TAXI
BY-LAW - Accessible SERVICE - AMENDMENTS
REGLEMENT TAXIS – SERVICE ACCESSIBLE – MODIFICATIONS
acs2007-cps-BYL-0024 CITY WIDE / À
L'ÉCHELLE DE LA VILLE
Copies of the following correspondence received are held on file:
a. L.S. Alphonse letter undated in
support of the staff report
b. P. Benoit, Airport Authority letter
dated 4 Jul 07 supporting the majority of the staff recommendations
c. M. Rahman e-mailed comments citing
benefits and disadvantages of accessible plates
Susan Jones, Director
of By-Law Services gave a PowerPoint presentation which covered both Items 3
and 4 on today’s agenda. A copy of her
presentation is held on file.
The Chair announced
that delegations could speak to either item and the Committee would consider
both reports concurrently.
The Committee received the following
delegations:
David Dunlop,
Chair, Taxi Advisory Committee agreed that there has been a notable
improvement in the quality and service of standard taxi cabs and a dramatic
increase in the number of accessible taxis on the road. He stated that taxi drivers say there is not
enough work, but almost every day there are stories from members of the
accessible community who cannot get accessible vehicles to take them home in
the evening. He explained that By-Law Services
presented its combined reaction to the coroner’s recommendations and
improvement of accessible services to the last meeting of TAC on June 14 and at
that time, the Committee, by a vote, considered and approved a Motion to reject
the staff recommendations entirely, thereby negating any discussion on any of
the 40 individual items or on the report in total. While this was a disappointment, he still believed that the TAC
should continue, albeit with a changed membership to better reflect both the
industry and interested user groups. A copy of his
submission, providing additional details, is held on file.
Andrew
Katz, Accessibility Advisory Committee expressed the Committee’s support
for the staff recommendations, noting the following:
·
Over 10% of the general population is considered
disabled and they should be treated fairly, equitably and have the same
opportunity as able-bodied citizens to contribute to the city’s economic and
social fabric;
·
The demand for accessible taxis will only grow,
especially when, within the next 20 years, 20% of the population is expected to
be over the age of 65; the proposed gradual changes to on-demand accessible
taxi service is a fair and sensible approach leading to that time;
· Even though there have been accessible cabs for a number of years, there seems to be difficulty getting a taxi or being left stranded at the end of an evening because they are not able to get a return trip home; there are a variety of reasons that are creating these problems including: collective agreements which limit the number of drivers; drivers choosing not to accept fares from people who are disabled;
· The only way to deal with the issue is for the City to establish strict rules governing the operation of accessible cabs and to strongly enforce those rules;
· A fully accessible taxi service is a key feature in a truly inclusive community.
Mr. Katz also spoke
briefly from his personal work experience and the importance of on-demand
transportation to his ability to compete effectively for business and to serve
his clients, many of whom are disabled themselves. When he is unable to respond to his clients’ needs, it has a
direct financial impact on him.
In closing, he
indicated that if there is undue hardship placed on the taxi service provider
by these changes, it can be rectified at the time, if they can be clearly
established. These regulations will
bring Ottawa in line with what other progressive cities have already done and
are in the process of doing. He
reminded Committee members that this is an issue about inclusion and
choice. A copy of his submission is
held on file.
Cleve
Hamilton, accessible cab driver spoke specifically to Recommendation 9,
which dealt with dispatching. The
recommendation essentially states that if a taxi company cannot immediately
dispatch an accessible cab to cover a fare, they will find another company to
do it; however, it will waste valuable time while one company tries to look for
another operator. He believed the solution
is a universal dispatch system, stating that a GPS installed in all accessible
cabs will ensure the closest taxi, regardless of the company, would get that
fare. He believed the recommendations
would ensure a fair service for those clients who truly need it. A copy of his written submission is held on
file.
Yassemin Cohanim, The Moxie Foundation and the Multiple Sclerosis Society (Ottawa Chapter) read a submission from Susan Pomroy, also a member of the Multiple Sclerosis Society, detailing incidents that had occurred to her when she was unable to get an accessible cab and the implications it had on her life as a person living with MS. The following comments of her brief were highlighted:
·
One of the original staff
recommendations which was to “Allow accessible taxicab drivers to pre-book
return trips…” should be reworded to “Require accessible taxicab
drivers…” thereby bringing this aspect of the taxi service up to the standard
of Para Transpo
·
It is important to monitor and enforce
the by-laws and that there be adequate staff to do so;
·
Other concerns cited included: some accessible taxi drivers do not ensure
their clients are belted into the van before moving; some ramps do not reach
the sidewalk and the client is forced to navigate over muddy, wet or snowy
roads.
A copy of Ms. Pomroy’s submission is held on file.
In
response to her first comment, Ms. Jones advised that Recommendation 14 would
address her concerns about pre-booking return trips.
Bill Morris, MS Society of Canada, Ottawa Chapter stated that accessible taxis have been a vital alternative when necessary to Para Transpo and he was dismayed to find that with the dispersal of the relatively few accessible vehicles among the various companies that callers would often be told that nothing is available. At times, he felt that he was scheduling his movements around the city based on the availability of taxi drivers who he has come to rely on, rather than on his own. However, the alternative is taking double or triple the time by using Para Transpo. He stated that this is not inclusion and is also the reason why he does not have stories about not being picked up because he simply avoids the situation. During the past month, I’ve ended full-time work, again due to advancing disability, and he was anticipating more challenges in receiving taxi service because he will be consistently making bookings from a west end location. He hope the contemplated changes to the service will address his concerns.
Yusef Al Mezel, President, Canadian Auto Workers Union, Local 1688 supported 85% of the report recommendations. The following are their concerns:
· Cameras – they suggest that the cameras to be installed not be in real time as this can be problematic
· GPS – they do have some concerns regarding dispatch because there are labour issues and they prefer that this one be left to negotiations between the brokers and the union, especially now through the negotiations in the three companies now
· Refresher courses – it is recommended the responsibility for providing these rest with the union, which will be undertaken at their cost.
With regards to accessible taxi service, Mr. Al Mezel indicated that the CAWU is looking to provide good service, but issuing a lot of plates at once will hurt everyone - accessible and regular taxicab drivers alike. He suggested they be issued over a number of years. Finally, with respect to how to improve the accessible taxicab service, he asked that drivers be responsible for the cab because they do not want to see a driver hand over the plate for an accessible cab.
Councillor Chiarelli suggested that if the Union sees anything to improve the responsibility of people with accessible plates actually taking accessible calls and was advised by the delegation that the Union had put forward a proposal to staff and mentioned the need for clear language in the By-law that shows the accessible taxi cab driver must not refuse any calls from a disabled passenger; and that it be referred to a second cab broker if the first is unavailable. The councillor believed that if the Union makes a strong effort internally, it would help to make the regulation a lot more successful. Mr. Al Mezel advised that they promised to do that and would be working with brokers to ensure those cabs are in service a minimum 16 hours a day, with a minimum two drivers for each of those cabs.
