This is the Ist affidavit of Carolyn Bauer in this case and was made on_4 Sep 2019 ne §-199 RA Vancouver \» SEP 04 2019 ¥)HE SUPREME COURT OF BRITISH COLUMBIA 4 » A Regis tpalenite of the Judicial Review Procedure Act, RS.B.C, 1996, 241 BETWEEN: YELLOW CAB COMPANY LTD., BLACK TOP CABS LTD., MACLURE’S CABS (1984) LTD., VANCOUVER TAXI LTD., NORTH SHORE TAXI (1966) LTD., RICHMOND CABS LTD., BONNY’S TAXI LTD., BURNABY SELECT METROTOWN TAXI LTD., AND QUEEN CITY TAXI LTD. PETITIONERS AND: PASSENGER TRANSPORTATION BOARD RESPONDENT AFFIDAVIT #1 OF CAROLYN BAUER I, CAROLYN BAUER, spokesperson, c/o Gall, Legge, Grant Zwack LLP, 1000 - 1199 West Hastings Street, Vancouver, British Columbia, SWEAR THAT: Tam currently general manager of Yellow Cab Company Ltd. (“Yellow Cab”), and have held that position for approximately nine years. Prior to becoming general ‘manager of Yellow Cab, I was general manager of Black Top Cabs Ltd, Tam also a representative and spokesperson for the Vancouver Taxi Association, which is comprised of nine Metro Vancouver taxi companies, and I have over twenty-five years of management experience in the taxi cab industry in Vancouver, British Columbia. As such I have personal knowledge of the facts and matters hereinafter deposed to, save and except where the same are stated to be based upon information and 16L.7-002368882) Page 1 of 2belief, and where so states I verily believe the same to be true. 3. For the purposes of this affidavit, the definitions used in the Petition have the same meaning in this affidavit. 4, Thave reviewed the Petition, and can confirm based on my personal observations and knowledge the accuracy of the faets set out in paragraphs 1-27 of part 3 of the Petition dated September 4, 2019. 5 Attached hereto as Exhibit “A” is a copy of the Decision of the Board dated August 19, 2019. 6. Attached hereto as Exhibit “B” is a copy of speaking points of the Board Chair dated August 19, 2019. 1 Attached hereto as Exhibit “C” is a copy of the Board’s Summary of Industry Consultations dated August 7, 2019. 8. Attached hereto as Exhibit “D” is a copy of the Board’s Standard Rules for Taxicab Rates, dated November 16, 2016. 9. Attached hereto as Exhibit “E” is a copy of the Board’s Rule Respecting Metro Vancouver Taxicab Rates, dated July 13, 2019. SWORN BEFORE ME at the Vancouver British Columbia on ¥ Sep 2019 ) ) d -) CAROLYN ae ) KRISTINA No GALLUEGOE Gear wae uuP Barta Socor. Ste 08-1 Wet tS ncourer, 8c. VoE He Phone: 608-659-001 Fa 604-480-101 {6.7-007368882) Page 2 of 2Passenger TRANSPORTATION BOARD This is Exh affidavit of Operational Poli Introduction of Transportation Network Ser Purpose: ‘To set the policies to guide decision making on Transportation Network Services (TNS) in British Columbia with respect to operating areas, fleet sizes and rates. Legislati ‘The Passenger Transportation Amendment Act and Regulation (amendments) provide the legislative basis for introducing ride-halling, called Transportation Network Services (TNSs), to the province in September 2019. The legislation provides sole authority to the Passenger Transportation Board to set operating areas, fleet sizes and rates. It also gives the Board the authority to set data requirements that TNS companies must provide to the Registrar as a term and condition of a TNS licence. ‘The Passenger Transportation Act (PTA) states that the Board may approve an application after the Board considers whether: © the applicant is a fit and proper person and capable of providing the serv © there is a public need for the service; and © the application would promote sound economic conditions in the passenger transportation business in the province. Context: Various reports by, or on behalf of, government indicate a strong desire on the part of government and the public for the introduction of Transportation Network Services (ride- hailing). These reports include the following: + Select Standing Committee on Crown Corporations (SSCCC) inquiry into ride hailing concluded there was a need for ride-hailing within a provincial regulatory framework (2018); * Areport entitled Modernizing Taxi regulation concluded there was a shortage of, taxis (2018); + Debates on and the passage of the Passenger Transportation Amendment Act (2018); * Asecond SSCCC inquiry into TNSs (2019). ‘The Passenger Transportation Branch of the Ministry of Transportation and Infrastructure will start to accept TNS applications on September 3, 2019 and will send these applications to the Board shortly thereafter.In July 2019, the Board consulted with the taxi industry, the ‘TNS industry, the Vancouver Airport Authority and the Vancouver Port Authority on TNS companies’ operating areas, fleet sizes and rates, This policy is based on background research conducted by the Board and published on its website, the July consultation report, information available to the public, and Board’s discussion of the issues and decisions. While the Board has conducted research and reviewed experiences in other jurisdictions, no data is available on the performance of ‘TNSs in British Columbia. We will start collecting this data once TNS start operating When making decisions on applications, the Board will refer to this policy. Each assessment and decision on a TNS application will be based on the evidence before the Board, including the application materials, submissions from others on the application, and the applicant's response. Policy Principles: 1, The TNS business model is provided with the opportunity to be viable and meet public need for the service 2. Negative impacts on taxi stakeholders associated with the introduction of TNSs should be minimized where possible 3. Policies will be based on defensible research 4, Meaningful consultation with those directly impacted will occur 5, Certainty and transparency will be provided in the resulting policies on sound economic conditions 6. The Board must move to better use of origin / destination and performance indicator data in making decisions and monitoring the impacts of decisions as soon as this data is available, Policy on Operating Areas: 1, When applying for a TNS licence, an application must be made for a specified ‘operating area. If a TNS company wishes to operate in more than one area, it must provide required information as set out in the application package for each operating area,2. The Board establishes the following operating areas for TNSs: Region 1: (Lower Mainland, Whistler} © Metro Vancouver © Fraser Valley * Squamish-tillooet Tiegion 4 (Okanagan-Kootenay Boundary-Cariboo ) + Okanagan-Similkameen # Central Okanagan # North Okanagan * Kootenay Boundary + Shuswap Cariboo + Thompson-Nicola © Columbia Region 2(Ca ital) Capital Regional District Region 5 (8C North Central & other regions of 8C) Fraser-Fort George Bulkey Nechako Kitimat-Stikine Peace River Northern Rockies North Coast Island Trust Sunshine Coast Region 3 [Vancouver Island, excluding CRD) Cowichan Valley Nanaimo Comox Valley Alberni-Clayoquot Strathcona Mt. Waddington Qathet (Powell Ri 3, TNSs operating in the City of Vancouver (in Region 1 above) must geo-fence off the areas listed below in (a) to (c) on cruise ship days to prevent drivers from picking up passengers: (a) Canada Place Way between Howe Street and Burrard Street; (b) Howe Street between Canada Place Way and Cordova Street; nd (c) Burrard Street between Canada Place Way and Cordova Street. ‘The Board will post a link to the city's cruise ship schedule, when available, in March or April of any year. 4, There are no initial limits on TNS fleet size. 5. The Board will monitor TNS performance data and may review fleet sizes when data is available.Policy on TNS Rates: 6. Minimum rates for TNSs will be based on taxi flag rates in an operating area, as determined by the Board. 