Selling taxi licences and plates
Obtain a printed copy of this publication You 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: visit our Online publications ordering service, or phone the Publications Distribution Service (which operates from 8.00am to 6.00pm, Monday to Friday) on 1300 720 092. Terms we use When we say sale, we are referring to the GST term supply. 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: all of the things necessary for the continued operation of the business are supplied to the buyer, and the supplier carries on the business until the day it is sold. When is a sale GST–free? GST is not payable on the sale if the following requirements are met: the sale is for consideration, the purchaser is registered or required to be registered for GST, and both parties agree in writing that the sale is of a going concern. 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. More information For more information refer to: GST for small business (NAT 3014) Goods and Services Tax Ruling GSTR 2002/5 – when is a supply of a going concern GST-free? For general information or a copy of our publications: visit our website at www.ato.gov.au   phone 13 28 66   writing to us at PO Box 9935 in your capital city, or   email GSTmail@ato.gov.au If you do not speak English well and want to talk to a tax officer, phone the Translating and Interpreting Service on 13 14 50 for help with your call. If you have a hearing or speech impairment and have access to appropriate TTY or modem equipment, phone 13 36 77. If you do not have access to TTY or modem equipment, phone the Speech to Speech Relay Service on 1300 5

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

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• By Vicki Stockman »

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

Deregulation in Ireland is a complete disaster for evrybody.
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?

You asked for general information on taxicab deregulation, and whether
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).

London taxi fares set to rise by 2.3%

Transport for London says the average cost of hailing a black cab will increase to £10.39 during the day and £14.15 at night

Despite pay freezes elsewhere, London taxi fares are set to rise to take into account rising operating costs Photograph: Getty

Londoners, daytrippers and tourists who make use of the capital's black taxis will be familiar with a tightening in the throat and sweaty palms when it comes to paying what often appears to be an astronomical fare. This is set to get worse from today as taxi fares in the capital defy the pay freezes in place elsewhere, and rise by 2.3%.

The average cost of hailing a black cab will increase to £10.39 during the day and £14.15 at night, according to Transport for London (TFL). The fare rise, the lowest annual increase since 2004, aims to take into account the rise in average national earnings and will also help drivers cover rising operating costs, which include increases to insurance and fuel costs, it said. Earlier this week, petrol prices rose to an average of £1.20 a litre, the highest on record.

The mayor of London, Boris Johnson, said: "The capital is blessed with wonderful cabbies and we've deliberated long and hard to come up with an increase we think is fair to everyone during these tough economic times."

Bob Oddy, general secretary of the Licensed Taxi Drivers' Association, said: "We welcome this small but important increase. Like everyone else, London's cabbies continue to face significant challenges."

While taxis drivers might breath a sigh of relief at the rise, passengers are likely to be less impressed. Anyone making a journey of more than a few miles will be used to paying substantially more than the average price quoted by TFL.

Before today's rise is taken into account, to travel six miles in the capital cost between £17 and £33, depending on the time of day and how long the journey takes. Meanwhile, a journey between Heathrow and central London typically cost between £40 and £75, though delays or heavy traffic can make this higher.

A separate scheme due to start this autumn will see the cost of a taxi from central London to elsewhere in the capital rise to up to £50. The "golden fares" scheme, devised by Westminster council, will operate from a taxi rank in Leicester Square on Friday and Saturday nights and will require passengers to pay before they get in the taxi.

Minimum rates will start at £20 for up to three miles and will rise to £30 for seven-mile trips. Ten-mile journeys will cost £40, while journeys up to 12 miles will cost £50.

However, price increases are unlikely to deter people from taking the capital's black cabs. Last year the vehicles were voted the best taxis in the world in a survey for the website Hotels.com, despite also being voted the most expensive. London cabbies, who can spend up to four years studying the Knowledge, the infamous in-depth study of a number of pre-set London street routes, were voted the world's friendliest and knowledgeable taxi drivers.

How much will you pay for a taxi in other cities?

