Selling taxi licences and plates |  |
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Obtain a printed copy of this publicationYou can download a printable version of Selling taxi licence sand plates [81kB] in Portable Document Format (PDF). You can order a printed copy by noting the full title of the publication and either:
The sale of a business, including taxi plates and licences, is GST-free if the sale is of a going concern. What is a sale of a going concern?The sale of a going concern is where:
When is a sale GST–free?GST is not payable on the sale if the following requirements are met:
Example Sale of taxi business You are an owner/driver and decide to sell your taxi business, which is made up of a taxi licence, motor vehicle and meter. The sale includes all things necessary to continue operating the business, including the licence, the motor vehicle and the meter. You continue to operate the business until the buyer takes over. This is a sale of a going concern. If the licence, the motor vehicle or meter is sold on its own, it is not a sale of a going concern as all things necessary to continue operating the business have not been supplied. Example Sale of taxi licence/plate You own a taxi licence which is leased out. You sell the taxi licence to a third party with the original lessee intact. The activity of leasing a taxi plate is an enterprise. As the sale will include all things necessary for an enterprise to continue to operate, it will be a sale of a going concern. The sale of a taxi licence to the lessee of the licence, or the sale of the taxi licence to a third party without a lease intact, would not be a sale of a going concern.
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30 Nisan 2010 Cuma
Selling taxi licences and plates
More information
Pink Ladies Taxis – For Women Only!
It isn't always safe being chauffeured around! In London alone, 10 women are attacked each month after getting into an unlicensed mini-cab. No wonder that many women feel safer taking a taxi driven by a woman. Pink Ladies spotted a business opportunity, and created the UK's first women-only private car hire franchise.
The Pink Ladies drive Renault Kangoos that are pink inside and out, making them highly visible. Passengers sign up as members, and fares are either pre-paid, paid by credit card or with a 'pink account', which is convenient for members and safe for drivers. Booking is done over the phone, and a text message is sent to the customer to let her know the vehicle is approaching, which means she doesn't have to wait outside. Drivers are trained in self-defense and will wait outside a customer's home after a drop-off to ensure she gets in safely.
The phenomenon is spreading globally: there's recently launched Forsche in Bombay, whose taxis include conveniences like wet wipes and perfumed talcum powder to freshen up on the way to a work meeting, nail polish remover and nail clippers and women's magazines. Nice detail: Forsche's female founder is former amateur rally driver Revathi Roy. Expansion to Pune, and starting a driving school for women is next on her agenda (no website yet, unfortunately). In Moscow, Pink Taxi and Ladies Red Taxi are vying for female business. Still leaves a lot of cities to bring this service to!
PINK Ladies Taxi
Pink ladies fight taxi court case
11:23am Wednesday 6th May 2009
PINK Ladies club cars are fighting a court case for operating an unlicensed private hire company.
Warrington Borough Council have brought the action against the company directors Andrea Winders and Tina Dutton.
But the company will argue that they are not a taxi service, is a unique service and should be judged that way.
Mrs Winders said: "We will fight this all the way to the High Court. We are not a taxi service. We are a unique organisation. A round peg in a square hole. We do not fit within current legislation, therefore Warrington Borough Council has decided to issue court proceedings against us personally."
Pink Ladies started operating in May 2005 and since then has raised national recognition in the work it does.
David Boyer, head of sustainable transport at the council said: "Enforcement work is continuously undertaken to ensure the safety of passengers and that all legal requirements are met in relation to taxi and private hire licensing.
"Each of the company's directors has received summons detailing six separate offences in relation to operating an unlicensed private hire company, operating unlicensed vehicles, employing an unlicensed driver and operating uninsured vehicles."
Plug-in London Taxi is ready for trials
British technology companies.
PR Log (Press Release) – Mar 29, 2010 – Part-funded by the UK Government's Advantage Niche Vehicle Research & Development Programme, the prototype vehicle meets the demanding requirements of the London Carriage Office and can carry up to six people more than 120 kilometres on a single six hour charge.
The E-Vito taxi uses a new 70kW version of Zytek's proven electric drivetrain and a custom-designed Vocis gearbox built by Graziano. To maximise interior space, the vehicle has been converted to front wheel drive to allow the 35kWh Valence Li-Ion battery pack to be installed beneath the vehicle floor. By lowering the centre of gravity, the low mounting point also improves vehicle stability and ride quality. A steerable rear axle provides the tiny 25ft (7.6m) turning circle required by all licensed black cabs operating in London.
