutes,
etc. will be stored for
access. Once again
updates will be received
via the ‘E-Alert’ system.
www.lphca.co.uk
Hosting will involve attending a briefing
meeting on the Hispaniola and
approximately 45 minutes at your office.
Look for the E-Alert to become involved.
Licenced Private Hire Car Association
Inc London Private Hire Car Association & Graded Private Hire Companies
DfT Olympic Route Network Consultation
Research Services House
Elmgrove Road
pic
The Olym ork
Harrow
w
Middlesex, HA1 2QG
Route Net
19th March 2008
Whilst accepting the need for the ORN, account must be given to its
impact on Licensed Private Hire Vehicles, which in London alone
stands at some 50,000. At present we do not have access into Bus
Lanes in London although this is not the case throughout the country.
We are campaigning hard to change this anomaly, hopefully long
before 2012. Any squeeze on road space will have an impact on our
trade and its smooth operation, regardless.
Dear Sir or Madam,
Many thanks for giving the LPHCA the opportunity to comment on
the Olympic Route Network (ORN) consultation.
Unfortunately due to the poor weather in February we were unable to
call a formal members meeting to discuss this consultation as we
could not get a suitable venue. We have however published a detailed
amount of information in our Private Hire News magazine and we
have arranged a meeting of members on 2nd April to cover this
submission and other matters.
We were also omitted from the original consultee’s list, which with
Christmas within the consultation period compounded matters. Our
first opportunity to meet will be on 2nd April and we hope that any
further feedback from members may be put into the ‘thought and
consultation process’ with regard to the ORN.
It is self evident that an ORN is essential to the wellbeing of the
2012 Olympic Games and its competitors. Licensed Private Hire is
the primary mode of Transportation providing ‘Door to Door’
Public and Accessible Transport. We desire ongoing dialogue with
the DfT and the ODA regarding the ORN as the arrangements and
final details are established. We have the following comments to
make.
54
issue 46
As a primary function of the ORN is the facilitation of a clear route
for athletes to reach the games unhindered, we would make the
comment that access to ORN could be made available to Licensed
Modes of Public Transport when exiting the large events when the
athletes will have been transported.
At our AGM last October the ODA’s Hugh Sumner pointed out that
nearly a third of a million people will be leaving the Games on
occasions late at night. It is clear that many will be utilising Private
Hire and its Accessible Transport, especially as most journeys can
only be completed by our mode, which operates beyond the time
constraint that applies to bus and rail due to maintenance, etc.
For this reason and many others, consideration must be taken to open
the ORN to us for the outbound trips to facilitate the fast clearing of
passengers.
We look forward to hearing the outcome of our points and further
dialogue with you in due course.
Yours sincerely
Steve Wright MBE
Chairman LPHCA

see page 6 - Private Hire News

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