City; initial meter charge (£); rate per mile (£); cost of a 10 mile journey

New York City 1.51 1.21 £13.61

Beijing 0.88 0.27 £3.58

Tokyo 4.51 3.20 £36.51

Dubai 0.49 0.43 £4.79

Paris 1.90 1.19 £13.80

Rome 2.41 1.27 £15.11

Mexico 1.11 0.45 £5.61

Source: Mercer Cost of Living survey comparison, September 2009

London taxi fares set to rise by 2.3%

This article appeared on p18 of the Main section section of the Guardian on Saturday 10 April 2010. It was published on guardian.co.uk at 00.06 BST on Saturday 10 April 2010.

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• cycleloopy

  10 Apr 2010, 12:41AM

  I think it is a dead cert that Londoners / Tourists / Businesses will not be put off hopping into a taxi simply because of the fare increase. Instead, what will happen is that we will hand over more of our hard-earned dosh for the extragavance.

  Black cabs have always been expensive. So have mini-cabs, If you want something badly enough - whether it is getting you to an interview that you are running late for, or can't be bothered to wait for the bus in the pouring rain, or just want to have the snog ithat you are dying for in the back of the black cab - you will pay whatever is on the meter.

  Cyclehire scheme in London from May may have more of an impact on taxis than a 2.3% increase. Now that is another story...

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• CuthbertB

  10 Apr 2010, 9:17AM

  I lived in London for over 22 years and never got a cab once. The tubes run about 19 hours a day, there are night buses, you can walk or cycle. Moaning about taxi fares going up is a bit like moaning about the price of caviar. On top of that you get some fat slob who fought in the Falklands going on about bringing back the stocks for thought crimes committed by socialists. Getting a cab is akin to reading the Mail or subscribing to Fox News while you get stuck in traffic and overtaken by pedestrians. Taxi drivers will compensate for this rise in the obvious way - declare an even smaller percentage of their real income than they already do.

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• loverlover

  10 Apr 2010, 11:40AM

  Cuthbert,

  How can you have lived here for 22 years and still have such a half-arsed idea of cabbies? There are 23,000 odd of them - you think they're all as you describe? I've been a guardian reader for 20 years. Admittedly only a cabbie for six months so maybe I'll betray everything I hold dear someday soon and start spouting the kind of shite you imagine all 23000 of us regularly spout.

  For general information purposes, my (eight year old) cab costs £170 a week to rent. I put 20-25 quid diesel in it every day I work. I put a hundred quid a week away for tax (and being a socialist who believes in the tax system I declare every penny I come home with). In other words, I have to make about 400-450 a week just to break even. A lot of the time, if I worked 9-5 like the rest of you, I'd take home about a hundred quid a week, so I have to work considerably longer hours to make a decent living, usually 10 to 12 hours a day.

  Yes, London taxis are expensive at night, but we work deeply anti-social hours, see our friends and families less than you and have large overheads to cover (and with the current price of diesel, getting ever larger). We also don't set the price ourselves, parliament does, so there's not much point moaning to us about it.

  I can't speak for anyone else, but if someone thinks I've taken them the scenic route (which I haven't, I've just used a different route than they think I should've), I'm happy to discuss the matter and knock a couple of quid off. If someone's up front with me and says "I need to get here but I've only got this much money", I'll help them out if I can. I keep my mouth shut until I'm spoken to (apart from when I picked Jimmy Page up a few weeks ago, when you couldn't have shut me up if you tried) and I'm definitely not fat or a slob.

  So have you got any more moronic cliches to bring to the party or do you want to find something you actually know about to pass comment on?

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• bitterantwisted

  10 Apr 2010, 12:52PM

  Taxis are so expensive in this country because the cost of running a cab is so high. Black cab drivers are forced to buy heavy, gas guzzling taxis which cost a fortune to maintain. The drivers are hit with a triple whammy at the moment, they have to fork out extra for fuel, extra for maintenance (because our roads are not maintained correctly) at a time when fare paying passengers are falling.
  It is getting to the stage when some drivers are actually paying to work some days!!

