The next item is a discussion on the work of the Carriage Office and with the Garda authorities responsible for the issuing taxi licences. I welcome the assistant commissioner, Mr. Eddie Rock; Mr. Declan Coburn, chief superintendent, Garda National Traffic Bureau; Mr. Donal Ó Cualáin, chief superintendent, Roscommon-Galway East division; and Mr. Francis Clerkin, superintendent, Carriage Office, Dublin metropolitan area. I invite Mr. Rock to make his submission.
Taxi Regulations: Discussion with Garda Síochána.
Mr. Eddie Rock
I thank the Chairman. My colleagues and I are pleased to be here to assist the committee in its work. We have had the benefit or reading the minutes of the committee's last meeting and the two major issues are the test and parking. Members of the Garda are tasked with the enforcement of the legislation in respect of applicants for PSV licences. The PSV inspector in each Garda division and the Carriage Office within the DMR are responsible for liaising with the taxi regulator, processing applications and, where applicable, enforcing the legislation.
I will outline the current Garda procedures for an application for a PSV licence. Such an application can be made at any time at the applicant's local Garda station. Applicants must pay the current application fee at the local motor taxation office and obtain a receipt. On application, applicants must include all relevant details and forward the appropriate completed form together with recent photographs and certified copies of relevant identifications and driving licence. Applicants must include details of any previous convictions including convictions for any driving offences. If they are originally from outside the State, they are required to provide police certificates of character and include details of any previous convictions for offences they received from outside the jurisdiction, if any. Applicants are required to forward the completed application form together with a tax clearance certificate to the Garda PSV inspector. The application is then forwarded to the district officer, where a background check is carried out. In respect of non-national applicants, inquiries will be carried out through the Garda Interpol office. In respect of referees and so on who have fled the country of nationality, the assistance of the Garda National Immigration Bureau will be sought.
A recommendation is then forwarded by the relevant district officer based on the application and background checks to the superintendent in charge of the carriage office in the DMR or the relevant divisional officer outside the DMR. In the event of an application not being recommended, an arrangement is made with the applicant to meet the divisional officer, when the reasons for refusing the application are addressed. If the application is in order, suitable applicants are called to undergo written tests on the following subjects: (a) general traffic regulations, rules of the road and signs; (b) knowledge of the geographical driving area; and (c) public service vehicle regulations. The examinations are standard throughout the State. The tests are co-ordinated, supervised and corrected by the Garda public service vehicle inspector. A selection of test papers are used and rotated. The papers are not permitted to be taken from the examination centre and past papers are not given to applicants. However, they are provided with information which allows them to prepare for the examination. When forwarding their applications, applicants must forward proof of identity, together with a recent photograph. This is cross-checked at the test centre where applicants present themselves for the test. Applicants are required to bring proof of identity and sign the test form.
Concerns have been expressed regarding Garda Síochána activity in the enforcement of PSV regulations and legislation. In the past three years the following prosecutions have taken place for breaches of the law: 2004, 533 offences; 2005, 590 offences; 2006, 480 offences; and 2007, 396 offences. These can be broken down further for the specific offence of a user of a vehicle having no PSV licence. In 2004 there were 80 such offences, 81 in 2005, 20 in 2006 and one in 2007. With regard to the offence of having no small PSV licence, the figures were as follows: 2004, 24 offences; 2005, 37 offences; 2006, 26 offences; and 2007, 12 offences. With regard to having no licence for the carriage of passengers, there were four such offences in 2004, four in 2005, 13 in 2006 and three in 2007.
The staff from my office and I met the taxi regulator, Ms Kathleen Doyle, in the recent past and we understand work is well developed with regard to the preparation of a new skills test. I have canvassed the regional assistant commissioner regarding the concerns expressed at the Joint Committee on Transport at its meeting on 23 April. Divisional officers are satisfied in general with the integrity of the examinations and the procedures in place to positively identify those sitting them. Complaints regarding inadequate route knowledge are not widespread. The requirement to include part-time or full-time hours on the PSV application is required since the revision of the application system in February 2000.
Where there are ongoing problems with overcrowding at taxi ranks, this is subject to consultation with joint policing committees and local city managers where appropriate. Chief Superintendent Ó Cualáin is the divisional officer at Galway and will be able to assist the committee with regard to issues arising with the taxi industry in Galway which, no doubt, reflect what is happening elsewhere.
