Application Determination - Ministry of Transportation and

Transcription

Licence Application Decisions on Peak Period
Taxi Service in the City of Vancouver
Seventeen taxi licensees based outside Vancouver (“suburban taxi applicants”) applied to
the Board to operate part of their fleets in Vancouver during peak periods. Four licensees
based in Vancouver (“Vancouver taxi applicants”) applied to add vehicles to their fleets
during peak periods. This document contains the Board’s decisions on all 21 applications.
A.
Suburban Taxi Applications: Amendment to Licence
The following companies have applied to operate 15% of their fleet in the City of Vancouver
on Friday/Saturday and Saturday/Sunday from10:00 p.m. – 5:00 a.m., on “black” and “red”
days at cruise ship terminals and other special days as approved by the Board.
Application
44-11
48-11
49-11
51-11
52-11
54-11
56-11
57-11
58-11
59-11
60-11
61-11
62-11
63-11
64-11
65-11
56-12
Applicant
Aldergrove-Langley Taxi Ltd.
Queen City Taxi Ltd.
Burnaby Select Metrotown Taxi Ltd.
Delta Sunshine Taxi (1972) Ltd.
Kimber Cabs Ltd.
Guildford Cab (1993) Ltd.
Bonny’s Taxi Ltd.
Surdell Kennedy Taxi Ltd.
Port Coquitlam Taxi Ltd.
Bel-Air Taxi (1982) Ltd.
Royal City Taxi Ltd.
Tsawwassen Taxi Ltd.
White Rock South Surrey Taxi Ltd.
Coquitlam Taxi (1977) Ltd.
Newton Whalley Hi Way Taxi Ltd.
Sunshine Cabs Ltd.
North Shore Taxi (1966) Ltd.
PT Licence #
70614
70271
70358
70285
70458
70431
70242
70526
70234
70233
70450
70463
70404
70232
70974
70547
70476
Total
15% of taxi fleet
2
2
1
6
3
8
17
10
2
7
8
4
9
5
11
10
19
124
Corporate information for each applicant company is provided in the individual decisions
in Part II.
Page 1
Taxi Decision
Passenger Transportation Board
Publication Date
July 27, 2011 (except North Shore Taxi Ltd. – March 7, 2012)
Submissions Received
Counsel
B.

Vancouver Taxi Applicants as listed in “B” below

City of Vancouver
William McLachlan, McLachlan Brown Anderson
Vancouver Taxi Applications: Additional Vehicles (AVs)
The following companies have applied to add 99 vehicles collectively to their fleets. These
vehicles would operate in the City of Vancouver from 3:00 p.m. to 6:00 a.m. on
Friday/Saturday and Saturday/Sunday, October 31st , New Year’s Eve and Celebration of
Light evenings. The vehicles would also operate on “black” and “red” days at cruise ship
terminals.
Application
Number
AV07-12
AV08-12
AV09-12
AV10-12
Applicant
Number of AVs
Requested
16
36
30
17
99
PT Licence
MacLure’s Cabs (1984) Ltd.
Yellow Cab Company Ltd.
Black Top Cabs Ltd.
Vancouver Taxi Ltd.
70199
70277
70294
70538
Total
Corporate information for each applicant company is provided in the individual decisions
in Part II.
Publication Date
February 22, 2012
Submissions

BC Taxi Association

Kashif Sheikh
Received

Pacific Coop Taxi Association

Bhupinder Singh Thiara

Suburban Taxi Applicants as
Satnam Singh Thiara
listed in “A” above
Bhupinder Singh Dhaliwal
Counsel
Page 2
Tobin Robbins, Heenan Blaikie LLP
Taxi Decision
C.
Board Decisions
1. Suburban Taxi Applications
The following Amendment of Licence applications are approved as set out in the decisions:

51-11 - Delta Sunshine Taxi (1972) Ltd. – weekend peak period taxi service with up to 5 taxis
originating from the Downtown Vancouver Entertainment District

52-11 - Kimber Cabs Ltd. – weekend peak period taxi service with up to 3 taxis originating from
the Downtown Vancouver Entertainment District

54-11 - Guildford Cab (1993) Ltd. – weekend peak period taxi service with up to 2 taxis

61-11 - Tsawwassen Taxi Ltd. – weekend peak period taxi service with up to 2 taxis originating
from the Downtown Vancouver Entertainment District

64-11 - Newton Whalley Hi Way Taxi Ltd. – weekend peak period taxi service with up to 2 taxis

65-11 - Sunshine Cabs Ltd. – weekend peak period taxi service with up to 10 taxis originating
from the Downtown Vancouver Entertainment District

56-12 - North Shore Taxi (1966) Ltd. – weekend peak period taxi service with up to 14 taxis
The following Amendment of Licence applications are refused:

44-11 - Aldergrove-Langley Taxi Ltd.

48-11 - Queen City Taxi Ltd.

49-11 - Burnaby Select Metrotown Taxi Ltd.

56-11 - Bonny’s Taxi Ltd.

57-11 - Surdell Kennedy Taxi Ltd.

58-11 - Port Coquitlam Taxi Ltd.

59-11 - Bel-Air (1982) Taxi Ltd.

60-11 - Royal City Taxi Ltd.

62-11 - White Rock South Surrey Taxi Ltd.

63-11 - Coquitlam Taxi (1977) Ltd.
2. Vancouver Taxi Applications
The following Additional Vehicle applications are approved:

AV07-12 - MacLure’s Cabs (1984) Ltd. – 16 peak period taxis

AV06-12 - Yellow Cab Company Ltd. – 36 peak period taxis

AV09-12 - Black Top Cabs Ltd. – 30 peak period taxis

AV10-12 - Vancouver Taxi Ltd. – 17 peak period taxis
Decision Date
October 2, 2012
Panel Chair
Don Zurowski
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Panel Members
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William H. Bell
Brenda M. Brown
D.
Structure of Decision
This decision is divided into four parts:

Part One provides general information on taxi operations and licensing in the
Greater Vancouver Regional District.

Part Two discusses the applications in general, including the types of applications,
submissions, procedural decisions, evidence of public need common to all
applications and positions of the parties.

Part Three outlines Board considerations, analysis and findings applicable to all
applications.

Part Four contains the Board’s decision and reasons on each individual application.
All four parts constitute the Board’s decision on these two sets of applications. Therefore,
individual decisions should be read in conjunction with the first three parts.
Page 4
Taxi Decision
Table of Contents
Part One: General Information
I.
Introduction
A. Taxis in the Greater Vancouver Regional District
B. Temporary Operating Permits (City of Vancouver)
8
12
Part Two: Applications in General
II.
Applications
A. Suburban Taxi Applications
B. Vancouver Taxi Applications
C. Submissions to Published Application Summaries
16
16
16
III. Combined Proceedings
20
IV. Evidence of Public Need Common to All Applications
A. Peak Demand and Supply of Taxis in Vancouver (Chow Report)
B. Letters of Support / Media Reports
C. Municipal and City of Vancouver Information
D. City of Vancouver Administrative Report (March 16, 2012)
21
28
29
29
V.
31
Positions of the Parties
Part Three: Board Considerations, Analysis and Findings
VI. Board Considerations
A. Public Need
B. Sound Economic Conditions
C. Applicant Fitness
36
37
38
VII. Analysis and Findings Common to All Applications
A. Public Need
B. Sound Economic Conditions
C. Suburban Taxi Applications
D. Vancouver Taxi Applications
E. Applicant Fitness
38
40
42
48
49
…continued
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Taxi Decision
Table of Contents (Continued)
Part Four: Decisions on Individual Applications
17 Suburban Taxi Applications
44-11 Aldergrove-Langley Taxi Ltd.
52
48-11 Queen City Taxi Ltd.
57
49-11 Burnaby Select Metrotown Taxi Ltd.
63
51-11 Delta Sunshine Taxi (1972) Ltd.
68
52-11 Kimber Cabs Ltd.
78
54-11 Guildford Cab (1993) Ltd.
84
56-11 Bonny’s Taxi Ltd.
92
57-11 Surdell Kennedy Taxi Ltd.
97
58-11 Port Coquitlam Taxi Ltd.
102
59-11 Bel-Air Taxi (1982) Ltd.
107
60-11 Royal City Taxi Ltd.
112
61-11 Tsawwassen Taxi Ltd.
117
62-11 White Rock South Surrey Taxi Ltd.
125
63-11 Coquitlam Taxi (1977) Ltd.
130
64-11 Newton Whalley Hi Way Taxi Ltd.
135
65-11 Sunshine Cabs Ltd.
144
56-12 North Shore Taxi Ltd.
152
4 Vancouver Taxi Applications
Page 6
AV07-12 MacLure’s Cabs (1984) Ltd.
161
AV08-12 Black Top Cabs Ltd.
170
AV09-12 Vancouver Taxi Ltd.
177
AV10-12 Yellow Cab Company Ltd.
187
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Part One: General Information
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I.
Introduction
The Passenger Transportation Board makes decisions on applications for taxi licences. If a
licence is approved, the Board sets terms and conditions of licence. These may specify such
things as operating areas, maximum fleet sizes, vehicle carrying capacity, the number of
accessible taxis in a fleet, etc. To change an operating area, licensees must apply to amend
their terms and conditions of licence. To add vehicles, licensees must apply to increase
their maximum fleet size.
Taxis may only pick up passengers in municipalities for which they are licensed to
originate passengers. The exception is taxis that have “return” or “(limited) reverse trip”
authority on their licences. These are limited and specific circumstances. Under return trip
authority, passengers may be picked up in the municipality where their trip terminated
and returned to their originating municipality if the return trip is arranged before the
originating trip terminates. Under limited reverse trip authority, passengers may be
picked up in another municipality as long as (a) the trips ends in the taxi company’s
originating area and (b) the customer has a charge account directly with the taxi company.
A.
Taxis in the Greater Vancouver Regional District
The Greater Vancouver Regional District (GVRD) comprises 22 municipalities, one electoral
area, and one treaty First Nation. The major centre is the City of Vancouver. The
municipalities of North Vancouver (city and district), West Vancouver, Burnaby and
Richmond are immediately adjacent to Vancouver.
City of Vancouver Taxis
There are 588 taxis operating in the City of Vancouver. These vehicles are operated by 4
taxi companies: MacLure’s Cabs (1984) Ltd. (MacLure’s Cabs); Yellow Cab Company Ltd.
(Yellow Cab) Black Top Cabs Ltd. (Black Top Cabs); and Vancouver Taxi Ltd. (Vancouver
Taxi).
Table 1 lists the number of active vehicles operated under each company’s passenger
transportation licence. The Vancouver companies have authority to pick up passengers
only in the City of Vancouver and the Vancouver International Airport (YVR).
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Taxi Decision
Table 1: Vancouver Taxis
Applicant
PT Licence
Active Vehicles
MacLure’s Cabs
70199
65
Yellow Cab*
70277
249
Black Top Cabs
70294
197
Vancouver Taxi**
70538
47
70546
30
Total
*
588
One of the vehicles in the fleet is under a separate passenger transportation licence that does
business as “Yellow Cab”
**
Vancouver Taxi has 2 passenger transportation licences. The additional vehicle application was made
under PT licence 70538. The temporary operating permits were issued to PT licence 70538.
Table 2: Suburban GVRD Taxis
Primary Operating
Municipality*
# of PT
Licensees
Active
Vehicles
North Vancouver/West
Vancouver