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• sham144

  10 Apr 2010, 2:58PM

  Why would anyone be so stupid to use a black cab??!! OVERPRICED, just like everything else in "RIP OFF Britain"!! I would rather use a minicab which is a lot cheaper!!

  Just use the public transport which isn't too bad, and you will probably get to the destination quicker!!

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• sham144

  10 Apr 2010, 3:05PM

  Also, black cabs think that they own the road as they have no consideration for any other road users at all..

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• bitterantwisted

  10 Apr 2010, 5:09PM

  @sham144

  Black cabs do own the road because they drive and contribute more to those roads than any other class of motorist.

  Taxi drivers appear inconsiderate, but in reality they could drive circles around an ordinary motorist in the time it takes that motorist to change gear. Taxi drivers have less accidents per mile driven than any other motorist because they are professional drivers and accidents cost money.

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• bitterantwisted

  10 Apr 2010, 5:14PM

  @sham144

  I think you must be a minicab driver...all cabs use the same fare structure. Black cabs have to pay more money for the upkeep of their vehicle than someone with a dodgy astra. However black cabs have an advantage over minicabs and that is safety, both for the driver and the passenger.

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• ceesview

  10 Apr 2010, 7:13PM

  Why are the older, long written down, petrol guzzling/heavy polluting black cabs charged out at the same mileage rate as the expensive newer models?

  But then why are they still on the road; every other cab is usually empty and adding to unnecessary air pollution so why allow the older model to continue polluting at even higher emmisions?

  They were condemned about three years ago and then Livingstone spared them at the last minute. What a joke. Why?

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• Personal

  10 Apr 2010, 8:34PM

  These rises aren't too large at all. In fact, at the moment they are less than inflation which means that the real pay of black cab drivers is actually falling (only by a little bit mind).

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• MsBlog

  11 Apr 2010, 3:22AM

  So London taxis rise by 2.3%, fairly similar to the general increase in inflation of 2-3%. "The mayor of London, Boris Johnson, said: "The capital is blessed with wonderful cabbies and we've deliberated long and hard to come up with an increase we think is fair to everyone during these tough economic times."

  More outrageous is the recent increase in bus fares, from £1 to £1.20, a rise in 20%, at a time of low inflation. Clearly, poorer residents of London will travel by bus, and it those (usually on pay-as-you-go as the upfront cost of a season ticket is high) who have been hit hardest by the increase in bus fares. Ken Livingstone admirably kept the bus fares at a reasonable level, while as soon as Boris got the chance, he hiked up bus fares. Very typical of Conservative politicians, shafting the poor, while keeping rich Londoners who use these black cabs, happy.

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• jerry01

  12 Apr 2010, 12:48PM

  black cab drivers are FAR from wonderful. Granted, there are exceptions. Granted, if you give them 30 quid for a 25 minutes drive they are civil and they will humour you. But by and large they are inconsiderate and downright agressive to other road users. Most only use they're indicators to avoid liaibilities in the near collisions they are cuasing - forcing their way.

  Worse, the other day i saw a black cab honk several time to a foreigh passenger who's just alighted, so that the fee-paying visitor would have to close the door.

  Even worse, 2 days later i saw a woman on crutches struggle to get out of a cab with a bad. Do you think for a second that the cabbie would help? Have you ever seen a cabbie open a door? or help with luggage? The most effort they'll go into is hauntily buzz they window down whilst you crouch to ask if they're interested in your destination. (although less of that with the crisis).

  I suspect most people who use black cabs are politicians or business people on expenses. Cabbies might be of the people but not for the people.