Multiagency checkpoints are being set up in conjunction with the taxi regulator enforcer and on-the-spot fine tickets are issued by the taxi regulator. We are working closely with the tax regulator on all the issues emerging.
My colleagues are willing to respond to any queries the committee may have. If any issues arise on which we are not immediately able to respond, we will respond in writing.
Before we ask questions, will the assistant commissioner explain the tables in his presentation and the issue of prosecutions? For example, what offences did the 396 prosecutions in 2007 include?
Mr. Eddie Rock
They related to all offences relating to taxis, namely, whatever offence was committed by a taxi driver, including illegal parking. The figures in the following tables relate to specific offences. The figure of 396 offences relates to offences committed by taxi drivers. We also make a significant response to requests for assistance by taxi drivers with regard to public order issues such as non-payment of fares, drunken and incapable passengers, etc.
Is it correct that for the specific offence of having no PSV licence, there was one conviction in 2007?
Mr. Eddie Rock
Yes.
How many offences were there of not having a small PSV licence?
Mr. Eddie Rock
There were 12 such offences in 2007.
There were only three offences of failing to have a licence to carry passengers. Would it be fair to assume, therefore, that most of the convictions would be against taxi drivers for parking offences or other such offences?
Mr. Eddie Rock
Yes, it is true that of all these offences, the bulk would be offences specific to the taxi industry.
I thank the assistant commissioner for his submission. He stated he had read the verbatim report of the meeting we had with the taxi regulator and a number of taxi associations. Much concern was expressed at that meeting about the quality of the taxi industry. That is the reason we asked the Garda to attend this meeting. Coming from taxi drivers, this criticism speaks for itself.
To summarise what was said, the taxi drivers' association is concerned that vehicle standards and the calibre of drivers have dropped; that there have been increases in fares and overcharging; that there have been sexual assaults and drunken driving and that 20% of new entrants are reported to have a criminal record. If this is correct, it is a cause of serious concern to the committee. Furthermore, Mr. Richie Ryan, the representative of the Dublin taxi association, has said it is clearly impossible for anyone who has legitimately passed the Dublin PSV test not to know, even on his or her first day out, where Ballsbridge is, let alone how to get there from St. Stephen's Green. Are such drivers illegal cosies without PSV licences and insurance? Have they access to all the PSV test papers?
I put it to the assistant commissioner that from the evidence we heard on that and previous occasions, there appears to be much public disquiet about the standards and the quality of people who have passed the tests in recent years. From anecdotal evidence and what we have heard at this committee, there appears to be a difficulty in this regard. Is the assistant commissioner satisfied that, as he has stated, the checks carried out are capable of establishing the true identity of persons and whether they have a criminal record? Also, is he satisfied that the quality of the tests is such that we can be confident that drivers, irrespective of who they are or where they are from, have sufficient local knowledge to be able to provide the expected quality service?
The assistant commissioner has mentioned that the regulator has been examining the question of improving the standard of tests. Given the public concern with regard to knowledge of the geographical area in which drivers operate, what improvement can we expect in the immediate future in this regard?
Mr. Eddie Rock
I will deal first with the criminal record issue. The concern in this regard relates to who is a fit and proper person to drive a taxi and this may have arisen on account of a recent high profile case. In such a case it may be held that he or she has repaid his or her debt to society and is entitled to be issued with a small public service driver's licence. It is a difficult issue. Section 36 of the Taxi Regulation Act will come into place towards the end of the year. We may discuss the issue with the taxi regulator. The issue of what "a fit and proper person" means arises in many industries of this type. We are guided by legislation and decisions of the courts in this regard, but it is a grey area.
My colleague, Superintendent Clerkin, who is attached to the Carriage Office may address the issue of the test, the questions asked, the identity of persons who present to do the test and whether they are the same person as named on the application form, and the process and procedures involved. He may also address the issue of the percentage who pass and the issues that arise at the examination.
Before we do so, how many of those who have applied to become taxi drivers in the past two years have been refused on the basis of having a criminal record? I take the point that they have paid their debt to society but it must be a cause for concern. Because of the nature of the work, it is a concern that a person with a serious criminal record - even though he or she has paid a debt to society - should be granted a PSV licence. The nature of the work means they are responsible for passengers late at night in locations where they may be attacked. During 2006 and 2007, how many people were refused a licence on the basis of their criminal record?