North Shore Taxi

Sunshine Cabs
2
190
125
65
Burnaby

Bonny’s Taxi

Burnaby Select
2
Coquitlam/Port
Coquitlam/ Port Moody

Port Coquitlam
Taxi

Coquitlam Taxi

Bel-Air Taxi
Richmond

Richmond Taxi**

Coral Cabs

Garden City Taxi

Kimber Cabs
Area*
# of PT
Licensees
Active
Vehicles
Delta/Surrey/ White Rock
***

Guildford Cab

Surdell-Kennedy
Taxi

Newton Whalley
Taxi

Tsawwassen Taxi

Delta Sunshine
Taxi

White Rock/South
Surrey Taxi
7
320
50
69
70
28
40
63
119
115
4
Langley

Aldergrove Langley
Taxi****
1
16
16
3
91
14
31
46
Pitt Meadows/Maple Ridge

Allouette Taxi

Meadow Ridge Taxi

Syd’s Taxi
3
30
10
10
10
4
131
64
19
30
18
New Westminster

Queen City Taxi

Royal City Taxi
2
63
11
52
24
960
Total
*
Some taxi companies in the GVRD may pick up in a small portion of a neighbouring municipality - e.g. Bel-Air
may pick up within 3 km of Burnaby. The above chart lists primary operating municipalities for taxi companies.
**
Companies highlighted in shading are not part of the suburban taxi applications.
***
All companies may pick up passengers in Surrey. Guildford, Surdell Kennedy, Delta and Tsawwassen may pick
up passengers in Delta. Newton Whalley and White Rock/South Surrey may pick up passengers in White Rock.
White Rock/South Surrey may also pick up passengers in Langley.
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Taxi Decision
****
Some companies that operate primarily in the Fraser Valley Regional District may also pick up passengers in
some or all of Langley. These companies are not included in the chart.
Suburban Taxis
There are 960 taxis that operate in the other municipalities in the GVRD. These are
operated under 24 passenger transportation licences. Table 2 lists these “suburban” taxi
licensees, the primary areas in which they operate and their total number of active
vehicles.
Taxis licensed by the Vancouver International Airport (YVR) Authority
The YVR Authority issues its own licences ("YVR licences") to specific companies and
vehicles to queue for passengers at the Vancouver International Airport (YVR), which is in
Richmond. These licensed taxis must comply with contractual arrangements entered into
between the companies and YVR. Currently, 16 companies and 525 vehicles are licensed
by the YVR Authority to provide service at the airport. (Each company is also authorized
on its passenger transportation licence to pick up passengers at YVR.) The YVR Authority
renegotiates the contracts every 4-5 years. There is no obligation on the Authority to
maintain its current agreements with the 16 taxi companies.
Table 3 (on the next page) lists the taxi companies which have a current agreement with
the YVR Authority and the number of vehicles licensed by it. Not all of the 17 suburban taxi
applicants have an agreement with the YVR Authority. Richmond Taxi Ltd., which is not a
suburban taxi applicant, is licensed by the YVR Authority to operate 74 taxis at the airport.
Peak Period Taxi Service in the City of Vancouver
Historically, bar closing, special events and seasonal activities have resulted in increased
demand for taxi service in the City of Vancouver, especially in the “Downtown Vancouver
Entertainment District”. Special events and seasonal activities may include such things as
peak period cruise ship days, the annual “Celebration of Light” fireworks, sporting events
and concerts. (The Vancouver Fraser Port Authority and people in the tourism sector
sometimes use terms such as “black days” and “red days” to refer to days when cruise ship
activity exceeds a certain threshold.) Issues associated with peak period taxi supply
include: longer waiting times, lack of cabs and trip refusals, especially for trips to the
suburbs. In 2009, the Board noted in it decision on an application from Vancouver Taxi
Ltd. at page 6:
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Taxi Decision
As part of my investigation through the Registrar, I asked the Vancouver Police Department (VPD) to
comment specifically on the peak times for taxi demand in the entertainment district and on recent service
level performance during these times. I also asked VPD to comment on the impact, if any, attributable to the
2007 increase in taxis. The January 27 2009 reply included a statement from the Sergeant assigned to police
the entertainment district: “On Friday and Saturday nights the lack of Cabs on the Mall starts around 0030hrs,
because every other event around the city is getting out. By 0200 hrs very few cabs on the mall until shift
change at 0400 hrs. At 0410hrs we have lots of cabs again as dayshift drives start their shift.” Further
comments include: “During certain times or events there are simply too many customers for too few taxis. We
still see fares being refused and being justified by the driver as ‘shift change’ and the driver not ensuring that
a second taxi has been called. Drivers are refusing to take the out of town trips wanting only to service the
local destinations.” The representative of the VPD goes on to state that he believes that: “there is still room to
increase the size of the Vancouver taxi fleets to meet peak demand on event dates, weekends, cruise ships, GM
place, fireworks etc. without having a negative effect on non peak times as Vancouver has a large and
increasing population many of whom don’t have access to vehicles.”
Table 3: Companies Licensed by YVR Authority to operate at Vancouver International Airport
Licensee
# YVR Taxi Licences
Maximum Fleet Size on PT Licence
Bonny’s Taxi Ltd.
81*
115
Coquitlam Taxi (1977) Ltd.
30
31
North Shore Taxi (1966) Ltd.
31
125
Sunshine Cabs Ltd.
28
65
9
52
Kimber Cabs Ltd.
18
18
Delta Sunshine Taxi (1972) Ltd.
54
40
28
17
50
16
70
Surdell Kennedy Taxi Ltd.
40
69
White Rock South Surrey Taxi Ltd.
28
63
Black Top Cabs Ltd.
5
197
Vancouver Taxi dba Handicapped
Cabs
3
30
Vancouver Taxi Ltd.
47
29
65
Yellow Cab Co. Ltd.
62
249
451
1314
Total
*
Page 11
Some of the airport licences issued to Bonny’s Taxi may be operated by Queen City Taxi, a corporately related
company. The information received by the Board was not clear on this point.
Taxi Decision
In September 2010, the provincial government introduced new impaired driving
legislation. This legislation imposes sanctions on drivers who have blood alcohol content
above 0.05. The enactment of this legislation raised concerns about adequacy of taxi
supply in many cities in the province.
Vancouver City Council, at its meeting on November 16, 2010, referred the matter of taxis
in the entertainment district to a Standing Committee. The Committee made the following
motion, which was endorsed by Council:
THEREFORE BE IT RESOLVED THAT staff be directed to work with the taxi roundtable and
other stakeholders, and to report back with recommendations as to measures to improve
service to customers at peak periods, including but not limited to possible temporary
licenses.
In 2011, a sub-group of the Vancouver Taxi Roundtable met to identify a range of possible
taxi service improvements. This work was put on hold pending the completion of a report,
commissioned by the four Vancouver taxi companies, on peak period taxi service. A March
16, 2012 Administrative Report by City of Vancouver staff indicated that this sub-group
identified initiatives related to managed taxi stands in the entertainment district, revising
driver shift change times, transit service improvements, centralized dispatching, public
education and enforcement. Board staff attended initial sub-group meetings. However,
this participation was curtailed in light of application files before the Board as outlined
below.
B.
Temporary Operating Permits (City of Vancouver)
In February 2011, the Board received similar applications from the four Vancouver taxi
companies. The companies asked for Temporary Operating Permits (TOPs) to operate 65
additional vehicles in Vancouver. These vehicles would operate on Friday and Saturday
nights from 3:00 p.m. to 6:00 a.m. as well as “special days”. The specific requests are listed
in Table 4.
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Taxi Decision
Table 4: Temporary Operating Permit Requests
Company
No. of Permits Requested
24
Black Top Cabs Ltd.
20
Vancouver Taxi Ltd.
11
MacLure’s Cabs (1984) Ltd
10
TOTAL
65
The companies described this as a pilot project. They hired, on their own volition, Garland
Chow, Associate Professor at the Sauder School of Business, UBC to monitor and evaluate
the effectiveness of the TOPs. The Board approved the TOPs. The decisions stated:
The Board obtained a copy of the terms of engagement for Professor Garland Chow who
has been engaged to monitor the performance of the pilot project. This project scope
includes the full fleet of each of the four companies. I understand that the findings of this
study are to be shared with the Taxi Round Table, the City of Vancouver and the Board. I
am satisfied that the pilot project, if complete and consistent data are monitored and
assessed as described in Professor Chow’s terms of engagement, will provide valuable
information in determining an optimal solution to the issue of taxi service in the City of
Vancouver on a more permanent basis.
The issue of the “urgency” of public need relating to the taxi service at peak periods in the
City of Vancouver is not a recent phenomenon. The issue reached near crisis proportions
prior to the granting of 111 new full time taxi authorizations in 2007. The infusion of
additional capacity brought some relief, but taxi supply still appears to fall short of demand
for a few hours most weeks. From time to time, temporary actions, unsanctioned by the
Board, have been taken such as allowing suburban taxis to pick up at peak times. These
temporary actions create ongoing enforcement issues, but have been deemed necessary in
the interest of public safety. Currently, the size of the issue, and lasting solutions that
clearly solve the problem without creating new problems, are still not sufficiently defined.
I find that the need for the TOPs requested in the four applications by the Vancouver taxi
companies is both urgent and temporary. Granting the TOPs will provide a temporary
solution to an ongoing problem. The careful monitoring and assessment of the pilot project
should provide valuable information with respect to the size of the problem and the
economics of this potential solution.
Table 5 sets out the peak period taxi TOPs the Board approved for City of Vancouver
companies. When TOP vehicles are operating, the total taxi fleet available in Vancouver
increases to 653 vehicles.
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Taxi Decision
Table 5: Peak Period TOPs for Vancouver Taxi Companies
Yellow Cab
Vancouver Taxi
Black Top
MacLure’s
Total
24
11
20
10
65
Vehicles:
Date Range
Days & Times
Date Range
Days & Times
Date Range
Days & Times
Date Range
Days & Times
Date Range
Days & Times
Page 14
April 29, 2011 – October 30, 2011

Friday and Saturday evenings (3 p.m. – 6 a.m.)

Red & Black Cruise Ship Days and special summer fireworks events

Stanley Cup Final Game
November 4, 2011 – January 1, 2012

Friday and Saturday evenings (3 p.m. – 6 a.m.) from November 4 - November 27, 2011

Sunday to Monday morning on November 20 & 27, 2011

Thursday evening November 24th

Evenings (3 p.m. – 6 a.m.) from December 1, 2011 until December 31, 2011
January 27, 2012 – April 21, 2012

Fridays and Saturday evenings (3 p.m. – 6 a.m.)
April 27, 2012 – July 15, 2012


May 11, 2012; May 19, 2012 (24 hours)
July 20, 2012 - October 13, 2012


Wednesday, August 1, 2012 (3 p.m. – 6 a.m.)

September 14 and 22, 2012 (24 hours)

September 23, 2012 (6 a.m. to 6 p.m.)
Taxi Decision
Part Two: Applications in General
Page 15
Taxi Decision
II.
Applications
Suburban Taxi Applications
On July 27, 2011, the Board published applications from 16 suburban taxi companies.
These companies have applied to amend their terms and conditions of licence. They seek
permanent authority to operate up to 15% of their fleets in Vancouver during peak periods
(i.e. weekend evenings and special days). On March 7, 2012, the Board published an
application from a 17th suburban taxi company which also applied for permanent authority
to operate up to 15% of its fleet in Vancouver during peak periods. If all these applications
were approved, there would be an additional 124 taxis available to operate in the City of
Vancouver on weekends and special days.
A.
Vancouver Taxi Applications
On February 22, 2012, the Board published additional vehicle applications from 4
Vancouver taxi companies. These companies have applied collectively for permanent
authority to operate 99 additional vehicles in Vancouver during peak periods. If all these
applications were approved, the Vancouver taxi fleet could increase to 687 vehicles during
peak periods.
B.
Submissions to Published Application Summaries
The submitters to the suburban taxi applications were the Vancouver taxi applicants and
the City of Vancouver. The submissions of the Vancouver taxi applicants are discussed
below in section V “Positions of the Applicants”.
On November 8, 2011, the Board received a letter from Gregor Robertson, Mayor of the City
of Vancouver. This letter, dated November 8, 2011, stated:
It has come to my attention that the Passenger Transportation Board is now considering the
application of lower mainland taxi companies to provide service within city boundaries. As you are
aware, the City of Vancouver is working with the city's firms to monitor the impact of the temporary
licensing system pilot program to address service issues within the city. It is my view and Council's
that any move to allow the lower mainland firms to operate within Vancouver boundaries would be
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Taxi Decision
very destructive to customer service quality and the stability of our established firms. It would
amount to a wholesale reorganization of the taxi industry with unpredictable consequences,
including for municipalities neighbouring Vancouver.
For all these reasons, I urge you to reject the application of the lower mainland firms and to
work with Vancouver to improve service by building on the results of the current temporary
licensing program.
Counsel for the 17 suburban taxi applicants submits that the letter from the Mayor
of Vancouver has no evidentiary value and that the statements are sweeping and
unfounded, with no factual basis.
Vancouver Taxi Applications
The suburban taxi applicants made submissions on the Vancouver taxi applications. The
submissions are discussed below in section V “Positions of the Applicants”. In addition, the
Board received the submissions outlined below.
Bhupinder Singh THIARA, Satnam Singh THIARA; Bhupinder Singh DHALIWAL (drivers) (2
letters plus petition with 14 signatures)

TOP study was focused on supply and demand, not customer service or the
economic condition of drivers

Only profitable shifts for drivers are weekends and cruise ship days. Adding more
vehicles will hurt drivers

Raises issues relating to working conditions for drivers, high lease rates for drivers,
high share prices, and lack of job security for drivers

Asks for public hearing, with driver representation

Asks for Board to issue licences to drivers
Pacific Coast Co-op Taxi (drivers) (letter plus list of 65 members, newspaper article, letter
from high school student)

Companies requesting the licences to sell shares, not for customer service

High lease rates per shift detract from customer service; Companies don’t care about
customer service only profit
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Taxi Decision

No job protection for drivers

Leasing is “illegal” according to information drivers received in a meeting with the
Minister and Registrar of Passenger Transportation

Letter from student highlighted the types of fees her father as a driver must pay to
Black Top Cabs every month, leaving him with a very small profit margin, plus tips.
Kashif SHEIKH, a driver, submitted a letter and a petition with 36 signatures

Drivers pay high lease rates and work long hours

Drivers forced to cover night shifts for 12 hours, 7 days a week

High lease rates detract from customer service

Licences issued to companies are resold at hundreds of thousands of dollars

Companies violate employment standards and National Safety Code requirements

Drivers pay the entire costs of operating the additional vehicles; companies profit

Board should consult directly with drivers before approving applications

The petition stated: “In support of submission to PTB against the release of new taxi
licences in Vancouver”.
BC Taxi Association

Majority of taxis licensed at YVR belong to the 17 applicants and the majority of YVR
trips are to downtown Vancouver (cites figures obtained from member companies
and claims the companies drop over 575,000 fares from YVR and GVRD
municipalities to downtown Vancouver.)

17 suburban cabs have the capacity to serve downtown Vancouver – offer is a
practical and financially viable option

Suburban cabs have no problem taking fares to the suburbs

City of Vancouver has been closed-minded to the suburban option
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Taxi Decision
Mr. Robbins, on behalf of the Vancouver taxi applicants, responded to the submissions as
follows:
Bhupinder Singh THIARA; Satnam Singh THIARA; Bhupinder Singh DHALIWAL

Labour, employment and safety grievances are not within the jurisdiction of the
Board

Drivers have not made applications to the Board
Pacific Coast Taxi Co-op Taxi & letter from Blossom Malhan

No such entity exists – name reservation expired

A number of the grievances listed are not within the Board’s jurisdiction
Kashif Sheikh

The matters of labour and employment are beyond the jurisdiction of the Board

The Board should not give any weight to submissions and lists of names
BCTA

Takes issue with the YVR statistics quoted by BCTA.