The electric drive uses the existing engine mounting points with minor revisions and requires just three additional connections (water, high voltage electrics and low voltage electrics). It interfaces with all existing vehicle systems including ABS (Antilock Braking System), ESP (Electronic Stability Programme) and OBD (onboard diagnostics). Performance at city speeds is said to be lively, as expected by London's cabbies.
Zytek Automotive sales and marketing director Steve Tremble says that all the technologies are market-ready and thoroughly proven in vehicles already in production. "We could easily have electric taxis in service in-time for the 2012 London Olympics," he says.
The partners in the programme are Zytek, Valence Technology, Penso and Mercedes-Benz UK, which donated the base vehicle.
Zytek has designed and integrated electric drive systems for a wide range of European and US vehicle manufacturers and is currently building high performance electric drivetrains up to 70kW and 300Nm for cars, busses and light commercial vehicles. Their UK facility can accommodate up to 6,000 E-Drive integrations a year in batches as low as 100, providing vehicle manufacturers with a highly flexible specialist production resource for their low carbon programmes. The company was also amongst the first to design and validate a production-ready diesel hybrid.
www.zytek.co.uk
Press Enquiries
Richard Gotch, Market Engineering
North Bar House, North Bar, Banbury, Oxfordshire, OX16 0TH, UK
tel:+44 (0)1295 277050
richard.gotch@m-eng.com
Sales Enquiries
Steve Tremble, Zytek Automotive
Lancaster Road, Fradley Business Park, Fradley, Lichfield, Staff, WS13 8NE, UK
tel:+44 (0)1543 412789
steve.tremble@zytek.co.uk
Illustrations
A wide range of illustrations can be downloaded from www.autopresspoint.com or supplied by email by becky.curry@m-eng.com.
Taxi Deregulation in Ireland
Now because taxis are stuck in taxi traffic because of over supply
people get out and walk because its quicker.
Its the biggest mess forced upon any industry.
Reading the above page is like acting out a part for a book each night
i go to work in my taxi.
Taxi drivers fighting each other over fares and parking spaces and
taxis blacking streets trying to find a free parking space its a
nightmare.
We have regular protests by drivers now because nobody can earn any
money its dog eat dog.
The irish government have a lot to answer for and the regulator who is
lost on what do to do to fix the industry.
You will never have a problem getting a taxi in Ireland but I worry
for my children when they use one… and yeh i am a taxi driver so i
guess i know what i am taking about … if you don't feel safe don't get
in … thanks to the mess of deregulation.
Taxi deregulation favorable or unfavorable historically?
the experiences with deregulation have been favorable or unfavorable.
SUMMARY
According to several published studies, the effects of deregulating
the taxi industry in United States have varied significantly,
depending on local markets and conditions, but have generally been
unfavorable. Regulations governing the taxicab industry vary by state
but typically cover entry, fares, and service. Usually, (1) industry
entry is restricted based on certain considerations such as need or
the ratio of taxicabs to population, (2) rates are prescribed, (3)
companies must meet certain service standards such as 24-hour
availability, or (4) taxis must meet health and safety standards.
These regulations typically make entry into the taxicab industry
difficult.
But, several studies, including a 1993 Price Waterhouse study, found
that overall, in many cities that deregulated, the supply of taxicabs
increased, fares increased, service quality declined and there were
more trip refusals, lower vehicle quality, and aggressive solicitation
of customers resulting from a higher supply of taxicabs. There were
only minor improvements in availability. As a result, many cities have
since re-regulated. This report describes deregulation experience in
Indianapolis, Seattle, and St. Louis.
TAXICAB REGULATIONS
Taxicab regulations are not uniform across the country, but typically
address similar issues as market entry, routes, service schedules and
continuity, fares, and service and safety standards. The regulations
are usually aimed at preventing an oversupply of taxis and providing
convenient, affordable, and safe service. Several cities restrict
market entry by limiting the number of available licenses, placing a
moratorium on new applications, or establishing a difficult
application process. For example, in some cities, if someone wants to
start a new taxi company, the regulating entity must first hold a
public hearing and the applicant must prove the demand for more
taxicabs. A 1993 Price Waterhouse survey of 25 cities showed that 10
placed limits on the number of taxis (cited in Sam Staley, How Cities
Put the Brakes on Taxicabs, 1998).