Barby
Clement applauded Council and staff for their
commitment to ensuring and upholding the rights of people with disabilities to
equal accessible transportation in Ottawa.
She fully supported the proposed amendments to the Taxi By-Law
and urged the Committee and Council to take a firm lead in this very important
area by approving the staff recommendations without delay. Ms. Clement recalled a time when, as a
Manager for the Employment for People with Handicaps Program with Public Works
Canada, she worked with the Building Management and Architectural Design wings
of the department to accompany them to meetings being held on the federal
government’s response to ensuring accessibility in all federal buildings across
Canada. On one particular day, she
accompanied them to a meeting on Albert Street with officials from the RMOC to
share their perspectives on how to proceed to ensure that the Region and the
Nation’s Capital were rendered fully accessible. At the time, several of the local merchants’ associations begged
RMOC officials not to enact any legislation, through by-laws which would force
them to render their stores, bars, restaurants and services accessible, citing
loss of business, and they asked that they be allowed to make their
establishments accessible within three years.
It has been 25 years since then and she is still waiting.
She urged Committee
members not to let this proposal fall by the wayside, stating the City has an
incredible opportunity to let its citizens with disabilities know they can
count on them for leadership, for equal access and respect for our dignity and
human rights. Approving the staff
recommendations will give the handicapped in this city the peace of mind, the
sense of belonging and the fair and equitable access to 24/7
transportation. A copy of her
submission is held on file.
Andre Houlahan, taxi owner indicated he has been driving a cab for over 30 years. In 2013, he will be forced to change his occupation to para-cab driver should he purchase a replacement vehicle. He indicated that he paid $70,000 for the privilege of being a taxi driver, but if were to apply for a job at Para Transpo, he would be told he was too old and not physically able to do the job. Given the fact he has some physical limitations, he wondered how he was expected to wheel a 200 lb person during the winter months without hurting himself. He commented that Para Transpo drivers have workman’s compensation and a health plan that looks after them if they are hurt on the job; however, the City expects cab drivers to do the same work with no safety net. He believed this is discriminating and exploitive and is a downloading of the costs of Para Transpo onto the backs of the taxi industry.
He advised that he was asking Local 1688 of the Ontario Taxi Union
C.A.W. to file a class action suit on behalf of the taxi industry to the effect
that should their job description be changed from taxi driver to para cab
driver, the City be liable for any and all costs of loss of jobs, income or
injuries suffered by the drivers as a result of handling wheelchair
clients. And, if they have to act as
para drivers, they should be given workmen’s compensation. Failing that, improvements should be made to
Para Transpo or go with the lottery system already begun and make the drivers
accountable. A copy of his
submission is held on file.
Barry McMahon
recalled an incident where he was unable to get an accessible cab, despite
booking one in advance and despite repeated attempts with more than one company
to secure one. Following the incident,
he met with the President of Coventry Connections who explained the problems of
dealing with wheelchair users, the unions and the accessible cab permit holders
from an operators viewpoint. He
discovered that seven of the 25 accessible cabs were dedicated to the airport
seven cabs were used exclusively by Para Transpo and six London cabs were taken
out of service. That left only five
accessible cabs to serve four taxi companies.
Mr. McMahon indicated that the minimum number of accessible cabs per
broker based on fleet size was not enough and should be increased. He was in favour of getting 120 new plates
in service as quickly as possible. A copy of
his written submission, providing additional details, is held on file.
Marion Willams and Maureen O’Connell, speaking on behalf of the
McCarthy family (Item 4 of today’s agenda) stated that the
staff recommendations speak profoundly to recurrent concerns and offer real
solutions that are long overdue in an industry that has a poor reputation and
service legacy. These recommendations
equally provide the tools to improve or eliminate deplorable customer/passenger
relations; offer new payment methods; ensure appropriate disclosure; discourage
undesirable conduct; and when this does not happen these recommendations ensure
By-law and Police services the tools to engage in appropriate disciplinary
action. They were greatly dismayed by
the lack of progression regarding the taxi industry, an industry that resists
change. Customers should be confident
that the City is looking out for their well being since they are unable to
identify who their cab driver will be.
Ms. Williams firmly believed that all the recommendations from the
Coroners Inquest must be addressed and should be strongly endorsed by the City.
Ms. O’Connell indicated that while it is stated that Sarah’s death was accidental, this was the verdict of an inquest jury because important information was not shared. She would contend that nothing was done in part because appropriate measures had not been taken in the past to put into place deterrents such as a the camera’s and GPS. She agreed that there is no question that the industry provides a very essential service; however, Council must realize that when something goes wrong, the consequences are far too great to ignore. She maintained that if stakeholders have the right attitude that all the solutions can be implemented. She indicated that they had made a request to receive statistics but have not been sent any information. If they were available to the public, she asked that they be forwarded to her.
In summary, and
on behalf of Sarah’s family and friends, she strongly encouraged the
implementation of the recommendations presented today both as a result of the
Coroner’s Inquest and from those with direct input as industry users and City
staff. A copy of their submission is held on file.
Ahmed El Khatib, Ontario Taxi
Union Local 1688 Secretary asked that the City allow taxis to share the bus
and turn lanes and to establish more taxi stands as there are insufficient
numbers to provide for the existing number of taxis. He stated that providing the disabled with a top-notch taxi
service is a priority for them and they have been tirelessly working to have
this service regulated. He referred to
the Hara report, which stated that 3.7% of the population in Ottawa is
categorized as being disabled and it is believed that the existing number of
plates (65) is sufficient to cater to the needs of this population for the time
being. He agreed with the suggestion
for a universal dispatch, stating that the dispatcher will have to interact no
matter what cab company they are under.
They will have to function as one and this is why they believe the issue
of who to affiliate the upcoming batch of accessible plates and Recommendation
4 should be left to the industry. He
questioned why the industry would be required to have new cars accessible as
early as 2013, when the provincial conversion to total accessibility does not
take effect until 2020 and 2025..
Mr. El Khatib
expressed concern about the proposed refresher, knowing it would be costly and
drivers will lose their source of income while they are attending. He proposed that the union take care of this
particular aspect, to ensure it is scheduled at a time when the drivers can
continue to make a living. With respect
to the GPS issue, the Union would like an opportunity to negotiate the terms of
the instalment and the regulation of the system. Some of the proposals are costly, time-wise and financially and
they would like the opportunity to have more power over the negotiations of
some of those vital issues that are going to be imposed on drivers. He stated that the union and its drivers are
fully committed to improving the services to all their customers, particularly
those with special needs.
Bahador Ayoubzadeh, taxi driver explained that while the disabled
people are disgruntled with the apparent lack of service, many taxi drivers who
have accessible cabs do not take those fares because they are unable to assist
with their needs. Drivers and companies
who are in favour of the accessible cabs are those that benefit. He stated that the London cabs are being
used for limousine service. He was not
opposed to issuing accessible plate licences, but did oppose them being given
to drivers who refuse to operate as such.