All other comments in the BCTA submissions were included in the submissions from
the 17 suburban taxi applicants.
The Board received confirmation that on March 7, 2012, Pacific Coast Co-op Taxi (PCCT)
was incorporated as a Cooperative Association.
In March 2012, the Board received an anonymous communication claiming that the
Vancouver taxi applicants were asking drivers to sign a letter indicating that they were not
supporting any driver association in their submissions to the Board. The Board forwarded
the letter to Mr. Robbins and sought comments. He replied that one of the Vancouver taxi
companies, without the knowledge of the other three, prepared the letter. It was only
signed by one individual. The letter was immediately withdrawn from circulation and the
signed letter was destroyed.
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III.
Combined Proceedings
The Vancouver taxi applications and the suburban taxi applications relate to the issue of
supply of taxis in Vancouver at peak periods, primarily in the entertainment district. The
Board, pursuant to section 14 of the Passenger Transportation Act, is conducting the
proceeding for both sets of applicants at the same time.
Production and disclosure of documents
The Board notified the applicants of this procedural decision on March 30, 2012. At that
time, the Board issued an Order requiring each set of applicants to produce 2 copies of its
application materials and application related correspondence. This material included
spreadsheets that the Board had asked each applicant to complete. The applicants
complied with this Order.
The Vancouver taxi applicants objected to the disclosure to the suburban taxi applicants of
some of the data that they provided to the Board. The Vancouver taxi applicants
maintained that this was “very valuable business information that could be directly and
significantly harmful to the competitive position of the 4 Vancouver Taxi Cab Companies”.
The suburban taxi applicants questioned whether the material was proprietary in nature
and saw “no compelling reason for the request to withhold information and disclose that
information on conditions”. However, if the Board were to limit disclosure in some fashion,
the limitation should be consistent among both sets of applicants.
The Board was not entirely convinced by the arguments set out by the Vancouver taxi
applicants. However, in the interests of processing and proceeding with the applications in
a timely manner, the Board decided that administrative fairness could be accomplished
through a limited disclosure of the information to counsel and 1 authorized representative
of each set of applicants.
On June 7, 2012 the Board disclosed documents to the applicants. In accordance with Rule
12 of the Board’s Rules of Practice and Procedure, private financial information was not
disclosed.
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Final Submissions and Replies
On July 3, 2012, the Board received final submissions from counsel for the respective
applicants and received replies to these submissions on July 10, 2012.
IV.
Evidence of Public Need Common to All Applications
A.
Peak Demand and Supply of Taxis in Vancouver’s Downtown Entertainment
District: Final Report, Garland Chow (February 27, 2012)
In 2011 the 4 Vancouver taxi companies engaged Garland Chow, Associate Professor at the
Sauder School of Business, University of British Columbia, to conduct a study of the
relationship between taxi supply and service. The terms of reference for the project, dated
March 10, 2011, list the goals of the project as measuring the impact of the TOP pilot
project on:

The performance of the Vancouver taxi industry in meeting the needs of taxi
customers

The productivity of the Vancouver taxi industry in terms of vehicle utilization
The project measured service and productivity before the 65 TOP vehicles came into effect
and after. The purpose of the overall TOP monitoring project was to measure “taxi service
levels and relate this to the number of taxis in the system.”
Dr. Chow’s report (“Chow Report”) was released in final form on February 27, 2012. (This
replaced a previous version of January 10, 2012.) The Chow Report discussed the
following sources of data:
1. Dispatch data and telephone call data
2. Taxi patron surveys
3. Taxi screen line counts
Dispatch Data and Telephone Call Data
Dispatch data was collected from the taxi companies’ computerized dispatching system,
Digital Dispatch Systems (DDS). Black Top Cabs and MacLure’s Cabs use a version of DDS
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Taxi Decision
that only tracks dispatched trips, and not flag or hailed trips. One company, Yellow Cab,
has a version of DDS that tracks both dispatched and flag trips. Computer system data from
Vancouver Taxi was not archived by DDS and computer system records were not included
in the Chow Report. The Chow Report examines dispatch data for 4 weekends in April
2011 (before the 65 TOP vehicles were operating) and 4 weekends in September and
October 2011 (when the 65 TOP vehicles were operating). Over 100,000 trip records were
examined. Generally, the Chow Report looks at data for weekend peak period shifts from
9:00 p.m. to 6:00 a.m.
Dr. Chow notes that only the computer data from Yellow Cab reflects the total business of
the taxi firm. Of the data analyzed, between 9:00 p.m. and 6:00 a.m., 72% of Yellow Cab
trips were flagged and the other 28% were dispatched. Further analysis of Yellow Cab’s
data shows that flag trips were over 80% of the company’s business between 1:00 a.m. and
4:00 a.m. When examining trips in the downtown core1, flagged trips represent 88% of
Yellow Cab’s overall business. The Chow report suggests that the percentage of flagged
trips may be even higher for Black Top Cabs and MacLure’s Cabs.
During each 4-weekend period that the TOPs were in effect, Yellow Cab’s fleet utilization
between the hours of 1:00 a.m. to 4:00 a.m. was consistently above 98% when both flagged
and dispatched trip data were examined. Further, dispatch trip records for 3 taxi
companies, excluding Vancouver Taxi, indicate that 550 of 565 taxis (97%) were in service
during the 9:00 p.m. to 6:00 a.m. weekend shift over 4 weekends between September 16
and October 8, 2011. This is slightly higher than the 492 of 511 taxis (96%) that were in
service in April 2011. The Chow Report suggests that “the high fleet utilization indicates
that the additional TOPs were not substitutes for existing vehicles.”
Data from all 3 companies indicates that dispatch response times essentially remained the
same between pre-TOP vehicles and during the TOP period. Table 6 shows that in April
2011, 83.75 % of calls from the downtown core were responded to within 10 minutes,
92.80% within 15 minutes and 96.58% within 30 minutes. These percentages are slightly
The downtown core is defined as the area of Vancouver that is bounded by the Burrard Inlet on the south,
the Lion’s Gate bridge on the north and either Main, Beatty or Abbot street to the east.
1
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lower in the period when the 65 TOP vehicles were operating2 as can be seen in the
Sept./Oct. 2011 column of the table.
Table 6: Service response times3 for trips originating from Downtown Vancouver
(adapted from the Chow Report)
April 2011
Sept./Oct. 2011
Trips within 10 min
83.75%
81.35%
Trips within 15 min
92.80%
91.12%
Trips within 30 min
96.58%
95.95%
In discussing whether these statistics represent “good performance”, Dr. Chow states:
Is this good performance? The researcher is not aware that the PTB, or its predecessor, has
specified an acceptable probability that a customer will get service within a given number of
minutes since this information was not available to measure in the past. However we have
found that the San Francisco Taxicab Commission had set the following response time goals for
taxicabs:
• 70 percent of the time taxicabs will arrive within 10 minutes of the service call,
• 80 percent within 15 minutes, and
• 99 percent within 30 minutes4
Taxi Patron Survey
This was an in-person survey of taxi patrons. The objective was to measure the service and
satisfaction of taxi users before and after the implementation of the TOP program. The taxi
patron survey in April 2011, before the TOP vehicles were operating, produced a
benchmark to measure the impact of the TOP program. The second Taxi Patron Survey
(TPS) in September/October 2011 measured the level of service and satisfaction after TOPs
These figures cap dispatch response time at 60 minutes to account for anomalies in the central dispatch
system.
2
3
This is the time from when a call was received by the dispatch/call centre to the time the taxi trip began.
4
Dr. Chow cites a 2001 report by Nelson/Nygaard Consulting Associates, Making Taxi Service Work in San
Francisco, Final Report, (2001), as the source for these benchmarks.
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had been in place for 5 months. The TPS concentrated on service in the downtown core.
Taxi users were questioned on Granville Street and in Yaletown and Gastown.
The TPS measures satisfaction of both flag and dispatch service. It also reflects the
customer’s perception of the total taxi trip. The disadvantage is that the surveys are
resource intensive. The Chow Report notes that “The information collected is inherently an
estimate or a qualitative evaluation. However such evaluations are more rigorous when
large sample sizes (e.g. large survey size) are obtained so that central tendencies (e.g.
averages) are more likely to be accurate representations of reality.”
The report goes on to note that the two surveys collected a large enough sample to
“accurately estimate overall satisfaction” during the two time periods. In April 2011, 73%
of TPS respondents acquired taxi service by flagging or hailing a taxi from the street. In
October 2011, this number increased to 77%. The Chow Report noted that this supports
dispatch data findings.
TPS respondents indicated that peak demand for taxi service in the downtown area is
between 1:00 a.m. and 4:00 a.m. on weekends. The Chow Report notes that this is
consistent with pub and nightclub closing times. Demand for taxis in the downtown core
between 2:00 a.m. and 3:00 a.m. is almost 6 times greater than demand for any hour
between 10:00 p.m. and 1:00 a.m.
In April 2011, 56.9% of TPS trips were to Vancouver destinations. In October, 56% of TPS
trips were to Vancouver destinations. The other trips were to suburban destinations. The
Chow Report notes: “Burnaby was by far the most frequent suburban destination followed
by the North Shore and Richmond”.
Approximately 52% of the April 2011TPS respondents could remember the taxi company
that picked them up on their last flagged trip and 55% percent to the October 2011 TPS
respondents could remember this. Eighty-eight percent of the flagged taxi trips were made
by Vancouver-based taxis and 12% by non-Vancouver taxis in April and the percentage of
Vancouver taxis providing the service increased slightly to 90% in the October survey.
A smaller percentage of TPS respondents in April 2011 and October 2011 remembered the
taxi company that they phoned for service. In April 2011, 85% of the taxi companies called
were based in Vancouver and in October 2011, this number decreased to 82%. The Chow
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Report notes that the average number of calls by TPS respondents to cab companies was
about the same for April and October; however, the percent of dispatched taxis requiring
one call went up from 61 to 68% at the expense of those taking two calls which went down
from 22 to 15%. In October, as compared to April, TPS respondents reported “significantly
shorter” pick up or wait times when they called for taxi service. The Chow Report also
notes a “substantial improvement” in TPS satisfaction ratings for taxi dispatch service in
October 2011 over April 2011.
The Chow Report measured service satisfaction for flagged trips as to how long it took
users to find a taxi after leaving a venue. On average, taxi users took 16 minutes in April to
find a taxi and 15 minutes in October. The Chow Report stated that:
When the two results; time to flag a taxi and distance to flag a taxi are considered together, it
would appear that taxi service improved between April and October. Taxi patrons had to walk a
longer distance (likely due to the Granville St. closure) but the overall time to successfully flag a
taxi was basically the same, indicating that taxi patrons under TOP were able to flag a taxi down
faster once they reached an area where taxis circulated.
In April 2011, 21% of 652 TPS respondents indicated that a taxi driver had not permitted
them to board the taxi. In October 2011, this number decreased to 17% of 642
respondents. The principal reason for trip refusal cited was “not the destination/direction
as drivers wanted”. The Chow Report notes:
Although the number is small, it is not unexpected that the taxi refusals that were attributed to “end of
driver” shift decreased from 5 to 0. When the 65 TOP licensed vehicles went into service, the end of shift
was staggered so that a new set of taxis arrived into service at around 3:00 am, reducing the previous end
of shift problem.
The Chow Report also notes a “significant increase” in TPS satisfaction ratings for taxi flag
service in October 2011 over April 2011. It concluded that with one exception flag service
performance was improved by all measures available in October over April.
The Chow Report analyzed TPS responses regarding Vancouver and non-Vancouver taxi
companies and concluded that customers were more satisfied with their Vancouver taxi
experiences. It also noted that:
This observation should be interpreted with caution. On one hand, this result could be
dismissed with respect to dissatisfaction or satisfaction since the customer experience is
with respect to the availability of any taxi to pick the customer up. The rating may be a
reflection the service provided as a whole by both Vancouver and non-Vancouver taxis. On
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Taxi Decision
the other hand, both the Vancouver and non-Vancouver taxis have an equal chance of
picking up either a satisfied or unsatisfied customer. Thus on balance if Vancouver and
non-Vancouver taxis were providing service equally, their service ratings should have been
equal. As they are not, one explanation is that the different service evaluation may have
reflected the specific service (attitude, courtesy, extra charges, condition of the taxi) which
is driver and taxi specific. In summary, taxi patrons were clearly more satisfied with the
total taxi experience they had when they were picked up by Vancouver licensed taxis at
74.3% as compared with a satisfaction rating of 63.7% for pick up by non-Vancouver taxis,
but a clear explanation is lacking.
The Report stated that service satisfaction for both Vancouver licensed and non-Vancouver
licensed companies increased in October over April; however, the larger improvement was
noted for Vancouver based companies.
Taxi Screen Line Survey
The taxi screen line survey measured taxi supply. The Chow Report indicated that relying
only on Vancouver taxi dispatch records would omit any taxis from suburban taxi
companies who may be operating - legally or illegally – in the City of Vancouver. It also
would not include limousines that may be operating. The screen line count, undertaken in
the downtown core, was used to quantify supply and identify sources of supply. The “preTOP” surveys were completed on April 22 and 23, 2011 and “with TOP” surveys were
completed on November 18 and 19, 2011. Both sets of surveys were conducted when
Granville Street was open. Screen line counts were conducted at 13 locations between
10:00 p.m. and 4:00 a.m. Any recognizable vehicles for hire were included. Buses were
not. A total of 8,010 vehicles were counted in April and 8,394 in November. Limousine
traffic increased by 39.77 percent, while total taxi traffic, excluding limousines, increased
by almost 2.32 percent. However, there was a decline in the number of taxis with their
service lights on, indicating that “there was a decline in the number of taxis actively looking
for passengers”.
The Chow Report notes that while the presence of limousines may be overstated, the role
of limousines seems to have increased. “The data thus suggests that limousine service is
growing substantially in the downtown entertainment district, albeit from a very small
base.” In both April 2011 and November 2011, the greatest amount of taxi activity is
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Taxi Decision
between 11:00 p.m. and 1:00 a.m. The number of taxis in service relative to taxis on the
road is also higher during these time periods. The Report notes:
These observations are consistent with the departure of people from the downtown
starting at 1:00 am and accelerating at 2:00 and 3:00 am. Before 1:00 am, there is less
demand so the number of taxis that have not found a fare and already moving a passenger
are fewer. In addition, fewer taxis have left the downtown and are still cruising for fares. In
contrast during the 1:00 to 4:00 time period, many taxis already have passengers or are
outside the downtown core making a customer drop-off.
In April 2011, screen line count results indicated that 14.59% of the taxis observed were
non-Vancouver taxis and in November 2011 this percentage increased to 16.24%. Of the
taxis with service lights on, in April 2011, 11.92% were non-Vancouver taxis and in
November 2011, 8.84% were non-Vancouver taxis.
The Chow Report summarized the results of the screen line counts as follows:

There were 2.3% more taxi movements observed in November than April.

The percent of taxis observed which were Vancouver licensed declined from
85.41% to 83.76% from April to November.

The number of in-service taxi movements observed in November declined by 10.8%
from April.

The number of Vancouver licensed taxi movements that were in-service increased
1.3% in November from April.
Dr. Chow’s recommendation to the Vancouver Taxi Association (January, 10, 2012)
The following is Dr. Chow’s recommendation to the Vancouver Taxi Association (VTA)
regarding the number of permanent weekend taxis for which the Vancouver companies
should apply.
Following your review of my taxi report, you have requested that I advise the Vancouver Taxi
Association of my opinion on the number of permanent weekend evening taxi licenses that the
four VTA companies should apply for in replacement for the 65 TOP licenses that have expired.
It is my opinion that the VTA should apply for 100 permanent weekend evening taxi licenses.
This is based on:

The assumption that 12% of the taxi capacity on weekend nights is currently provided
by taxis not licensed to provide pickup service in Vancouver. This is a conservative
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Taxi Decision
figure based on the October 2011 taxi patron survey and corroborated by the April and
November 2011 screen line count surveys.

