1

Taxi Fares and Tariffs 2019 Responses to issues raised

March 2020

2

Responses to issues raised Introduction We have identified and considered the key issues raised by respondents to the 2019 taxi fares and tariffs consultation. The issues raised are listed in the table below along with our response to them.

Ref Issue raised Our response

Consultation delivery

1

Consultation quality – concerned that a decision has already been made and feedback will make no difference

After the consultation closed we reviewed and considered all of the responses received. These were then coded to identify themes and issues that informed the decision-making process. Changes to taxi fares and tariffs must be approved by Transport for London’s (TfL’s) Finance Committee and a paper setting out recommendations and the reasons for these is submitted to the Committee for consideration with a copy of the consultation report containing a detailed analysis of all responses. The consultation report and the paper submitted to the Finance Committee were published in January 2019 on TfL’s website are available for anyone to review.

2

Consultation quality – tariffs should be specified within survey

Information about the days and times the tariffs apply, the current and proposed distance and time rates for each tariff, and the rates per mile and hour were clearly presented in tables within the consultation documents and on the website.

3

Increase needs to be applied on time (April)

We will continue to work towards implementing changes to taxi fares and tariffs around April of each year or alternatively agreeing a new regular time for changes to be implemented.

4

Consultation shouldn't be open to the public – should be drivers only

We adopt an inclusive approach to our consultations and invite feedback from a wide range of stakeholders to gain a balance of insights. Changes to taxi fares and tariffs affect taxi users as well as taxi drivers and so it is important that existing and potential taxi users have the opportunity to respond to the consultation and provide views on our proposals. Additionally it is also important for stakeholders representing drivers and taxi user interests to participate (e.g. trade bodies and London boroughs).

Consultation delivery – accessibility

5

Accessible formats – options to complete paper surveys and printed copied of supporting documents

Alternate formats were available and clear information on how to obtain these were included on the website.

3

Ref Issue raised Our response

6

Cost Index information not mobile phone friendly

Unfortunately not all of the consultation documents could be adapted to view on mobile phone devices but we do try to make the information published as comprehensive and accessible as possible on our website which included information on the Cost Index.

7

Better awareness of consultation for drivers

Information about the consultation was sent to all licensed taxi drivers and vehicle owners that we hold email addresses for and it was also promoted in the TPH weekly email bulletin, on the Taxi and Private Hire (TPH) Twitter account and in the Metro newspaper. If you are not receiving communications please email tph.enquiries@tfl.gov.uk with your name and taxi driver badge number to ensure your details are up to date.

8

Consultation was complex

The nature of the consultation and subject matter is complex and we tried to present the proposals succinctly and clearly. Supporting documents were provided including comprehensive details for those who wished to know more information and comment on individual questions. We will take into consideration feedback for future consultations and will continue to review our approach to engaging diverse audiences.

Consultation delivery – design

9

Questions focused on the driver rather than the user

We’re interested in the views of taxi drivers and users and the questions on the consultation proposals were not intended to give the impression that the focus was on drivers only. We will take this into consideration when preparing the next taxi fares and tariffs consultation.

10

Comment boxes should have been provided for each of the questions

The opportunity for respondents to give us additional comments was provided and some respondents also chose to send their responses by email and include additional comments or information.

11

Did not allow drivers' views to be heard

The consultation allowed all respondents to have their say including taxi drivers. We asked respondents if they were licensed taxi drivers in order to specifically consider the views of drivers and these are set out in the consultation report.

Cost Index

12

Link with Retail Price Index (RPI)/Consumer Price Index (CPI) /inflation

Increasing taxi fares and tariffs by the Consumer Price Index (CPI), Retail Price Index (RPI) and inflation has been considered in the past. We have not adopted these methods as we think it is more appropriate to continue to use the taxi Cost Index as it includes components specific to being a taxi driver (e.g. vehicle costs, parts, tyres, servicing, fuel and insurance) plus average national earnings and is updated annually.

4

Ref Issue raised Our response

Cost Index – economics

13

Taxi drivers are earning less and less in real terms

We normally review taxi fares and tariffs annually and when considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We think that using the taxi Cost Index and this informing potential changes helps us achieve this as the Index includes components specific to being a taxi driver. We also asked for comments on the Cost Index and whether any changes should be made to this as part of our consultation.

14

Price of new taxis prohibitive/increasing drivers' costs

TfL does not control the price of ZEC taxis but we are providing funding to support drivers who wish to purchase a ZEC taxi. Information about this is available here. When reviewing taxi fares and tariffs we update the Cost Index and this includes a number of different components for the costs related to being a taxi driver. One of the components is for vehicle costs and for the next review of taxi fares and tariffs we intend to take into consideration the cost for ZEC taxis.

15

Should reduce drivers' costs rather than increasing fares/tariffs

Many of the costs associated with being a taxi driver are not controlled by TfL. We know that drivers have expressed concerns about costs of buying new ZEC taxis and funding is available to support drivers who wish to purchase these vehicles.

16

Maximum age limit for taxis is prohibitive/increasing drivers' costs

Although changes to the taxi age limit are planned we have measures in place to support taxi drivers. Following the announcement of £24m funding from the Mayor, we have restructured the taxi delicensing scheme and have launched an enhanced scheme that supports taxi drivers who want to delicense their Euro 3, 4 or 5 vehicles. Top payments of £10,000 have been made available to the first 1,250 applicants, with tiered payment levels available to subsequent applicants on a first come, first served basis. From 1 November 2019, newly converted liquid petroleum gas (LPG) taxis will have a 15 year age limit and a new LPG conversion scheme has been made available to support the conversion of a limited number of Euro 5 diesel taxis to LPG. Further information is available here.

5

Ref Issue raised Our response

Cost Index – environment

17 Taxi drivers should use low polluting/higher tech vehicles

Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers purchasing ZEC taxis. Changes to the taxi age limits came into effect on 1 November 2019, following a public consultation in February 2019. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet. We have a taxi delicensing scheme to provide financial incentives to help remove Euro 3, 4 and 5 taxis from the fleet. We have revised this scheme to enhance the payments offered to taxi vehicle owners with up to £10,000 available to the first 1,250 drivers. But the urgent need to improve London’s air and protect Londoner’s health requires that we go further. We are also helping to fund a government-led plug-in vehicle scheme, which will give taxi drivers up to £7,500 off the price of a new ZEC taxi.

18

Encourage quicker take-up of non-polluting/non-diesel vehicles

19

To incentivise the move to electric/hybrid vehicles fuel costs (diesel) shouldn’t be considered in the Cost Index

We are not planning to remove diesel costs from the Cost Index, as the Index is meant to track changes to drivers’ operating costs and fuel is a significant operating cost. We have added charging costs plus the costs for ZEC taxis. We proposed extending the fuel surcharge again this year but only plan to extend this until the next review of taxi fares and tariffs. We are not proposing to extend it after this as our focus is on supporting the transition from diesel to ZEC taxis.