New York Taxi of Tomorrow

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 Release View Solicitation Notice To 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

HOME       Taxicab Board       Administration       Enforcement       Search       Complaints       Links       Permits       Statistics       Forms       Photos     Business & Industry     State of Nevada     Languages Available     ... Espanol     ... Francias     ... Deutsch     Sitemap - Text Version     Contact Us     Privacy Policy     Board Members     Board Meetings     From Administrator (pdf)     Administrative Court     Fares/Fees     Medallions     Taxi Wraps (pdf)     Chief-Biography     Enforcement Investigators     Vehicle Inspectors     Airport Control Officers (ACOs)     Hearing Officer-Biography     Citation Bail Schedule     Most Common Citations (pdf)     ... NRS 706.881-885     ... 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When you enter a taxicab, the driver will start the taximeter (referred to as the "drop") and an initial charge of $3.30 will register. If a taxi ride originates at McCarran International Airport, an additional airport surcharge of $1.80 per trip is added to the taximeter. After the initial "drop", the taximeter will assess a fare of $2.40 per mile ($.20 for each 1/12th of a mile traveled). If the taximeter senses that the taxicab is moving less than 8-12 MPH, the taximeter will assess a charge of $.20 (twenty cents) every 24 seconds ($30.00 per hour waiting time). That is why the taximeter continues to accumulate charges even when the taxicab is not moving. Once the taximeter senses that the taxicab is moving at a speed greater than 8-12 MPH the fare calculates on the actual distance traveled.   Drop for initial activation of taximeter $3.30   Each additional 1/12th mile ($2.40 per mile) $.20   Waiting time per hour $30.00   McCarran Airport fee per pick-up $1.80   MOST TAXICABS IN SOUTHERN NEVADA DO NOT ACCEPT CREDIT CARDS AS PAYMENT...   APPROXIMATE MINIMUM FARES TO VARIOUS SOUTHERN NEVADA LOCATIONS… The fares listed below are APPROXIMATIONS only, and demonstrate an estimated minimum fare to the below listed locations. Time of day, route taken, day of week, destination, and traffic can dramatically influence the fare shown on the taximeter. The information contained herein was produced from sources believed to be reliable. No warranty expressed or implied is made regarding accuracy, adequacy, completeness, legality, reliability or usefulness of the information. This disclaimer applies to both isolated and aggregate uses of the information. The Nevada Taxicab Authority provides this information on an "as is – where is" basis. All warranties of any kind expressed or implied, including but not limited to the implied warranties of merchantability, fitness for a particular purpose, freedom from contamination by computer viruses and non-infringement of proprietary rights ARE DISCLAIMED. Changes may be periodically added to the information herein; these changes may or may not be incorporated in any new version of the publication.   