The effective fleet that is out on the street in Vancouver is 742 vehicles which is the size
of the Vancouver licensed fleet in October of 653 divided by .88 (1 - .12). This suggests
an additional 89 taxis could be added beyond the 65 TOP licenses but this is only
economically realistic if non-Vancouver licensed taxis are taken off the road. If they are
not, then the productivity measured by trips per vehicle could decline significantly from
the April 2011 benchmark.
B.
Letters of Support/Media Reports
The suburban taxi applicants provided 14 letters or certificates of support with their
applications. These were collected in February 2011. Two letters are identical in content,
but signed by different organizations. One letter of support dated December 2, 2010 came
from the B.C. Taxi Association. In this letter, the Association said that if suburban taxis were
allowed to operate in the City of Vancouver at peak periods, the companies would “have a
supervisor to ensure those cabs are there to serve and also to ensure that suburban cabs
which are not authorized are kept out. Ten of the certificates of support were from
businesses based in Vancouver and one was from an individual. All note the need for
better taxi service in Vancouver, especially on weekends and evenings. Many note that
they serve tourists or guests to the city, who often comment negatively on Vancouver taxi
service. The suburban taxi applicants also included various newspaper reports that
generally highlight issues with taxi service on weekends in Vancouver. Many of these were
from 2011 and later.
C.
Municipal and City of Vancouver Information
On March 29, 2012, the Board received notice from the City of Vancouver that, among
other things, Council “supports the Vancouver taxi companies’ application to the
Passenger Transportation Board for permits for 99 additional taxicabs to improve
service during weekend evenings and other peak demand days”. The City also
recommended that the Board “set requirements for ongoing and standardized
reporting metrics for taxi companies on trip volumes, wait times and taxicab
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Taxi Decision
availability for the purpose of evaluating taxi service levels and the impacts of
changes in taxi service”.
In November 2011, the Board wrote to Mayors in the GVRD served by the suburban taxi
applicants. The Board notified the Mayors of the suburban taxi applications, identified the
taxi companies in their area and asked that a questionnaire be completed. Thirteen
responses were received from Councils or City staff. Responses were varied. The Cities of
North Vancouver, Surrey, White Rock and Coquitlam were generally supportive of the
applications, with Surrey and Coquitlam referencing airport cars. The District of North
Vancouver, Delta, New Westminster, Port Moody, Langley and Abbotsford did not support
or object to the applications, although some mentioned possible impacts on service in their
home jurisdiction and municipal by-laws. Richmond, Burnaby and Port Coquitlam did not
support the applications as approval might reduce service levels in their municipalities.
D.
City of Vancouver Administrative Report:
Application of Additional Peak-Period Taxi Licenses (March 16, 2012)
City staff prepared the above report for Vancouver City Council regarding the applications
of the Vancouver taxi companies to add 99 vehicles to operate on weekend evenings and
other peak demand days. The Administrative Report recommends that Council support the
application, and noted that:
The additional taxis will support the City’s sustainability objectives, will deal with a service
issue related to a lack of available transportation services during late night hours on
Fridays and Saturday evenings and will help deal with Police safety concerns with respect
to crowd management in the Granville Entertainment District.
The Administrative Report also provides some analysis of the importance of taxis to
Vancouver’s transportation system.
The City recognizes that taxis are a vital part of Vancouver’s transportation system. They
offer a flexible, lighter footprint travel alternative to personal vehicle use and a safe
alternative to drinking and driving. Many citizens rely on taxis to get around Vancouver as an
extension to public transit and walking trips. Taxis also serve as a supplementary ondemand service to TransLink’s HandyDART for people with a permanent or temporary
disability and those who do not find walking, cycling and conventional public transit feasible.
As part of the consultation work that was done for the City's Transportation Plan Update in
2011, staff heard from some stakeholder groups that there should be more taxis during peak
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Taxi Decision
periods, particularly during late night/early morning hours when transit service coverage is
minimal. The proposed application for more taxi licences identified in this report responds
to that concern. The Vancouver Police Department also rely on taxis as a key part of the
strategy to deal with crowd management in the Granville Entertainment District. It is
important from a safety perspective to disperse crowds leaving the bars after closing hours
in a fast and orderly manner.
The Administrative Report reviewed findings in the Chow Report. It also described the
pilot project as a success and indicated City of Vancouver support for the applications made
by the 4 Vancouver taxi companies:
Input from the Vancouver Police Department indicates that based on VPD Sergeant’s reports
from Friday and Saturday nights, there has been a noticeable improvement in the availability of
taxis in the Downtown Vancouver Entertainment District compared to previous years. This
service improves the ability of the Police to clear the entertainment district after bar closing
hours and reduce issues associated with fighting and other disturbances. However, the VPD
note that service is not consistent and on some nights there are still problems associated with a
lack of taxis, service refusal and complaints about taxi drivers.
In light of the pilot project’s success, staff support the continuation of additional peak period
taxis. While the pilot with 65 taxis was successful, the data indicates that the additional supply
was absorbed by additional demand indicating that there is room for further improvement in
service with more taxis. Additionally, the Police note that service is inconsistent at times. While
it is difficult to make a recommendation on a specific number of taxis that are needed, staff
support the application for 99 permanent part-time cabs to improve taxi service on
weekend evenings and other peak days on an ongoing basis with further metrics on the service
impacts be collected. (emphasis added)
V.
Positions of the Parties
Counsel for both sets of applicants made submissions to the Board. Both the suburban taxi
applicants and the Vancouver taxi applicants note that there is increased demand for taxi
service in the City of Vancouver on Friday and Saturday evenings and other special event
days. Each urges the Board to conclude that their applications represent the best solution
to peak period taxi demand.
The Vancouver taxi applicants submit that their applications for 99 additional peak period
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Taxi Decision
taxis should be preferred over the suburban taxi applications to amend their terms and
conditions of licence to allow up to 15% of their fleets to operate in Vancouver at peak
periods. The Vancouver companies are ready, willing and able to meet the public need as
quantified in the Chow Report. Dr. Chow indicated that the Vancouver market could absorb
more than 65 additional part-time taxis and up to 154 taxis. The Vancouver taxi applicants
submit that it is common knowledge in the taxi industry in Vancouver that Friday
afternoon is the busiest afternoon of the week.
The suburban taxi applicants argue that the real issue for the Board is which business
model will best alleviate the taxi shortage in Vancouver at peak periods. The solution is to
allow the suburban taxi applicants to operate in the City of Vancouver for limited time
periods. This will address public need as well as serve sound economic conditions for B.C.
taxi companies using economies of scale. Table 7 summarizes the position of each set of
applicant, primarily with regard to fitness and promoting sound economic conditions.
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Taxi Decision
Table 7: Position and Submissions of the Parties on Fitness and Sound Economic Conditions
Fit, Proper & Capable
Vancouver Taxi Applicants
Suburban Taxi Applicants

The Vancouver taxi applicants are fit, proper and
capable. They have successfully operated 65 TOP
vehicles for over 14 months. The investment in 65
vehicles has occurred.

Over 90% of the Vancouver taxi applicants’ TOP cars are
operated each weekend. TOP shareholder drivers and a
small number of TOP lease drivers are averaging
considerable revenue per weekend evening. The
Vancouver taxi applicants are willing to address driver
issues. National Safety Code profiles were provided.

There is no comparison between the level of illegal
operations of the Vancouver taxi applicants and those of
the suburban taxi applicants.

The suburban taxi applicants were issued collectively
111 administrative penalties for illegal pick-ups over a 2
year period from April 30, 2010-April 30, 2012.

Taxi companies, as holders of a licence, must take
responsibility for administrative penalties issued to
them. If many of the suburban companies are unable to
control the operations of taxis in their fleet on weekends,
how can they be relied on to ensure that only 15% of
their fleets would operate in Vancouver


The suburban taxi applicants have a process to clearly
identify the 15% of their fleet that will be deployed as
excess capacity.

The suburban taxi applicants will use computerized
dispatch systems to monitor drivers and enforce
penalties for any failure to comply with authorizations.

Disclosure material from drivers and lease operators
working for the Vancouver taxi applicants suggest the
Vancouver taxi applicants have engaged in
questionable business practices such as profiteering by
charging excessive lease rates for weekend night shifts
and created an artificial shortage of taxis to secure
higher payments from drivers.

The Chow Report made it clear there are a significant
number of trip refusals by the Vancouver taxi
applicants, many of which are destined for suburban
locations. The Vancouver taxi applicants prefer a
repeated number of short trips as these are more
profitable than a long trip to the suburbs and returning
to Vancouver empty.

The suburban taxi applicants do not condone illegal
pickups of passengers in downtown Vancouver and
have a progressive discipline regime to deal with
drivers involved in this illegal practice. It is ironic that a
significant group of Vancouver taxi applicants is
refusing trips as well.
The suburban taxi applicants have offered no
information on how decisions will be made on which
cars in their respective fleets will be redeployed to
operate in downtown Vancouver each weekend and how
this allocation will be policed.
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Sound Economic Conditions
Suburban Taxi Applicants

The approval of the suburban taxi applicants’
applications will result in the creation of a regional taxi
licensing scheme in Metro Vancouver and will create
more problems than it solves. Further, the City of
Vancouver is not supportive of a regional licensing
scheme.

The breakdown of destinations prepared by Dr. Chow
shows that the suburban destinations of downtown
weekend taxi patrons is widely dispersed. The licences
applied for by each of the 17 suburban taxi applicants
have no relationship to the number of patrons destined
to those municipalities. The 15% number of each
suburban fleet that would be redeployed to pick up fares
on Vancouver weekend evenings was a number picked
out of the air.

Comparing the distribution of suburban taxi applicants
taxis by home jurisdiction with the percentage of
patrons destined to those municipalities negates the
suburban taxi applicants’ contention that many of the
unserviced taxi patrons are going back to the very
suburbs in which they are based.

Suburban taxi applicants’ documents do not provide a
definition or explanation of what constitutes a “surplus
taxi”. The suburban taxi applicants appear to determine
that the 15% excess capacity it has to operate on
weekend evenings will be airport cars that allegedly
have no trips back to YVR. The highest rate of taxi
shortage at YVR has occurred between midnight and
3:00 a.m.

Late night taxi shortages persist at YVR because taxis
included in the rotation schedule often remain in
downtown Vancouver.



The suburban taxi applicants cite traffic statistics such
as taxi trips to the City of Vancouver from YVR, and the
home jurisdictions of the suburban taxi applicants as
well as destination percentages for outbound taxi trips
from YVR for 2010 and 2011 that terminate in
Vancouver. There is no attribution given for these
statistics so their accuracy cannot be determined.
The statistics provided by the suburban taxi applicants
to the Board regarding average taxis on shift between
10:00 p.m. and 5:00 a.m. May-November 2011 show only
2 of the suburban taxi applicants fleets ( SurdellKennedy and Sunshine Cabs) had 15% capacity of their
fleets off duty during this time frame. Further, both
companies have difficulties accounting for how many
cars they have on the road because some or all of the
cars do not purchase dispatch privileges from their
respective taxi companies. If service problems at YVR
remain in late evening between midnight and 3:00 a.m.
and all but 2 of the suburban taxi applicants fleets are
operating above 85% capacity where are the surplus
taxis to be redeployed?

The suburban taxi applicants’ business model is
superior to that of the Vancouver taxi applicants.
Suburban taxi applicants have the capital cost of the
taxi vehicles, the ancillary equipment and drivers in
place. There is permanent insurance on each vehicle.

The Vancouver taxi applicants’ business model is not
practical or sensible given a need to secure part-time
drivers and insurance. There is no rationalization for
acquiring and operating vehicles with an operation
based on 2 of 7 days each week.

The suburban taxi applicants have a significant
presence at YVR. Many of its outbound trips from YVR
are to downtown Vancouver on weekends. Based on
current licensing, these vehicles are unable to fulfill
downtown demand during peak periods.

Vancouver taxi applicants are unable to suggest that
the majority of Friday and Saturday night patrons are
from their customer base. Analysis of data both in
flagged and dispatched taxis by Chow show the
destinations originating from downtown Vancouver
going to suburban destinations range from 42-44%.

The independent inquiries by the Board to the various
municipalities, which are the home base of the
suburban taxi applicants, provided an overall response
that suggested there would be no loss of services by
having the companies redeploy some of its excess
capacity to downtown Vancouver on weekends. The
suburban taxi applicants proposal is not intended to
provide a 15% reduction in service to suburban
municipalities

The suburban taxi applicants have provided extensive
dispatch records to confirm that all applicants have the
capacity to devote 15% of their fleets to the proposed
Vancouver service. Further the statistics show that the
majority of passengers are picked up within a 5-10
minute window of calling a taxi.

Taxi operations during Expo’86, the 2010 Winter
Olympics and at YVR are examples of regional taxi
licensing and are of precedent value. Taxi operations at
YVR include a fair representation of taxi companies
from all over the Lower Mainland.

Therefore, as the downtown Vancouver entertainment
district is a draw for the entire mainland, suburban taxi
applicants should be given a limited opportunity to
operate weekends in Vancouver to help with serious
taxi shortages and equitably distribute business.

There is no justification for the Vancouver taxi
applicants to have all of the weekend evening business
when a large percentage is suburban in origin.

The City of Vancouver has been closed minded
regarding to solutions proposed by the suburban taxi
applicants and has denied requests by the BCTA for
meetings to represent the suburban taxi applicants
solution.
Five municipalities (City of Burnaby, City of Port
Coquitlam, City of Richmond, City of Langley, and District
of North Vancouver) offered specific objections or
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Taxi Decision
concerns regarding taxi service impacts in their
jurisdictions based on the suburban taxi applicants’
proposal.

The City of Port Coquitlam may have been provided
incorrect information regarding the collective and
available capacity of the Bel-Air Taxi Group given the
City’s most recent position that the redeployment of
15% capacity would be limited to those companies in the
Bel-Air Group that serve the YVR.