Cost Index model

20

Should take account of taxi drivers' additional income (e.g. advertising)

It has been suggested in the past that income from taxi advertising should be considered when reviewing taxi fares and tariffs. After consideration we have decided not to do this as not every taxi driver owns a taxi or has advertising on this and many of the taxis with advertising on are owned by fleet operators and drivers using these taxis do not receive any money from the advertising on them.

21

Cost Index should include credit card costs/transaction fees

In April 2016, we increased the minimum fare by 20 pence for all taxi journeys. This increase was intended to help drivers cover the costs of accepting card payments. If transaction costs were to be included in the Cost Index, this would mean that there were two increases to the

6

Ref Issue raised Our response

fares for all passengers (regardless of whether they pay by card) – the minimum fare increase plus any increase as a result of changes to the Cost Index.

22

Cost Index should include App costs/charges

We are aware that the taxi trade associations think that the costs associated with working for a taxi booking company should be added to the Cost Index. After consideration we are not planning to add this to the Cost Index as the costs related to accepting taxi bookings (e.g. radio circuits fees and commission) were not previously included in the Cost Index, we will keep this under review.

23

The Cost Index is irrelevant/not fit for purpose

We still consider that the Cost Index is relevant and of value when reviewing taxi fares and tariffs. The Cost Index and the total figure produced when this is updated, is independent of the taxi fares and tariffs and provides us with a way to track changes to the costs associated with being a taxi driver and average national earnings. There is no obligation on us to increase or decrease taxi fares by the Cost Index figure or to use this figure when considering changes to taxi fares and tariffs.

24 The Cost Index should be reviewed more frequently

We normally review taxi fares and tariffs annually and we also update the Cost Index annually. The most recent update of the Cost Index was in November 2018.

25

Cost Index does not respond to changeable fuel costs

The Cost Index includes a component for fuel and this has been used to track changes to diesel costs and ensure that these are taken into consideration. For the next review of taxi fares and tariffs we will include charging costs in the Cost Index. Since July 2008 arrangements have been in place under which we would approve 40 pence being added to each taxi fare if the price of diesel reached a certain level. Arrangements have also been in place since 2016 for taxi fares to be reduced by 40 pence if diesel prices fell below a certain level. More information about diesel costs in London and changes over recent years is available here.

26

Changes to the Cost Index should reflect the competition

The Cost Index is only intended to track changes to the costs associated with being a taxi driver plus changes to average national earnings. The Cost Index is separate from the taxi fares and tariffs and when reviewing what changes to make to fares and tariffs we consider other factors such as competition and the consultation material included a section on competition and fares for other modes. A section on competition was also included in the recommendation paper considered by the Finance Committee.

7

Ref Issue raised Our response

27

Rental costs plus commission costs for the taxi booking companies and card payment equipment need to be considered.

We are aware that the taxi trade associations think that the costs associated with working for a taxi booking company should be added to the Cost Index. After consideration we are not planning to add this to the Cost Index as the costs related to accepting taxi bookings (e.g. radio circuit fees and commission) were not previously included in the Cost Index. We will keep this under review. When changes were introduced to allow passengers to pay be card in all taxis the minimum fare was increased by 20 pence to help drivers cover the cost of accepting card payments.

Cost Index – other

28

Credit card charges should be passed on to the passenger

Consumer Rights legislation does not permit increased fees when paying for goods or service by credit or debit card therefore passengers who pay by card could not be charged more than those who pay by cash.

29

There should be a focus on public transport not taxis

The Mayor’s Transport Strategy (MTS) sets out plans to transform London's streets and improve public transport. The MTS includes measures to encourage more people to walk, cycle and use public transport. One of the central aims of the MTS is for 80% of all trips in London to be made on foot, by cycle or using public transport by 2041.

Fuel surcharge

30

The cost of diesel should not be passed on to passengers

We’ve only proposed increases to fares in the event of a significant increase in diesel prices and have an arrangement in place to reduce fares if diesel prices fall significantly. To date the arrangements have not been implemented and we are only planning to extend this arrangement for one final year.

Impact on disabled and elderly users

31

An increase drives up costs for disabled/elderly taxi users

We normally review taxi fares and tariffs annually and when considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. As part of the 2019 taxi fares and tariffs review we have carried out an Equality Impact Assessment and this identified potential negative impacts on disabled and elderly taxi users. We have tried to mitigate the severity of any increases by proposing changes which mean that the increases to all tariffs rates, average fares during these and the average fare across the whole week are lower than they would be if fares during Tariffs 1, 2 and 3 were increased by the Cost Index figure (3.4%).

8

Ref Issue raised Our response

Disabled residents in London are eligible for subsidised taxi journeys under the Taxicard scheme which provides a door-to-door service. The scheme is funded by TfL and the London boroughs and taxis are used for the majority of Taxicard journeys. A new capped fare scheme has been introduced for Taxicard journeys which means the direct impact of fare increases is partly mitigated.

Fares

32 Fares/Tariffs are too expensive

In the consultation documents we listed the alternative options we had considered and also why, after consideration, we thought that our proposals helped us achieve an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares.

33 Fares/Tariffs should increase

34 Fares/Tariffs should decrease

35 Fares/Tariffs should stay the same

36 Fares/Tariffs should be flexible

37 Costs should be considered

38 Costs shouldn’t be considered

39 No increase

40 Minimum fare should reduce

41 Minimum fare should increase

42 Minimum fare should stay the same

43 Tariff should increase above proposal

44 Tariff should stay the same/don’t change

Air quality/environment

45

People should use taxis less as they are polluting/negative to the environment

We are committed to reducing harmful emissions and improving air quality in the Capital. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet.

9

Ref Issue raised Our response

46

Increase fares for electric vehicles (EVs) and reduce them for diesel cars

We have considered adopting different tariffs for ZEC taxis and diesel taxis. But after consideration have not taken this forward as it could be confusing for users. Changing the approach to either lower tariffs for diesel taxis/higher tariffs for ZEC taxis or to higher tariffs for diesel taxis/lower tariffs for ZEC taxis, might have unintended consequences. For example, ZEC taxi drivers’ income could be reduced or alternatively if diesel taxi fares were lowered this may encourage greater demand. Users also would not necessarily know what is a diesel taxi and what is a ZEC taxi so may not be aware that the fare in one taxi will be different compared to the fare in another taxi with a different fuel type. Instead we are focussing on supporting the transition from diesel taxis to ZEC taxis. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet

47

Fares should be cheaper in new EVs compared to diesel vehicles

48

Taxis are the main contributors to air pollution

We are committed to reducing harmful emissions and improving air quality in the Capital. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet.