7. The use of coupons or discounts by TNSs to lower rates below the minimum rate is prohibited, Policy on Data Requirements from TNS Companies: 8, Terms and conditions of licence will require TNS companies to provide data to the Registrar for the use of the Board pursuant to section 28(5) of the Passenger ‘Transportation Act. 9, The Board's data requirements for TNS companies are outlined in the Data Requirements sheet on the Board's website. Policy on Driver Income Information 10. Terms and conditions of licences will require TNSs to provide quarterly reporting of drivers’ incomes.passenger TRANSPORTATION BOARD is Exhibit: Breferred to in the alfidavit o.... GATANINS ‘Conimisslonet for taking ARidavits Speaking Points - Introduction of Tr: ansportation 1 Netra ‘caumlees August 19, 2019 am Catharine Read, Chair of the Passenger Transportation Board. The Board is an Independent, administrative tribunal at arms length from government. The introduction of ride-hailing, called Transportation Network Services (TNS), in BC responds to public demand for more transportation options. Last year government introduced the Passenger Transportation Amendment Act and in July of this year announced regulations that will bring this into effect. The Act gives the Board the sole authority to set fleet sizes, rates and operating areas for taxis and TNSs. Parts of the PTA legislation will come into effect on September 3, 2019, when we will accept ‘TNS applications. The remaining parts will come into effect September 16. This doesn’t mean TNS will be operating right after September 3". The Board has to meet legislative requirements to process, review and decide on applications and issue licences. ‘These include requirements for publishing the application, allowing time for respondents to provide submissions, and providing time for the applicant to respond to these submissions. Then the application and all materials go to the Board for review and decision. Itis expected that Transportation Network Services will be available in some parts of the province later this year. How this Policy was Determined: © The Board held consultations in July with taxi licensees and associations, TNSs operating In other parts of Canada, potential TNS companies who contacted us or who we heard of, the Vancouver Airport Authority and the Vancouver Port Authority, ‘©. The Board undertook research on operating areas and a cross jurisdictional research on TNS operations in 28 jurisdictions ‘© It reviewed research that was publically available (recent Toronto and New York City studies © Board discussed the policy options, and that © Resulted in Board decisions. Regarding TNS Fleet Size: At this point, there are no limits on fleet size. © It takes years for TNSs to ramp up. This will especially be the case with Class 4 drivers licence requirement© New legislation gives the Board the authority to collect data from TNSs and taxis 9 Assoonas a Transportation Network Service starts operating, we will require collection of data that has been set out by the Board and is being published today © Board s going to make evidence-based decisions, The Passenger Transportation Board will be monitoring TNSs performance data, and as data becomes available fleet size may be reassessed. A cap will depend on issues such as. congestion. Regarding TNS Rates: © The Passenger Transportation Board will set the minimum rate that a Transportation Network Service may charge based on taxi flag rates in the operating area. In the Metro Vancouver area, this may be in the range of $3.50 to $3.75 as a base rate + Transportation Network Services may not use coupons or discounts to charge below this minimum rate. + There will be no caps on TNS rates. Allowing TNSs to increase price expands supply of drivers to meet passenger demand at peak times. Both TNSs passengers and drivers will be provided with an estimate of the cost of the trip or an up-front price that will be charged before they accept a ride. If a passenger thinks the fare is too high, they can take a taxi or another transportation alternative. Regarding TNS Operating Areas: © Operating areas set out where a passenger can be picked up. They can be dropped off anywhere in BC «Transportation Network Services will have larger operating areas than taxis because this is required under their business model. The model relies on a large pool of vehicles and drivers and a large number of passengers who use an app to set and collect fares. © Boundaries need to be large enough for the TNS business model to work. © We thought about traffic flows and natural geographic boundaries (e.g. CRD ~ exclude Gulf Islands) © Consultations provided guidance (e.g. YVR catchment areas is Metro Vancouver plus Fraser Valley and Whistler). ‘*ATNS can apply for as many operating areas as they wish. They will be charged one application fee and one licensing fee no matter how many operating areas they request. ‘¢ TNS companies operating in Vancouver will be prohibited from picking up passengers in the immediate vicinity around Canada Place on cruise ship days. This is a safety measure to ensure that traffic can flow, and pedestrians can move safely. Coal Harbour will not be August 19, 2019 Speaking Notes PT Boardaffected by this geo-fencing. The Port has identified a potential TNS staging area near the cruise ship terminal. The Board suggested they discuss this with the City. Regarding Data Requirements: * Data requirements established by the Board will be a term and condition of a TNS licence. © With TNSs, we will be requiring data from the time they start to provide TNS service. Impact on Taxis: The taxi industry will remain an important part of the transportation network in the province, ‘+ Taxi companies may apply for a Transportation Network Service (TNS) licence. If licensed as a Transportation Network Service, when operating as a TNS, the taxi is subject to the TNS rules including the flexibility to operate within defined TNS boundaries. ‘+ Taxis must have cameras in their vehicles and can be street-halled or dispatched. They provide services that members of the public may prefer. ‘© Many taxi services also offer wheelchair accessible services On the Board website: * The following materials are posted on the Board website today: TNS Operational Policy ~ Introduction of TNSs, 2019 An Introduction to TNSs QandAs Data Requirements for TNSs TNS App Requirements TNS Application Package Information Sheet on Passenger Transportation Act Authorizations (explaining the difference between taxis and TNSs and how taxis can also work as TNSs) 0000000 These documents will allow companies interested in working in BC as a TNS to start developing their applications immediately. The applications will start to be processed on September 3. August 19, 2019 Speaking Notes PT BoardPassenger TRANSPORTATION BOARD 202-9406LANSHARD STREET PO BOK 9850SIN PROV GOVT ° VIGTORABC VOW OTS Consultations with Industry on Transportation Network Service Companies’ Operating Areas, Fleet Sizes and Rates: What We Heard This is Exhibit" C referred to in the sworn betereme at .WaeiSeNen, tig 2, Catharine Read, PT Board Chair Roger Leclerc, PT Board Member August 7, 2019Contents 1. Introduction. 2 Background. 3. Principles for Setting Policy. 4, Consultations with Taxi Companies. 4.1. TNS Operating Areas. 4.1.1, BC Taxi Association Companies... 4.1.2, Vancouver Taxi Association Companic 4.13. _ Large Victoria Unaffiliated Taxis. 4.2, ‘TNS Fleet Size 4.2.1, BC Taxi Association Companies... 42.2. Vancouver Taxi Association Compani 423. Large Victoria Unaffiliated Taxis. 43, Rates 43.1. BC Taxi Association Companies 43.2, Vancouver Taxi Companies 4.3.3. Large Victoria Unaffiliated Taxis. 5. Consultations with Potential First-Time TNS Companies un 5.1. TNS Operating Areas. 5.2, TNS Fleet Size.. 10 5.3, TNS Rates. : 10 6. Consultations with TNS Companies Currently Operating in Other Jurisdictions, 10 6.1, Operating Areas. 6.2. TNS Fleet Size... 6.3, TNS Rates.. 7. Vancouver Airport Authority.. 8. Vancouver Port Authority 12 9, Additional Comments from Taxi Companies: fs There a Level Playing Field Between Taxis & TNSS?12 9.1. Cost of Insurance. 9.2. Driver Availability. 9.3, Safety and Enforcement. 9.4. Accessible Taxis. 9.5. Driver Costs.. : 9.6. Dispatch, Call Centre and Camera Cost. 9.7, Government Fees 9.8. Licence-share Values. : 9.9. Congestion and Green Policie: 9.10, Community Benefits of TaX!s mums 9.11, Taxi Service Wait Times.. 