In order to ensure safe service and service quality, many cities have
regulations that address such areas as driver insurance and licenses.
Usually, drivers must have adequate insurance, hold a valid drivers'
license, have no criminal record, and have frequent vehicle
inspections. With regard to service quality, regulations address such
areas as proper driver conduct, vehicle appearance, cleanliness, hours
of service, or service locations. Some cities set requirements for the
minimum number of taxis per firm; requirements for service 24 hours
per day, seven days per week; requirements for separate dispatch
offices for each firm; and limits on the maximum age of taxis.
ARGUMENTS FOR DEREGULATION
Those who argue in favor of deregulating taxi and livery services
generally have made two arguments. These are (1) that deregulating
these industries would allow more providers to enter the market and
(2) that vigorous competition among providers would improve service
and lower its cost to the consumer.
With respect to market entry, deregulation proponents point to
restrictive regulatory practices that allow those with operating
authority to make the process of new providers entering the market
excessively time consuming and expensive. Generally, operating
entities are given the opportunity to challenge a new provider's
application for operating authority as unnecessary and unsupported by
the market. Deregulation proponents argue that this deters many small
but capable and enthusiastic competitors. Deregulating or partially
deregulating the market entry process would allow small and large
companies to compete for business or establish niches in the market
that they might serve most effectively.
The second deregulation argument essentially flows from the first. It
is that these industries, and in particular the taxi industry, suffer
from a lack of price and service competition that exists in other
business climates and that this condition is encouraged by regulation.
Deregulation proponents argue that deregulating these businesses would
promote a more openly competitive environment and that this inevitably
results in price as well as service competition. Both, they argue,
provide consumers with the opportunity to choose between services that
fit their needs or pocketbooks rather than them being dependent on a
service provider with a monopoly on their business.
EXPERIENCES WITH DEREGULATION
The actual results differ in each city. Overall, several studies have
found that taxicab supply increased dramatically, particularly at
airports already over-served by existing taxicab companies. Price and
service competition was eliminated by first-in, first-out taxicab
stands. Response times either remained unchanged or decreased, fares
increased in every city, and short-haul trip refusals increased
(Cascade Policy Institute, An Economic Analysis of Taxicab Regulation
in Portland, Oregon, 1998). Price competition usually does not occur
with deregulation since consumers do not "comparison shop" when
searching for a taxicab. Instead, taxi fares usually increased with
deregulation because the higher supply of taxis caused drivers'
earning potential to decrease.
Other common results of deregulation include more highway congestion,
higher energy consumption and environmental pollution, less driver
income, and little or no improvement in administrative costs (Paul
Stephen Dempsey, The Revolving Door: Taxi Industry Regulation,
Deregulation & Reregulation: The Paradox of Market Failure, 1996).
Indianapolis
Indianapolis deregulated by eliminating the cap of 393 taxicab
licenses, eliminating the 24-hour dispatch requirement, allowing
companies to operate part-time, and replacing a set fare with a
maximum fare. In the first six months of deregulation, 32 companies
started up, of which three quarters were owned by minorities or women.
Also, pick-up rates were 12% lower for new companies compared to
existing companies, average mileage rates were 3% lower, and the
average rate for the first mile was 7% lower (The Buckeye Institute
for Public Policy Solutions, Taxicab Regulation in Ohio's Largest
Cities, 1996).
Seattle
Seattle deregulated in 1980 by eliminating (1) the provision that
based the number of taxicab licenses on the population and (2) fare
controls. Deregulation resulted in a high supply of taxicabs, variable
rates, price gouging, short-haul refusals, poor treatment of
passengers, and fights at taxicab stands at airports. As a result,
Seattle re-regulated in 1984, reinstating a restriction on taxicab
licenses and fare controls (The University of Leeds Institute for
Transport Studies, Taxi Deregulation: International Comparison, 1998).
Another study found that the oversupply of taxicabs resulting from
Seattle's deregulation reduced individual drivers' earning potential,
increased fares, and lowered the quality of service (Nelson/Nygaard
Consulting Associates, Making Taxi Service Work in San Francisco).
St. Louis
Deregulation produced a 35% rise in taxi fares, and taxicab drivers
complained of waiting hours at airports for customers at taxicab
stands. Taxicab companies claimed they increased fares in order to
make up for lost competition resulting from the increased supply of
taxis. Tourists and airport officials reported a decrease in service
quality because of deregulation. As a result, the St. Louis City
Council froze new taxicab licenses in 2002 (International Association
of Transportation Regulators, The Regulator Vol. 9, Issue 4, 2002).