One of the suburban taxi applicants companies, Royal
City Taxi Ltd,. has recently applied for 18 additional
vehicles (a 35% increase) through application AV50-12.
How can it claim to have 8 surplus vehicles for
redeployment?

Application AV 159-11 from Aldergrove-Langley Taxi
Ltd. (ALTL) requested 7 additional vehicles. The Board
approved 2 additional vehicles on December 2, 2011.
Comments by ALTL in the application indicate it is not
committing itself on a regular basis to allocating 15 % of
its fleet to service Vancouver on Friday and Saturday
nights, but filling in the odd slow day. The comments
reflect that there may not be assurance that 15% of the
suburban taxi applicants fleets will operate on weekend
evenings in Vancouver. The Vancouver taxi applicants
that are applying for 99 vehicles would have no
alternative territory to operate in and this assures the
reliability of peak period taxi service by them.
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Taxi Decision
Part Three: Board Considerations,
Analysis and Findings
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Taxi Decision
VI.
Board Considerations
Section 28(1) of the Passenger Transportation Act states that the Board may approve a
licence application, if the Board considers that:
(a) there is a public need for the service the applicant proposed to provide under any
special authorization.
(b) the applicant is a fit and proper person to provide that service and is capable of
providing that service, and
(c) the application, if granted, would promote sound economic conditions in the passenger
transportation business in British Columbia.
All three requirements must be met before the Board will approve an application.
In this Part of the decision the discussion of sound economic conditions flows naturally
from the discussion of public need. Applicant fitness will be discussed after these. In the
individual decisions in Part Four, we follow the order set out in the Act. Immediately below
the Board sets out its approach to each consideration listed in section 28 (a) to (c) of the
Act.
A.
Public Need
The Passenger Transportation Act says that the Board may approve an application if the
Board considers that there is a public need for the service the applicant proposes.
(emphasis added).
The onus is on the applicant to prove to the Board that there is a public need for the service
requested. In the present applications, the Board has a variety of material, from a variety of
sources, relating to public need. This includes the study commissioned by the Vancouver
taxi applicants, Administrative Reports from the City of Vancouver, information from
municipalities, data provided by applicants and other supporting documentation.
We are considering this evidence in its totality. It is compelling and speaks to public
demand for taxi service during peak periods in Vancouver’s entertainment district.
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Taxi Decision
B.
The Board looks at the state of taxi services in the area of the application and considers
how more taxis in the area could affect service. The Board has looked at the overall health
and quality of taxi service during weekends and peak periods in the Downtown Vancouver
Entertainment District. The Board supports healthy competition within passenger
transportation markets and discourages destructive competition that could unduly harm
existing service providers.
The Board is mindful that it has two sets of applicants applying to address the issue of
public need and improved service in two different ways.
One set of applicants is currently based in the market and requires additional vehicles to
meet demand. The other set of applicants has the vehicles but is not based in the market.
They claim that they have an oversupply of vehicles in their home jurisdictions that could
be re-deployed to serve the Vancouver market during peak periods.
In considering these applications, the Board examined the outcome of the TOP vehicles as
outlined in the Chow Report. The report found that the TOP vehicles were fully utilized and
were not substitutes for existing vehicles.
The Board also looked at whether the suburban taxi applicants had excess capacity to serve
the Downtown Vancouver Entertainment District on weekends and other peak period days.
The Board is of the view that it makes practical and economic sense to make use of excess
capacity to meet a time-limited demand before adding more vehicles to the Vancouver taxi
applicants fleets. The Board also considered such factors as:

The time continuum for peak period taxi demand in the Downtown Vancouver
Entertainment District