9.12. Data vmnnnn 9.13, Provincial Revenue Losses and Costs from TNS: 10, Next Steps.. Appendix 1. Consultations A. Taxi Licences. B. Potential First Time TNS Companies. c Established TNS Companie: D. Other Major Stakeholders... ‘Goneultations With industry on INS. 2 Passenger Transportation Board (Operating Areas, Fleet Sizes and Ratesjo Consultations with Industry on Transportation Network Service Companies’ Operating Areas, Fleet Sizes and Rates: What We Heard 1, Introduction The British Columbia legislature passed Bill 55, the Passenger Transportation Amendment Act, in November 2018. The purposes of this Act were to modernize the taxi industry and to set the basis for the introduction of ride hailing, or Transportation Network Services (TNSs), to the province. Regulations which will give effect to the Act were announced on July 8, 2019, Section 28 of the Act states that the Passenger Transportation Board (Board) may approve an application for a special authorization licence after considering whether: (@) there is a public need for the service the applicant proposes to provide; (b) the applicants a fit and proper person to provide the service and is capable of providing the servi (©) the application, if approved, would promote sound economic conditions in the passenger transportation business in the province. ‘The changes to the Act and the new regulations provide increased flexibility for the Board in making decisions concerning public need for the service and sound economic conditions, The Act provides the foundation for a move to better evidence-based decision making by requiring data from licences as a term and condition of licence. It also provides the Board with the sole authority to set operating areas, fleet sizes and rates for taxis and TNSs, A number of initiatives in the past two years have addressed the question of public need for ‘TNSs in BC, including: + ASelect Standing Committee on Crown Corporations (SSCCC) inquiry into ride hailing concluded there was a need for ride-hailing in BC within a provincial regulatory framework (winter 2018) + Areport entitled Modernizing Taxi Regulation, by Hara Associates concluded there was a shortage of taxis (summer 2018) + Legislative Assembly debates on and the passage of the Passenger Transportation Amendment Act, fall 2018 (fall 2018) ‘Consultations With Industry on TNS. (Operating Areas, Flet Sizes and Rates Passenger Tronsportation Board\\ * Asecond SSCCC inquiry into TNSs, recommending no boundaries and no caps on fleet size (early 2019). ‘There has also been extensive media coverage on the need for TNSs, 2. Background ‘The consultations with industry summarized in this paper relate to sound economic conditions in the TNS industry. The policy areas under the Board’s mandate that affect economic conditions include the setting of operations areas, or boundaries, fleet sizes and rates for TNSs, 1 Consultations? took place between July 9 and July 25, 2019. Attendees included the BC Taxi Association (BCTA) and the Vancouver Taxi Association (VTA) and their members, the three large unaffiliated Victoria taxi companies, potential first time TNS companies and established TNS companies doing business elsewhere in Canada, The Board also talked to the Vancouver Airport Authority and the Vancouver Port Authority. Attending the consultations with the Board was Dr. Dan Hara of Hara Associates, See Appendix 1 for information on participants and meeting locations. 3. Principles for Setting Policy The consultation included the following principles for setting policy on operating areas, fleet sizes and rates for TNSs: + The TNS business model is provided with the opportunity to be viable and meet public need for the service + Negative impacts on taxi stakeholders associated with the introduction of TNSs should be minimized where possible. * Policies will be based on defensible research ? + Meaningful consultation with those directly impacted will occur + Certainty and transparency will be provided in the resulting policies on sound economic conditions # The consultations with industry did not include changes to taxi operating areas, or boundaries, as this would require in-depth consultation with the taxi industry due to the contentious nature of boundaries in some areas ofthe province, anda lack of origin / destination information and a lack of performance indicators to guide any potential changes. More detailed meeting notes have been prepared by the Board. 2 See Board website for recent research on TNS Boundaries by Hara Associates and Cross ~jurisdictional research by Perrin Thora, ‘Consultations With industry an TNS 4 ‘Passenger Transportation Board (Operating Areas, Fleet Sizes and Rates1a + The Board must move to better use of origin / destination and performance indicator data in making decisions and monitoring the impacts of decisions as soon as this data is available. + Very little comment was received on these principles. 4. Consultations with Taxi Companies Most company representatives were knowledgeable about the entry of TNSs into the BC market and the potential impacts. A few taxi licences were not aware that TNS companies were going to be submitting applications to the PT Board starting September 3, 2019 and could be operational soon after that. A few thought the operation of TNS companies in BC was not yet decided by the government. While a few taxi companies stated they might be interested in submitting a TNS application, or potentially working together as a group of companies in a TNS operation, others did not feel this was feasible for them. The focus of this report is on operating areas, fleet sizes and rates for TNSs, Additional concerns about other operating issues were raised by the taxi companies and are provided in section 9. below. These concerns will be circulated to the Minister of Transportation and Infrastructure and the appropriate government agencies, 4.1, TNS OPERATING AREAS 4.1.1, BC Taxi Association Companies Members of the BCTA stated in all of the meetings with them across the province that the only area where there were boundary issues was in Metro Vancouver. In Surrey, licences stated that Metro Vancouver boundaries, especially those between the Vancouver Ta Association and suburban taxis, must be eliminated or there was no way the suburban taxis could compete with TNSs. Inefficiencies caused by boundaries also reduce driver incomes, increase fuel costs and increase accidents. If there are large operating areas or no boundaries for TNS operators, it means TNSs will be able to operate efficiently while taxis, will not be able to do so. ‘ Ministry of Transportation and Infrastructure has the responsibility for development of a Data Warehouse which will provide origin / destination data and performance indicators outlined by the Board in November 2018, ‘Consultations With Industry on TNS 5 Passenger Transportation Board (Operating Areas, Fle! Sizes and RatesOutside of Metro Vancouver, taxi operating areas are larger and result in less deadheading, less congestion and in more efficient operations. In general, the taxi companies, especially those in mid-sized or larger municipalities, did not want to see large TNS boundaries, They wanted TNS boundaries to be the same as taxi boundaries. There was a concern that with larger TNS boundaries, TNSs from outside their operating area would then enter their communities at peak periods and take trips away from taxis, The peak period rush was felt to be important to the financial survival of tax! companies, off-setting the low traffic in off-peak periods. In some smaller communities, geography and large operating areas with low demand density act as natural boundaries for taxis, It was felt that TNSs are likely not a large threat to taxi operations in these small communities. 