49

Need more charging points for electric taxis

We are working with partners to develop a network of electric vehicle (EV) charging points in London to help drivers charge their vehicles quickly and efficiently. We've created more than 180 rapid charge points across London - and we're committed to installing 300 by 2020. Many of the rapid charge points installed are for use by ZEC taxis only. More information about this is available on our website.

10

Ref Issue raised Our response

Fares and Cost Index economics

50

Taxi drivers need to make a living

We normally review taxi fares and tariffs annually and when considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. Our proposals were informed by the Cost Index and this takes into account changes to average national earnings as well as changes to the costs associated with being a taxi driver in London.

51

Taxis are being priced out of the market

When reviewing taxi fares and tariffs we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. For the 2019 review of taxi fares and tariffs we considered the costs of other modes of passenger transport and the competitiveness of taxi fares. Information on fares for taxis and other forms of transport across a range of journeys, for between one and six passengers, were published on the consultation website and are available here.

Fares competition

52

Need to be competitive with App based services

For the 2019 review of taxi fares and tariffs we considered the costs of other forms of passenger transport and the competitiveness of taxi fares. Information on fares for taxis and other forms of transport across a range of journeys, for between one and six passengers, were published on the consultation website and are available here. Fares for taxi and private hire app services were included amongst those published.

53 Regulate private hire services to ensure fare parity with taxis

We have no powers to control or regulate private hire fares.

54 Should be more taxis licenced

We have no powers to control the number of taxis which are licensed

55 Proposed increases will drive users to private hire services

We normally review taxi fares and tariffs annually and when considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We have considered competition when reviewing taxi fares and tariffs and have published fares for different journeys for taxis plus a range of other modes, including

56

Proposed increases will make taxis less competitive with private hire services

57 Any Tariff increases need to be competitive

11

Ref Issue raised Our response

58 Taxis are already trying to compete with private hire services

private hire services. These are available here.

59

Regulation/Removal of app based/other services should be a priority

60 Proposed increases will drive users to private hire services

61 Taxis are already trying to compete with private hire services

62 Proposed increases will make taxis less competitive

63 Any tariff increases need to be competitive

64

Regulation/removal of app based/other services should be a priority

We have no powers to regulate taxi booking companies including those that may use an app to accept taxi bookings. Private hire operators, including those that have an app, must be licensed by TfL. We are not planning to stop apps being used to book a taxi or private hire vehicle (PHV) but we will continue to carry out checks to make sure that private hire operators who have an app are fully compliant with the private hire legislation and licensing requirements.

Fares congestion

65

Taxis account for a large volume of traffic/causes congestion

Although taxis occupy around 17% of road space in Central London, on an average weekday, the actual number of licensed taxis and taxi drivers has remained constant over the last decade and recently the number has been falling. We are committed to tackling congestion in the Capital and the MTS sets out a number of policies and initiatives that support the health and wellbeing of Londoners, and the city as a whole by reducing congestion and enabling the most efficient use of valuable road space. London’s taxis provide a reliable and trusted service to Londoners and visitors, offering users a safe, flexible and convenient service, aided by the drivers’ extensive knowledge of the Capital’s streets and places of interest, as required to obtain their licence. Taxis are particularly important for anyone who

12

Ref Issue raised Our response

experiences barriers when accessing other forms of transport. Taxi services provide an accessible door to door service which may be essential for some users and the MTS recognises that taxis “can expand travel horizons for those requiring safe, accessible travel options.”

66

Passengers should pay a congestion charge/£5 congestion charge

In July 2018 we consulted on proposed changes to the Congestion Charge scheme including the removal of the exemption for PHVs. Prior to the consultation launching we explored a number of options including removing the Congestion Charge exemption for taxis. After consideration we did not propose this and the reasons for this are set out in the consultation. We are committed to tackling congestion in the Capital and the MTS sets out a number of policies and initiatives that support the health and wellbeing of Londoners, and the city as a whole by reducing congestion and enabling the most efficient use of valuable street space.

67

Slow down meter/reduce rate when stationary to account for traffic

Changing the timing of tariff rates has been considered and discussed with the taxi driver associations. After consideration we didn’t propose this change as we felt that the proposals consulted on helped us best achieve an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. This is something we will continue to consider but our priority remains being committed to tacking congestion in the Capital and measures taken to do this should help avoid increasing taxi journey times and fares.

68 Traffic management needed rather than fare rises

We normally review taxi fares and tariffs annually and as part of this we update the Cost Index which tracks changes to the costs associated with being a taxi driver and average national earnings. When reviewing taxi fares and tariffs we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We are committed to tackling congestion in the Capital and the MTS sets out a number of policies and initiatives that support the health and wellbeing of Londoners, and the city as a whole by reducing congestion and enabling the most efficient use of valuable street space. We work closely with utility companies, developers and other organisations to try and minimise the impact on the TfL Road Network (TLRN) from any works that are necessary.

69

Road mismanagement and road works causing congestion

13

Ref Issue raised Our response

Fares economy

70

Taxis are not used by ordinary Londoners but only the wealthy

London’s taxis provide a safe, flexible, reliable and trusted service to Londoners, tourists and business people from home and abroad, offering all customers safety and convenience. Taxis are particularly important for anyone who experiences barriers when accessing other forms of transport. Taxi services provide an accessible door to door service which may be essential for some users and the MTS recognises that taxis “can expand travel horizons for those requiring safe, accessible travel options.” Disabled residents in London are eligible for subsidised taxi journeys under the Taxicard scheme which provides a door-to-door service. The scheme is funded by TfL and the London boroughs and taxis (black cabs) are used for the majority of Taxicard journeys.

Fares environment

71 Pollution/Diesel vehicles

The MTS includes policies to support public transport. These include working with stakeholders, to reduce Londoners’ dependency on cars in favour of active, efficient and sustainable modes of travel, with the central aim for 80% of all trips in London to be made on foot, by cycle or using public transport by 2041. We are committed to reducing harmful emissions and improving air quality in the Capital. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet.

72 People should use public transport to reduce air pollution

73

There should be a focus on public transport not taxis

74 Reduce tariff rates for cleaner vehicles

We have considered having different tariffs for ZEC taxis and diesel taxis. But after consideration have not taken this forward as it could be confusing for users. Changing the approach to either lower tariffs for diesel taxis/higher tariffs for ZEC taxis or to higher tariffs for diesel taxis/lower tariffs for ZEC taxis, might have unintended consequences. For example, ZEC taxi drivers’ income could be reduced or alternatively if diesel taxi fares were lowered this may encourage greater demand.