He was concerned, however, that issuing additional plates will not
necessarily mean service for the disabled because the driver will be unable to
pick them up on the road. He suggested
issuing additional plates (30) as a pilot is okay and if any driver gets three
complaints in one year they be demanded to take the refresher course.
Harry Ghadban, Area Director, Canadian Auto Workers
Union indicated
that the CAWU is not opposed to providing service to the disabled, but they
were opposed to downloading costs to the taxi industry. Therefore, if more plates are issued, the
City should provide adequate taxi parking stalls because otherwise the drivers
are forced to drive around and around, wasting costly fuel. With regards to the recommendation to accept
debit as payment, he preferred that the industry be able to negotiate those and
regulate themselves, while still recognizing that the money for the transaction
should go to the driver to cover costs of offering that service. With regards to the proposal to have
replacement cabs all yellow, Mr. Ghadban explained that the driver also uses
his cab as a private vehicle when not in service and the public might not
understand why they are being ignored if they try to flag down an off-duty
driver who may be taking his family out.
Najib Mankal, taxi driver echoed concerns previously raised about
issuing more plates because it is punishing the good regular taxi drivers for
someone elses’ mistake. He believed
that drivers will not change their habits and suggested there be more study and
consultation with the taxi industry. He
suggested that offering financial incentives to accessible cab drivers might
encourage them to pick up a call when it is received.
Issam Khaddage, accessible cab driver provided comments on the following items:
Age limit of taxis; Due to the excessive costs of purchasing an accessible van he requested this item be revisited and the drivers be allowed to utilize the van for a longer period of time to substantiate costs.
Renewal fee; Suggested that the lower rate be revisited.
Cameras While he supported the proposal for such, he had some concerns of privacy which must be addressed first and he believed some customers might resort to bandit or cabs from Quebec to avoid the cameras. He suggested that the use of cameras and the privacy issue be addressed and advertised to their customers before being installed.
GPS Should be implemented immediately.
A copy
of his submission is held on file.
Bob Brown, accessible cab user supported the report
recommendations, but was a little concerned about the minimum number of
accessible vehicles per broker. He
thought it needed to be increased. He
indicated that once a black market value is put on a license plate or
transferable for sale as opposed to being held onto by the City, there will be
problems. He would like to see the City
own the license and administer it as opposed to allowing the issue of black
market to be generated by cabs. He
believed there was a need to get the extra cabs on the street as soon as
possible, but cautioned Council to take into consideration the business part of
it. He noted that demographics change
quickly and by 2012 (according to Statistics Canada), one in five Canadians
will be over 65 years old and 46% of that number will have some form of
mobility disability. He did not think
Para Transpo is the answer, but suggested the City take a proactive approach
similar to what was done with the no smoking by-law.
Chan Seenanan, taxi driver spoke to the benefits of being an
independent operator who is not affilitated with a broker. He explained that the main concern is to
provide service 24/7, to all clients.
Some of the benefits of being an independent include:
·
Offer
services to all Social Service clientele with priority given to accessible
clients
·
Minimal
operating expenses
·
Not
affected by Union and Broker service contracts which may limit his ability to
operate effective, efficient and without limitations to his income
·
Ability
to make changes to improve service to adapt to changing market conditions as
required
Forcing him to be affiliated with
a broker violates his right as a sole proprietor to be forced to operate with a
competitor. It would also result in a
drastic reduction in his income. By
being an independent operator allows him the opportunity to improve the ability
to sustain and preserve the future growth of this industry in a positive, safe and
profitable way. He emphasized that the
City should be policing the drivers with the by-laws, not the unions and the
brokers. A copy of his
submission is held on file.
Milad Eid, taxi owner has served the Orleans area for
the last 12 years. With his 11 cars
that he runs, he provides service to three old-age homes, one retirement home
and one nursing home. He did not know
who came up with the idea of the broker size to be 25 and up, and, according to
that proposal, he will be unable to have any accessible cabs, even though he
has three drivers who are on the list to receive accessible plates. However, it would appear that only big
companies of 25 cars or more will receive these plates. He suggested that if the City does not
downsize the broker size, he will lose those three drivers, plus a lot of
service that could promote his business in Orleans. He asked that either the broker size be removed or downsized to
ten or less vehicles in order to provide the same opportunity to small
companies to provide accessible service.
George Acel acknowledged that
the disabled are not served adequately and that dispatch, are not controlled
properly to serve them. However, he
posited that restrictions do not guarantee the quality of services rendered. He opposed the issue of additional plates
and encouraged the City to enforce Article 16-23 for the existing 25 accessible
taxicab plates. He suggested that if it
is concluded that the City requires more accessible cabs, then it should hire
drivers as employees to provide service to this population. However, if the City is not interested in
this venture then the taxi broker should do operation under the same
conditions. He stated that accessible
cabs are expensive to buy and to maintain and the older the driver, the more
difficult it is to provide a service and handle customers.
Vestas Absa-Mwakyeledzi stated that when more accessible
taxicabs are put on the road, it will affect the income of those currently
holding those licenses and no one will be able to make a living. He suggested that if the City wanted to have
vehicles specifically to service the disabled, it should make that industry
separate from the other cabs. Also,
when additional accessible taxicab licenses are distributed, the drivers will
stay in the downtown because that is where a lot of the business is, so there
will still be a problem for the disabled trying to get an accessible cab. Further, since cab driving is a job, if
someone is not going to do the job with the accessible vehicles then their
license should be revoked. He indicated
that he was aware of at least two accessible cab drivers who have not driven a
disabled person in two weeks, which means they are not getting the calls to
pick them up.
Richard Szirtes, owner, Westway Taxi explained that he was very aware
of the needs of the disabled community and commended the City for its efforts
to improve the situation. However, he
believed that what must also be taken into account is the likelihood and the
ability to work for the driver of a non-accessible vehicle. He did not believe that putting out more
plates will help to solve the problem and as experienced by the former City of
Vanier when it did just that, it will probably create an even bigger
problem. He believed it would be best to
evaluate the effect of the release of the 40 accessible plates and then proceed
a year later if necessary, to issue more.
Mr. Szirtes also indicated that the recommendations involving minimum
amounts are difficult to enforce if not impossible because taxi drivers are
independent operators and self-employed and therefore the onus on the broker to
maintain minimum numbers working at the time is impossible as they cannot
dictate to self-employed people when they should work. Further, some of recommendations (GPS, the
camera and the emergency flashers), will impose a financial burden on the plate
holder and although they will collect an increased meter fare for these items,
it is not necessarily the plate owner benefiting from this revenue and it is
recommended that it be the vehicle owner instead that gets those revenues. He was in favour of the proposal to install
debit machines, but suggested they be of uniform standard implemented by the
broker.
Farid Haddad, taxi driver believed the City was going in
the wrong direction to find a solution to the needs of the disabled
community. He did not believe that
issuing more plates would result in better service to that community. Therefore, he recommended that
1.