As an addendum to that question, what percentage of the overall number of applicants were people with a dodgy record?
Mr. Eddie Rock
Superintendent Clerkin has that information.
Mr. Francis Clerkin
I do not have all the information requested but I will deal with some of the matters raised. To put this in context, as I am the superintendent in charge of the Carriage Office in Dublin, any issues I address will only be with reference to the Dublin region.
I will address in two ways the issue of persons with a criminal record or people obtaining a criminal record while holding a PSV licence. In 2008, I have revoked eight PSV licences from people who have obtained a conviction while holding a PSV licence which is tenable for five years. Any revocation I implement is subject to a challenge in the courts and in 90% of the cases I have been to court to verify to the judge the reasons for my decision. In approximately 90% of those cases, the judge will uphold my decision; in some cases the judge will not uphold it but this is a minority of cases. In addition, in 2008 I have refused nine applications on the basis that in my view the applicant was not a fit and proper person, principally because of convictions recorded against him or her.
During 2007, I issued a total of eight revocation orders and a total of nine persons were refused PSV licences for the same reasons. My criteria are that such persons are not fit and proper if they have criminal convictions, and the severity or type of conviction such as for sexual offences or serious assaults and, in some cases, robbery and murder. What I must take into account is the age of that conviction. I use the currentTaxi Regulation Act as a guide in that regard. It sets out clearly who should be given a taxi licence and who is ineligible and in what circumstances. When I consider those applications I am obliged to take this into account. I also take into account the recommendations of the local superintendent and the local garda who processed the applications.
It is eight or nine refusals out of how many applications?
Mr. Francis Clerkin
I am unable to state the exact number granted in 2008 as we are currently dealing with approximately 1,300 applications and they are in the system as opposed to having been fully processed.
How many were granted in 2007?
Mr. Francis Clerkin
I do not have the number for 2007.
Could Mr. Clerkin give us an idea of the number? Is it in the thousands?
Mr. Francis Clerkin
I imagine it is about 2,000.
I ask Mr. Clerkin to deal with the other issues.
Mr. Francis Clerkin
I am still dealing with the convictions. As I said, my decisions on refusal or revocation of a licence are open to court challenge. By and large, the judge will side with me in 90% of cases.
What was the second part of the question which the Chairman asked?
The test.
Mr. Francis Clerkin
As outlined by the assistant commissioner, the test follows a set pattern. Applicants are examined on a number of criteria, principally their knowledge of the Dublin metropolitan area. Approximately 48% of applicants do not pass the test on the first occasion. A standard of 70% is required to pass the test.
Where people fail the test on the first occasion there is a facility for them to apply again for another test and they reapply for testing until they succeed in passing the test. We invariably test 100 people each Saturday in two sittings in the Dublin area. On each occasion there will be somebody cheating in that people will come to the test centre with notes made out or will attempt to receive messages through earphones. They are up to all sorts of tricks in order to pass the test.
When they arrive at the centre we take their PSV file. The two gardaí on duty at the test centre will have the PSV applications to hand and these will contain a photograph of the applicant. This is cross-checked against the individual presenting for the test. I know of instances where people will insist that they are the person in the photograph when it is clear they are not. In those circumstances people are removed from the hall and are not allowed to undergo the test. The original applicant must then reapply.
The taxi associations were concerned about the level of personation which they believe is taking place. Is the superintendent satisfied this is not the case?
Mr. Francis Clerkin
While people will try to get round the system by cheating and attempt to have someone else sit the test for them, I am quite confident that we have sufficient measures in place to identify people who are doing this. The checks taking place at the test centre on any given day are sufficient.
The other issue raised was that it is a very easy test. Is it possible that somebody who passed the test would not know where Ballsbridge is or how to get there from St. Stephen's Green?
Mr. Francis Clerkin
I suppose it is possible.
Has the superintendent a copy of the test?
Mr. Francis Clerkin
I have a copy of the test paper with me. We are in the process of upgrading our test. We have a number of test papers and the same test paper is not used continuously in the same test centres. There are hundreds of locations and the tests vary on each day. However, the test is repeated and if someone is devious enough to go and learn something off by rote that is a difficulty.
We are in the process of introducing a new test where rather than asking people for the route or how to get to a place, we give them a selection of roads to choose from and one is a road they should not choose. This test has not yet been fully approved as it must go to our own chief superintendent for approval. This test will improve the situation and stop people copying tests. An industry exists which prepares people to participate in the test.