75

Should charge a diesel tax to drivers/passengers

14

Ref Issue raised Our response

Users also would not necessarily know what is a diesel taxi and what is a ZEC taxi so may not be aware that the fare in one taxi will be different compared to the fare in another taxi with a different fuel type. Instead we are focussing on supporting the transition from diesel taxis to ZEC taxis. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet

Fares EQIA

76

Elderly and disabled passengers are being negatively affected by fare/tariff increases

When considering proposed changes to taxi fares and tariffs we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. This is important to try and ensure that taxis do not become unaffordable for elderly or disabled passengers. We have tried to mitigate the impact on taxi users by proposing increases to two of the tariff rates which are less than the Cost Index figure (+3.4%) along with no changes to the other two tariff rates. This means the impact on these taxi users is less severe at all times as the tariff rates are either increasing by less than 3.4 per cent or not changing. Some elderly or disabled Londoners will be Taxicard members and have access to subsided journeys in taxis. We’ve also been working with London Councils to see what can be done to improve taxi services for Taxicard members and have introduced a new fare scheme for the Taxicard service.

77

Taxicard members are being turned away as fares do not cover drivers' costs

Following the introduction in January 2019 of a capped fare scheme for Taxicard journeys changes have been made to the Taxicard fare structure so that drivers receive either the capped fare or 90 per cent of the metered fare. This change is intended to improve the service and reliability and address the issue of some Taxicard jobs not being accepted.

15

Ref Issue raised Our response

The feedback so far is that the changes have been positive but we will continue to monitor this.

78

Taxis are essential for safety

We recognise that taxis play an important role, particularly late at night and that it is essential that taxis at night are not considered excessively expensive and lead to people using unsafe forms of transport. When we review taxi fares and tariffs and consider if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares.

79

Disabled passengers given discount/excluded from additional charges

We recognise that taxis are particularly important for anyone who experiences barriers when accessing other forms of transport. Taxi services provide an accessible door to door service which may be essential for some users and the MTS recognises that taxis “can expand travel horizons for those requiring safe, accessible travel options.” Disabled residents in London are eligible for subsidised taxi journeys under the Taxicard scheme which provides a door-to-door service. The scheme is funded by TfL and the London boroughs and taxis are used for the majority of Taxicard journeys. We acknowledge that disabled visitors to London will not be eligible for the Taxicard scheme and so will have to pay the full fare when using a taxi. This is one of the reasons that when considering changes to taxi fares and tariffs we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares.

80

Taxis fares not accessible to disabled/elderly passengers

81

Taxicards are a lifeline/beneficial

Fares general

82

TfL policies are increasing costs

When reviewing or proposing changes to taxi licensing requirements or policies we will consider the impact on taxi drivers, taxi vehicle owners and taxi passengers and potential cost impacts. Where possible we will try to mitigate these. An example of this is when changes were made to the taxi age limits, we tried to mitigate the impacts by allowing some taxis to retain a 15 year age limit but also providing financial support to taxi drivers to invest in newer vehicles. .

Fares model

83

There should be one rate for all times of day

When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays. This is achieved by having three tariff rates that apply at the following times:

16

Ref Issue raised Our response

Tariff 1 o Monday to Friday, 05:00-20:00

Tariff 2 o Monday to Friday, 20:00-22:00 o Saturday and Sunday, 05:00-22:00

Tariff 3 o Every night, 22:00-05:00 o Public holidays

We also try to maintain reasonable and justifiable differences in fares as the distance and duration of a taxi journey increases and this is achieved through having a separate tariff rate for journeys once they reach six miles. Tariff 3 was introduced to encourage more drivers to work at night and to increase the supply of available taxis and we think it is appropriate for the rates to be higher when drivers are working later, at night, unsociable hours or on public holidays. The tariff rate is higher for longer journeys to encourage drivers to accept these fares as some may be reluctant as they may have a long journey back into London before they get another fare. This can also benefit taxi drivers at Heathrow Airport who may wait several hours for a fare. It would not be possible to meet these aims if there was only one tariff rate at all times.

84

A to B journeys should be priced not 'time' tariffs

When using a taxi the maximum taxi fare payable is displayed on the taximeter and taxi fares are based upon the time of day, distance travelled and time taken. Each tariff includes a time component along with a distance component and a time component was already part of the tariffs when TfL took over responsibility for the regulation of taxi services in the Capital. The time and distance components are intended to ensure that drivers are fairly remunerated and a combination of time and distance is considered to be a better way to achieve this than just having a distance component. Furthermore when considering proposed changes to taxi fares and tariffs we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We think that basing the maximum fare payable on a combination of time of day, distance travelled and time taken helps achieve this.

17

Ref Issue raised Our response

85

Congestion/Journey time influences high pricing

We acknowledge that congestion or delays leading to increased journey times will affect fares and mean that passengers could pay more. That is why we are committed to tackling congestion in the Capital and the MTS sets out a number of policies and initiatives that support the health and wellbeing of Londoners, and the city as a whole by reducing congestion and enabling the most efficient use of valuable street space.

86

Rate 3 times should be 22.00 - 06.00

Following a public consultation, the end time of Tariff 3 was changed to 05:00 on 2 April 2016. Stakeholder feedback, as detailed in the consultation, provided insights that late night taxi fares are already too expensive and deters people from using taxis. Extending the times the tariff applies may further deter people from using taxis at night. We considered reducing or removing Tariff 3 due to these concerns. After consideration no change to the rates for Tariff 3 or the times it applies were proposed in the consultation but we will keep this under review.

87

There should be only two rates (Tariff 1 and Tariff 2/not mentioned specifically in response) and discontinue Tariff 3

We try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays and this is why different tariffs are in place. Tariff 3 was introduced to encourage more drivers to work at night and to increase the supply of available taxis and we think it is appropriate for the rates to be higher when drivers are working later, at night, unsociable hours or on public holidays. After consideration we decided that for this review we would follow the approach taken last year which involved increasing the minimum fare plus Tariffs 1 and 2 but not increasing Tariff 3 or the Tariff 4 rates. We think that taking this approach helps us to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. It is important to note that the reason for following the approach taken last year was not due to this being simpler, easier to repeat or as a result of us failing to consider alternative changes or options We did consider reducing or removing Tariff 3 as research commissioned showed that making taxi fares cheaper at night could increase usage which would lead to potentially the largest increase in taxi drivers’ income. Drivers who work at night would be impacted most and some drivers may need to work longer hours whereas

18

Ref Issue raised Our response

some may choose to work at other times which could reduce the supply of taxis late at night and make it harder for the public to find a taxi. This could have a negative impact on public safety at night if people then consider using illegal ‘cabs’ or unbooked PHVs instead. Some stakeholders have said that the public perceive taxis at night as too expensive but if we removed Tariff 3 then this change would need to be promoted so the public are aware that taxi fares at night are cheaper. Funding would be required for promotional activity. After consideration we did not propose reducing or removing Tariff 3 but instead freezing it. We will continue to consider whether changes should be made to Tariff 3.