OTHER REGULATORY SOLUTIONS
One study suggests that the goals of deregulation can be achieved with
partial deregulation, through reducing the requirements for market
entry and deregulating prices. The study proposes that entry should
still be regulated, but requirements for entry should be limited to
having a valid drivers license, vehicle insurance and registration,
and a safety certification. Deregulated prices and fewer
standardization requirements would purportedly encourage more
innovation and lead to an overall improvement in service quality, as
drivers and companies would attempt to engage in price competition by
making their taxis more distinct and appealing to consumers (Cascade
Policy Institute, An Economic Analysis of Taxicab Regulation in
Portland, Oregon, 1998).
27 Nisan 2010 Salı
Taxi Licence Plate Investing
Selling taxi licences and plates | |
| |||||||||
Obtain a printed copy of this publicationYou can download a printable version of Selling taxi licence sand plates [81kB] in Portable Document Format (PDF). You can order a printed copy by noting the full title of the publication and either:
The sale of a business, including taxi plates and licences, is GST-free if the sale is of a going concern. What is a sale of a going concern?The sale of a going concern is where:
When is a sale GST–free?GST is not payable on the sale if the following requirements are met:
Example Sale of taxi business You are an owner/driver and decide to sell your taxi business, which is made up of a taxi licence, motor vehicle and meter. The sale includes all things necessary to continue operating the business, including the licence, the motor vehicle and the meter. You continue to operate the business until the buyer takes over. This is a sale of a going concern. If the licence, the motor vehicle or meter is sold on its own, it is not a sale of a going concern as all things necessary to continue operating the business have not been supplied. Example Sale of taxi licence/plate You own a taxi licence which is leased out. You sell the taxi licence to a third party with the original lessee intact. The activity of leasing a taxi plate is an enterprise. As the sale will include all things necessary for an enterprise to continue to operate, it will be a sale of a going concern. The sale of a taxi licence to the lessee of the licence, or the sale of the taxi licence to a third party without a lease intact, would not be a sale of a going concern.
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23 Nisan 2010 Cuma
Los Angeles Transportation Options
You can get just about anywhere in Los Angeles on public transportation, but the system is rather unwieldy and can take longer than sitting in LA traffic. But if you have more time than money, the $5 day pass will get you all around LA on the 5 Metro lines and two bus systems. There are additional fees for transferring to the other 20 local bus and transit companies that serve the Greater LA area. There's also the Holly Trolley for shuttling up and down Hollywood Boulevard.
Tip: Don't try to take the Metro all the way from LAX to Hollywood. Take the Union Station FlyAway bus (see below) to Union Station and catch the Metro Red Line to Hollywood from there.
Read about How to Ride the LA Metro.
Hotel Shuttles
Hotels near the airports offer courtesy shuttles to transport guests from the airport to the hotel. Many hotels have regularly scheduled shuttles to local tourist attractions and beaches. There may be a fee. Some high-end hotels offer complimentary outgoing limousine service to destinations within two or three miles.
Shared Ride Services
Several companies offer door-to-door shared ride services to and from the airport to your specific destination. SuperShuttle and Prime Time Shuttle are two of the biggest companies. Discounts are often available if you book online.
Airport FlyAway Buses
The Union Station FlyAway is a bus that runs every half hour between LAX and Union Station, L.A.'s Downtown rail travel and Metro hub. For $5-$6, the buses, built to accommodate passengers with luggage can make the trip in about 45 minutes during rush hour, faster than any other available options. The Van Nuys FlyAway provides service between LAX and the FlyAway Bus Station in Van Nuys. Another FlyAway Bus provides service between LAX and UCLA in Westwood. More on LAX FlyAway Service.
Taxis
There are nine taxi companies serving the City of Los Angeles, with additional companies serving other Los Angeles County and Orange County cities. Taxis with the official City of Los Angeles Taxicab Seal are insured, are regularly inspected and have trained drivers. All licensed taxis have meters, but may offer a flat rate for trips from LAX to Downtown LA. There is a surcharge for taxis originating at LAX. Click here for current taxi fares in the City of Los Angeles. There are taxi stands at a few spots in Hollywood and near other major attractions, but you won't be able to find cruising taxis in other parts of town. Ask hotel, restaurant or nightclub staff for assistance in calling a cab before leaving the premises.