4.1.2. Vancouver Taxi Association Companies VTA companies stated that current boundaries for Metro Vancouver taxis should be maintained and TNSs should have municipal boundaries that correspond to these taxi boundaries; otherwise, TNS drivers from all over the region will flock to the City of Vancouver. TNS apps should be geo-fenced to maintain operating area boundaries. Licences felt that if taxi boundaries were changed, the City of Vancouver market would be flooded at peak times, and this would result in a significant increase in congestion and pollution. The addition of TNSs to the market will increase congestion and create frustration for the traveling public, It was stated that downtown Vancouver is surrounded by water on three sides and is very small in size ~ an area only 13 by 18 blocks. VTA companies stated that there were additional peak period taxis on weekends to serve the downtown entertainment district, Itwas felt that another consequence of the flooding of the City of Vancouver market will be poor service in the suburbs. 4.1.3, Large Victoria Unaffiliated Taxis ‘These companies also stated that TNS boundaries should be set to existing taxi boundaries. This will prevent poaching of Victoria peak period taxi traffic by TNSs from outside the region. Consatlations With Tndustey on TNS 6 Passenger Transportation Boar (Operating Areas, Fest Sizes and Rates4 4.2, TNS FLEET SIZE 4.2.1, BC Taxi Association Companies BCTA companies felt that fleet size for TNSs should be capped. Without caps the market will be flooded and damage to the taxi industry would be increased, licencees’ plate values would further drop to next to nothing and licences would not be able to afford to pay minimum wages for taxi drivers. Also, without a cap on TNS fleet size, TNS drivers would not make minimum wage levels. In Surrey, participants in the consultation stated that TNS introduction to the market should be treated as a pilot project, caps should be put on fleet size, and the impacts of ‘TNSs operations should be monitored and assessed before caps are increased. When the Olympics and Expo were held in Vancouver, taxi boundaries were relaxed and temporary operating permits were issued. These pilots were successful. It was suggested that by BCTA licencees in Surrey, Nanaimo, and Victoria that TNS vehicle numbers be limited to 12% of taxi licences initially. Some felt that fleet size should be determined by section 28,1 of the Passenger Transportation Act and TNSs should be required to prove the need for their fleet size, 4.2.2. Vancouver Taxi Association Companies VTA states that a cap on fleet size is key to a living wage for drivers. They state that TNS companies want to have as many rides as possible and they take a share of each ride, Toa TNS company, 10 rides by 10 drivers is the same as 10 rides by one driver. But, to the TNS driver the number of rides the driver makes can make a big difference in their income. VTA believes that TNS operators should be issued 50% of the current taxi fleet size in municipalities in Greater Vancouver. For example, there are 882 taxi licences in Vancouver and TNS licencees should be allowed to operate a total of 441 vehicles; in Burnaby there are 145 taxi licences and TNS licencees should be able to operate 73 vehicles, and so forth. Usage of vehicles should be monitored by the PT Board for a year and the Board should then review data to determine whether an increase is needed. The VTA states that by not putting a cap on fleet size, “it will be virtually impossible to put the genie back into the bottle”. VTA licencees stated that TNS drivers should not be permitted to use multiple app platforms when they are operating. ‘Consubations With Iadustry on TNS (Operating Areas, Fleet Sizes and Rates Passenger Transportation BoardIS TNS licences should also not be issued to independent drivers. 4.2.3, Large Victoria Unaffiliated Taxis ‘The large Victoria taxi companies felt that TNS fleet size should be limited. It is harder to cut back fleet size over time than it is to expand over time. It was stated that fleet size for ‘TNSs should total 10% to 15% of the taxi fleet in an area. 43, RATES 4.3.1, BC Taxi Association Companies Predatory pricing by TNSs, where rates are set at a very low price or below cost to drive the competition out of the market, was noted as a major concern in most meetings. Itwas felt that TNS licencees wanted to drive taxis out of the market, and then they would act as a monopoly and increase prices. It was stated that to get market dominance, large TNS companies will use their deep pockets to subsidize TNS trips until they have irreparably hurt the taxi industry, Examples of differential taxi rates in some communities and past customer reaction to cheaper rates were cited to demonstrate how sensitive the public is to price differences. The majority felt that the taxi flag rates should be set as the minimum rates for TNS trips. It was felt that this would reduce predatory pricing by TNSs. Itwas stated that TNSs hurt the taxi industry at peak times by taking business away from taxis, and they hurt the industry at non-peak times by undercutting taxis on price. The taxi industry requires the peak periods to make up for the off-peak reduction in business, It was also noted that surge pricing is unfair to customers, and at peak periods such as bar closure, customers may have flawed judgement when they agree to surge prices. A few participants felt TNS rates should be identical to taxi rates, including rates for flag, distance and wait times. A few stated that TNS companies should be required to set minimum rates at minimum wage levels, ‘The BCTA felt that there should be no surge pricing by TNSs. A few participants felt that the use of surge pricing by TNSs will give taxis a comparative advantage as they charge cheaper rates at peak periods. Consultations With industry on TNS, 5 ‘Passenger Transportation Board Operating Areas, Foot Sizes and Rates43,2, Vancouver Taxi Companies Some members of VTA noted that TNS companies engage in destructive competition. In some jurisdictions, TNSs have engaged in predatory pricing, are well funded and will sustain consistent financial losses until they damage the taxi industry. ‘The VTA presentation on rates stated that taxi rates are based on operating costs and ensure that drivers can learn a living wage and passengers are not gouged. The importance ofa living wage for drivers was stressed. Total monthly taxi expenses and income estimates were provided. VTA concluded that “in order for taxis to compete on a level playing field with TNSs, their pricing must remain the same if not. little higher, perhaps by 10%", Putting caps on surge pricing was encouraged. 4.3.3. Large Victoria Unaffiliated Taxis The large Victoria taxi companies felt that the flag rate for taxis should be used as the minimum rate for TNSs, They also felt that TNSs should not be allowed to use coupons or discounts to reduce rates, 5. Consultations with Potential First~ ime TNS Companies Meetings were held with four companies who have not provided ride-hailing services, One company has attempted to provide this service in BC in the past, two companies currently offer taxi or limousine services and one company is primarily focused on its app, which provides booking services, 5.1, TNS OPERATING AREAS Three companies felt that TNS companies should have no boundaries and current municipal boundaries for taxis should remain. Asa fall back, two companies would like larger regional boundaries, such as the MVRD, Okanagan or Victoria area, They felt this would result in more efficiencies, less deadheading, and result in the potential of service to smaller communities. The app developer felt that both TNS and taxi operating areas should be open as only the VTA companies would have a major concern. While there might be chaos initially, the market will normalize over time. Consultations With Industry on 7NS 2 Passenger Transportation Board Operating Areas, Fleot Sizes and Rates[+ All companies felt that data should be collected and monitored on TNS operations. 