88

Tariffs should align with green and yellow badges

We are not planning to introduce separate tariffs or fares for All London (green badge) and Suburban (yellow badge) taxi drivers. We do not think it is appropriate that taxi tariffs are different for drivers who hold a Suburban taxi driver’s licence compared to those who hold an All London taxi driver’s licence. This would mean that one set of taxi drivers was receiving lower fares compared to the other and we do not consider this fair. Having different tariff rates based on the type of licence a taxi driver holds could also be confusing for passengers as they may expect the fare to be the same regardless of the type of licence a taxi driver has. We also do not consider it practical as the tariffs are set in the taximeters fitted inside licensed taxis that can be used by any licensed taxi driver vehicles are not restricted to either the Suburban or All London licence area.

89

Simplify the tariffs We appreciate that the way taxi fares are calculated can be complicated and so have published information about these and the different tariff rates on our website. A taxi fare card is displayed in every licensed taxi and this shows typical fares for a range of different journeys, instead of the actual tariff rates, as we think the example fares are more useful for passengers and easier to understand. When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays. This is achieved by having three tariff rates that apply at the following times:

19

Ref Issue raised Our response

Tariff 1 o Monday to Friday, 05:00-20:00

Tariff 2 o Monday to Friday, 20:00- 22:00 o Saturday and Sunday, 05:00-22:00

Tariff 3 o Every night, 22:00-05:00 o Public holidays

We have different tariffs to encourage drivers to work at certain times and to try and increase the supply of available taxis. Tariff 3 was introduced to encourage more drivers to work at night and to increase the supply of available taxis and we think it is appropriate for the rates to be higher when drivers are working later, at night, unsociable hours or on public holidays. We also try to maintain reasonable and justifiable differences in fares as the distance and duration of a taxi journey increases and this is achieved through having a separate tariff rate for journeys once they reach six miles. We have avoided introducing further tariff rates as this could make taxi fares more complicated and difficult to understand. We have also removed the extra charges for additional passengers and luggage in order to try and make taxi fares easier to understand.

Change/Abolish tariff

90

New tier matching bus lane times

We’re not planning to introduce a new tariff rate that matches bus lane times as we don’t think this would be practical as bus lane operation times can vary, a taxi could pass through a number of bus lanes in one journey or through a bus lane that is not operational.

91

Tariff times should change and align with rush hour

There are four different tariff rates although these are not based on the morning and evening peak periods. When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays.this is achieved by having three tariff rates that apply at the following times:

Tariff 1 o Monday to Friday, 05:00-20:00

Tariff 2 o Monday to Friday, 20:00-22:00 o Saturday and Sunday, 05:00-22:00

Tariff 3 o Every night, 22:00-05:00 o Public holidays

20

Ref Issue raised Our response

We have different tariffs to encourage drivers to work at certain times and to try and increase the supply of available taxis. Tariff 3 was introduced to encourage more drivers to work at night and to increase the supply of available taxis and we think it is appropriate for the rates to be higher when drivers are working later, at night, unsociable hours or on public holidays. We also try to maintain reasonable and justifiable differences in fares as the distance and duration of a taxi journey increases and this is achieved through having a separate tariff rate for journeys once they reach six miles.

92

Add additional charges - e.g. extra passengers

Extra charges for additional passengers were removed in April 2003 in order to try and make taxi fares easier for passengers to understand. At the time the tariffs were increased to compensate drivers for the removal of this extra charge and we have no plans to reintroduce extra charges for additional passengers.

93

Abolish Tariff 2 Monday to Friday

We have different tariffs to encourage drivers to work at certain times and to try and increase the supply of available taxis and we think it is appropriate for the rates to be higher when drivers are working later, at night, unsociable hours or on public holidays. We’re not currently planning to abolish Tariff 2 between Monday to Friday as this could lead to a reduction in the supply of available taxis between 20:00 and 22:00 on these days however, it is possible that the times and dates when the tariffs apply could be reviewed or change in the future.

94

Monday to Friday rate should be higher than weekend

When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays. We’re not currently planning to make the weekday tariff rates higher than the weekend rates as the majority of taxi journeys are in the daytime on week days and so the majority of taxi passengers would be negatively affected

95 Monday to Friday rate should be lower than Weekend

When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays. This is achieved by having three tariff rates that apply at the following times:

Tariff 1 o Monday to Friday, 05:00-20:00

Tariff 2 o Monday to Friday, 20:00-22:00 o Saturday and Sunday, 05:00-22:00

96 Remove Tariff 1

97 Remove Tariff 2

98 Remove Tariff 3

99

Remove Tariff 4

21

Ref Issue raised Our response

Tariff 3 o Every night, 22:00-05:00 o Public holidays

Tariff 4 o For journeys over six miles

We try to maintain reasonable and justifiable differences in fares as the distance and duration of a taxi journey increases and this is achieved through having a separate tariff rate for journeys once they reach six miles. Tariff 1 covers most journeys between Monday to Friday and is already lower than the rates that apply at the weekend. We didn’t propose removing any tariffs as part of this review as we think that having the four rates helps us achieve the aims mentioned above but we will continue to keep these under review.

100

Reduce Tariff 3 Stakeholder feedback, as detailed in the 2019 consultation, suggests that making taxi fares cheaper at night could increase usage which would lead to potentially the largest increase in taxi drivers’ income Drivers who work at night would be impacted most and some drivers may need to work longer hours whereas some may choose to work at other times which could reduce the supply of taxis late at night and make it harder for the public to find a taxi. This could have a negative impact on public safety at night if people then consider using illegal ‘cabs’ or unbooked PHVs instead. After consideration we’re not proposing to reduce or remove Tariff 3 this year but instead freeze it. We will continue to consider whether changes should be made to Tariff 3.

101 Reduce Tariff 4 We’ve not proposed reducing Tariff 4 but did propose

making no change to the Tariff 4 rates.

102

Increase Tariff 3 Tariff 3 is the most expensive tariff rate and insights provided in the 2019 consultation suggests there are already concerns about taxi fares being too expensive. Therefore we are not currently planning to increase Tariff 3.

103 Tariff 1 should be extended to 22:00

When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays. This is achieved by having three tariff rates that apply at the following times:

104 Tariff 2 should be weekend only

105 Tariff 2 should run 24/7

106 Tariff 3 should start at

22

Ref Issue raised Our response

23:00 Tariff 1 o Monday to Friday, 05:00-20:00

Tariff 2 o Monday to Friday, 20:00-22:00 o Saturday and Sunday, 05:00-22:00

Tariff 3 o Every night, 22:00-05:00 o Public holidays

We have different tariffs to encourage drivers to work at certain times and to try and increase the supply of available taxis during these times and we think it is appropriate for the rates to be higher when drivers are working later, at night, unsociable hours or on public holidays. Tariffs 1, 2 and 3 were introduced in 2001 following discussions with stakeholders. We didn’t propose any changes to the days and times the tariffs apply during the most recent consultation review but will continue to review these when we next consider changes to taxi fares and tariffs.

