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19 april 2018 Brussels Taxi & Mobility Update 2018 The Dutch Experience, From Amsterdam to Eindhoven
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Introduction Speaker
� Hein Maas � Independent Public Professional (local governments)
� Local Taxi Policy experience � ‘s-Hertogenbosch (2015-2016)
� Amsterdam (2017)
� Breda (2017-2018)
� Tilburg (2018)
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Background ‘Taxi Law’ � Liberalisation taxi market (2000)
� Less regulation and government supervision led to � Increase of taxi drivers (enormous) � Increase of problems (sheet 5)
� New municipal competences from 2012 (local rules)
� Quality improvement of taxi transport from taxi ranks � Passengers transport act
� Article 82 a � Article 82 b (approved taxi organisation system)
� 7 Dutch municipals (including Amsterdam en Eindhoven) � Origin is ‘ATO System New Zealand’
� Only for taxi ranks and ride hailing (not for app taxi / PHV)
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Problems on taxi ranks
- IT’S NOT THE VEHICLE
- Driver is anonymous
- Service for the customer is poor (generally)
- Behaviour (hospitality) is not good (generally)
- Taxi ranks are ‘free states’ - (Verbal) fights on taxi ranks - Intimidation (mutual) - Refusal of short rides, intimidation of customers, fraud,
overpriced rides, etc,
- Lack of knowledge (street plan, city , dutch language)
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The customer perspective � Quality improvement for the customer
� Safe, more reliable and better rides
� Netflixication of society! � Main / dominant factor (demand economy)
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Experience in Dutch City’s
� LOCAL CHALLENGES!! Local Taxi Regulation
� Article 82b Approved Taxi Organisation � Amsterdam, Rotterdam, Den Haag, Eindhoven:
� Article 82a (100.000+ city’s) � Utrecht, ‘s-Hertogenbosch, Breda, Tilburg
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Article 82b
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Situation in Amsterdam � 8 approved taxi organisations
� About 4000 Taxi drivers (local license) � Obliged to a ATO � A lot of individual drivers � NO LIMIT in LICENSES possible
� About 2000 Uber drivers
� = A lot of taxi’s and much nuisance � Noice � Traffic � Behavior problems taxi ranks (sheet 5) � Friction with Uber drivers � Etc.
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� Increase ordered rides (PHV/ Ehail rides)
� Daily practise: Drivers change dynamic between different markets and providers rides during one shift (ATO, Uber, independant ordered rides, etc.)
Actuality Dutch taximarket
Opstapmarkt
Taxi rank Hail Taxi App taxi
(Ehail) / PHV
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5 Years ATO’s in Amsterdam � Evaluation 2017 / 2018 (main observations /
conclusions)
� Difficult to determine improvement
� Group (ATO) system is important but can work better
� Self regulation Groups fail
� Sustainable (environmental) steps are good
� Liveability in part of city’s is a problem (lot of nuisance)
� Cooperation with other government authorities can better
� https://www.amsterdam.nl/parkeren-verkeer/taxi/
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Main recommendations evaluation
� Trigger and facilitate ATO’s to more self regulation � Improve cooperation with other authorities (including use
of tehnological tools) � City needs competences for the whole taxi market (Ehail/
phv and taxi ranks) � Development of a digital customer tool (to rate rides) � Research possibility’s of cechnical capacity policy /
limiting (busy area’s) � Rise ‘cost of exit and cost of entry’
� New local council can use this evaluation to set direction for next 4 years (2018 – 2022)
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Taxi Rank A’dam CS
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Extra Quality Requirements (82a)
� ‘s-Hertogenbosch (2016), Local Quality Mark (taxi) � Knowledge of the city and the streets (fastest route)
� Rules of conduct for drivers � Workshop and testing
� Dutch language
� Training Hospitality and better service to customers
� Recognizable taxi beacon light (and number)
Breda & Tilburg (2019)
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Eindhoven (82B)
� ATO System from 2017 � 12 small ATO’s
� About 200 taxi drivers � Uber is active (airport)
� https://www.sek.taxi/
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Preliminary Results � Respons of (individual) taxi drivers in the beginning
mostly negative (fear for rules?)
� Quality improvement goes very slow
� Quality improvement in the end has to come from the taxi branche it self
� Governement can regulate, facilitate and enforce
� Taxi policy is also a mobility and safety issue � Act as ‘one government’ � Supervision and enforcement from (local) government is
necessary
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What’s Next, 2025? � More or less regulation??
� One license system (app taxi (ehail riding) and taxi stand) in city’s
� One quality mark (nation wide) or every city it’s own local taxi quality mark?
� More Ehail riding company’s Uber and Lyft and ….?
� Relevance of taxi ranks � Netflixication of society (demand economy) � Only hot spots will survive in the end?
� Environmental regulations (as in Amsterdam) � Only acces to taxi ranks with ‘green’ taxi’s
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