Is Mr. Clerkin saying that upgrading of the test is a sign it is not adequate at it stands? The reason I am pursuing this point is that I note what happens in other countries such as Sweden, Belgium, Norway and France. They have very stringent testing and have seen a big improvement and a significant increase in the quality and standards being demanded. The cap is being put on the qualitative side as opposed to the quantitative side.
Mr. Francis Clerkin
We are testing people on their knowledge of Dublin and that is the purpose of the test. As time goes on we must look at the process and implement improvements if they are required. This is what we are doing.
Mr. Eddie Rock
The taxi regulator is at an advanced stage in the completion of a new test. We will co-operate with and embrace the new test whenever it becomes available. This will be in addition to whatever may be going on in the meantime. When the taxi regulator decides upon the test, we will co-operate with it.
I compliment the gardaí who have attended today. As a former teacher who used to set a lot of tests for students, I can imagine some of the difficulties and the tricks they can get up to when trying to get around what they do not know. The multiple choice option to which the superintendent referred is a very good option and it can be changed around so that the applicants will never know what will come up.
I welcome that the Garda investigates the serious criminal convictions of potential applicants. Convictions for sexual attack, assault and battery, robbery etc. are very serious. I agree that I would not like my taxi driver to have ever been convicted of any of those offences, regardless of when the convictions took place. This is particularly true of sexual assault and robbery given that they will be transporting vulnerable people late at night.
I acknowledge that the document refers to consulting other countries. I am not sure who should answer this question. Are the witnesses satisfied that they are getting all the information from all countries the Garda needs to contact? Is any country not co-operating with it in the provision of criminal records should they exist? If so, I ask the witnesses to name them. What strategy does it have for dealing with that situation?
I welcome the Garda representatives to our meeting. I want to focus on the prosecution figures that the assistant commissioner, Mr. Rock, shared with us in his presentation. I would like clarification on one matter. For each of the years in question, could Mr. Rock tell us now or subsequently how many PSV licences were in operation? This would allow us to understand how the prosecution figure compares with the number of licences in operation in each year. I could understand if Mr. Rock did not have access to that information now.
There is an apparent trend in these figures. In 2004 and 2005 the level of prosecutions was reasonably stable. However, the total prosecutions in 2007 decreased substantially. The average headline figure for the years from 2004 to 2006 was approximately 500. In 2007 it reduced to 396. The figures for people with no licence went from an average of 80 in 2004 to just one in 2007, which is an enormous decrease. There is a similar trend if we look at the no-small PSV licence user. In 2004 there were 24; in 2005 there were 37; and in 2006 there were 26. However, in 2007 the figure is just 12. Throughout that period I would imagine the number of PSV licences was either stable or increasing given the changes in the industry in that period. Why are we seeing such a noticeable decrease in the number of prosecutions relating to either the operation of licences or people not having them, given that the total number of licences has either not changed or has probably increased?
Mr. Eddie Rock
It might be helpful to mention that last Saturday night after a meeting with taxi drivers we ran a specific operation to deal with this enforcement or lack of enforcement, or issues of people not having driving licences or PSV licences. We checked approximately 300 to 400 taxi drivers. One was found not to be appropriately licensed. The figure has probably reduced because it is much easier to get the licence now than it would have been five or six years ago pre-deregulation. One of the reasons the enforcement has reduced is probably because people are more compliant. Details of that operation may arise later. However, arising from that operation we towed away approximately 16 cars from taxi ranks on Saturday, which is another issue that exists. Enforcement is probably reducing because people find it easier to get a taxi licence. It is also cheaper to get a PSV licence. We can see every day how many of them are on the street. That is probably why there are not so many offences.
I imagine not having a licence is one of the more serious issues the traffic corps deals with. Is Mr. Rock saying that the figures have reduced from 80 in 2004 and 2005 to one in 2007 because the licences are more widely available?
Mr. Eddie Rock
I would be slow to say that. Based on the trends and our experience from last Saturday night people appear to be more compliant within the industry because it is easier to get access to a licence. The temptation which might have been there before is no longer there.
Does Mr. Rock have an answer to Deputy O'Dowd's question?
Mr. Eddie Rock
I apologise. What was the question?
I asked about states that may not be co-operating with the Garda in supplying details of applicants' previous convictions if any.