Rental Car
Most major car rental companies have outlets at LAX and the other area airports. It's most efficient to make your car rental reservations in advance, either online or by phone. The car rental lots at LAX are off-site. Shuttles pick up in front of all terminals under the designated signs. Courtesy phones are available at the arrival terminals to call for pick up. Rental car offices are also located at many of the larger hotels.
Driving in LA
LA does have more than its share of traffic congestion from too many cars on the road, but it is much easier to navigate than many other large cities. Freeways and streets are usually well marked and the majority of drivers are well mannered. If you use your turn signals, someone within 4 or 5 cars will generally let you change lanes, even in bumper to bumper traffic. Drivers are much less aggressive than New York or Boston and horns are used sparingly. Due to a shortage of left turn lanes, especially in Hollywood, watch out for 5 cars turning left in intersections after the light turns red. Traffic reports are broadcast every six to ten minutes on AM Radio 1640 and 980. If you have internet access, you can also check real time traffic online.
Maps
A good map is a necessity for getting around LA. Mapquest, or other online mapping sites can give you great destination to destination maps and directions. There are plenty of single-sheet, folded maps available. The better ones are specific to the section of town. If all of LA is on one map, there will not be enough detail to really navigate LA surface streets. If you're going to be spending a lot of time in LA or need to drive to a lot of more obscure destinations, the heavy Thomas Guide for Los Angeles and Orange Counties breaks the area into over 100 indexed pages.
GPS navigators and mobile phones with GPS mapping are huge time savers in LA traffic and more efficient that paper maps, but are not always 100% accurate.
Getting around Los Angeles
| First on the List:
Where To Go:
Where NOT To Go:
The Police:
Where To Eat:
Don't Get Lost - Finding Your Way Around:
What is a "Block"?
Public Transportation:
Driving Around LA:
REMEMBER - If you need emergency assistance from public authorities, dial 911 from any phone. |
New York Taxi of Tomorrow
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 Taxi of Tomorrow - Introduction | ||
| |  The Department of Citywide Administrative Services (DCAS), on behalf of the Taxi and Limousine Commission, is undertaking a major initiative, herein referred to as the Taxi of Tomorrow Project. New York City seeks upgrades to its existing taxi fleet and is proactively exploring vehicle possibilities that more appropriately reflect the needs of its diverse stakeholders – passengers, drivers, owners and NYC residents. As part of this Project, the TLC is seeking a highly qualified Original Equipment Manufacturer ("OEM"), or a team that includes an OEM, to provide an innovative vehicle developed or modified for use in a highly visible taxi market located within one of the paramount marketing centers of the world. This Request For Proposal (RFP) seeks to bring a new taxi to the streets of New York City. Among the qualities envisioned for the Taxi of Tomorrow are: • Highest safety standards • Superior passenger experience • Superior driver comfort and amenities • Appropriate purchase price and on-going maintenance and repair costs • Sustainability (minimized environmental impact throughout the vehicle's life cycle) • Minimal physical footprint (with more useable interior room) • Universal accessibility for all users with a goal of meeting ADA guidelines (wheelchair accessible) • Iconic design that will identify the new taxi with New York City Proposals are due by 2pm on May 14, 2010. To view the press release, please click on the link below. You can also view questions and answers regarding this RFP by clicking on the second link.  View Press ReleaseView Solicitation NoticeTo download the PDF of the RFP, please submit your contact information using the registration link below. Proceed to Registration Page – City Record You can also pick-up the RFP at TLC's Lower Manhattan office. We are located at 40 Rector Street, 5th Floor, 10006. To download the response worksheets in Microsoft Excel, please click here. Addendum 4 to the RFP gives supplementary information and expands the list of questions and answers. It also contains revised instructions for Attachment C. Please review it. Several dates within the RFP have changed. Please refer to Addendum #3 to the RFP for more infomration on all date changes. Upon review and consideration of questions regarding the RFP, DCAS, on behalf of TLC, has released Addendum #2 to the RFP. The first addendum to the RFP has instructions on how to access the pre-proposal conference. This conference occured on Janurary 14, 2010. If you want to review the first addendum, click on the on the following link: Addendum #1 to the RFP. If you have any questions or concerns, feel free to send us an email at RFPTOT@DCAS.NYC.GOV | |
Nevada Taxi Cab and Fares
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