107

Tariff 3 should extend to 06:00

108

Have separate tariffs for holidays

Tariff 3 applies all day during public holidays, this is the highest tariff rate and we think it is appropriate that this tariff applies when drivers are working on public holidays. In addition, there is an extra charge of £4.00 for taxi journeys over the Christmas and New Year period.

109

The tariff for long journeys should be increased from six miles

We proposed a small change to Tariff 4 so that the distance this tariff rate starts at is linked to the distance unit for Tariffs 1, 2 and 3, rather than it starting at exactly six miles (9,656.1 metres) but no other change to when it starts was proposed. We had previously proposed changing the distance at which this tariff starts to 12 miles in our 2017 consultation however, there wasn’t support for this proposal and after consideration no change was made.

110

Raise the soil charge to cover expenses/lost wages

The soiling charge was increased in October 2018 and drivers can now charge passengers up to £60 for soiling that requires the taxi to be taken out of service for cleaning. We’ve not proposed a further increase as part of the most recent review of taxi fares and tariffs but will continue to keep this under review.

111 Fixed fares for airport journeys

Fixed and capped fare schemes have been considered as part of some previous taxi fare and tariff reviews and most recently in 2017. To-date there has not been sufficient support for an appropriate fixed or capped fare scheme to be introduced.

112 Increase fare for airport

113 No fixed/capped airport fees

23

Ref Issue raised Our response

114

There should be 1 night rate/Tariff 3 should be the same rate as Tariff 2

We did consider reducing or removing Tariff 3 as research commissioned showed that making taxi fares cheaper at night could increase usage which would lead to potentially the largest increase in taxi drivers’ income Drivers who work at night would be impacted most and some drivers may need to work longer hours whereas some may choose to work at other times which could reduce the supply of taxis late at night and make it harder for the public to find a taxi. This could have a negative impact on public safety at night if people then consider using illegal ‘cabs’ or unbooked PHVs instead. After consideration we’re not proposing to reduce or remove Tariff 3 this year but instead freeze it. We will continue to consider whether changes should be made to Tariff 3.

115

Tariff 3 should start later

Tariff 3 was introduced to encourage more taxi drivers to work at night. Tariff 3 currently starts at 22:00 but making the start time later could potentially reduce the supply of available taxis. Therefore no change was proposed to the start time in this consultation but this will be kept under review.

116

Increase Tariff 3 and reduce Tariffs 1 and 2

Tariff 3 is the most expensive tariff rate and concerns have been expressed about taxi fares at night being too expensive and this could deter people from using taxis at all times. Therefore, we are not currently planning to increase Tariff 3. We proposed increases to Tariffs 1 and 2 as these are significantly lower than Tariff 3 and so there is more scope for these to be changed.

117

Fares should be flexible

We try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares when considering if fares and tariffs should be increased, decreased or frozen. The taximeter shows the maximum fare payable at the end of the journey although drivers already have the flexibility to charge less than the metered fare if they choose to do so.

118

Pricing should be demand based

We try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares when considering if fares and tariffs should be increased, decreased or frozen. We also try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays.

24

Ref Issue raised Our response

We will consider suggestions that improve taxi fares and tariffs and make these easier for passengers to understand and will consider issues such as demand when reviewing fares and tariffs. We do not consider that basing fares and tariffs completely on demand is appropriate as this could lead to fares and tariffs varying considerably and passengers being uncertain of what the tariff will be before they start a journey. It would also not currently be possible to change the taximeters and tariff rates to follow patterns of demand throughout the day.

119

Makes no sense that there is such a large gap between Tariff 1 and Tariff 3

When reviewing taxi fares and tariffs we try to maintain reasonable and justifiable differences in the tariffs for journeys in the daytime, evening/weekend and late at night or on public holidays. Tariff 3 is the most expensive tariff rate and concerns have been expressed about it being too high, with taxi fares late at night taxi fares late at night being too expensive and this could deter people from using taxis at all times. Therefore, we are not currently planning to increase Tariff 3.

120

Tariff 2 removed between Monday to Wednesday to make taxis more competitive during quiet periods

Removing or reducing Tariff 2 between Monday to Wednesday would make taxi fares cheaper during this time. However, it could also negatively impact the income of taxi drivers who work during these periods and mean their income falls. It could also reduce the supply of available taxis if drivers decide not work during these periods. Therefore after consideration we have not proposed any change to the days or times when Tariff 2 applies.

121

TfL should experiment with a cap on mileage

We are not currently planning to introduce a cap on mileage as we do not want to restrict or discourage taxi drivers from accepting longer journeys or those which might be over any limit introduced.

Fares model – card payments

122 Charge more/increase fare for passengers who pay by card

Consumer Rights legislation does not permit increased fees when paying for goods or service by credit or debit card therefore passengers who pay by card could not be charged more than those who pay by cash. All card payment devices used in taxis must be approved by TfL but we do not set the fees that drivers are charged and are not able to mandate what the maximum fee is. There are a range of approved card payment devices with different charges and offers available and drivers are advised to consider these before deciding which the best device and offer is for them.

123 Drivers should not be charged for card payments

124

Companies providing card payment facilities should be regulated/charge card companies

25

Ref Issue raised Our response

Fares model – distance

125

A cap when travelling at over 40 miles per hour

Taxi fares are already partly based on the speed of the taxi and the taximeter automatically adds a charge based on time for any part of a taxi journey when the speed drops below 10.4 miles per hour. We have no plans to introduce a cap for higher speeds and for many taxi journeys it is unlikely that the speed will exceed 40 miles per hour.

Fares model – night

126

Changes should be made to taxi fares late at night and the time element should be reduced rather than the mileage element

Tariff 3 is the most expensive tariff rate taxi fares at night being too expensive. After consideration no change to the Tariff 3 distance or time rates was proposed this year but we will continue to keep this under review and consider if any changes should be made.

127

Removing/reducing Tariff 3 eliminates the incentive to work at night

Tariff 3 is the most expensive tariff rate and concerns have been expressed about taxi fares at night being too expensive. Therefore we are not currently planning to increase Tariff 3, we will continue to keep this under review and consider if any changes should be made.

Fares model – oppose

128

The tariff for longer journeys should be reduced

As part of this taxi fares and tariffs review we didn’t propose reducing Tariff 4 but instead proposed making no change to the Tariff 4 tariff rates so as it would not become more expensive. We have previously considered changing Tariff 4 so that it starts at 12 miles instead of six. This was included in the 2017 consultation but after consideration of the responses we did not change the distance when Tariff 4 started.