The City
disconnect the accessible service from the taxi business because they are
separate.
2.
No
additional plates be issued.
3.
A
dispatch system be created for accessible cars only, in order to determine what
the actual needs are.
He
agreed that issuing additional plates should not happen now because of the
impact it will have on existing taxi drivers and their business. He believed having cameras installed in all
cabs is a human rights violation, unless the driver can control when the camera
is on and off; it may even deter people from using taxis.
Hanif Patni, President, Coventry Connections stated that the taxi industry has
improved over the past few years and the standard of the taxi industry has been
moved considerably. However, he also
recognized that there are some issues and problems in the taxi industry
including: customer service; driver and
customer safety; and, people with disabilities. According to their records, he indicated that .2 of 1% of calls
for people living with disabilities were not served, compared to four months
ago, where only 80% were being served.
If the City starts issuing 120 plates into the system gradually, they
need to be working with able bodied people as well with people with
disabilities but when a job comes through but an accessible must service
somebody with disabilities on a priority basis and yes the company should be
penalized as long as the companies have some reasonsable control over those
fleets. While he supported the proposed
by-laws, he did believe that some of the changes being proposed will cause
problems and those problems are entirely predictable. To meet a balance, he suggested issuing 40 plates at a time
during the winter months.
Courtney Frances, General Manager, Capital Taxi stated that his company does keep
statistics, and these are available to the City at any time. And, according to those statistics, only 10%
of all fares being run by accessible drivers, are accessible fares. Therefore
90% are for able-bodied people. He
agreed that the relationship between the company and the unions has never been
better and through their most recent collective agreements, people will see a
better improvement within the service to the disabled. With respect to ensuring that between 2013
and 2020 all replacement cabs be yellow, he thought this should be further
discussed, reviewed and have industry input provided. Mr. Frances indicated that the proposed costs which will be
forced on the industry, for example installing cameras and GPS, the colour of
the cab et cetera, he stated it will be very all of these vehicles and having
standard colours is costly for the individual car owner, for now they may have
to purchase a separate vehicle for personal use, so that in off hours people
are not flagging in down when he is off duty.
Antoine Labaky, taxi driver
emphasized that since the McCarthy inquiry cleared the taxi driver from
wrongdoing, implementing the recommended proposals will unduly penalize
drivers. He explained that they
understand the concern regarding the accessible taxi cab drivers, but the
problems existed when the first 25 plates were issued because they were issued
without regulation and drivers were working it as they pleased. He recalled a meeting the industry had
earlier this year with staff and the union and the recommendations they
presented at the time. He agreed with
all the new proposals regarding the accessible issue, i.e., how the drivers
should operate, what they are responsible for et cetera. He suggested giving the new by-law a chance
to see what the results are before rushing and issuing additional plates. He added that there is already a problem
with insufficient number of taxi parking spaces and issuing these additional
plates will make that situation worse.
He urged the
Committee not to flood the market with new plates as this would lessen the
chance to make it profitable to be a taxi-driver. And, if it is not financially profitable for an individual to
work as a taxi driver, the City will end up with a shortage of drivers With regards to the 2013 timeline when all
vehicles must be accessible, Mr. Labaky indicated that given the aging
population of drivers now, by that timeframe, some may not be able to push a
wheelchair and this should be taken into consideration.
Mahmut Mahmutoglu, taxi driver,
stated that he was one of the original owners of an accessible plate the city
issued in 2001. Despite a lot of shortcomings in the industry and limitations
and prohibitions that we had due to collective agreements, union and companies,
all that we have received from our clients from the disabled community was
comments that we are doing a marvellous job.
He was somewhat taken aback by the double standard being used when
comparing plates and referred to an earlier comment made that the accessible plates
should not have a market value and, upon retirement, the plates should be
returned to the City so they would not be transferable. He believed drivers should benefit from the
equity of those plates, just as someone would from the sale of their home when
the market goes up. He agreed with many
of the previous delegations who questioned the need to issue 120 plates and
suggested a plate per population ratio should be used when accessible plates
are issued.
Jacob Schildkraut, taxi driver believed that dedicated taxi
inspectors (originally recommended in the KPMG report) would help to correct
many of the problems that exist today in this industry and suggested that some
of the license revenue collected by the City be put towards dedicated taxi
inspectors, to provide greater improvement in both the accessible and in the
regular service. The inspector would
also ensure that the appropriate action is taken to deal with drivers and
dispatch that do not provide service to the disabled. Mr. Schildkraut went on to state that 30-40 accessible, well-supervised
cars would suffice and with today’s technology, vehicles can easily be located
and properly dispatched. He did not
believe having the industry keep records of all trips (as recommended in the
report), would improve matters and suggested that if the City wants
improvement, it should ensure all cabs are clean and the drivers are in proper
dress.
He
noted the recommendation that by 2013 all replacement taxicabs should be
accessible, but he stated that many of the accessible vans are not as comfortable
as regular cars, and customers would prefer comfort if they do not require an
accessible vehicle.
Mr. Schildkraut noted the proposal that the GPS would be monitored
by a broker, but this would eliminate many independent drivers, of which he is
one, and forcing him to install this system will require him to be
supervised. He did not understand how
it would help to be tracked and how it would improve the service he currently
provides.
Kevin
Kinsella stated that at the moment, the accessible service is a barrier to
employment and enjoyment. He recalled
traveling to other cities across Canada and found accessible transportation
more readily available in other cities than in Ottawa. He indicated that he is sometimes required
to work odd (late) hours, but the accessible taxi service cannot be depended on
in the city. He provided supportive
comments for those cab drivers who provide courteous service in clean cabs, and
he had a lot of sympathy for those who are worried about having an influx of
plates being issued, but noted that the service is not there for those with
disabilities and something has to be done to address this major problem.
Councillor Deans suggested that
the original number of accessible cars (25) was not enough to address the needs
of the disabled community and the result as been poor service. However, with the introduction of 40 new
plates, the potential is much greater, but the calls are not coming in because
of loss of faith in the service. She
encouraged users to try the service again and provide their feedback.
Elias
Freije, taxi driver echoed the many concerns voiced about the implications
of adding 120 plates and the impact it would have on the industry. He believed the current 65 plates are
sufficient for their intended purpose, keeping in mind that the quality of how
customer service is not effected. He
suggested that a study could be done afterwards to see whether more plates need
to be issued, otherwise issuing more and more plates without proper regulation,
will still result in the same problems.
He believed that the recommended safety features, i.e., cameras, GPS,
distress buttons, et cetera will not provide safety and security for the driver
and the customer and suggested that a glass shield would do more to address
that particular concern. He urged
Committee members to take their concerns into consideration.
Macbel
Abdullah reiterated previous concerns about putting out more plates for
accessible cabs. He challenged anyone
to tell him that there is enough business to be generated for the existing 65
plates and therefore to explain the need for introducing 120 more. Mr. Abdullah had some specific concerns
about having to install a debit card machine and indicated that if the fare has
been drinking, it will be quite a process to get that individual to go through
the process for the transaction. And,
if they are unable to complete the transaction, he wondered how the cab driver
would be paid.