Mr. Eddie Rock
We source our information from Interpol. The other question was on the assistance being sought from the Garda National Immigration Bureau. I ask Superintendent Clerkin if any other issues arise.
I will make the point clearer. Does any country not co-operate with the Garda's inquiries regarding an applicant's previous convictions, if any?
Mr. Eddie Rock
Not that I am aware of.
Therefore, in those cases, the Garda approaches Interpol and--
Mr. Eddie Rock
The Garda National Immigration Bureau.
Why would the traffic corps contact the Garda National Immigration Bureau? What additional information would it have that Interpol would not have?
Mr. Eddie Rock
I am sure it would or should have registers on each person who is in the country. It would have more information than we would have or than the people in the traffic corps in Dublin Castle would have.
To simplify matters, does any country not co-operate with Interpol? Would it not be the case that Interpol would not have information on an applicant with a criminal conviction from such a country?
Mr. Eddie Rock
From my most recent memory there are approximately 165 countries in Interpol, which means that some countries are not in Interpol.
For information on an applicant from a country not in Interpol, the traffic corps would approach the Garda National Immigration Bureau.
Mr. Eddie Rock
Yes.
How many people, if any, would be in that category?
Mr. Eddie Rock
I would need to seek assistance on that.
Mr. Rock can respond later. I am not trying to put Mr. Rock to the pin of his collar. I am trying to work out how we can be assured that people from countries not in Interpol are not criminals.
Mr. Francis Clerkin
Perhaps I might assist. I am basing this reply on how the Dublin Carriage Office deals with applications. We are talking about how we process the applications of non-Irish people. In the first place they must have an Irish driving licence or an equivalent obtained within the EU. If they do not have such a licence their application is not processed. In addition all the checks carried out on Irish nationals are also carried out on non-Irish people. We insist that we get a copy of their details as recorded by the Garda National Immigration Bureau. That in itself is a yardstick we use to ensure we are dealing with the person mentioned on the application form. We vigorously check their history. By and large, the people making these applications have been resident in the country for a period of time and have not just arrived and applied for a PSV licence.
By way of explanation a person from a certain Middle East country came to my clinic. He had no means of identification or birth certificate which caused a problem. When I asked him how got into the country in the first place he told me he had been trafficked into the country. He was in the country and he could not do anything because he had no means of identification, yet he was able to live. I do not know if there are many people like that around. It struck me that some people may not be--
Mr. Eddie Rock
If such a person does not have the basic requirements, such as a driving licence or other appropriate identification, the processing of his or her application--
Yes. The problem in this case is that the man in question was allowed into Ireland by the immigration authorities even though he could not prove who he is. I will speak about that case on another occasion. It is a strange situation.
Can we move on to another matter that was raised by the taxi association? I refer to the increase to approximately 12,000 in the number of taxi licences. Taxi drivers have issues with the lack of proper taxi ranks. The taxi regulator has told this committee that she intends to conduct an audit of taxi ranks throughout the country. It seems somewhat unfair that parking tickets are imposed on taxi drivers who are queueing to get on to a rank and have no option but to queue in a certain location. I am delighted that my good friend, Chief Superintendent Dónal Ó Cualáin, is present for this discussion. A perfect example of what I am talking about can be found in Galway. Even though it has a double yellow line, taxis have no option but to park along the section of Bridge Street that leads into a short taxi rank. Many members of the Dublin taxi associations have suggested to me that it is particularly unfair to slap parking tickets on taxis which are queuing on a street with a double yellow line if parking spaces are provided for cars on the other side of the same road. Have the Garda authorities proposed to Dublin City Council that parking spaces should be removed from the other side of the road in such circumstances? Has it been suggested that taxi ranks should be developed in their place?
This committee is not happy with the response of the taxi regulator on this issue. It is a poor response to say it will conduct an audit to ascertain how many taxi ranks there are in the country. This is a significant problem for taxi drivers in every city. I suggest to the assistant commissioner and his colleagues that a flexible approach to this problem is needed. There has been a significant increase in the number of taxi licences, but an adequate number of spaces for the additional taxis is not available. Some flexibility should be provided for. If it is possible to make improvements, the Garda authorities should recommend to the local authorities that such changes be made immediately. I have given one example of a change that could be made.