Destination of taxi users

Trip refusals

Capacity to serve home jurisdictions
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Taxi Decision
C.
Applicant Fitness
The goal is to maintain public confidence and integrity in the taxi industry.
The “fit and proper” person test relates to such matters as the conduct and character of an
applicant, whether the applicant is a sole proprietor, partner or corporation. The Board
also reviews whether the applicant’s proposed operations are structured and organized in
such a way that the applicant will be able to meet its obligations as set out in the Passenger
Transportation Act and Regulation.
Each applicant has previously been deemed fit, proper and capable in order to obtain its
licence or an amendment to its licence. Each has its infrastructure in place and is an
established taxi operator with a history of running a viable taxi service.
From the evidence in the two sets of applications, it is apparent that the suburban taxi
applicants have received a significantly greater number of administrative fines for
operating outside their originating area. Over a two year period, the Ministry of
Transportation and Infrastructure targeted enforcement initiatives in the Downtown
Vancouver Entertainment District.
The Chow Report indicates that there were a significant number of trip refusals to patrons
seeking to exit the Granville Entertainment Centre. Also, some Vancouver taxi applicants
have received administrative penalties for trip refusals and for operating outside their
areas. Therefore, the Board took a balanced approach to the issue of fitness.
VII. Analysis and Findings Common to All Applications
A.
Public Need
The evidence supplied in the Chow Report is given considerable weight in determining
public need. The report addressed a number of concerns regarding the need for additional
taxi service at peak times during weekends. The dispatch and telephone call data, taxi
patron surveys and taxi screen line counts indicate that after the 65 vehicles were
introduced to the Vancouver taxi fleets:
 service coverage improved
 wait times and trip refusals declined
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Taxi Decision
 user satisfaction increased
These service impacts are notable between the hours of 10:00 p.m. to 4:00 a.m. on
weekends. The Chow Report found that peak demand for taxis in the downtown core
increased after 1:00 p.m. and peaked between 2:00 a.m. and 3:00 a.m.
Fleet utilization data from different sources (including the Chow Report and fleet
utilization data from 4 Vancouver taxi companies) show full usage of regular taxis and
TOPs during the pilot project. Monthly average fleet usage (with the 65 TOPs included)
was generally 97% to almost 100%. For 3 of the 4 Vancouver taxi companies, the Chow
Report noted the high use of TOP vehicles and suggested they were not substitutes for
existing vehicles.
The Board also accords substantial weight to the City of Vancouver’ s Administrative
Report dated March 16, 2012 that supports the Chow Report in determining public need .
The Board notes, in particular, the input attributed to the Vancouver Police Department
regarding the need for greater taxi capacity and service to assist in the maintenance of law
and order in the Downtown Vancouver Entertainment District. The Board also accorded
weight to the letters and certificates of support as well as media reports supplied by the
suburban taxi applicants. These highlight that in the entertainment district at peak periods
on weekends there is limited public transportation, insufficient taxi capacity, and the need
to clear patrons, who have been drinking alcohol, from the area as quickly as possible.
As the Board has noted previously with additional vehicle applications, especially those
seeking numerous vehicles, it is difficult to determine the precise extent of the unmet
public need. This is exacerbated when dealing with a public need that focuses on a
weekend spike in demand in a specific “entertainment district” of the City of Vancouver
and the need for taxi service outside of this entertainment district. The Board finds that the
evidence overall supports the approval of 137 vehicles that would be authorized to provide
taxi service in the Downtown Vancouver Entertainment District on weekends. The Board
finds that there was anecdotal evidence of need for other special days/events, most notably
in the City of Vancouver’s Administrative Report. This need has been met by the
Vancouver taxi applicants during the TOP period and the Board finds that these applicants
are best positioned to continue to meet this need.
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Taxi Decision
Further, the Board considered the Chow Report and Dr. Chow’s observation that the peak
period weekend taxi market in Vancouver can absorb, incrementally, the addition of 154
vehicles. It also considered excess capacity available to the suburban taxi applicants. Dr.
Chow found the non-Vancouver licensed taxis serve this peak period market by between
9% and 16%. There was a risk to the Vancouver taxi applicants if they applied for a total of
154 vehicles before a further assessment was made of the service and productivity impact
of 100 vehicles as well as the effectiveness of enforcement.
The Board is confident that approving 137 vehicles will address public demand for taxis at
peak periods on weekends, increase public confidence in a reliable peak period taxi service
and maintain the overall taxi industry’s health and viability.
B.
The Vancouver taxi applications and suburban taxi applications, as noted earlier, are
similar in that they are generally applying to service the same unmet public need. However,
the two sets of applications are unique in how they may improve economic conditions in
the passenger transportation industry. The overall time periods they propose to provide
the peak period taxi services differ substantially. However, both will serve the busiest
timeframe of taxi demand of 1:00 a.m. to 4:00 a.m. in the Downtown Vancouver
Entertainment District.
The Vancouver taxi companies have applied for authority to operate 99 additional taxis
during restricted time periods and special days to meet an unmet public need in their
authorized originating area. The time periods they propose to operate are Friday and
Saturday nights from 3:00 p.m. to 6:00 a.m.
Conversely, 17 suburban taxi companies have applied to expand their originating area to
include the City of Vancouver. They seek to operate up to 15% of their existing fleets
(124 taxis in all) in the City of Vancouver on Friday and Saturday nights from 10:00 p.m. to
5:00 a.m. These companies argue that they have excess capacity at these times.
Both sets of applications also requested authority to provide service on special days/
events, such as peak period cruise ship days, and other days or events as defined by the
Board.
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Taxi Decision
In considering whether the applications will “promote sound economics” in the
transportation industry, the Board was persuaded by the submissions from the suburban
taxi applicants that an expanded originating area will better utilize existing taxi fleets and
be of economical and environmental benefit. The Board was also influenced by the
significant volume of taxi users with suburban destinations and the significant volume of
trip refusals to taxi patrons. The Chow Report cites that the most common reason for a taxi
driver refusing a trip to a patron is “not the destination/direction wanted”.
Although the Chow Report did not provide a breakdown of trip refusals by destination,
Chow noted that “there are frequently cited instances where taxi drivers refuse to take
passengers to the suburbs because short trips are much more profitable and drivers
usually can’t find a fare on the return trip”. The Taxi Patron Survey data in the Chow report
supported this contention.
Since receiving applications from the suburban and urban taxi companies, the Board made
a number of requests for data from the applicants relating to vehicle usage, trip volumes
and wait times during certain peak periods. The Board also requested weekend trip volume
data from YVR.
For both the Vancouver taxi applicants and the suburban taxi applicants, trip and vehicle
usage data varied. Data from some applicants was more useful and reliable than others.
Generally, the Board found deficiencies in data collection technologies, the type of data that
was collected, retention times and the presentation of data to the Board. The Board found
itself in a situation where excessive time and resources were expended to weigh and assess
the data it had received from applicants.
Looking ahead, the Board would like to see taxi licensees work toward adoption of an
enhanced dispatch system that gathers, retains and reports on taxi fleet usage and service
quality over both short periods and multiple years. Rather than providing data when
requested by the Board, taxi companies should proactively include reliable data reports
that clearly show changes in taxi volumes and service levels. The Board sees that industry
initiatives to enhance their systems for data reporting will be of general benefit to
companies and regulators alike.
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Taxi Decision
The following sections discuss the data that was available to the Board. The discussion
starts with the suburban taxi applications.
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Taxi Decision
C.
Suburban Taxi Data
On October 26, 2011, the Board sent a request for more vehicle usage and trip information
to the suburban taxi applicants. In January and February 2012, the Board received a large
volume of data and charts from the 17 suburban taxi applicants. The information was not
presented in a way that allowed the data to be compared from month to month, or from
company to company. On March 12, 2012, the Board sent the applicants an electronic
version of Excel spreadsheets it had developed. Each applicant was asked to enter its data
into 7 monthly spreadsheets and an overview spreadsheets for all 7 months (May 2011 –
November 2011).
Monthly worksheets provided space to provide certain information. The spreadsheets also
used the reported information to make certain calculations. Some of the information
captured on the spreadsheet included the vehicles on and off shift, number of trips per taxi
per hour during the time periods of 10:00 p.m. – 5:00 a.m.
In response to technical questions and concerns, raised on behalf of suburban taxi
applicants, the Board revised the spreadsheets. Revised worksheets were sent to the
suburban taxi applicants on March 23, 2012. The Board also asked applicants to explain
any discrepancy between total dispatched trips per shift and the number of trips used to
report wait-times and report current commitments to allocate vehicles to YVR, especially at
the times when they propose to operate up to 15% of their vehicles in Vancouver.
Eleven of the 17 suburban taxi applicants provided spreadsheets for the 7 months
requested. One applicant did not provide any spreadsheets. Three applicants provided
data for 6 months, one for three months and one for three months in a different time
period. The individual decisions for each applicant in Part Four provides details on the
data received.
Special Days & Events
Materials received from the suburban taxi applicants to demonstrate excess capacity only
relates to weekend evenings. There is no suburban taxi data regarding other special days
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Taxi Decision
and events. Thus, the Board cannot make findings regarding excess capacity of suburban
taxi applicants at times other than peak periods on weekend evenings.
YVR Traffic – Data Request
The Board asked the Vancouver International Airport for total taxi trips originating from
the airport’s main terminal (YVR). The Board asked for an hourly breakdown from 6:00
a.m. Friday to 6:00 a.m. Sunday for the months of July and October 2011.
Analysis of Data
After analyzing the spreadsheets from the suburban taxi applicants and the data from YVR,
the Board identified the specific evidence that is most helpful in determining excess
capacity and service levels. The data fell into three specific categories when measuring
excess capacity and one category when comparing service levels: (1) Excess Capacity
(vehicles off shift), (2) Excess Capacity (productivity of vehicles on shift), (3) Excess
Capacity (applicants with YVR authority), (4) Service Levels (dispatch call wait times).
(1) Excess Capacity (vehicles off shift)
The Board considered “Vehicles Off Shift” an indicator of excess capacity. The Board looked
at the average number of “Vehicles Off Shift” for the time period measured. The “Vehicles
off Shift” data depicts the percentage of an applicant’s fleet that can be put in service to
address the taxi demand at peak periods in the Downtown Vancouver Entertainment
District.
(2) Excess Capacity (productivity of vehicles on shift)
The Board considers productivity of “Vehicles on Shift” an indicator of excess capacity.
Trips per taxi per hour data indicate whether vehicles on shift are well used. Although
local factors respecting trip length can affect the number of trips per hour for a particular
fleet, this is seen as a valid indicator of which companies’ vehicles on shift are busiest,
which are moderately busy and which are least busy. The Board finds “Trips per Taxi per
Hour” data a useful indicator of applicants’ capacity to serve additional taxi patrons. When
analyzing this data, the Board was mindful of its Order with respect to disclosure of data,
specifically information relating to the number of trips. As a result, in its overall summary
of all the data it received and used, this specific data is not disclosed, but rather is referred
to where applicable in qualitative terms such as low, medium and high.
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Taxi Decision
(3) Excess Capacity (applicants with YVR authority)
Suburban taxi applicants with vehicles allocated to YVR, which is in Richmond, may have
excess capacity to serve taxi patrons in the Downtown Vancouver Entertainment District
during peak periods. The data provided by YVR generally shows that daily trip volumes
start to increase later in the morning between 10:00 a.m. and noon and drop off between
10:00 p.m. and midnight. Despite fluctuations, airport trip volumes tend to peak midafternoon, roughly 2:00 p.m. to 4:00 p.m. and mid evening roughly 7:00 p.m. to 9:00 p.m.
Trips drop close to zero by 2:00 a.m. and 3:00 a.m. YVR taxi patron volumes are light from
1:00 a.m. to 4:00 a.m., a time period when Downtown Vancouver Entertainment District is
busiest. YVR and Downtown Vancouver Entertainment District peak periods occur at
different times on weekends.
The Board further considered the Vancouver taxi applicants’ submission that there are late
night taxi shortages at YVR. The Vancouver taxi applicants, in their July 3, 2012 submission,
provided some evidence that there were not enough taxis in the queue at YVR during early
morning periods. The evidence indicates that there were as few as 32 cars scheduled out of
the 525 authorized to serve YVR during early morning hours on some days. The Vancouver
taxi applicants submit that the Lower Mainland Taxi Association’s efforts to resolve the
issue have not worked and the issue continues. The Board considers this is an indication of
scheduling issues and assigns more weight to current data provided by YVR that indicates
much lighter YVR taxi patron volumes between 1:00 a.m. and 4:00 a.m. when the
Downtown Vancouver Entertainment District is busiest. This is an indication that some of
the suburban taxi applicants with YVR authority commonly have excess capacity to serve
additional taxi patrons during Downtown Vancouver Entertainment District peak periods.
(4) Service Levels (15 Minute Wait Times)
“Wait Time” is the average wait time from when a taxi is dispatched until a taxi user is
picked up and the meter is turned on. The Board finds that “15 Minute Wait Times” is a
practical indicator of service levels. The majority of suburban taxi applicants have an
average wait time of 15 minutes or less over 92% of the time. The Board concludes that if
an applicant is meeting this service level 92% of the time in its current originating area,
then it is serving its taxi patrons in a timely manner.
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Taxi Decision
The Chow Report discusses response times of dispatched trips from the three Vancouver
companies who participated in the study. Dr. Chow measured the percentage of dispatched
trips responded to in less than 10, 15 and 30 minutes. The data showed that in April and
November 91% and 92% of dispatched trips respectively were picked up within
15 minutes. Dr. Chow suggests these percentages can be used to measure service
performance for dispatched trips and reviewed these percentages against San Francisco
criteria. The Chow report noted Vancouver service measured for the peak weekend
demand period is superior to that of San Francisco for the 15 minute period.
Therefore, the Board finds it is reasonable to assume that suburban taxi companies who
are picking up customers on average within 15 minutes of being dispatch over 92% of the
time are providing a satisfactory level of service in their home base.
The Board assessed data for each of the four categories. Table 8 provides a summary of the
data. Blank spaces indicate that data was not provided or that data received was not
reliable and, therefore, not used.
Other Considerations
At the Board’s request, Dr. Chow also provided a more detailed summary of all taxi
destinations, based on the Taxi Patron Survey. The Chow Report indicates the destinations
of taxi patrons leaving the Granville Street Entertainment District. Over 42% of all taxi
users had a destination area that was outside of the City of Vancouver. Of these, about
58% were from Burnaby, North Shore and Richmond. Generally the number of trips
diminishes as the destination is further from the City of Vancouver.
While the Board acknowledges that there is no guarantee that a suburban taxi will take a
passenger back to its home base, the Board feels that those suburban companies with
excess capacity that are in close proximity to the City of Vancouver or have taxis licensed
by the YVR Authority would be best positioned to serve both their home markets and the
Downtown Vancouver Entertainment District.
The Board also considered carefully the information it requested and received from the
base municipalities, particularly concerns about the impact on local taxi service levels
during day and night times. The Board believes that if an applicant demonstrates excess
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Taxi Decision
capacity then approval of the application should not impact its ability to provide service to
patrons in its home jurisdiction.
Primary Originating Area
Peak Period Taxis
Requested
Sunshine Cabs
North Vancouver & YVR
65
10
21.6
33%
-
28
43%
93%
North Shore Taxi
West Vancouver & YVR
125
19
16.0
13%
-
31
25%
97%
Burnaby Select
Burnaby
4
1
0
1%
high
0
0%
95%
Bonny's Taxi
Burnaby & YVR
115
17
3.6
3%
high
81
70%
95%
Kimber Cabs
Richmond Including YVR
18
3
2.0
11%
low
18
100%
96%
Royal City Taxi
New Westminster & YVR
52
8
1.2
2%
med
9
17%
93%
Queen City Taxi
New Westminster
11
2
1.0
9%
med
0
0%
87%
Port Coquitlam Taxi
Port Coquitlam
14
2
0.5
1%
-
0
0%
98%
Coquitlam Taxi
Coquitlam & YVR
31
5
0.5
1%
-
30
97%
98%
Bel Air Taxi
Coquitlam
46
7
0.5
1%
-
0
0%
98%
Delta Sunshine Taxi
Surrey / Delta & YVR
40
6
5.4
14%
low
32
80%
94%
Newton Whally
Surrey & YVR
70
11
4.8
7%
med
16
23%
93%
Tsawwassen Taxi
Tsawwassen & YVR
28
4
2.0
7%
low
22
79%
95%
Guildford Cab
South Surrey / North Delta &
YVR
50
8
4.1
8%
med
17
34%
94%
White Rock South
Surrey
White Rock / South Surrey &
YVR
63
9
2.7
4%
high
28
44%
84%
Surdell Kennedy Taxi
Surrey / Delta & YVR
69
10
-
-
-
40
58%
97%
Aldergrove Langley
Langley
16
2
0
1%
-
0
0%
97%
[4] Trips within
15 Minutes
[1] Off-Shift
Vehicles
[2] On-Shift
Productivity
[3] YVR vehicles
Applicant
Current Fleet
Table 8: Data for Suburban Taxi Operations during Peak Periods Friday and Saturday Night
(Selected Dates 2011)
The Board also considered the submission from the Vancouver taxi applicants that
approval of the suburban taxi applications is a step towards regional taxi licensing. From
the Board’s perspective the 2010 Winter Olympics was a positive experience of boundary
relaxation, albeit for a limited period of time. The Board notes that certain changes were
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Taxi Decision
also put in place for Expo ‘86. Moreover, many suburban taxi applicants and all the
Vancouver taxi applicants currently have authority to pick up passengers at YVR. Only one
applicant has Richmond as a base jurisdiction. Restricting the approved suburban taxi
applicants to weekend evenings, will allow for a more managed and predictable approach
to taxi supply.
Conclusion
The Board finds that sound economic condition in the passenger transportation business in
British Columbia would be best served by approving a combination of suburban taxi
applications and the Vancouver taxi applications.
The Board further finds that added competition from suburban taxi companies together
with Vancouver City based taxi companies will contribute to better serve taxi patrons at
peak periods on weekends in Vancouver, including those with destinations beyond the City
of Vancouver.
The suburban taxi applicants applied to provide service in the City of Vancouver on high
activity cruise ship days and other special days as identified by the Board. Spreadsheet
data received from suburban taxi applicants pertains to weekend evenings. YVR data
indicates that airport volumes increase in the late morning and tend to peak midafternoon.
Demonstration of excess capacity and service levels is critical to the Board’s approval of
some suburban applications. In the absence of concrete data with respect to the capacity
and service levels of suburban taxi applicants at any time other than weekend evenings, the
Board is unable to approve any suburban taxi applicant’s request to provide service in City
of Vancouver on special days or for special events.
The Board recognizes that its approval of suburban taxis to operate in the Downtown
Vancouver Entertainment District is innovative and may, initially, result in some
adjustments in the provision of service as well as enforcement and compliance activities.
For this reason, the Board is restricting operation of suburban taxi vehicles to a specific
area (Downtown Vancouver Entertainment District) and specific times (weekend
evenings).
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Taxi Decision
Based on evidence of excess capacity and service levels, the Board finds that 7 suburban
taxi applicants have demonstrated excess capacity for collectively 38 vehicles to operate in
the Downtown Vancouver Entertainment District from 10:00 p.m. to 5:00 a.m. on
Friday/Saturday and Saturday/Sunday.
Vehicles will be identified with a yellow “weekend” plate securely fastened in a
conspicuous place on the front of the vehicles. These plates do not replace current plates
and identifiers. The yellow weekend plates are not vehicle specific. Licensees may use
their allotted plates in a manner that works best for their operations.
D.
Evidence gathered during the pilot project confirms the full operation and market
absorption of the 65 TOP vehicles operated by the Vancouver taxi applicants since April 29,
2011. The Board; however, finds that the 99 requested vehicles can be absorbed by the
peak period market.
Of the data received from the Vancouver taxi companies, the Board found that Yellow Cab
Company provided the most complete set. The Chow Report used its data to note both
dispatch and flag data. Dispatch data only was supplied by Black Top Cabs and MacLure’s
Cabs.
As noted previously, dispatch system data for Vancouver Taxi was not available for
incorporation into the Chow Report. However, on June 7, 2012, Vancouver Taxi provided
the Board with a report on the number of its vehicles in service and out of service for
weekend peak period shifts from May to November 2011. The Vancouver Taxi report
indicated that an average of 87 of 88 taxis (99%) were in service during weekend peak
periods throughout the pilot project. It associated out-of-service vehicles with a
mechanical issue or motor vehicle accident.
The Vancouver companies have applied to operate from 3:00 p.m. to 6:00 a.m. on Friday
and Saturday evenings. The Board accepts the submission of the Vancouver taxi applicants
that Friday afternoon is a busy time for taxis. During the operation of the TOPs, the start
time of 3:00 p.m. enabled the Vancouver companies the flexibility to address service issues.
Generally, taxis started their shifts at 5:00 p.m. on Saturday nights. The Board finds it is
reasonable to retain this flexibility for the Vancouver companies.
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Taxi Decision
The Board previously found that evidence of need exists (notably in the City of Vancouver’s
Administrative Report) during special days and events, and that this need was met with
TOPs operated during the pilot project. The Board’s approval of the applications from the
Vancouver taxi applicants means that these licensees will have additional taxis available to
provide service on special days or events. Moreover, these companies are licensed to
operate anywhere in the City of Vancouver. They are best positioned to continue to meet
this need. Therefore, the Board is approving the requests from the City of Vancouver
companies to operate on special days or events.
Conclusion
The Board is approving an additional 99 vehicles for the time period requested, i.e. from
3:00 p.m. to 6:00 a.m. on Friday/Saturday and Saturday/Sunday. The Board is also
approving the operation of these vehicles on the peak period days at the cruise ships,
celebration of firework evenings that are not on weekends and other special events as they
may increase the need for additional vehicles. These days will be noted on a schedule
appended to this decision. The Board may amend this schedule from time to time.
Vehicles will be identified by the letter “W” placed immediately before all the vehicle
numbers that are required by the City of Vancouver’s “Vehicle for Hire” by-law and may
only operate on weekends and special days/events.
E.
Applicant Fitness
Each set of applicants submitted a common business plan for their group. All applicants
provided their financial information and disclosure forms.
Passenger transportation enforcement, compliance investigations and audits are duties
performed by staff of the Commercial Vehicle Safety and Enforcement (CVSE) Branch of the
Ministry of Transportation and Infrastructure. Under the Passenger Transportation Act, the
Registrar of Passenger Transportation has the authority to impose administrative penalties