Lynda
Crook indicated her support and that of her family for the recommendations
brought forward by the jury in the Sarah McCarthy inquest. She had experienced a similar tragedy only
days before that incident, and maintained that if there had been cameras in the
cab that night, it might have been made clear to them what actually happened. She urged Committee to enforce the
recommendations put forward in order to make the taxi industry safe for our
communities.
Bill McConville, Union Representative, DJ’s Taxi cares about those who need accessible cabs and during recent negotiations on their collective agreement with Coventry Connections, they opened up the contract to allow accessible requests to come to DJ’s (they agreed to pay one third more in stand rent and plate fees to allow this). He asked that the company now do their part by answering the telephone because that is one of the biggest part of any grievance. He offered to provide a direct line for accessible cab requests to DJ’s to be manned by someone who knows how to deal with such calls. This would ensure the calls are looked after promptly. He believed providing this service would let the disabled community know they are dealing with people sensitive to their needs. With specific regards to the report on the jury recommendations, Mr. McConville indicated that this accident could have happened elsewhere in the city and he asked that Committee and Council take the time so there can be more involvement with the taxi industry to address safety concerns.
Don Patterson indicated that since the new cabs have been introduced, he has had only one successful trip out of about eight and many of those have left him stranded, once at a hospital in extremely cold weather. And, while the disabled community has been very patient up to this point, there will come a time when that is no longer the case and he maintained that unions, management and the service organization have to come up with a way to respond to this. He commented that it is not the size of the accessible fleet, but service delivery and meeting service standards and knowing that these will be monitored to ensure problems do not continue.
With regards to having on-demand accessible cab service, Mr. Patterson indicated that can only be used for the normal population because it is fulfilling that need. Further, he suggested that focusing on one segment of a transportation system would not help resolve all the issues because focus should also be made on the O-Train and regular transit service because they are all interconnected. Given that taxis are now being used for para transpo service, the City should not impose one organization on another service. Inclusion has to be at the conception of programs, policies and practices whereas what exists now is retrofitting and it is obviously not working and it is crucial that anything that can be done with regards to improving transportation in general is important and not to take the taxis out of service to support another service that is not functioning.
Catherine Gardner explained that she uses Para Transpo, OC Transpo and the accessible taxis with Para Transpo. She believed that there are a number of issues that need to be addressed and believed they will be addressed with these new proposals. She recounted her experience with being unable to secure an accessible cab and having to take regular transit instead. She also recalled an incident where she was stranded at Algonquin College when she was able to secure a return trip home by either accessible cab or regular transit (Para Transpo had closed down by that time of night and was therefore not an option). Her other concerns about accessible cabs include:
· while her wheelchair is secured by safety straps in the van, she herself is unable to be seatbelted because the wheelchair is too large to turn; one driver once told her that if she was not able to turn, she was not allowed to sit in the vehicle;
· cab drivers making trips for Para Transpo do not wear identifying clothing/uniform/nametags to let a person know they are picking them up for Para Transpo.
Ms. Gardner agreed there was a need to put the policies being proposed in place because the regulations are needed. She emphasized the fact that while she has a disability, she is a person first and, like many who have spoken before her, is a professional who is trying to make a living and provide for her family. In closing, she remarked that while the City provides Para Transpo, low-floor buses and accessible cabs, the disabled community does not always have access to those accessible services.
Charles Matthews, Disabled and Proud noted that in 2000, it was recognized that at least 100 accessible taxis were required then to satisfy the demand. He expressed frustration that Council has, in the past, dealt with issuing plates on a staggered basis and yet this has not transpired. Then, a couple of years ago, the taxi industry asked the Committee and the disabled community to allow them to retire some of the existing plates to reduce the number on the road and while this was agreed to, within the year not one was transferred in to be replaced by accessible cabs. He reminded the councillors that the provincial government has mandated that the entire province be totally accessible by the year 2025 and what is proposed in the staff report will keep the City on track with that timeframe. Any delays will set it back. He encouraged the Committee to support the staff recommendations.
Balray Dhillon believed that it was the City that created the problem by not
regulating the issue of accessible plates initially, stating they are being issued
to a driver who cannot drive it and yet it is those people whose names are on
the priority list for plate licenses.
He believed that if a driver is issued an accessible plate license, he
should be providing that type of service.
However, in reality, drivers are selling or renting out the licenses and
that is part of the problem. He also
questioned about issuing a plate to an aging driver and their ability to assist
with a disabled client.
Paul
Bendus was a strong advocate of double-shifting all taxi cabs in the city,
which would create hundreds more jobs and should, most cases, fulfill the
present taxi needs. He did not believe
that the answer is to issue more plates, but he agreed that more parking spaces
are required for the existing taxi fleet and that this should be addressed
before more plates are issued. He
advised that he was in a rather unique position in that he is a member of the
taxi cab industry, was a past member of TAC under the former City of Ottawa and
his daughter has special needs and uses a wheelchair. He stated that the special needs community has to realize that
like the able-bodied population, there will be times (inclement weather,
holidays, et cetera) when they will be unable to get a taxi. He indicated that the industry has responded
to his needs and has provided excellent service.
Amrik Singh was in support of the majority of
the recommendations but was concerned about the apparent change in decision
Council is being asked to make to what was originally approved a few years
ago. He stated that even if the City
were to issue an additional 120 plates, there is nothing in the report that
guarantees that the disabled will receive service. He believed that Council’s main concern should be the service -
not the number of taxi cabs that are on the street. He was disappointed there was nothing in the report recommending
strict rules for drivers that do not pick up a disabled fare and recommended
that the plate be given to a person who commits to provide (in writing) that
service, and that failing such, their license would be revoked.
Chair
Deans agreed with his comment about ensuring it is the owner of the license
that drives the cab and suggested that part of the problem and the issuance of
the former plates was that the City did not require the primary driver on that
plate to be on the job. She advised
that she has asked Legal staff to craft a motion for the Committee’s
consideration to address that concern.
When asked whether he agreed that secondary drivers should be allowed on
the plate (to ensure shift coverage), Mr. Singh agreed that it should be
allowed. The Chair further noted that
the motion would also address the matter of the license not being transferable
or saleable to another for value.
Speaking to the report, Councillor Leadman asked whether there was a requirement for drivers who have an accessible license plate to assist passengers when necessary. Ms. Jones advised that the driver must successfully complete the Accessible Taxi Driver Training Course, but what had been lacking (and which has been identified in this report) are the additional rules with respect to how they provide the service. As is being proposed, if they are unable to provide that service, they risk losing their plate.