DESTINATION DROP MCCARRAN Airport Fee MILEAGE x $2.40 Fare Fare with 4 Min. Wait Time 4 Queens $3.30 $1.80 6.8 $21.42 $23.42 Aliante Station $3.30 $1.80 22 $57.90 $59.90 Bally's $3.30 $1.80 3.8 $14.22 $16.22 Boulder City Hospital $3.30 $1.80 24 $62.70 $64.70 Boulder Station $3.30 $1.80 7.9 $24.06 $26.06 Caesars Palace $3.30 $1.80 4.6 $16.14 $18.14 Cannery (North) Casino $3.30 $1.80 16.6 $44.94 $46.94 Casino Royal $3.30 $1.80 4.3 $15.42 $17.42 Circus Circus $3.30 $1.80 6.7 $21.18 $23.18 Desert Springs Hospital $3.30 $1.80 3.5 $13.50 $15.50 El Cortez $3.30 $1.80 7.2 $22.38 $24.38 Excalibur $3.30 $1.80 3.1 $12.54 $14.54 Fiesta Henderson $3.30 $1.80 12.3 $34.62 $36.62 Fiesta Rancho $3.30 $1.80 16.1 $43.74 $45.74 Fitzgerald's $3.30 $1.80 6.9 $21.66 $23.66 Flamingo $3.30 $1.80 4.2 $15.18 $17.18 Gold Coast $3.30 $1.80 5 $17.10 $19.10 Golden Nugget $3.30 $1.80 6.6 $20.94 $22.94 Green Valley Ranch $3.30 $1.80 8.2 $24.78 $26.78 Hard Rock Hotel $3.30 $1.80 2.2 $10.38 $12.38 Harrah's $3.30 $1.80 5.3 $17.82 $19.82 Hoover Dam $3.30 $1.80 30 $77.10 $79.10 Horseshoe $3.30 $1.80 6.8 $21.42 $23.42 Imperial Palace $3.30 $1.80 4.8 $16.62 $18.62 L.V. Convention Center $3.30 $1.80 3.9 $14.46 $16.46 Lake Las Vegas $3.30 $1.80 18 $48.30 $50.30 Las Vegas Hilton $3.30 $1.80 4.1 $14.94 $16.94 Las Vegas Motor Speedway $3.30 $1.80 23.76 $62.12 $64.12 Luxor $3.30 $1.80 3.2 $12.78 $14.78 M Resort $3.30 $1.80 11.5 $32.70 $.34.70 Main Street Station $3.30 $1.80 7.1 $22.14 $24.14 MGM $3.30 $1.80 2.7 $11.58 $13.58 Mirage $3.30 $1.80 4.4 $15.66 $17.66 Mountain View Hospital $3.30 $1.80 19.6 $52.14 $54.14 Nellis Air Force Base $3.30 $1.80 20 $53.10 $55.10 Orleans Hotel $3.30 $1.80 4.6 $16.14 $18.14 Palace Station $3.30 $1.80 7.1 $22.14 $24.14 Palms Hotel $3.30 $1.80 5 $17.10 $19.10 Planet Hollywood $3.30 $1.80 3.6 $13.74 $15.74 Polo Towers $3.30 $1.80 3.4 $13.26 $15.26 Red Rock Station $3.30 $1.80 17.2 $46.38 $48.38 Rio Hotel $3.30 $1.80 4.5 $15.90 $17.90 Riviera $3.30 $1.80 5.5 $18.30 $20.30 Sahara $3.30 $1.80 4.6 $16.14 $18.14 Sam Boyd Stadium $3.30 $1.80 7.4 $22.86 $24.86 Sam's Town $3.30 $1.80 6.7 $21.18 $23.18 Sands Expo $3.30 $1.80 4.4 $15.66 $17.66 Santa Fe Station (Rancho) $3.30 $1.80 19.3 $51.42 $53.42 Silverton $3.30 $1.80 5.7 $18.78 $20.78 South Coast Hotel $3.30 $1.80 7.3 $22.62 $24.62 Southern Hills Hospital $3.30 $1.80 10 $29.10 $31.10 Spring Valley Hospital $3.30 $1.80 8.5 $25.50 $27.50 St. Rose Hospital (Delima) $3.30 $1.80 7 $21.90 $23.90 St. Rose Hospital (Sienna) $3.30 $1.80 13.5 $37.50 $39.50 Stratosphere $3.30 $1.80 5 $17.10 $19.10 Summerlin Hospital $3.30 $1.80 21 $55.50 $57.50 Sun Coast Hotel $3.30 $1.80 13 $36.30 $38.30 Sunrise Hospital $3.30 $1.80 4 $14.70 $16.70 Sunset Station $3.30 $1.80 7.9 $24.06 $26.06 Terrible's Casino $3.30 $1.80 2.5 $11.10 $13.10 Texas Station $3.30 $1.80 14 $38.70 $40.70 Treasure Island $3.30 $1.80 4.5 $15.90 $17.90 Tropicana $3.30 $1.80 3.4 $13.26 $15.26 UMC Hospital $3.30 $1.80 10.75 $30.90 $32.90 Union Plaza $3.30 $1.80 6.9 $21.66 $23.66 Wynn Resort $3.30 $1.80 4.25 $15.30 $17.30     Taxicab Authority 1785 E. Sahara Avenue, Suite 200 Las Vegas, NV 89104 (702) 668-4000 FAX: (702) 668-4001 web site: taxi.state.nv.us