5.2. TNS FLEET SIZE Limits on fleet size were the preference of the three larger companies, One company proposed that all TNS companies be entitled to 250 vehicles to start. Another company stated that a cap of 1,500 vehicles on the road at any point in time should be set, with a performance indicator of 8 minutes wait time for a TNS vehicle, The cap should be distributed based on a company’s integration with taxis. All three companies felt the Board should monitor the impacts of fleet size on the TNS market. Ifa TNS company wants additional cars, they should be required to prove the need for additional cars to the Board. The reason for setting limits is to allow for market adjustments, address congestion and enable a living wage for drivers. ‘The app developer proposed that no limits be set on fleet size for both taxis and TNS companies. 5.3, TNS RATES The three larger companies felt minimum rates for TNSs should be set at taxi flag rates. Two companies are not in favour of allowing surge pricing for TNSs as it is unfair to the passenger. Rates should be set so drivers can make minimum wages. One company felt the price of a TNS trip must be highly visible on the app. One company felt TNS rates should be calculated through a flag rate plus distance and time charges. The app developer felt there should be no minimum rates for TNSs although they should not compete with Translink. Rates for luxury cars should be changed and calculated based on duration and time. 6. Consultations with TNS Companies Currently Operating in Other Jurisdictions Meetings took place with the three largest TNS companies operating in Canada, 6.1. OPERATING AREAS ‘The two larger TNS companies expressed preference for provincial boundaries. They stated that ifa smaller operating area was determined, it should not be set on governance boundaries but on traffic flow patterns; for example if a metro Vancouver area boundary Consultations With Industry on TNS. 10 Passenger Transportation Board Operating Areas, Flet Sizes and Rateswas set, it should include Aldergrove, Abbotsford and Chilliwack, Deadheading and trip refusals are reduced with a large TNS operating area. ‘The third company expressed a preference for a larger metropolitan area as. a TNS boundary, such as Metro Vancouver or the Victoria area, They did not support a provincial operating area, 6.2. TNS FLEET SIZE The two larger TNS companies did not support a cap on fleet size, They noted they use a dynamic model to determine fleet size and a large proportion of their drivers are part time. ‘The business model requires variable fleet size and a large number of drivers at peak times. ‘The third company supports limiting fleet size. Fleet size should be limited to that needed to service large events. Otherwise, TNS drivers will create a driver “cyclone” with drivers inually circulating around the event looking for passengers. 63. ‘TNS RATES ‘The two larger companies did not want a minimum rate to be set, although they stated they do operate in jurisdictions that set minimum rates. The third company supported a cap of three times the regular price for surge pricing and a Jower limit on TNS pricing, 7. Vancouver Airport Authority ‘TNSs will need an agreement and will be charged a per transaction charge to operate at YVR, The agreement will be time limited to enable review and adjustments, YVR has thought about how TNSs could operate at the airport in a way that minimizes both congestion and passenger wait times at their relatively small pick up area, by using a geo- fenced staging area and virtual queuing, YVR would like to see an operating area for TNSs that is similar to the YVR catchment area, including the Fraser Valley with Metro Vancouver. YVR does not want to see a cap on fleet size or minimum rates for TNSs, They would also like to see a call centre for enforcement activities. Consultations With industry on TNS WW Passenger Transportation Board ‘Operating Areas, Fleet Sizes and Rates'Y 8. Vancouver Port Authority The Port Authority noted a severe shortage of taxis, especially on high volume cruise ship days, The Portis in a very high traffic area; not only are cruise ship volumes very high and growing but the Vancouver Conference Centre is immediately adjacent to it. They are surrounded by water and have no ability to expand the ground transportation area to construct a designated ride hail area. The Port Authority supports TNSs dropping off passengers but does not support TNSs picking up passengers at Canada Place as the footprint is so small and traffic congestion is so bad. This results in significant safety concerns, It was noted that there is a municipally owned lay-by area a short distance away that could be used for TNS drop-off and pick-up. ‘The Port Authority requested that a number of blocks around the Port be geo-fenced off on TNSs licences so TNSs could not pick up passengers in the immediate vicinity of the Port, 9. Additional Comments from Taxi Companies: Is There a Level Playing Field Between Taxis and TNSs? In general, taxis were appreciative of the need for class 4 drivers’ licences and criminal record check requirements for TNS drivers, but they felt more should be done to level the playing field between taxis and TNSs. A large number of taxi companies felt that TNS business practices were a major concern and would result in destructive competition, The major TNS companies are well funded and are willing and able to incur financial losses over along period of time. The companies felt that large TNSs may engage in predatory pricing to drive the taxi business, or each other, out of the market, 9.1. COST OF INSURANCE Insurance costs were noted as a big issue by all taxi licences and a major impediment to taxi competitiveness, BCTA felt the Insurance Corporation of BC (ICBC) taxi insurance rates were unfairly high compared to TNSs, which are insured on a kilometer basis, Many taxis, are single shift taxis and remain idle for part of the day. Other taxis are in use only part time, It was felt that taxi insurance should only be charged for the time a taxi is working or ona trip. One group said that taxis pay double the rate of limousine insurance (Consultations With Industry on TNS. 2 Possenger Transportation Board (Operating Areas, Feet Sizes and RatesThe VTA also stated concerns over high taxi insurance rates. They stated that their insurance cost is disproportionate to their risks and they have only been able to manage because of the existing regulation of fleet size and rates. 9.2. DRIVER AVAILABILITY Driver shortages were often cited as the biggest challenge currently facing taxi licences, There will be added pressure with TNS companies poaching drivers from taxi companies, further reducing driver availability. Some participants felt that drivers will return to the taxi industry over time as the taxi industry provides better working conditions and more secure employment than TNS operators. The time required to get criminal record checks in some smaller communities was a big concern, as was the requirement from some police detachments to fingerprint drivers on a yearly basis. Some felt fingerprinting treated the potential drivers as criminals and it resulted in loss of some drivers, ‘When working for a TNS, there may be many additional jobs available to a driver such as Uber Eats, Skip the Dishes, etc. Courier and other small transportation companies may also supplement their income by working as TNSs part time, 9.3. SAFETY AND ENFORCEMENT Safety concerns with TNS operations were repeatedly cited, Concern over adequate enforcement of TNSs was noted. This included non-TNS drivers posing as TNS drivers. Participants were pleased to see the fines for violations were increased in the new regulations, In rural or remote areas, there is no enforcement of illegal ride-hailing now. Illegal ride- hailing does occur, even in communities as small as Tofino. Complaints by taxi companies are ignored and the illegal activity continues. A participant asked why the RCMP or bylaw officers could not enforce standards, legislative requirements and penalties. The difficulty of monitoring the number of hours a TNS driver can drive as set out within the National Safety Code (NSC) requirements was cited in many communities, The example often used was how difficult it was