When asked how the Hara report (April 2004) concluded that the City ought to issue 185 plates, the Director indicated that they looked at the population that had mobility impairment issues as well as the regular service, and the findings of this comprehensive study determined the number of plates necessary. She confirmed that when the City’s Taxi Licensing By-law was harmonized in 2005 was when they approved the issuing of those plates. She went on to state that the industry had come forward at the time, expressing concerns that releasing that many would result in an over-saturation in the market and so Council agreed to a phase-in. Under the current By-law, the City is in a position to issue an additional 40 plates per year beginning January 1 of each year, until 2010, which is when they hope to reach 185, based on current rules.
Councillor Leadman inquired why staff are recommending limiting the issuing of plates to larger companies; she felt this to be unfair for the smaller companies, and asked if there was any reconsideration to doing that. Ms. Jones responded by stating that smaller companies generally are unable to provide service 24/7 because it is impossible to have only two drivers working in a fleet of ten and this would be problematic for users. Further, it is the bigger brokerages that are doing the marketing this service, and this is who the clients are calling, so staff feel that if accessibles were to go to smaller fleets, they would take advantage of this because they know they would not get the calls and would just be providing standard taxicab service, as opposed to serving the needs of the disabled.
Where staff are recommending that drivers be associated or affiliated with a broker, the councillor wondered if that would affect the independent driver in terms of the way they operate their business. Ms. Jones explained that all it does is (in terms of accessible taxicab service), ensures that the broker is receiving the call who in turn directs the call to the driver; the driver will have to be monitored under that broker to provide service 24 hours a day. This is to ensure the service is being provided and it is the larger brokers who are in a position to be able to monitor it and to be able to determine whether the calls are being answered.
In response to additional questions pertaining to accessibility legislation, the Director explained that the legislation speaks to the fact that the City, by 2025, must be able to provide accessible taxicab service that is equal to what standard taxicab service is providing.
Councillor Leadman noted that if a fleet has between 25 and 99 taxis, they only have to provide one accessible cab. And, if that cab is in service, they would get a waiver for six months and would not have to provide the service. She believed that would diminish the reliability of that service and asked why they would be given six months. Ms. Jones explained that they wanted to be assured there would be a minimum percentage operating in the fleet. She agreed it needed to be monitored but staff want to be assured that no broker will be restricted on the number of plates that can work for him.
The councillor asked whether the recommendation to install cameras had been vetted through the Privacy Act and what are the implications, Ms. Jones advised that staff are working with Legal on this and can report back, hopefully at Council, as to what the City can do. She indicated that cameras in cabs that take pictures have been in place in a number of large cities (including Winnipeg and Toronto) and there has been a reduction in crime and incidents as a result (in Winnipeg). She indicated that requiring audio will be further reviewed until staff have an opportunity to monitor the effectiveness of the camera system.
With regards to the GPS, Councillor Bédard asked how the City can monitor that aspect of it since it is the broker who will be responsible for telling the City that the driver is not doing the function or cutting them off. He asked what kind of guarantee there was to ensure it worked effectively. Ms. Jones indicated that the broker has to keep records for 30 days of any activity that occurs; therefore, if the City receives a complaint involving a taxi, they will have the ability to ask the broker for those records. In addition, the cameras will record what was going on in the cab at the time and who the driver was. To ensure customers are given the opportunity to complain (or compliment) when it is necessary, they will also include clear messaging in the cabs to call the City’s 311 or send their comments in via the internet. Staff intend to also work with tourism agencies and other groups to ensure that message gets out.
Councillor Bédard wondered if the new cabs would be associated with Para Transpo so that the dispatch would be done through Para Transpo for on-demand taxis as well. The Director explained that the only concern with that is it alludes to having a universal system where calls are made to one number. She explained that the key to success to what is being proposed is the fact that an accessible taxicab will not get 100% of its calls to be serviced in one day. Therefore when the driver is not transporting a disabled passenger, he can pick up other fares in order to be sustainable and to offset costs.
When asked by the councillor whether staff had examined what the impact would be on the industry by putting out 120 licenses, Ms. Jones commented that the City does not currently offer enough cabs to provide regular service and as such, staff do not think there would be a significant impact by issuing that number.
Councillor Bédard inquired whether staff had done a costing of all the equipment and colour of taxis required. Ms. Jones advised that items can be estimated as follows: camera - $1500; rear sensor light - $300; GPS – unknown; no additional cost associated with having new cabs painted yellow. She advised that staff were also aware of a taxi being manufactured in the U.S., and which will be in Canada by 2013 which is purpose-built taxi to serve the needs of the disabled as well as others, and is cheaper than a regular cab is today.
The councillor noted that many of the provisions in the By-law indicate that the broker is going to be responsible to ensure there are so many accessible cabs within his fleet at any one given time, for example, but he wondered how the broker can do that if the drivers are independents. Ms. Jones advised that it would be a challenge and staff have had some discussions with the brokers on the matter. She explained that part of it is the fact that the brokers are also competing for Para Transpo work and that the incentive for the accessible driver to come and work for that broker is that they can do both at the same time. It is hoped that that would encourage the accessible drivers to come and work with them.
In response to questions posed by Councillor Feltmate, the Director advised that these new rules will apply to all plate owners, old and new. They have to ensure service is being provided or they risk losing their plate. The councillor presumed, therefore, that for those not actually driving at this point in time, they will have to make a switch to either go back to driving or give up their plate. Ms. Jones explained that it would be difficult to change the rules with the existing plates, but it can certainly be done with new plate holders.
Councillor Feltmate noted that some Para Transpo service is contracted out to accessible taxicabs and wondered who would get priority when a call comes in, i.e., is it the individual who has booked Para Transpo or is it the person that has booked the taxicab. Ms. Jones explained that they want to release 120 plates because they have to build the program so the capacity is there to meet both on-demand as well as the Para Transpo work.
When asked about the accuracy of the level of service being provided, i.e., there has been a 99% success rate in the past couple of months compared to before, and the City’s ability to monitor the accuracy of those statistics, Ms. Jones offered that as has been heard by many users, they are not comfortable with the level of service and until the City builds the program and the capacity, it is very difficult. So, while they may be meeting 99%, that is only those who are calling and there are many others who are not calling because they are not comfortable with the ability to get home. She added that having GPS and cameras in the vehicles would give the City the tools and the technology necessary to be able to charge drivers that are not providing service.
Responding to questions from the councillor about the union’s offer to provide the refresher course to drivers, Ms. Jones explained that the course for accessible taxi drivers is contracted out to Algonquin College by the City and is fairly extensive and comprehensive and which is also offered in Toronto. Staff thought it was important to ensure the training was consistent in both cities and that it be updated on a regular basis when needed. Therefore, she preferred that it be provided through the college. She added that the refresher course is general training for all taxi drivers and it is recommended this occur every two years.
Councillor Chiarelli noted that one concern raised by a couple of the delegations dealt with the color of the cab and asked whether the driver had a point that if the cab is not in service and if it is serving as a private vehicle at that time, members of the public who are waiting for a cab and see it drive by, will think they are being ignored and not necessarily realize that the car is out of service. Ms. Jones stated that if the driver is not working, and that occurs, the fact that the roof light is off would indicate it is out of service. The councillor wondered if this might in fact raise the complaint level from people who may assume the cab driver has decided not to pick up people with disabilities. Ms. Jones did not think it would be any different than today.