Mr. Eddie Rock
I do not doubt that there is a lack of parking spaces and taxi ranks. This issue has been raised with the various local authorities. Proposals have been made to the local authorities through the joint policing committees. For example, it has been suggested that certain streets should be designated as taxi ranks at night and at other busier times. Perhaps the chief superintendent in Galway will give an example of what has been done in Galway. It reflects what is happening in similar places, such as Kilkenny, Waterford and Limerick, where these problems are also encountered.
Mr. Donal Ó Cualáin
General taxi issues have been raised at each of the last two meetings of the joint policing committee in Galway. The Garda and the city council need to find an imaginative approach to these issues. Problems have been caused by the increase in the number of taxis plying their trade in the city. A limited number of taxi spaces have been made available. We need to strike a balance. The public representatives who attend joint policing committee meetings also represent those who try to use the roads on which cars are parked on double yellow lines. At the most recent meeting of the policing committee, I made a proposal that would involve all the agencies represented on the committee. The proposal, which is in line with the "safe city" initiative, would have a public transport aspect. It essentially focuses on the night time economy. It deals with public order issues, such as the need to get people safely to and from those areas which night time entertainment is offered. The city manager is considering my suggestion that Galway City Council examine the possibility of using loading bays and bus stops as temporary taxi ranks. We intend to make some progress on that issue before July's meeting of the joint policing committee. That proposal is on the table.
I accept that the queue of taxis on Bridge Street sometimes extends over the bridge and on to Mill Street. Many members of the public have complained that they are unable to make their way safely along that route. On that basis, we have been enforcing the law that prohibits parking on double yellow lines. Taxis are the main users of that area. There are six permanent spaces at the top of the street in question. Taxi drivers get a fair amount of business in that area at certain times, so it is attractive for them to use the rank. As it is also a busy route for pedestrians, we have to keep the passageway clear for them. It is a question of getting the balance right.
There is an immediate problem. On how many occasions have the Garda authorities recommended strongly to the local authorities in our five main cities that they should make additional taxi rank spaces available at specific locations? The Garda is responsible for policing the illegal parking that is going on in those locations. In the example I have just given, there is a series of parking spaces on the other side of the road. That makes no sense. Those parking spaces should be removed immediately and used to make the taxi rank on the other side of the road a proper one. I am mentioning the Galway example, but I could give a series of examples of which the Dublin taxi associations have made me aware. They feel it would not be difficult to make immediate changes to allow more taxis to access taxi ranks.
Mr. Eddie Rock
Yes. I agree that it should not be difficult to make such changes. It should be possible to designate certain streets as taxi ranks at night time or at any other busy time. I was asked how many times the Garda authorities have made representations in this regard. The district inspector in Waterford has had several meetings with the senior engineer in Waterford City Council and the taxi driver associations about the need to provide sufficient parking spaces at the city's taxi ranks. It has been possible in Waterford to provide additional space for night time ranks. However, no extra spaces have been provided for day time use. A semi-solution has been found in Waterford. There has been a great deal of consultation with representatives of the taxi industry in Kilkenny, where the same issues have arisen. I have observed their work patterns over recent weeks. It is obvious that there are not enough taxi rank spaces to cater for the number of taxis in Kilkenny. That is the difficulty across the country. A member of the committee asked me to give statistics about the number of licences. I ask my colleague, Chief Superintendent Coburn, to go through the 2006 figures.
Mr. Declan Coburn
We have figures from 2006. In that year, the relevant number was 19,561. By March of this year, that figure had increased to 26,328. There has been an increase of over 6,000. It has been quite similar over the years. The taxi regulator enforces rules covering certain offences. She gave some figures the last time she attended a meeting of the joint committee. I understand that approximately 80 prosecutions are pending in 2008. That figure is in addition to the figures the regulator gave.
I appreciate the efforts which have been made by the Garda authorities in Galway. Is it possible for a recommendation to be made for an immediate change, along the lines I have suggested, at Bridge Street? The rank in question is beside the Garda station. I suggest that the spaces for approximately 12 cars on the right hand side of the bridge, as one travels towards Shop Street, be removed. The taxi rank in that area, which caters for just six cars at present, should be extended at least as far as the Bridge Mills.
Mr. Donal Ó Cualáin
I understand that most of the parking spaces the Chairman would like to remove are designated for the use of people with disabilities. It is a question of balancing the needs of different groups.