to monitor a truck driver who completes his shift and then drives for a TNS, exceeding the NSC maximum driving hours. The difficulty of enforcing this reduces safety of passengers and can give ride hailing companies an advantage. ‘Consultations With Industry on TNS: 2B Passenger Transportation Board Operating Areas, Flet Sizes ant RatesaN Many licencees statéd that vehicles used by TNSs should be inspected twice a year. The vehicle may be used extensively for personal use between the times itis used as a TNS, or may be driven by more than one person as a TNS. The 40,000-kilometer safety inspection should include the kilometers the vehicle is used personally or by others. Some VTA members felt that TNSs should be required to have a physical base in BC for inspections by CVSE compliance officers. Itwas noted that drivers’ traffic offence points are factored into a taxi company’s National Safety Code profile. A question was asked whether the same would occur when TNS drivers get driving infraction points. It was felt that driver infractions should have an impact on a TNS company’s NSC rating, The ability to address illegal ride-sharing, including rogue TNS service provided by individuals who are not part of a TNS company, was discussed. Ifa potential passenger on a street holds up their smart phone, anyone could stop and pick the passenger up. Rogue flagging or ghosting is already occurring in BC, as are cash payments offered by passengers to cut their costs. ‘TNS vehicle identifiers and the pros and cons of large versus small identifier size, and front versus back placement on the TNS vehicle were discussed in a number of meetings but views differed on the best type of identifiers, 9.4. ACCESSIBLE TAXIS When approving new taxis for companies, the PT Board often requires a number of vehicles to be wheelchair accessible taxis, Wheelchair accessible taxis have a higher capital cost, higher operating costs and higher maintenance costs, Taxl companies often subsidize or incentivize drivers of accessible taxis out of necessity as a way to obtain drivers for these vehicles. ‘TNSs will not be required to have a number of accessible vehicles, giving them an unfair cost advantage. It was stated a number of times that taxi companies will park their accessible vehicles first as a way of dealing with the competitive pressure they will face from TNSs, It was felt that the government's proposed $0.30 per trip levy on TNS trips needs to flow quickly to those operating wheelchair accessible taxis. A significant number of licences believed the $0.30 fee would not generate adequate resources to assist in addressing the cost differential faced by those operating accessible taxis. 4 Possengor Transportation Board ‘Operating Areas, Fleet Sizes and Ratesoe 9.5. DRIVER COSTS Taxi companies are required to treat their drivers as employees, while TNSs will treat their drivers as independent businesses. This results ina number of inequities, Taxi companies are required to top up drivers’ wages to the minimum hourly wage, while TNSs are not. TNS drivers often do not make minimum wages. In addition to this, WorkSafe BC and Employment Insurance coverage must be paid for taxi drivers and T4 slip must be Prepared for taxi drivers. Taxi companies must also meet requirements under Employment Standards and, in some areas, undertake driver training which costs both time and money. 9.6. DISPATCH, CALL CENTRE AND CAMERA COST Taxt licencees noted that there are people who cannot use apps and call service is essential for them. Taxi companies are required to provide dispatch services. The cost of providing dispatch and call centre services can be significant and can range close to $2 million a year for a large dispatch operation. Taxi cameras are also a factor in cost competitiveness. Cameras have an initial cost but also need to be serviced every year, at a further cost. Some taxi companies thought taxi cameras were essential for safety, but some others thought that if TNSs don’t require cameras, neither should taxis, 9.7. GOVERNMENT FEES In many meetings with taxi companies, it was stated that the annual licencing fee for a ‘TNSs was much too low. Fees should be increased or TNSs should have to pay licencing fees for each city in which they operate. The yearly cost to renew taxi licences for medium to large size taxi companies will be significantly higher than licence fees for TNSs, who may have many more vehicles. For example, ifa taxi company has licences to operate 200 vehicles, the yearly licencing fee is $20,000 while the yearly licensing fee for a TNS is only $5,000, which is a fixed rate and not dependent on number of vehicles. 9.8. LICENCE-SHARE VALUES It was noted, particularly in larger communities, that taxi licence-share values have already experienced very significant reductions in values as a result of the imminent arrival of TNSs, Taxi licencees have invested a great deal of money and a significant part of their lives in the industry and it is important to keep some licence-share value, Consultations With Industry on TNS 5 Passenger Transportation Board ‘Operating Areas, Fleet Sizes and Ratesa5 ‘The financial toll resulting from large reductions in licencee share values on licencees, th families and those who have invested in the taxi industry is important to understand, Itis a very significant hardship. In a number of cases, licences simply want their taxis to provide them with a job to feed their families now. VTA stated that the licence-share values in the Hara Associates report on Metro Vancouver boundaries significantly overstated the values. 9.9. CONGESTION AND GREEN POLICIES Taxi licencees in larger cities have expressed concern about the congestion and pollution that will result from TNS operations, This will be especially an issue in places that already have significant traffic like downtown Vancouver. It was stated that TNSs have been a major contributor to congestion in downtown core areas in other jurisdictions such as New York, San Francisco and Toronto, Congestion will increase not only as a result of TNS trips but also as a result of these vehicles cruising the streets looking for passengers. Some felt TNSs will reduce the use of transit and that government should invest in public transit rather than putting more vehicles on the road by approving TNS: BCTA licencees cited boundaries and deadheading as a major contributor to congestion and pollution, 9.10, COMMUNITY BENEFITS OF TAXIS It was stressed that in small communities, taxi service is an essential service, Small communities felt that TNS entry into their operating areas could kill the taxi service in the area. They cited predatory pricing by TNSs, Once the TNSs achieve a monopoly in a market, prices will increase and the community will have lost the benefits of taxi service. These benefits include 24-hour service, transportation for medical care, seniors’ transportation, and the duty to serve, With Greyhound service gone from many communities, there are few reliable public transportation alternatives and taxis have become aii essential service in small communities, Taxi drivers act as the eyes of a community, reporting crimes and suspicious activity to police, participating in Amber Alerts, and play an important part in maintaining public . Areas where the taxi service has been killed include 100 Mile (due safety in communi (Consultations With Industry on TNS. 16 Passenger Transportation Board (Operating Areas, Fleet Sizes and RatesaN to the subsidized Northern Health bus service), and other communities where subsidized BC Transit or illegal, unlicenced cabs have forced the closure of taxi companies. A few participants felt that there should be protection for smaller communities and their taxi service by restricting TNS operation in communities with a population of less than 10,000. In meetings in northern communities, the impacts of downturns in forestry and the closure of saw mills and pulp mills are also hurting taxi companies. Licencees in medium sized and large cities also stated they provide benefits to their communities through service to seniors and vulnerable people and they assist in keeping their communities safe. 9.11. TAXI SERVICE WAIT TIMES Wait times were not felt to be an issue in some smaller communities. Companies in small ‘communities stated they vary the number of taxis to meet the public demand. While companies may typically use single shifts, they can double shift cars when there is an increase in demand for taxis. 