I thank the Cathaoirleach and Members for taking this debate today at fairly short notice. I appreciate this. The Bill has already been considered by the Dáil and, arising from that debate, there have been a number of amendments to the original Bill. As a result, the Bill is now much better than it was.
What was useful about the debate in the other House was how unanimous the views were in terms of welcoming the Bill, particularly the concept behind it. The debate has afforded Deputies and Senators an opportunity to acknowledge the contribution made to society by drivers of taxis, hackneys and limousines. While we like on occasion to have a go at the taxi industry, taxi drivers and so on, they are an important and central part of the transport infrastructure of the country and play an important part in transport policy.
I consider that taxis, hackneys and limousines play a pivotal role in the delivery of transport services. They are uniquely placed to meet the transport needs of many of our citizens, particularly those with mobility disabilities. This is an important area in which we must make progress. One area of transport demand that taxis and hackneys address is the provision of late night services which provide safe and convenient options for those who wish to drink and not drive. This contribution to road safety merits my acknowledgment here today.
To support and improve the delivery of services given by taxis, hackneys and limousines, it is understandable and necessary that legislation that forms the legal basis for these operations should present a modern and focused code of law. Legislation relating to the licensing and operation of mechanically propelled small public service vehicles can be traced back 70 years to the Road Traffic Act 1933. The most recent legislative code, the Road Traffic Act 1961, is some 42 years old. That code forms part of general traffic legislation and has been the genesis of a complex set of regulatory provisions that create and apply the specific legal parameters within which small public service vehicles operate. These operations have as their immediate focus the provision of a personally based transport service, which in overall terms engages the employment of at least 15,000 people. It is both timely and necessary that the services provided through taxis, limousines and hackneys should be the subject of a singularly focused legislative code. One of the primary aims of the Bill before the Seanad today is to provide that code.
In pursuing the preparation of the Bill my aim was not just to address the operational parameters to be applied to small public service vehicles and their drivers. Central to the Bill are the themes of passenger needs and the delivery of a quality service. The Bill centres on three main issues. It will see the establishment of both the commission for taxi regulation and the advisory council to that commission. The third main issue it addresses is the creation of a new framework for the promotion of qualitative based entry and operational parameters for small public service vehicles and their drivers.
Part 2 of the Bill sets out the provisions relating to the establishment and operation of the commission. Sections 13 and 14 provide specifically that the commission can consist of up to three members or commissioners. A commissioner can serve for a five year period but can be reappointed for a further five years. No member of the commission can be appointed for more than ten years.
I draw the attention of Senators to two specific provisions in this Part of the Bill. Section 8 provides for the independence of the commission. I consider it vital that there is a clear understanding among both those who provide hire services and the public that the decisions of the commission will be made independently of any outside influence. As the Minister responsible to the Oireachtas for the legislation relating to the licensing and operation of small public service vehicles and their drivers, the Minister for Transport is empowered under section 10 to give policy directions to the commission. However, that will not restrict the decision-making process of the commission which will deal with operations.
Senators will note that section 25 of the Bill establishes quite specific requirements on the commission in terms of its accountability to the Houses of the Oireachtas. It is required to give evidence to the Committee of Public Accounts and any other committee of the House. This is an important provision in the legislation. The overall policy promoted by the Bill remains a matter for the Minister for Transport who continues to be answerable directly to the Houses of the Oireachtas. However, Senators will appreciate that in seeking to ensure the independence of the commission, it would not be appropriate for the Minister to intervene in relation to the making of any specific decisions taken by the commission. Notwithstanding this, through section 25, the commission is more directly answerable to the Oireachtas than many other public bodies. It is worth saying that an issue which has come up time and again as we appoint regulators is their accountability to the Houses. I specifically included in the legislation this method of accountability through the committee system, insisting that the Minister retains responsibility for general policy. It is important to include this requirement in the Bill establishing the regulator.
The central core of the Bill is provided initially on a general basis through section 9 and, more specifically, through Part 3. The establishment of the commission and advisory council are matters of significant importance, both to service providers and users. However, establishing such bodies will represent a wasted opportunity unless their role and functions are clearly directed at the establishment and maintenance of the delivery of services that meet the needs and demands of the public.
Section 9 sets out the principal functions and objectives of the commission. Its focus will centre exclusively on the promotion of quality standards. The House might note that this section now contains an explicit reference to the objective of the promotion of the needs of people with disabilities. The premium on quality, as exemplified in section 9, permeates Part 3 of the Bill. In establishing a new licensing regime and providing for its application and enforcement, Part 3 presents a focused structure that forms the basis for the operations of the commission, particularly in the context of the regulatory systems it will promote.
Part 3 contains a number of pivotal sections that underpin the particular focus of the Bill. Section 34 provides for the establishment by the commission of a new regulatory code for the licensing and operation of small public service vehicles and their drivers. This comprehensive section empowers the commission to regulate in respect of every issue that can contribute to the quality of services to be delivered by these vehicles and their drivers. The standards that the Commission will promote within this regulatory structure will apply to all small public service vehicles and their drivers.
There has been a significant debate in recent months on what has been perceived as the deterioration of standards, especially in respect of vehicle standards. This is an issue that has been highlighted by, among others, the various taxi representative groups. Even a cursory perusal of section 34 will signal the depth of the Government's commitment to promote high quality standards for these services.
Senators will judge the specific provisions of this section for themselves, however, there is one issue with regard to vehicle and driver standards that I would like to highlight. That is the question of the degree to which taxis will be tasked to meet the needs of people with disabilities, particularly those who are confined to wheelchairs. In the context of that provision, I refer the House to a consultation paper issued by the Department of the Environment, Heritage and Local Government in February 2002. That paper, and the responses to it, informed the preparation and focus of the Bill.