No, sorry. Three or four spaces at the top of the street are for people with disabilities. Most of the spaces - I looked at them yesterday - are for ordinary parking.
Mr. Donal Ó Cualáin
Is the Chairman referring to those on the bridge?
Yes. Six car parking spaces are available on the opposite side of the street, in front of the Bridge Mills. Taxi drivers have a right to feel aggrieved if, having been forced to park in that area, they have tickets slapped on their vehicles by a garda. I accept, however, there is no excuse to park further back than the bridge.
Mr. Donal Ó Cualáin
All the matters the Chairman raises are being examined. The current taxi stands, car parking arrangements for members of the public, loading bays and bus stops will be examined in the context of the proposals. Consideration is also being given to whether it is possible, in a city centre with narrow streets which is not designed for a major throughput of traffic, to close off certain streets to traffic other than public transport vehicles and taxis at night. A certain degree of traffic management is required during certain hours of the day. New civic spaces have been made available. We were fully involved in the redesign of Eyre Square as part of its redevelopment, for example, and there has been a year-on-year increase in spaces since 2003. Given that we also had an input before the joint policing committees were established, this is not a recent phenomenon. I had reason to be at the city hall on a regular basis to discuss these issues. I accept the Chairman's point that there is room to be imaginative about these matters and we will take on board his comments.
I concur with the Chairman's point regarding the operation of taxi ranks and the need to revisit this matter in light of the additional number of vehicles on the roads. The best example of this issue I can give is the operation of the taxi rank on O'Connell Street where motorists travelling northbound along the single traffic lane, which is adjoined by a QBC, are frequently blocked from moving forward by taxis coming around the rank. This is not satisfactory from the point of view of passage and it is unfair to place those working in the industry in this position.
To conclude on the prosecution issue, what offences are covered by the figure for prosecutions supplied? On the question of whether the number of prosecutions is satisfactory, if 19,500 licences were in operation in 2006, approximately 5% of those holding licences had prosecutions taken against them in that year. In 2007, when 7,000 more licences were in operation, 100 fewer prosecutions were taken. In other meetings stakeholders have informed the joint committee that quality is an issue and regulations in this respect are not being enforced. I have figures indicating the number of prosecutions is declining despite an increase in the number of PSV licences. I am well aware of and grateful for work of the Garda Síochána and Carriage Office in regulating the taxi industry. We have considerable anecdotal evidence to suggest quality is slipping. What is the explanation for the marked decrease in prosecutions?
In fairness to the witnesses, the question has been answered.
The reason I ask is that the figures supplied to me indicate that while the number of licences increased--
I call the assistant commissioner.
As I am the only person present, I ask the Chairman to allow me to finish the point I am making. I ask for an explanation of the reason the number of prosecutions has decreased despite a large increase in the number of licences.
Mr. Eddie Rock
In addition to the issues I raised, the Commission for Taxi Regulation has been operating for some years with a range of responsibilities and I do not have prosecution figures from the regulator. The overall figure for prosecutions includes all offences. Certainly, the number of cases of drivers not having licences and similar breaches of the regulations has decreased. My colleague indicates that over-charging, which is a major issue, is included in the first part of the first table.
Mr. Rock is stating that despite the increase in the number of licences, adherence to current regulations is satisfactory.
Mr. Eddie Rock
No, I would not say that. The Commission for Taxi Regulation is discharging its responsibility in the area of prosecutions and I do not have to hand figures from the regulator.
I appreciate the considerable preparation the delegations have undertaken to address the issues raised at a recent meeting between the joint committee and taxi associations. Members agree that the taxi associations have valid arguments on a number of issues and we are pleased with the responses given today.
Close co-operation is needed between the Garda Síochána, the Carriage Office and the Commission for Taxi Regulation because it is clear from the taxi regulator's comments that she will assume much of the responsibility currently held by the Garda and the Carriage Office. She believes this transfer of responsibility will take time owing to the lack of staff and resources available to her. In the meantime, the joint committee urges the Garda Síochána, the Carriage Office and the taxi regulator to co-operate as closely as possible to ensure the necessary standards obtain and practical difficulties, such as parking and taxi numbers, are addressed flexibly. I appreciate the response given by Chief Superintendents Ó Cualáin and Clerkin. I thank our guests with whom we will maintain contact as developments take place.
The joint committee adjourned at 5.30 p.m. until 3.45 p.m. on Wednesday, 2 July 2008.