9.12, DATA The importance of and advantages to the use of performance indicators and origin / destination information in informing the Board’s decision making were acknowledged in almost all meetings. Companies were supportive of the use of performance indicators to monitor the performance of TNSs and taxis, Itwas noted, however, that small “mom and pop” taxi companies will have difficulty providing government with data as a number of these smaller companies do not use either apps or computer systems. 9.13, PROVINCIAL REVENUE LOSSES AND COSTS FROM TNSS It was stated by a few participants that the provincial economy will not benefit much from the operations of large TNSs. These companies are multinational, Local income earned and tax revenues will be lost to BC to the extent that multinational TNSs replace taxis. In few meetings, it was stated that government will need to provide compensation to ease the pain associated with licence-share value losses. ‘Consultations With Industry on TNS "7 Passenger Transportation Board [Operating Areas, Fleet Sizes and Rates10. Next Steps The Board will forward this summary consultation document to the Minister of Transportation and Infrastructure for information, and post this to its website, Based on the consultations and background studies the Board has undertaken, it will set policies on TNS operating areas, fleet sizes and rates and publish these policies on its website, Comments received during the consultations that are the responsibility of other government agencies will be sent to these agencies, We would like to thank all participants in this consultation process for their involvement and thoughtful comments. ‘Concultations With Industry on TNS. 18 Passenger Fransportaion Board (Operating Areas, Fleet Sizes and Ratesx Appendix 1. Consultations A. TaxiLicencees Meeting Date Location Companies _Licencees Operating Area july 9,2019 Prince Rupert 3 6 Prince Rupert Terrace Haida Gwaii July 10,2019 Prince George 3 9 Prince George Williams Lake July 11,2019 Kelowna 6 15 Rossland / Trail Kelowna Nelson Vernon July 11,2019 Kamloops 7 10 Kamloops Hope Salmon Arm Chase Barrier Clearwater July 12,2019 Vancouver 9 18 Vancouver (Vancouver North West Vancouver Taxi Richmond Association) North Shore Burnaby / New Westminster ‘Consultations With Industry on TNS. 19 Passenger Transportation Board Operating Areas, Fleet Sizas and RatesDate Meeting Location Companies Licencees a? Operating Area July 12, 2019 July 15, 2019 Surrey Nanaimo 15 29 18 Surrey Richmond Surrey / Langley/ White Rock Langley / Abbotsford Surrey / White Rock ‘Tri-City / Coquitlam New Westminster Chilliwack Abbotsford / Mission North Shore Surrey / Delta Kent Fort St John Nanaimo Comox Valley Duncan Parksville / Qualicum Beach Port Alberni Campbell River Tofino July 15, 2019 Victoria Victoria Westshore / Saanich Pender Island Sidney / North Central Saanich July 24, 2019 Victoria (non- affiliated) ‘Consultations With Industry on TNS: (Operating Areas, Fleet Sizes and Rates 20 Victoria get Transportation BoardB. Potential First Time TNS Companies July 16, 2019: RydeNow July 19, 2019: Ryde Today July 19, 2019: Kater July 25, 2019: Ripe Rides C. Established TNS Companies July 17, 201: TappCar July 23, 201: Uber July 24, 2019: Lyfe D, —_ Other Major Stakeholders July 23, 2019:Vancouver Airport Authority July 23, 2019: Vancouver Port Authority Consultations With Industry on TNS 2 ‘Operating Areas, Fleet Sizes and Rates ‘Passenger Transportation Board as2 PaSSESTISE”’ Standard Rules for Taxicab Rates TRAWSPORTATION BOARD November 16,2016 1. Legislation Ii, Passenger Transportation Act section 7(1)(g): the board may...make rules respecting @_ rates that are or may be charged by a licensee, (ii) any rules or practices of a licensee relating to those rates, and (iti) any tariff of those rates is Exhibit" © “roferred ton tine affidavit of Cmte th RI Purpose To establish a core set of rules governing taxicab rates, Standard Rules Governing Taxicab Rates ‘The rules below apply to passenger transportation licensees that operate taxicabs in British Columbi A. Board-Approved Rates 1, Companies may only charge rates that are approved in writing by the Passenger Transportation Board. B. Metered Taxi Rates Use of Taxi Meters 2. Ataximeter in a taxicab must: (a) be capable of calculating and displaying a fare based on time and distance; and (b) have a fare display that a passenger with normal eyesight seated in the rear of the taxicab is able to read at all times. 3. Atraditional (mechanical or electronic) taximeter must be produced by a recognized taximeter company. 4, Amobile app may only be used asa “taximeter” if it complies with the “BC ‘Taxi Soft Meter Rule,” as amended from time to time.Standard Rules for Taxicab Rates Adjustment of Taximeters 5. Taximeters must be adjusted to calculate accurately the current Board approved metered rate, Testing the Accuracy of Taximeters 6. Licensees are responsible for ensuring that taximeters in their vehicles are tested and accurate at all times. 7. Ataximeter in a vehicle is considered accurate if (a) ona road test, the distance computed by the taximeter is within 2% of the actual distance travelled; and (b) on a time test, the time computed by the taximeter is within 2% of the actual time. Taxi Fare Estimates 8 Ifa dispatcher or driver estimates a trip fare in advance, passengers pay the actual fare that is posted on the meter. Trip Start 9. (a) Subject to (b) below, the meter may only be turned on after the vehicle starts moving. (b) A meter may be turned on before the vehicle starts moving if the vehicle has arrived at the pick-up location and one of the following happens: i. apassenger instructs the driver to start the meter, il, a passenger enters the taxicab and instructs the driver to wait for one or more passengers, or iii, a driver informs a passenger of his or her arrival, and after waiting at least 4 minutes, the driver does not see the passenger on the way to getting in the taxi, Trip End 10. ‘The meter is turned off when the taxi arrives and stops at the passengers’ final destination. Trip Changes by Passengers 11, Ifa passenger changes a trip that increases the distance or time, the meter calculates the charges for the extra distance or time, ‘The passenger must pay the metered fare at the end of the trip. 2dl Standard Rules for Taxicab Rates Trip Delays or Detours 12, When road construction, detours, heavy traffic, ferry waits or other delays happen, the meter calculates the charges for the extra distance or time. The passenger must pay the metered fare at the end of the trip. C. Non-metered Taxi Rates 13, Non-metered rates may only be charged when they have been approved by the Board, D. Deadhead Rates 14, Deadhead rates must not be charged unless approved by the Board, E, GST 15. (a) Goods & Services Tax (GST) is included in the fares displayed on all taxi meters, (b) Unless otherwise approved by the Board, GST is included in all other taxi rate calculations. F, Gratuities and Tips 16. Payment of gratuities and tips is at the discretion of a customer. G, Extra Charges Tolls and other Public Fees 17. Inaddition to approved metered or non-metered rates, passengers pay for: (a) all ferry, bridge, and tunnel tolls and other public fees such as park entrance fees that apply to the taxi or its occupants (including the driver) and tolls for return trips even if the passenger is not returning with the taxi, (b) notwithstanding (a) above, charges for crossing the Golden Ears Bridge as set out in the Board Rule Respecti ‘icab Toll Surchat Golden Ears Bridgeon Standard Rules for Taxicab Rates (© adriver's overnight lodging and breakfast, if the passenger