The paper made specific reference to the limitations of the current specification relating to the licensing of wheelchair accessible taxis. The questions raised in it in respect of the specification for wheelchair accessible taxis are of fundamental importance to the consideration of the future policy relating to the type of services that can be delivered to people with disabilities. I share the concerns that have been expressed on this issue, not only in the debate in the Lower House but also in the Seanad in the past and by organisations that represent the interests of those who use wheelchairs.
Section 34 of the Bill places a specific onus on the commission to pursue the development of vehicle standards in the context of the entry and accommodation needs of people with disabilities. In the absence of any EU-wide modal specification, the commission will be required to determine its approach on this issue, having regard to the best practice in individual states in Europe. This area should be prioritised by the commission and the advisory council at an early stage. Section 34 also places a clear premium on the development by the commission of training standards for licence holders, including training in how to provide assistance to those with disabilities.
The emphasis on the development of quality standards for the drivers of small public service vehicles provided for in section 34, will be further enhanced by reference to the provisions of section 39, which empowers the commission to regulate for the general behaviour of drivers. Furthermore, section 37 contains a clear requirement that the grant and renewal of all licences relating to small public service vehicles will be conditional on the applicant being in a position to produce a tax clearance certificate.
The creation of a set of legal structures to provide for the promotion of qualitative based entry criteria for the grant of licences and the operation and driving of small public service vehicles must be supported by the development of complementary enforcement structures and penalties. Section 49 provides that the commission will be empowered to engage authorised persons for the purpose of the enforcement of the provisions to be made under this Bill. This will be in addition to the enforcement operations of the Garda.
Section 44 establishes a structure for the application of relevant penalties that, in general, are set at €1,500 and €3,000 for the majority of offences. Section 46 provides the basis for an alternative system to the pursuit of cases through the courts. The deployment of this fixed charge system, which will be dedicated to offences that may be committed under the Bill, will offer an accused person the opportunity to pay such a charge in lieu of a potential conviction.
The provision in the Bill that will probably have most impact on the long-term promotion of standards in the delivery of services by all small public service vehicles and their drivers can be found in section 36. We have seen a number of recent commentaries referring to the involvement of certain people with criminal records in the provision of services, particularly taxi services. It has been alleged that this situation has lessened the attraction of using taxis, in particular, at night, especially by lone women. A certain amount of the comments made have presented an image of taxi drivers that is distorted and I do not accept that the position at present is in any way out of hand. However, there is a clear need to send a distinct and strong message to the travelling public on this issue.
The Government, through the Bill and the ongoing operations of the commission and the Garda, is determined to ensure that the potential for any person who would be a danger to the public to obtain a licence will be addressed. Section 36 provides for the application of a series of automatic disqualifications from obtaining a licence or operating in this service industry. Thus, current and prospective small public service vehicle drivers and operators will be in no doubt that in the future the provision of taxi, hackney and limousine services will be reserved for only those who can generate the appropriate level of trust from the travelling public.
I wish to refer Senators to a new section that has been added to the Bill at my request. The new section 51 provides for the establishment by the commission of a complaints procedure, which will specifically address complaints relating to standards, the conduct of drivers, overcharging and matters relating to hires. This further emphasises that the key focus of this proposed legislation is on the needs of passengers.
In addition to the development of a new licensing code for small public service vehicles and their drivers, the Bill will give to the commission powers to declare new taximeter areas and to determine fares for the operation of taxis in all taximeter areas throughout the country. In addition, the commission will be empowered to issue guidelines to local authorities on the provision of taxi ranks.
The Bill, therefore, grants the pivotal role to the commission in terms of making independent decisions in the licensing of small public service vehicles and their drivers, as well as its engagement in decisions in a variety of issues that support the provision of services by those vehicles. However, as such decisions directly impact on the operations of so many service providers, on the safety, security and comfort of the users of those services and on the efficient delivery of transport services generally, the Bill promotes the establishment of an advisory council to the commission. The council will, as its name clearly implies, be tasked with the role of giving advice to the commission. Specifically, its advice must be sought in respect of decisions in the areas of the requirements to be applied to the grant of licences, declarations in relation to taximeter areas and taxi fares. However, it will be tasked with the grant of advice generally on the delivery of service and the overall policy direction of the commission that will be established through its statement of strategy. The council will also be in a position to give advice to the Minister for Transport on the overall policy and legislative provisions applying to this service.
I am conscious of the time constraints on this debate and I am grateful to the House for agreeing to the arrangements, at short notice, that have been established for the passage of the Bill. I have, therefore, limited my comments to a general overview of the Bill, while trying to highlight the major issues that arise.
The Bill marks a new beginning for the control of taxi, hackney and limousine services. It provides the basis for the realisation of an industry that will come to be known for its quality, in terms of the drivers and vehicles and also in the context of its capacity to deliver services to meet the various needs of the public. It must be recalled that the essential policy perspective that underpins the need for legislation to oversee the operations of these services is to ensure the delivery of a service that meets those needs.
In commending the Bill to the House, I underline that this is historic legislation. It is the first time a taxi regulation Bill has been brought to the Oireachtas. It seeks to tidy up and advance professionalism in an industry that is an essential part of the transport infrastructure of the country. There is an urgent need to bring some order to the situation on the streets. Taxis are an essential part of the transport infrastructure and it is critical that we build a professional industry, in which people can make a living, in which – I see no conflict – the public can have total confidence and in which there is absolute ready availability.
It is worth noting that since deregulation, the numbers have increased from approximately 3,000 to in the region of 11,000 in Dublin city and from approximately 4,000 to between 11,000 or 12,000 throughout the country. We should take a positive view of our taxi, limousine and hackney services. In time, they will be seen as one of the best services in the world, provided that we rigorously implement this legislation and stand by it in years to come.