When asked, therefore, what the advantage would be of having all the cabs yellow, Ms. Jones explained that this would brand the vehicle as a taxicab, whereas currently in the City, there are a variety of different looking cabs. This would also set them apart from the bandit cabs currently thriving. Another reason for yellow is that it is the easiest colour for the visually impaired to see, thereby making it easier for them to flag down a cab and knowing it is a cab. Making the cabs yellow will provide a professional look in the same way OC Transpo buses are branded and would, in the end, provide a better level of service and a better look for the taxicab industry, particularly in the nation’s capital.
Following on comments made previously about the refresher course being offered by the union, Councillor Chiarelli asked that if it was a course dictated by staff, the unions might still be able to offer it. Ms. Jones confirmed that that would be acceptable, providing the course is provided in accordance with what is required. She confirmed that if this is a direction the Committee wishes to take, staff could always report back if the union was not prepared to offer it the way staff advise it should.
Councillor Holmes referred to the issue of black market plates and recalled that the RMOC attempted to deal with that many years ago by putting a surcharge on the taxi meters in order to gain back lost revenues (the RMOC had to buy back the plates at a huge cost), but the Province would not permit that. She inquired whether the City’s new legislative capacity gives the ability to do that without Provincial agreement. Ms. Jones explained that although the City has broad powers in terms of licensing under the Municipal Act, the rules around taxi regulations remain the same and therefore she believed that if this were to be pursued again, the City would have to go to the Province to get enabling legislation. The councillor suggested that at some point staff find that out and let Council know.
The councillor further inquired whether it would be possible to set up under Para Transpo, the dispatch system and a separate system for these accessible plates. The Director did not recommend that this be done because there had been a system in the early ‘90s where accessible taxicabs were put on the market to provide only accessible taxi service, and it was not sustainable. She believed the effectiveness of the model being recommended is that an accessible taxicab driver who is investing more in the vehicle and who is taking longer time to serve the needs of some of his clients, is able to offset some of those costs by providing taxicab work to other individuals when his services are not in demand. When asked, therefore, why these drivers would not be working for Para Transpo and also to be separately on-demand, Ms. Jones explained that the brokers are working with Para Transpo now in terms of meeting those contracts and any changes should be accompanied with a comprehensive set of regulations that provides a monitoring of such a service.
Councillor Holmes referred to the letter submitted by the Airport Authority which questions why the City would require that drivers take a refresher course if no complaints have been received against them or there has not been a problem. Ms. Jones explained that the focus of this is to provide additional tools for them to ensure their safety is protected. She maintained that any additional training that can be provided to the industry is not meant to be a punishment, but is meant to enhance safety for them and for customers. The councillor believed that the length of time for this course is a concern for the industry and suggested that the sooner staff can determine how long it will be the better.
When asked how drivers could be encouraged to wear a uniform of sorts while they are working, staff advised it would have to be a specific direction by the Committee to require it for all drivers.
With respect to Recommendation 7, Councillor Holmes was concerned about the number of accessible taxis being provided to each broker, according to fleet size, and the fact that some may be off the road for six months, which might create a situation where there are no accessible cabs on the street. When asked how this problem can be addressed, Ms. Jones advised that one way is not to allow that provision to go through and that the City ensures that brokers have a responsibility to ensure there is a sufficient number on the road, and they not be restricted from the numbers.
Following on previous comments made, Councillor Bédard noted that some drivers wanted to convert their plates to an accessible plates, but were told they could not convert back and he wondered if this is still the case. Ms. Jones confirmed this, noting that there had been a temporary provision for that when they were issuing the 40 accessible plates, but it was not something contemplated by Council at the time. The councillor believed it would make sense if a cab driver wanted to be an accessible driver and a few years later decides (for whatever reason) to change back, he should be allowed to do so. The Director suggested this is something that can be directed by the Committee and Council, keeping in mind that all cabs have to be accessible by 2013. When asked why that date was picked, Ms. Jones explained that there is seven year age limit on vehicles and if the report is approved, every standard taxicab is replaced in 2012, it means it would not occur until 2020. Therefore, if the City waited until 2020, every standard plate holder would replace their cab in 2019 and they will have seven years in which to drive that vehicle.
Councillor
Bédard believed that ensuring that all replacement are yellow would be an
inconvenience to the plate holders and this aspect should be looked at in
respect to the reality of the driver(s) using the vehicle for their personal
use, which seems to impose on their personal life.
In
response to a question from Chair Deans with respect to the airport and the
accessible cabs located there, Ms. Jones referred to the letter from the
Airport Authority and suggested that if the airport is not going to send the
accessible cabs back to the city, they should make them available to the
general population. A letter to this
effect could be prepared and sent to the Authority accordingly.
Councillor
Leadman asked that a status in investigating the provision of more parking
stands be reported back to Committee and whether the use of bus lanes could be
looked at for taxis as well. Ms. Jones
indicated that the City has a sub-committee with the TAC that reviews the
provision of those stands and which is reviewed on an ongoing basis. She added that the challenge is that the
city is growing and taxis are competing with buses and a lot of other
issues. She agreed this could be
discussed with Public Works and Services staff, but suggested that the use of bus
lanes should be referred to the Transportation Committee since they have
jurisdiction over that particular matter.
In
response to several questions from Councillor Bédard in regards to the taxi
industry accepting credit cards, the cost of the GPS and camera system and the
possibility of a debit card payment system, Ms. Jones mentioned that under the
by-law, the taxi industry is required to take credit cards and noted that the
GPS system will cost between $1,500.00 and $2,500.00 with no monthly charge and
the camera system is at a cost of $1,500.00.
The debit card payment system will not cost the industry anything since
users will pay for its services through the $1.50 handling charge. She reminded the Committee that Council,
through the fare structure, has already provided for a surcharge for the taxi
industry to collect the money to pay for this equipment.
Moved by G. Bédard
Be it
resolved that Recommendations 1 and 2 in Document 1 be deleted and replaced
with the following:
1. Authorize
the Chief License Inspector to issue the remaining 120 accessible taxicab
plates designated for issuance as outlined below and that the plates be issued
to persons on the accessible priority list according to their placement on the
list in accordance with the by-law and repeal the existing provisions limiting
the number of accessible plates issued annually to 40:
a. 40 on October 1,
2007
b. 40 on October 1,
2008
c. 40 on October 1,
2009
2. Subject
to the issuance of the accessible taxicab plates as outlined in Recommendation
1, those persons who are eligible for said plates have twelve (12) months from
the date of eligibility to qualify for said plates in accordance with the
by-law;
Be if further resolved that Document
1 be amended to add the following provision:
Require that the accessible taxicab
plate holder be the primary driver, i.e. the driver who operates the accessible
taxicab 50% of the time or more. If the
plate holder cannot be the primary driver for valid reasons (including illness,
injury, parental leave, bereavement, or holidays), provide that the Chief
Licence Inspector may approve relief from that requirement for up to 30 days
and that any request for extension by the plate holder beyond the approved 30
days be brought forward to Licence Committee for approval;
Be if
further resolved that the plates referred to above shall not be transferable;
Be it further resolved that, in the
event that there are an insufficient number of individuals interested in
acquiring the plates referred to above by October 1, 2008, the Chief License
Inspector shall report back to Committee and Council on alternate methods of
plate issuance.