extends a charter trip overnight and it is not feasible for the driver to return to his or her originating area. 18, Licensees may not charge or collect from passengers the following fees: (a) Credit card fees imposed by credit or financial companies on businesses (b) Fees for booking a fare through a mobile app Soiling a vehicle 19. Passengers who soil or damage the interior of a vehicle with bodily fluids or solids may be required by a driver or taxi company to pay a clean-up fee of $75 in addition to the meter rate or any other rate. Personal Baggage and Freight 20. (a) No extra fees are charged for the transportation of personal baggage, mobility aids or assistance dogs. Personal baggage includes items such as luggage, parcels and equipment that would fit in the trunk of a mid-sized, sedan-style taxicab, (b) In circumstances where it is difficult to determine whether an item is personal baggage or freight, the presumption is that it is personal baggage. Charges for freight do not require Board approval. See the Board's Operational Policy V.2: Transportation of Personal Baggage, Taxi Dismissal Charges 21, Ifa person orders a taxi and changes his or her mind when the driver appears at the given address, a dismissal fee may be charged as follows: (2) The minimum dismissal fee is an amount equal to the approved flag rate on the meter. (b) The maximum dismissal fee is the distance rate for driving from the taxi’s base or point of dispatch to the point of dismissal. Refusal of Service 22, Sections 12 and 12.1 of the Passenger Transportation Regulation apply.o> Standard Rules for Taxicab Rates Company Specific Rules 23. The Board may approve a company-specific rule for an individual licensee Iv. Dates Approved: March 23, 2014 (amended July10, Effective: November 16, 2016 2014 & December 2015; March 31, 2016; November 16, 2016)3Y oe Board Rule Respecting PATIESISES” Metro Vancouver Taxicab Rates TRANSPORTATION BOARD Effective July 13, 2019 Background * On May 15, 2019 the Board approved a Taxi & Limousine Cost Index (TLCI) 2019 rule that permits a rate increase of up to 2.7% for licensed taxi operators in British Columbia. * The Board uses the TLC! is an objective basis for periodic reviews of taxi rates, and ‘TLCI 2019 is based on an increase of 2.7% in the Consumer Price Index (CPI) for BC. Details are posted at httns:/ www ptboard.be.ca/tici.htm. ‘+ Two rate structures are approved for taxicabs operating in Metro Vancouver: a. Metered rates as set outin Part [ of this rule; and b, Flat fare zone rates to pick up passengers originating at the Vancouver International Airport (YVR) as set out in Part Il of this rule. Part I: Metered Rates 1, The following rates and taxi meter formula are in force and effect: ie SUENSSese ee 2 edaceamacicniy Ba5 335 $335 for the frst 51,92 metres 1.93 $0.10 for each adit WTO nal 51.92 metres Distance (perkm) 1.8343 ‘Wait Time (hourly) 32.8180 34.4589 34.46 $0.10 for each consecutive 10.45 seconds {or $34.4589 per hour) 2. Taxi operators in Metro Vancouver must charge the metered rates set out above unless they are picking up passengers at the Vancouver International Airport and taking them to Richmond or Vancouver in which case rates apply as set out in Part II below. 3. The Vancouver International Airport (YVR) includes the international, domestic and south terminals of the Airport, together with all Canada Line stations located on Sea Island, It does not refer to other businesses and organizations on Sea Island in the Municipality of Richmond. 4, ‘The metered rates set out above apply to licensees listed in Appendix A. ‘ut ws Sxhibit"E "roferred to tn the affidavit of, dhe. sworn before eat linn this Gay of, “A Gommlssionet for taking gaa "or erlish ColumbiaMETRO VANCOUVER TAXI RATES Part II: Flat Fare Zone Rates (YVR) 1. As offuly 13, 2019, the following flat fare zone rates are in force and effect for passengers being picked up at the Vancouver International Airport (YVR) and dropped off in the zones listed below, RICHMOND ZONES ‘Sea Island [North Richmond Central Richmond ~ $19.5883 South Richmond / Steveston ~$24.4016 Mitchell stand $25.3603 [North East Richmond ee $29-1652 | South East Richmond $30.5183 Far East Richmond $36.3054 VANCOUVER 20NES ‘South Vancouver ___ $19,7330 ‘South Central Vancouver $22.2918 ‘South UBC ae $25.7315 South East Vancouver $27.6057 [Central Vancouver $27.7624 Downtown / Kitsilano ae Downtown / Canada Place $34,5727 Central East Vancouver $34,7081 [usc $34.9967 eee _$39,3240_ * These zone rates include a convenience fee. Future TLCI rate increases do not apply. 3. For destination addresses that are on and directly accessible from the road that marks a zone boundary, the lowest zone rate must be charged on both sides of the street, PT Board Rule ‘Effective uly 13, 2019 3S3 METRO VANCOUVER TAXI RATES 4. The following rates may only be added to the zone rates above if a passenger requests a stop en rout RNa coo ‘Stops of 10 minutes orless $4932 : b. Aditional Stopping Time (per $0.9987 min er frst 10 minutes) 5. Subject to 6 below, metered rates must not be applied if zone rates are applicable. 6. If2 or more passengers or groups of passengers are going to different addresses inazone, a. the zone rate applies until the first passenger or group of passengers disembarks, b. the metered rate set out in Part 1:1 applies to the subsequent transportation of passengers or groups of passengers remaining in the vehicle, and . the meter may only be engaged when the taxicab begins moving toward the second destination. 7. The flat fare zone rates set out in Part 11,1 above apply to licensees listed in Appendix C. Part I ther Rules 1, The Board's “Standard Rules for Taxicab Rates” effective November 16, 2016, as amended from time to time, are in effect. The “Board Rule Respecting Lower Mainland Taxicab Rates” effective January 5, 2019, is rescinded. Part IV: Dates Date of Rule: July 5, 2019 Start Date ofthe New Rates: July 13, 2019 PP ca ae toe fy 12009 ageMETRO VANCOUVER TAXI RATES: Appendix A: Licensees with Metered Rates Metered rates set out in Part L1 apply to licensees listed below, Licence Company Name _ Number 1044943 B.C. Ltd. (dba Yellow Cab) 72196 | Aldergrove Langley Taxi Ltd. 70614 Alouette Transit Systems Ltd. 70274 Bel-Air Taxi (1982) Limited 70233 | Black Top Cabs Ltd. 70294 _*| | Bonny’s Taxi Ltd. 70242 [Burnaby Select Metrotown Taxi Ltd. 70358 | Coquitlam Taxi (1977) Ltd, 70232 Delta Sunshine Taxi (1972) Ltd, 70285 Garden City Cabs of Richmond Ltd, 71373 Guildford Cab (1993) Ltd, 70431 (| Kimber Cabs Ltd. 70458 Kuber Taxi Ltd. 72293 | MacLure’s Cabs (1984) Ltd, 70199 Meadow Ridge Taxi Ltd. | Newton Whalley Hi Way Taxi Lid, [ North Shore Taxi (1966) Ltd, [ Port Coquitlam Taxi Ltd. [Queen City Taxi Ltd, Richmond Cabs Ltd. Royal City Taxi Ltd. | Sunshine Cabs Ltd. Surdell Kennedy Taxi Ltd. Syd’s Taxi (1984) Ltd. Tsawwassen Taxi Ltd. i [ Vancouver Taxi Ltd. [Vancouver Taxi Ltd. dba Handicapped Cab_ White Rock South Surrey Taxi Ltd. Yellow Cab Co. Ltd. fea PT Board Rule PagedMETRO VANCOUVER TAXI RATES. Appendix B: Zone Boundaries Map Boundaries marked on this map apply to flat fare zone rates in Part Il.1 in this rule, BuaRARD IMLET $391 $36) iiss PT Board Rule Effective july 13, 2019 Page 5 38METRO VANCOUVER TAXI RATES Appendix C: Licensees with Flat Fare Zone Rates Flat fare zone rates set out in Part Il apply to licensees listed below. ' Licence Company Name |___Number Black Top Cabs Ltd. z __70294 + Bonny’s Taxi Ltd. cgveaee | seca 7ORAaeeeeLce| Coquitlam Taxi (1977) Ltd, i 70232 [Delta Sunshine Taxi (1972) Ltd ee 70285, Garden City Cabs of Richmond Ltd, {71373 Guildford Cab (1993) Ltd, — 70431 Kimber Cabs Ltd, - 70458 MacLure’s Cabs (1984) Ltd. 70199 | Newton Whalley Hi Way Taxi Ltd, scarce 70974 North Shore Taxi (1966) Ltd. is _|_70476 | Queen City Taxi Ltd. __ 70274 Richmond Cabs Ltd, 70391 Sunshine Cabs Ltd. ae AREER7OBA7 FEE Surdell Kennedy Taxi Ltd. 70526 ‘Tsawwassen Taxi Ltd, ~ 70463 Ad. dba Handicapped Cab Rock South Surrey Taxi Ltd. [Yellow Cab Co. Ltd. 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