129

High costs put users off using taxis at night

When considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We proposed increases to the minimum fare, Tariff 1 and Tariff 2 as drivers’ operating costs have increased however, no increase to Tariffs 3 and 4 (the two most expensive tariff rates) was proposed in order to try and reduce the risk that the public are put off of using taxis because they are perceived to be too expensive.

Fares object too high

130

Taxis are too expensive at night

Tariff 3 is the most expensive tariff rate and concerns have been about taxi fares at night being too expensive. Therefore we are not currently planning to increase Tariff 3. We will continue to keep this under review.

26

Ref Issue raised Our response

131

Fares should be reduced

We normally review taxi fares and tariffs annually. When considering if fares and tariffs should be increased, decreased or frozen, we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We’ve not proposed changes to the two most expensive tariff rates this year but are making relatively small increases to the minimum fare and Tariffs 1 and 2 in recognition of drivers’ operating costs increasing.

132

1.9% increase too low We normally review taxi fares and tariffs annually. When considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. The 1.9 % increase to Tariffs 1 and 2 is informed by the Cost Index, which tracks changes to drivers’ operating costs and average national earnings. We’ve not proposed higher increases as this would have a negative impact on taxi users as they would have to pay more, and it could also have a negative impact on taxi drivers’ income as larger increases could deter more people from using taxis.

Fares oppose lower

133 Reduce tariffs We normally review taxi fares and tariffs annually. When considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We have considered competition when reviewing taxi fares and tariffs this year and have published fares for different journeys for taxis plus a range of other modes, including private hire services. These are available here. The 1.9% increase to Tariffs 1 and 2 is informed by the Cost Index, which tracks changes to drivers’ operating costs and average national earnings. We’ve not proposed higher increases as this would have a negative impact on taxi users as they would have to pay more, and it could also have a negative impact on taxi drivers’ income as larger increases could deter more people from using taxis.

134 Reduce tariffs at least 20%

135 Reduce tariffs in line with competition

136 Leave tariff rate as is/don’t change

137 Fares too expensive/unaffordable

138

Fares too expensive – tariffs to reduce/freeze

Fares opposed

139 Tariff 2 should increase above proposal

We normally review taxi fares and tariffs annually. When considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and 140 Agree with an increase

27

Ref Issue raised Our response

but proposed is too high

taxi users getting fair, reasonable and affordable fares. The 1.9% increase to Tariffs 1 and 2 is informed by the Cost Index, which tracks changes to drivers’ operating costs and average national earnings. We’ve not proposed higher increases as this would have a negative impact on taxi users as they would have to pay more and it could also have a negative impact on taxi drivers’ income as larger increases could deter more people from using taxis. Tariff 3 is the most expensive tariff rate and concerns have been raised about taxi fares at night being too expensive. Therefore, we are not currently planning to increase Tariff 3. We will continue to keep this under review.

141 Tariff 2 already too high/expensive

142 Tariff 2 should stay the same/don't change

143 No increase

144 Reduce Tariff 2 by 20%

145 Reduce Tariff 2

146 Would be unfair to freeze Tariff 3 again

147 Rates should be left/frozen with a slight increase next year

148 Stop increasing fares

149 Rates should stay the same/frozen

Fares opposed night time

150

At night fares are too high for short journeys

Tariff 3 is the most expensive tariff rate and concerns have been raised about that taxi fares at night being too expensive. Therefore, we are not currently planning to increase Tariff 3, we will continue to keep this under review.

Fares opposed too high

151

Reduce fares We normally review taxi fares and tariffs annually and when considering if fares and tariffs should be increased, decreased or frozen we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. The 1.9% increase to Tariffs 1 and 2 is informed by the Cost Index, which tracks changes to drivers’ operating costs and average national earnings. We’ve not proposed higher increases as this would have a negative impact on taxi users as they would have to pay more, and it could also have a negative impact on taxi drivers’ income as larger increases could deter more people from using taxis.

Fares other

152

Congestion causing higher prices

Taxi fares are partly based upon time taken and congestion or delays to taxi journeys will result in fares being higher and passengers paying more. We are committed to tackling congestion in the Capital and the MTS sets out a number of policies and initiatives

28

Ref Issue raised Our response

that support the health and wellbeing of Londoners, and the city as a whole by reducing congestion and enabling the most efficient use of valuable street space.

153

Tariff rates don’t account for wait time/time in rank

The tariffs only cover the actual distance and time of a journey and do not include time drivers may spend waiting on a taxi rank for a passenger. We don’t think it would be fair to passengers to include additional costs for the time some drivers may spend on ranks as not all passengers or drivers use taxi ranks and passengers would be paying for time when they were not travelling or actually in a taxi.

Fares suggestion

154

Tariff 2 should be reduced until zero emissions are achieved

We are committed to reducing harmful emissions and improving air quality in the Capital and action separate to the taxi fares and tariffs review is being taken to reduce emissions. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet.

Fares/competition

155

Prices should align closer with public transport/other modes

For the 2019 review of taxi fares and tariffs we considered the costs of other modes of passenger transport and the competitiveness of taxi fares. Taxi fares plus fares for other modes for a range of journeys, with between one and six passengers, were published in the consultation and are available here.

156

Increased Tariff 1 should accommodate increased costs

The 1.9% increase to Tariffs 1 and 2 is informed by the Cost Index, which tracks changes to drivers’ operating costs and average national earnings. We’ve not proposed higher increases as this would have a negative impact on taxi users as they would have to pay more, and it could also have a negative impact on taxi drivers’ income as larger increases could deter more people from using taxis.

157

Maximum age limit for taxis is prohibitive/increasing drivers' costs

We have recently reviewed the taxi age limits and following a public consultation changes came into effect on 1 November 2019. Financial support for taxi drivers is available and details of this are available here. When we review taxi fares and tariffs we update the Cot Index and this includes vehicle costs and changes in these.

29

Ref Issue raised Our response

Minimum fare

158 Agree with increase if the minimum fare was lowered

The 1.9% increase to Tariffs 1 and 2 is informed by the Cost Index, which tracks changes to drivers’ operating costs and average national earnings. These increases are part of a package that also includes increasing the minimum fare by 20 pence. When we review taxi fares and tariffs we try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. We consider that the combination of increases to the minimum fare plus Tariffs 1 and 2 helps us best achieve this.

159

Minimum fare should stay the same/don’t change

160

Minimum fare increase of 20 pence too low does not match vehicle prices

The Cost Index includes costs for taxis and for the next review of taxi fares and tariffs the cost for ZEC taxis will be included.

161

Minimum fare should be a round number (.00 or .50)

Taxi fares increase by units of 20 pence and so changes to the minimum fare have normally been in units of 20 pence although in the future the minimum fare could be a round number (i.e. .00 or .50).

162 Abolish minimum fare In the supporting information for the 2019 consultation we listed the alternative options we had considered and also why, after consideration, we thought that our proposals helped us achieve an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares.