CARRIED
YEAS (7): R.
Chiarelli, M. Bellemare, G. Bédard, P. Feltmate, C. Leadman, S. Qadri, D. Deans
NAYS (1): D. Holmes
Moved by S. Qadri
Be it resolved that Recommendation
3 in Document 1 be amended to replace, in the preamble, the date “January 1,
2009” with “October 1, 2010”.
CARRIED
Prior to considering the following
Motion, Councillor Chiarelli suggested it be extended to normal parental leave
and noted that 90 days is not sufficient time to have a baby. Ms. Jones suggested that this could be
addressed before it rises to Council.
Moved by S. Qadri
Be it resolved that
Recommendation 3b in Document 1 be amended to replace the term “pregnancy” with
“parental leave”.
CARRIED
Recommendation 3 was
then approved as amended.
Recommendations 4, 5
and 6 were approved by the Committee.
Moved by D. Holmes
That Recommendation 7a be
amended to read: “the waiver is only
valid for a period of 30 days”.
CARRIED
Recommendation 7 was
then approved as amended.
Recommendations 8,
9, 10, 11 and 12 were approved by the Committee.
In proposing the following Motion,
Councillor Holmes hoped the industry would sit down and talk to staff about
what is acceptable. Ms. Jones indicated
that staff would work with the brokers and the industry to see what they can
come up with.
Moved by D. Holmes
Be it resolved that
Recommendation 13 in Document 1 be amended to require that all taxicab drivers
wear clothing that clearly identifies them as taxicab drivers or accessible
taxicab drivers as the case may be; and,
Be it further resolved that the
clothing is uniform amongst all drivers.
CARRIED
Recommendation 13
was then approved as amended.
Recommendations 14,
15, 16, 17, 18, 19, 20, 21, 22, 23 and 24 were approved by the Committee.
In considering Recommendations 25,
26 and 27, Councillor Bédard indicated he would dissent because there are
already other methods of payment and he did not think it was an appropriate
thing to do.
When further questions ensued on
this particular topic, Ms. Jones explained that most teenagers do not have
credit cards, but do have debit cards.
The Chair recalled the concern raised by one of the delegations that if
the fare has been drinking, it may be a problem for them if they choose to pay
in this fashion. She asked if it would
be enough simply to encourage them and not require it. Ms. Jones explained that they would then not
be allowed to charge the additional $1.50 service fee. She explained that they have received
complaints in the past that this payment option is not available and therefore
it would ensure that all customers get service, regardless of how they are
paying. Being able to collect on a
cashless basis would also mean less chance of robbery for the driver.
Recommendations 25,
26 and 27 were approved by the Committee, with Councillor Bédard dissenting.
Moved by R. Chiarelli
That Recommendation 28 be tabled
until 2008.
LOST
YEAS (3): R. Chiarelli, S. Qadri, D. Deans
NAYS (5): M. Bellemare, G. Bédard, D. Holmes, P. Feltmate, C. Leadman
Recommendations 28
was then approved by the Committee.
Recommendation 29
was considered and rejected by the following vote:
YEAS (1): D. Holmes
NAYS (7): R. Chiarelli, M. Bellemare, G. Bédard, P. Feltmate, C. Leadman, S.
Qadri, D. Deans
Recommendation 30
was approved by the Committee.
Recommendation 31 was approved by
the Committee, with Councillor Chiarelli dissenting.
Recommendations 32,
33 and 34 were approved by the Committee.
The Committee then considered the
following additional Motions:
Moved by D. Holmes
That the
Department report back to the Community and Protective Services Committee by
January 1, 2010 on the appropriateness of the numbers of accessible cabs
specified in Recommendation 6.
CARRIED
Moved by D. Holmes
Be it resolved that the Taxi
Advisory Committee be reconstituted to enable the Committee to be more
effective and efficient and a report be prepared for the Community and Protective
Services Committee on this topic.
CARRIED
Moved by C. Leadman
Be it resolved that the issue
of taxicabs using bus lanes be referred to the Transportation Committee.
CARRIED
Moved by D. Holmes
Be it resolved that staff
draft, for the signature of the Chair of the CPS Committee, a letter to the
Airport Authority to respond to its letter of 4 July 2007 and suggest that, if
the accessible taxicabs on the curb at the airport are not being utilized, they
release them back for use by the general population and that the Airport
Authority consider increasing the number of standard taxicabs at the curb in
order to better serve the travelling public.
CARRIED
That the Community and Protective Services Committee recommend that Council approve amendments to Taxi By-law Number 2005-481, as detailed in Document 1, to improve on-demand accessible taxicab service and to address certain administrative matters related to all taxicabs, to take effect as specified in Document 1, as amended above.
CARRIED,
as amended
TAXIS – REPORT ON THE JURY RECOMMENDATIONS ARISING OUT OF THE CORONER’S
INQUEST INTO THE DEATH OF SARAH MCCARTHY – RECOMMENDED AMENDMENTS TO TAXI
BY-LAW
taxiS – rapport sur les recommandations
du jury découlant de l'enquête du coroner à propos du décès de SARAH
MCCARTHY – modifications recommandées au Règlement sur les services de
taxi
ACS2007-CPS-BYL-0025 CITY WIDE / À L'ÉCHELLE DE LA
VILLE
This and the previous item were considered concurrently, therefore, all discussion, with the exception of the following amendments can be found at that item.
Moved by R. Chiarelli
Be it resolved that refresher
courses be conducted by the union according to the content and evaluation
regime prescribed by the Chief License Inspector and that the Chief License
Inspector report back to the Community and Protective Services Committee on the
matter as required.
CARRIED, with Councillors Feltmate
and Leadman dissenting
Moved by G. Bédard
BE IT RESOLVED THAT Recommendations 4, 5 and 6 of
Document 1 be amended to require that the GPS requirement apply to Accessible
Taxicabs only; and,
BE IT FURTHER RESOLVED THAT staff be directed to report back in January 2009 to the Community and Protective Services Committee and Council with recommendations to amend the Taxi By-law to require GPS in all standard taxicabs if the industry has failed to do so by December 31, 2008.
CARRIED
That the Community and Protective Services Committee recommend that Council approve amendments to Taxi By-law Number 2005-481, as detailed in Document 1, to address the recommendations presented by the Coroner’s Jury into the accidental death of Sarah McCarthy (November 27, 2005), to take effect as specified in Document 1.
CARRIED,
as amended