163 Minimum fare is already too high/expensive

164 Reduce minimum fare

165 No increase

166 No increase

167 Minimum fare should cover a longer distance

168 Minimum fare should be increased

169 Minimum fare should be between current and £5

170 Minimum fare should be £5

171 Minimum fare should be between £5 - £10

172 Minimum fare should be £10 or above

173 Minimum fare should increase

174 Minimum fare should be between current and £5

30

Ref Issue raised Our response

175 Minimum fare should be £5

176 Minimum fare should be between £5 - £10

177 Minimum fare should be £10

178 Agree with an increase but proposed is too high

179 Minimum fare is already too high/expensive

180 Minimum fare should stay the same/don’t change

181 No increase

182 Minimum fare should decrease

183 Minimum fare should be below £3

Other

184 Privatise the taxi industry entirely

TfL is responsible for the licensing of taxi services in London however, all taxi drivers are self-employed and are not public sector workers employed by TfL.

185

Unawareness of TfL's role as a regulator

We are responsible for the licensing of taxi (black cab) and private hire services in the Capital. Information about taxi and private hire services in London and the work of TfL is available on our website.

186

Regulation/removal of app based/other services should be a priority

We have no powers to regulate taxi booking companies including those that may use an app to accept taxi bookings. Private hire operators, including those that have an app, must be licensed by TfL. We are not planning to stop apps being used to book a taxi or PHV but we do check that private hire operators who use an app are fully compliant with the private hire legislation and licensing requirements.

187

Too many taxis on the road/causing congestion

We have no powers to restrict the number of licensed taxis. However, the actual number of licensed taxis and taxi drivers has remained constant over the last decade and recently the number has been falling. We are committed to tackling congestion in the Capital and the MTS sets out a number of policies and initiatives that support the health and wellbeing of Londoners, and the city as a whole by reducing congestion and enabling the most efficient use of valuable street space

31

Ref Issue raised Our response

188

TfL have a focus on cyclists

The MTS sets out plans to transform London's streets, improve public transport and create opportunities for new homes and jobs. The MTS includes measures to encourage more people to walk, cycle and use public transport. One of the central aims of the Strategy is for 80% of all trips in London to be made on foot, by cycle or using public transport by 2041. The MTS also includes proposals to make cycling in London safer. The MTS also includes proposals and policies covering other forms of transport in London, including taxi and private hire services.

189

Increases should be in line with other TfL services including public transport

We normally review taxi fares and tariffs annually and when considering if fares and tariffs should be increased, decreased or frozen. We try to strike an appropriate balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares. To help us achieve this we use a Cost Index that tracks changes to the costs associated with being a taxi driver in London. The proposals for the minimum fare and tariffs rates were informed by the Cost Index figure. We think using the taxi Cost Index, rather than changes to fares for other transport services, helps us better achieve a balance between drivers being fairly remunerated and taxi users getting fair, reasonable and affordable fares.

190 TfL must protect an iconic trade/Don't kill the trade

The MTS recognises the important role taxis play in the Capital’s transport network. Policy 20 of the MTS states that "The Mayor, through TfL and the boroughs, and working with stakeholders, will seek to ensure London has a safe, secure, accessible, world-class taxi and private hire service with opportunity for all providers to flourish.” TfL has been investing in the taxi trade and supporting drivers though funding for ZEC taxis, the taxi delicensing scheme, funding for LPG conversions and the installation of taxi only rapid chargers.

191 TfL are determined to get rid of taxis

192 TfL should be investing in taxis

193

The relationship between TfL and drivers needs to be improved

194

Taxis should accept your journey regardless of distance

Taxi drivers must, unless they have good cause, accept any hiring up to 12 miles (20 miles if at Heathrow Airport) or up to one hour duration if the destination is in Greater London. No change to these requirements is currently planned. Any incidents where a taxi driver refuses a journey that is under 12 miles (20 miles if at Heathrow Airport) or under one hour duration should be reported to TfL so as we can investigate this. Complaints can be submitted to TfL using the form on our website.

32

Ref Issue raised Our response

Other air quality environment

195 Remove the ULEZ/Congestion Charge privilege

On July 2018 we consulted on proposed changes to the Congestion Charge scheme including the removal of the exemption for PHVs. Prior to the consultation launching we explored a number of options including removing the Congestion Charge exemption for taxis. After consideration we did not propose this and the reasons for this are set out in the consultation. TfL is committed to reducing harmful emissions and improving air quality in the Capital. We’re not planning to remove the taxi exemption from the ULEZ charge as we are reducing taxi emissions through other actions. Since 1 January 2018 all newly licensed taxis must be ZEC and funding is available to support taxi drivers with purchasing ZEC taxis. Following a public consultation in February 2019 changes to the taxi age limits were approved. The changes will see the maximum age limit for the oldest, most polluting diesel taxis eventually reduced to 12 years by 2020. We’ve also significantly enhanced the taxi delicensing scheme which aims to speed up the removal of the oldest, most polluting taxis from the fleet.

196 Should pay pollution charge/no ULEZ exemptions

197

Taxis contribute to pollution/poor air quality

198

Taxis are inefficient modes of transportation/often travel empty or with low passenger count

London’s taxis provide a safe, flexible, reliable and trusted service to Londoners, tourists and business people from home and abroad, offering customers safety and convenience, aided by drivers’ extensive knowledge of the capital’s streets. Taxis are particularly important for anyone who experiences barriers when accessing other forms of transport. Taxi services provide an accessible door to door service which may be essential for some users and the MTS recognises that taxis “can expand travel horizons for those requiring safe, accessible travel options.” The MTS also sets out plans to transform London's streets, improve public transport and create opportunities for new homes and jobs. The Strategy includes measures to encourage more people to walk, cycle and use public transport. One of the central aims of the Strategy is for 80% of all trips in London to be made on foot, by cycle or using public transport by 2041.

Other EQIA

199

Taxis should be aware of the rules for the transportation of disability dogs

Taxi drivers are required to carry assistance dogs at no extra charge and it is an offence for a driver to refuse a passenger, or charge more, because they have an assistance dog. New taxi drivers are advised of these

33

Ref Issue raised Our response

rules when they receive their licence. More information about this is available on our website. Any complaints or problems regarding assistance dogs and taxis can be reported to TfL by using the form on our website.

Other marketing

200 Publicly advertise the rates/make customers aware of rates

Information about taxi fares and tariffs is displayed inside the passenger compartment of all licensed taxis and can also be found on our website.

Other Night Time

201

Too few taxis on the road after 10pm

It is not within our powers to say when taxi drivers must work. However, we have a separate tariff covering journeys between 22:00 and 05:00. This is the highest tariff rate and was introduced to encourage more taxi drivers to work late at night.