solely against the holder of a passenger transportation licence. According to the Registrar’s
“Administrative Penalty Framework”, the administrative fine for “operating outside an area
of service” is $500.
The Board requested that the Registrar detail any administrative penalties incurred by all
applicants between April 2010 and April 2012.
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Taxi Decision
The Board carefully considered the issue of applicant fitness. The Board expects licensees
to comply with their obligations as set out in the Passenger Transportation Act, regulations
and their terms and conditions of licence. Counsel for each set of applicants made
submissions on how engaging in illegal or prohibited activities by the other parties affected
application fitness. The prohibited activities in question are operating outside of a licensed
area for the suburban taxi applicants and trip refusals by the Vancouver taxi applicants.
There is measurable evidence as to the extent of the prohibited activity.
Between April 2010 and April 2012, the suburban taxi applicants collectively received 111
administrative penalties for illegal pick up of passengers or operating outside their
originating area. The Vancouver taxi applicants collectively received 13 administrative
penalties, 3 of which were for operating outside their originating area and 3 were for trip
refusals. The Registrar of Passenger Transportation advises that during this time period
there were 25 targeted enforcement initiatives on weekend evenings in Vancouver. There
were no other targeted enforcement initiatives in any other areas in the GVRD.
From this, the panel finds that comparing administrative penalties between the two sets of
applicants is not equitable.
The Chow Report identified the problem of frequently cited instances of trip refusals. In
the April 2011 taxi patron service survey, 21% of the patrons were refused boarding. In
October 2011, 17% of all flagged trips in the entertainment district involved a refusal of a
taxi to take or board a passenger. The report also states that the reduction in the refusals
may be attributed to increased taxi competition, emphasizing company policy and
enforcement. The Chow Report does not specify which companies were refusing trips.
However, as the majority of taxis operating in the City are Vancouver-based taxi
companies, it can be surmised that many of the trip refusals were from Vancouver
companies. This supposition is supported by comments in the Chow Report as well as
comments attributed to the police in the Administrative Report from the City of Vancouver.
Each suburban taxi applicant had paid its administrative penalty fines. Each company
reports that it has a process in place for progressive discipline, enforcement activity and
consequences for the drivers who do not comply. Similarly, the Vancouver taxi companies
report that they have implemented policies and procedures to address trip refusals.
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Taxi Decision
The Chow Report uses evidence from screen line counts and the taxi patron survey to
conclude that “at the very least, taxis not licensed to make pickups in Vancouver have about
a 9% share of the weekend night market and likely higher.” While the report suggest that
the share may be as high as about 16%, Dr. Chow used 12% in his recommendations of
January 10, 2012, to estimate the number of weekend evening licences that could be added
in Vancouver.
As the 65 TOPs were absorbed during the peak periods, the Board has determined that
demand still exceeds supply. The reality is that even with the TOPs, the public need was
not met.
The City of Vancouver Administrative Report noted that the Vancouver Police Department
relies on taxis as a key part of its strategy to deal with crowd control in the Granville
entertainment district. From a public safety perspective, it is essential that crowds are
dispersed quickly and safely.
Given the unique circumstances of these applications and in the public interest of satisfying
the demand for peak period taxi service, the Board finds that an applicant’s administrative
penalty record would not, in and of itself, be a barrier to the Board approving an
application.
The Board supports continued enforcement. The Board notes the suburban taxi applicants
stated a commitment to provide a peak period taxi supervisor. This should promote
voluntary compliance and assist each company in maintaining care and control over its
operations. As well, the Board has the power to review a licensee’s fitness at any time.
Page 52
Taxi Decision
Part Four: Decisions on Individual
Applications
Page 53
Taxi Decision
Licence Amendment Application Decision (Taxi)
Application
44-11
Applicantfd
Aldergrove-Langley
Taxi Ltd.
Address
110 – 17767 64th Avenue, Surrey BC V3S 1Z2
Principals
JOHAL, Hardip
Decision
Refused
PT Licence #
70614
SINGH, Arvinder
I. Reasons for the Board’s Decision
(a) Is there a public need for the service that the applicant proposes to provide under special
authorization?
In the “Analysis and Findings Common to All Applications” the Board concluded that the cumulative
evidence from all the applicants demonstrates a need for 137 permanent peak period taxis to serve
the Downtown Vancouver Entertainment District on weekends.
(b) Is the applicant a fit and proper person to provide that service and is the applicant
capable of providing that service?
The Board looks at fitness in two parts:
(i) is the applicant a “fit and proper person” to provide the proposed service; and
(ii) is the applicant capable of providing that service?
The Board reviews the conduct of an applicant and the structure of the existing or
proposed operations. Does the applicant seem to understand passenger transportation
laws and policies? Is the business set up to follow these laws? Is there something in the
applicant’s background that shows it disregards the law?
Page 54
Taxi Decision
Applicants must show that they have the resources and skills to manage the service they
want to operate. The Board gets much of this information from business plans and
financial statements.
Aldergrove Langley Taxi Ltd. was incorporated on August 1, 1991 and is currently
authorized under Passenger Transportation (PT) licence 70614 to operate 16 vehicles of
which 12 may be conventional taxis. Service is currently provided in the City of Langley, the
Township of Langley and the City of Abbotsford. The company directors completed the
required disclosure forms.
The application included a business plan for the proposed peak period service that stated it
would be a complementary taxi service to the existing “on demand service”. Financial
statements, with projections for the proposed service, were included as well as an outline
of the company’s share structure.
The applicant received no administrative penalties for “illegal pickups” between April 2010
and April 2012.
Referring back to the common findings and the unique circumstances of these applications,
the Board has determined that an applicant’s administrative record would not, in and of
itself, be a barrier to an application approval.
Aldergrove Langley Taxi Ltd. states that the authorized vehicles will be clearly identified.
The business plan contained the applicant’s strategy for compliance and enforcement of its
vehicles operating in the Downtown Vancouver Entertainment District. This included
suburban taxi applicants hiring a “compliance supervisor” and using the company’s
dispatch system to monitor non-licensed pickups.
The Board expects the applicant to monitor its operations closely to ensure that its
compliance and monitoring systems are effective and that taxis are not providing service
originating in the City of Vancouver, including the Downtown Entertainment District. The
Board advises the applicant that the Board may at any time initiate a “fitness review” when
a licensee’s fitness may be in question.
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Taxi Decision
The applicant has previously been deemed fit, proper and capable in order to obtain and
maintain its licence. Aldergrove Langley Taxi Ltd. has its infrastructure in place and is an
The applicant has satisfied the requirements of this consideration.
(c) Would the application, if granted, promote sound economic conditions in the passenger
transportation business in British Columbia?
The Board looks at how additional taxis could affect service in an area. An application will
not be refused just because other taxi companies have a licence. The overall health and
quality of taxi services in an area is more important than the interests of one taxi company.
Aldergrove Langley Taxi has applied to expand its originating area for up to 15% of its fleet
(2 taxis) during peak periods and special days as approved by the Board. Its application is
based on excess capacity.
The applicant provided a set of data that falls into three specific categories that can be used
to assess excess capacity: (1) Excess Capacity (vehicles off shift) (2) Excess Capacity
(productivity of vehicles on shift) (3) Excess Capacity (applicants with YVR Authority). A
fourth category allows the Board to assess and compare service levels among suburban taxi
applicants: (4) Service Levels (wait times from dispatch to passenger pickup). Discussion
of the data follows.
Excess Capacity (categories 1, 2 and 3)
(1) The data provided by the applicant indicates that none of its taxis are off shift in
the time period measured.
(2) The applicant did not respond to the Board’s March 12, 2012 request for data
that indicates its taxis on shift average trips per taxi per hour.
(3) The applicant does not have YVR authority.
YVR authority is a common contributor to some suburban taxi applicants having excess
capacity to serve additional taxi patrons during Downtown Vancouver Entertainment
District peak periods on weekends.
The applicant did not provide spreadsheets in response to the Board’s March 12, 2012
request. Data received February 13, 2012, included (a) monthly total for “fleet on shift” (b)
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Taxi Decision
a monthly averages for trips within 5, 10, 15 and 30 minutes and (c) trip totals per shift for
each vehicle and the fleet as a whole.
The applicant is applying for authority to operate 2 taxis in the Downtown Vancouver
Entertainment District during peak periods when none of its vehicles are off shift and trip
volumes per taxi per hour are unknown. The Board finds there is insufficient evidence of
excess capacity.
Service Level (category 4)
(4) Wait Time is the average wait from when a taxi is dispatched until a taxi user is
picked up and the meter is turned on. The panel finds that the majority of
suburban taxi applicants have an average wait of 15 minutes or less over 92% of
the time.
The data provided by the applicant indicates it meets this service level 97% of the time and
is providing a timely service to its taxi patrons.
The Board consideration of excess capacity and service levels should enable successful
applicants to maintain current service levels in their home jurisdiction.
Figure 1 summarizes the applicant’s data pertaining to these four categories.
Figure 1
Analysis of Applicant Data: Peak Periods Friday and Saturday night (Selected Dates in 2011)
Category 1:
Off-Shift Vehicles
0
Category 2:
On-Shift Productivity
1%
Insufficient data
Category 3:
YVR licences
0
Category 4:
Trips within 15 Minutes
0%
97%
After considering the applicant’s evidence in its entirety, the Board is not convinced that
Aldergrove Langley Taxi has excess capacity to provide peak period weekend taxi service
to the Downtown Vancouver Entertainment District on Friday and Saturday nights.
The Board finds that based on the lack of sufficient evidence of excess capacity, its distance
from Vancouver and lack of YVR authority; there is a reasonable probability that
Aldergrove Langley would not be able to serve the Downtown Vancouver Entertainment
District while maintaining current service levels in their home markets.
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Taxi Decision
The Board finds that the application, if granted, would not promote sound economic
conditions in the passenger transportation business in the Greater Vancouver Regional
District.
Conclusion
This application is refused.
Page 58
Taxi Decision
Application
48-11
Applicant
Queen City Taxi Ltd.
Address
5525 Imperial Street, Burnaby BC V5J 1E8
Principals
BAINS, Harjit
DULAY, Surjit
GILL, Harinder
MAND, Kirpal
PARMAR, Bhuminder
SAHOTA, Balwinder
PT Licence #
70271
SANGHA, Paramjit
Decision
Refused
authorization?
Page 59
Taxi Decision
Queen City Taxi was incorporated on February 20, 1973 and is currently authorized under
PT licence 70271 to operate 11 vehicles of which 9 may be conventional taxis. It is
corporately related to Bonny’s Taxi Ltd. and Burnaby Select Metrotown Taxi Ltd. Service is
currently provided in the City of New Westminster, portions of Burnaby, Richmond, Surrey
and Coquitlam. Queen City Taxi has authority from the Board to originate passengers at
YVR. Bonny’s Taxi has 81 licences from YVR. It appears from the data discussed below that
some Queen City taxis may be airport vehicles. Each company director completed the
The Board took into consideration that the applicant had incurred 4 administrative
penalties for “illegal pick-ups” between April 2010 and April 2012. However, referring
back to the common findings and the unique circumstances of these applications, the Board
has determined that an applicant’s administrative record would not, in and of itself, be a
barrier to an application approval.
Queen City Taxi states that the authorized vehicles will be clearly identified.
maintain its licence. Queen City Taxi has its infrastructure in place and is an established
taxi operator with a history of running a viable taxi service.
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Taxi Decision
Queen City Taxi has applied to expand its originating area for up to 15% of its fleet (2 taxis)
during peak periods and special days as approved by the Board. Its application is based on
excess capacity.
(1) The data provided by the applicant indicates that a low percentage of its fleet
and number of its taxis are off shift (average 9% of its fleet, 1 taxi) in the time
period measured.
(2) The data provided by the applicant indicates taxis on shift average medium
productivity (trips per taxi per hour) when compared against other applicants.
(3) By virtue of its corporate relationship to Bonny’s Taxi Ltd, the applicant may
have some YVR licences although the specific number is unclear. For the
purpose of these decisions, the Board has attributed all the YVR licences to
Bonny’s Taxi Ltd.
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Taxi Decision
Spreadsheet data was provided for the months of May 2011 to November 2011. The data
provided by the applicant included dispatched and flag trips (and YVR trips) and the data is
considered reliable.
Entertainment District during peak periods when it averages 1 taxi, 9 % of its vehicles off
shift and medium trip volumes per taxi per hour. The Board finds this an indicator of a low
level of excess capacity as all but one taxi is operating. (This finding is irrespective of
whether or not Queen City has YVR licences.)
the time.
is providing a less timely service to its taxi patrons than the majority of suburban taxi
applicants.
Figure 1
Category 1:
Off-Shift Vehicles
1
9%
Category 2:
medium
Category 3: YVR licences
#
% of fleet
n/a
n/a
Category 4:
87%
After considering the applicant’s evidence in its entirety the Board is not convinced that
Queen City Taxi has the excess capacity to provide peak period weekend taxi service to the
Downtown Vancouver Entertainment District on Friday and Saturday nights. The Board
finds that, based on the data provided by Queen City Taxi, there is a reasonable probability
it would not be able to serve the Downtown Vancouver Entertainment District while
maintaining current service levels to their home markets.
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Taxi Decision
District.
Conclusion
Page 63
Taxi Decision
Application
49-11
Applicant
Burnaby Select
Metrotown Taxi Ltd.
Address
Principals
BAINS, Harjit
DULAY, Surjit
GILL, Harinder
MAND, Kirpal
PARMAR, Bhuminder
SAHOTA, Balwinder
PT Licence #
70358
SANGHA, Paramjit
Decision
Refused
authorization?
In the “Analysis and Findings Common to All Applications” the Board concluded that the
cumulative evidence from all the applicants demonstrates a need for 137 permanent peak
period taxis to serve the Downtown Vancouver Entertainment District on weekends.
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Taxi Decision
Burnaby Select Metrotown Taxi Ltd. was incorporated on May 21, 1985 and is currently
authorized under Passenger Transportation (PT) licence 70358 to operate 4 vehicles, all of
which may be conventional taxis. It is corporately related to Bonny’s Taxi Ltd. and Queen
City Taxi Ltd. Service is currently provided in the City of Burnaby. Each company director
completed the required disclosure forms.
barrier to an application approval. Burnaby Select Metrotown Taxi states that the
authorized vehicles will be clearly identified.
originating in the City of Vancouver, including the Downtown Vancouver Entertainment
District. The Board advises the applicant that the Board may at any time initiate a “fitness
review” when a licensee’s fitness may be in question.
maintain its licence. Burnaby Select Metrotown Taxi has its infrastructure in place and is
an established taxi operator with a history of running a viable taxi service.
Page 65
Taxi Decision
Burnaby Select Metrotown Taxi has applied to expand its originating area for up to 15% of
its fleet (1 taxi) during peak periods and special days as approved by the Board. Its
application is based on excess capacity.
The applicant provided a set of data that the Board put into three specific categories to
assess excess capacity and one category to compare service levels among suburban taxi
applicants: (1) Excess Capacity (vehicles off shift) (2) Excess Capacity (productivity of
vehicles on shift) (3) Excess Capacity (applicants with YVR Authority) (4) Service Levels
(wait times from dispatch to passenger pickup).
(1) The data provided by the applicant indicates the percentage of its fleet and
number of its taxis are off shift (average 1% of its fleet, 0 taxis) in the time
period measured.
(2) The data provided by the applicant indicates taxis on shift average high
provided by the applicant included dispatched and flag trips and the data is considered
reliable.
The applicant is applying for authority to operate 1 taxi in the Downtown Vancouver
Entertainment District during peak periods when it averages 0 vehicles off shift and high
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Taxi Decision
trip volumes per taxi per hour. The Board finds this an indicator of a low level of excess
capacity.
the time.
is providing timely service to its taxi patrons.
Figure 1
Category 1:
Off-Shift Vehicles
0
1%
Category 2:
high
Category 3:
YVR licences
0
0%
Category 4:
95%
Burnaby Select has the excess capacity to provide peak period weekend taxi service to the
finds that based on the data provided by Burnaby Select Metrotown Taxi, there is a high
probability it would not be able to serve the Downtown Vancouver Entertainment District
while maintaining current service levels to their home markets.
District.
Conclusion
Page 67
Taxi Decision
Application
51-11
Applicant
Delta Sunshine Taxi
(1972) Ltd.
Address
203 – 12837 76th Avenue Surrey BC V3W 2V3
Principals
GILL, Sukhwinder
HAYER, Jasvinder
PUAAR, Parmajit
SIDHU, Maheshinder
PT Licence #
70285
WALLA, Joginder
Decision
Approved in part – 5 weekend taxis to operate in the Downtown
Vancouver Entertainment District
authorization?
(iii)
is the applicant a “fit and proper person” to provide the proposed service; and
(iv)
is the applicant capable of providing that service?
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Taxi Decision
Delta Sunshine Taxi (1972) Ltd. was incorporated on May 29, 1972 and is currently
which a maximum of 35 may be conventional taxis. The applicant and its corporately
related company, Tsawwassen Taxi Ltd., are licensed by the YVR Authority to operate 54
airport taxis. The PT licence stipulates that 9 vehicles in the Delta Sunshine Taxi fleet are
dependent on the airport contract and will decrease according to a sliding scale if the
number of airport licences is reduced. Service currently originates from any point in the
District of Delta and the City of Surrey, as well as those authorized to provide taxi service
from YVR.
Delta Sunshine Taxi (1972) Ltd. and Tsawwassen Taxi Ltd. have been operating as one
entity since 1980. Tsawwassen Taxi Ltd. is a wholly owned subsidiary of Delta Sunshine
Taxi (1972) Ltd. Both companies share the board of directors, management and staff, office
space, dispatch system, revenues and expenses.
of the company’s share structure. Each company director completed the required
disclosure forms.
barrier to an application approval. Delta Sunshine states that the authorized vehicles will
be clearly identified.
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Taxi Decision
compliance and monitoring systems are effective and that only the number of approved
vehicles operates in the Downtown Vancouver Entertainment District at the appropriate
times. The Board advises the applicant that the Board may at any time initiate a “fitness
maintain its licence. Delta Sunshine has its infrastructure in place and is an established taxi
operator with a history of running a viable taxi service.
Delta Sunshine Taxi has applied to expand its originating area for up to 15% of its fleet (6
taxis) during peak periods and special days as approved by the PTB. Its application is based
on excess capacity.
(1) The data provided by the applicant indicates a significant percentage of its fleet
and number of its taxis are off shift (average 14% of its fleet, 5.4 taxis) in the
time period measured.
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Taxi Decision
(2) The data provided by the applicant indicates taxis on shift, average low
(3) The applicant has YVR taxi licences (80% of its fleet, equaling 32 of its 40 taxis).
NOTE: Delta Sunshine has engaged carrier authority along with its wholly subsidiary
PT licence holder Tsawwassen Taxi Ltd. Collectively they have authority to operate 54 YVR
taxis. When determining their excess capacity the Board apportioned the 54 YVR taxis at a
common percentage (79%) of their total fleet. This apportionment resulted in Delta
Sunshine being considered at 32 taxis with YVR licences and Tsawwassen Taxi at 22.
Delta Sunshine Taxi has YVR authority to operate a significant percentage of its fleet at the
airport.YVR licences are a common contributor to some suburban taxi applicants having
excess capacity to serve additional taxi patrons during Downtown Vancouver
Entertainment District peak periods on weekends.
Spreadsheet data was provided for June 2011 to November 2011. The data provided by the
applicant included dispatched, flag and YVR trips. The data is considered reliable.
Entertainment District during peak periods when it averages 5.4 taxis (14% if its fleet)
vehicles off shift and low trip volumes per taxi per hour. The Board finds this a clear
indicator of excess capacity.
Additionally, the Board feels that due to the applicant’s excess capacity and its high number
of YVR licenses (when combined with Tsawwassen Taxi), which would place taxis in close
proximity to the City of Vancouver, the applicant would have some capacity to serve its
home market as well as the Downtown Vancouver Entertainment District. However, if the
Board were to approve the total number of vehicles requested, this may affect service in its
home jurisdiction.
the time.
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Taxi Decision
Figure 1
Category 1:
Off-Shift Vehicles
5.4
14%
Category 2:
low
Category 3:
YVR licences
32
80%
Category 4:
94%
After considering the applicant’s evidence in its entirety the Board is convinced that Delta
Sunshine Taxi has some excess capacity to provide peak period weekend taxi service to the
finds that due to its number of vehicles off shift, the significant percentage of its fleet with
YVR licences, and therefore in close proximity to the City of Vancouver, and current service
levels, Delta Sunshine Taxi would be able to serve the Downtown Vancouver Entertainment
District while maintaining current service levels to their home markets if a limited number
of vehicles are approved for weekend taxi service.
The Board approves Delta Sunshine Taxi to operate 5 taxis in the Downtown Vancouver
Entertainment District from 10:00 p.m. to 5:00 a.m. on Friday/Saturday and
Saturday/Sunday.
The Board finds that approving this application in part promotes sound economic
District.
Conclusion
This application is approved as set out in this decision. Terms and conditions of licence are
set out in Appendix 1 below.
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Taxi Decision
Delta Sunshine Taxi Ltd.
Appendix
Special
Authorization:
Passenger Directed Vehicle (PDV)
Terms and Conditions
Fleet Size:
1. At any time – 31 vehicles of which a maximum of 26 may be conventional
taxis. All other vehicles are accessible taxis.
2. YVR Contract - The licensee may operate up to an additional 9 vehicles, if
the Vancouver International Airport Authority (VIAA) has approved airport
licenses for 53 or more vehicles in fleet of the licensee and its corporately
related company, Tsawwassen Taxi Ltd. The maximum number of additional
vehicles decreases on a sliding scale as follows:
Total
Additional
Maximum Fleet Size
“airport
Vehicles
licenses”
approved
by the VIAA
(or its
agent)
53-54
9
40 vehicles of which a maximum of 35 may be
conventional taxis. All other vehicles are accessible
taxis.
Page 73
51-52
8
taxis.
49-50
7
taxis.
47-48
6
taxis.
45-46
5
taxis.
43-44
4
taxis.
41-42
3
taxis.
39-40
2
taxis.
37-38
1
Taxi Decision
taxis.
a. When making application for renewal of its licence, Delta Sunshine Taxi
Ltd. must submit a letter to the Registrar of Passenger Transportation from
Ground Transportation, Vancouver International Airport Authority, stating
that its contract with Delta Sunshine Taxi Ltd. remains in good standing.
b. The letter referred to in (a) must confirm the number of airport licenses
approved for Delta Sunshine Taxi Ltd.
c. The Registrar may issue appropriate number of identifiers based on the
sliding scale above.
Specialty The accessible taxis must be operated in accordance with the Motor Vehicle
Vehicles: Act Regulations including Division 10 (motor carriers) and Division 44 (mobility
aid accessible taxi standards), as amended from time to time, and in
accordance with any other applicable equipment regulations and standards.
Minimum At least two wheel chair accessible vehicles in the fleet must be available to
Operating serve passengers originating in the City of Surrey and the District of Delta on
Requirement: a 24/7 basis.
Vehicle Capacity: A driver and less than 2 and not more than 7 passengers.
Flip Seat
Authorization:

Passengers may be seated in moveable “flip seats” or “let down seats”
that are installed behind the driver in accordance with Division 10.07(5)
of the Motor Vehicle Act Regulations.

Only 2 vehicles, including accessible taxis, may have a flip seat installed.
Service Priority Persons with mobility aids who require the accessible taxi for transportation
Limitation: purposes are priority clients for the dispatch of accessible taxis. The applicant
must at all times use a dispatch and reservation system that dispatches
accessible taxis on a priority basis to clients who have a need for accessible
vehicles.
Service 1: The following terms and conditions apply to Service 1:
Originating Area: Transportation of passengers may only originate from any point in the District
of Delta.
Destination Area: Transportation of passengers may terminate at any point in British Columbia
and beyond the British Columbia/United States border when engaged in an
extra-provincial undertaking.
Return Trips: The same passengers may only be returned from where their trip terminates
in the destination area to any point in the originating area if the return trip is
arranged by the time the originating trip terminates.
Reverse Trips: Transportation of passengers may only originate in the destination area if the
transportation terminates in the originating area and the cost of the trip is
billed to an active account held by the licence holder that was established
before the trip was arranged.
Originating Area: Transportation of passengers may only originate from any point in the City of
Surrey.
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Taxi Decision
Originating Area: Transportation of passengers may only originate from the Vancouver
International Airport.
Service 4: The following terms and conditions apply to Service 4: Peak Period
Weekend Taxis
Originating Area: Transportation of passengers may originate from the Downtown Vancouver
Entertainment District, i.e. the area that is bounded by the Burrard Inlet on the
south, the Lion’s Gate bridge on the north and either Main, Beatty or Abbot
street to the east.
Destination Area: Transportation of passengers may terminate at any point in British Columbia.
Vehicle Any vehicle operating under this Service must have a “yellow weekend” plate
Identification securely fastened in a conspicuous place at the front of the commercial
vehicle and in a horizontal position.
Maximum A maximum of 5 vehicles may operate under this Service
number
Vehicles
Maximum Vehicles may only operate in the Downtown Vancouver Entertainment
Operating District on Friday/Saturday and Saturday/Sunday from 10:00 p.m. to 5:00
Requirement: a.m.
The following apply to all vehicles in the fleet.
Express
(i) Vehicles must be equipped with a meter that calculates fares on a time
authorizations:
and distance basis.
(ii) Vehicles may be equipped with a top light.
(iii) The operator of the vehicle may, from within the originating areas only,
pick up passengers who hail or flag the motor vehicle from the street.
Taxi Camera
Equipment:
Taxi Bill of
Rights:
A digital taxi camera must be installed and operated in each of the licence
holder’s vehicles in accordance with applicable rules and orders of the
Passenger Transportation Board.
a) A Taxi Bill of Rights issued by the Ministry of Transportation (“Taxi Bill of
Rights”) must be affixed to an interior rear-seat, side window of each
taxicab operated under the licence.
b) The Taxi Bill of Rights must at all times be displayed in an upright position
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Taxi Decision
with the complete text intact and visible to passengers.
c) Licensees may only display a current Taxi Bill of Rights.
Eco-friendly
taxis:
Any additional conventional taxis approved for this licence on or after June
11, 2007 and for which a passenger transportation identifier is issued, must
be operated as ‘eco-friendly taxis’ as defined by Board Policy Guidelines in
effect at the time the vehicle is issued a passenger transportation identifier.
Transfer of a
licence:
This special authorization may not be assigned or transferred except
with the approval of the Board pursuant to section 30 of the Passenger
Transportation Act.
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Taxi Decision
Application
52-11
Applicant
Kimber Cabs Ltd.
Address
160 – 5671 Minoru Blvd., Richmond BC V6X 2B1
Principals
BHANGU, Sarbit
DHALIWAL, Sukhwinder
HANS, Surjit
STAMM, Peter
Decision
PT Licence #
70458
authorization?
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Taxi Decision
Kimber Cabs Ltd. was incorporated on August 24, 1989 and is currently authorized under
Passenger Transportation (PT) licence 70458 to operate 18 vehicles. The company was
established out of a need for service to passengers with mobility devices and all taxis must
be accessible. All vehicles must originate from within the City of Richmond, which includes
YVR.
disclosure forms.
Kimber Cabs states that the authorized vehicles will be clearly identified.
Kimber Cabs Ltd. had no administrative penalties between April 2010 and April 2012.
maintain its licence. Kimber Cabs Ltd. has its infrastructure in place and is an established
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Taxi Decision
Kimber Cabs has applied to expand its originating area for up to 15% of its fleet (3 taxis)
excess capacity.
and number of its taxis are off shift (average 11% of its fleet, 2 taxis) in the time
period measured.
(2) The data provided by the applicant indicates taxis on shift average low
(3) The applicant has YVR licenses (100% of its fleet, equaling 18 of its 18 taxis).
Kimber Cabs has YVR authority to operate a significant percentage of its fleet at the
airport.YVR licences are a common contributor to some suburban taxi applicants having
Spreadsheet data was provided for May 2011 to November 2011. The data provided by the
applicant included dispatched, flag and YVR trips. The data provided is considered reliable.
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Taxi Decision
The applicant is applying for authority to operate 3 of its taxis in the Downtown Vancouver
Entertainment District during peak periods when it averages 2 vehicles off shift and low
trips volumes per taxi per hour. The Board finds this a clear indicator of excess capacity.
the time.
Figure 1
Category 3:
Category 1:
Category 2:
Off-Shift Vehicles
YVR licences
2.0
11%
low
18
100%
Category 4:
96%
The Board feels that due to the applicant’s excess and its close proximity to the City of
Vancouver (Richmond), it would be able to serve its home market as well as the Downtown
Vancouver Entertainment District.
After considering the applicant’s evidence in its entirety the Board is convinced that
Kimber Cabs has excess capacity to provide peak period weekend taxi service to the
finds that due to its number of vehicles off shift, low trip volumes per taxi per hour, all of its
fleet with YVR licences, current service levels and its proximity to the City of Vancouver,
Kimber Cabs would be able to serve the Downtown Vancouver Entertainment District
while maintaining current service levels to its home markets.
Page 80
Taxi Decision
The Board approves Kimber Cabs Ltd. to operate 3 taxis in the Downtown Vancouver
Saturday/Sunday.
The Board finds that approving this application promotes sound economic conditions in
the passenger transportation business in the Greater Vancouver Regional District.
Conclusion
set out in Appendix below.
Page 81
Taxi Decision
Kimber Cabs Ltd.
Appendix
Special Authorization
Terms & Conditions:
Vehicles:
Maximum Fleet Size: 18 vehicles
Specialty Vehicles: All vehicles must be operated as an accessible taxi in accordance
with the Motor Vehicle Act Regulations including Division 10 (motor
carriers) and Division 44 (mobility aid accessible taxi standards), as
amended from time to time, and in accordance with any other
applicable equipment regulations and standards.
Vehicle Capacity: Vehicles can accommodate a driver and not more than 5 passengers.
Service 1: The following terms and conditions apply to Service 1
Originating Area: Transportation of passengers may only originate from any point in the
City of Richmond.
Destination Area: Transportation of passengers may terminate at any point in British
Columbia and beyond the British Columbia / United States border
when engaged in an extra-provincial undertaking.
Return Trips: The same passengers may only be returned from where their trip
terminates in the destination area to any point in the originating area if
the return trip is arranged by the time the originating trip terminates.
Reverse Trips: Transportation of passengers may only originate in the destination
area if the transportation terminates in the originating area and the
cost of the trip is billed to an active account held by the licence holder
that was established before the trip was arranged.
Service 2: The following terms and conditions apply to Service 2: Peak
Period Weekend Taxis
Originating Area: Transportation of passengers may originate from the Downtown
Vancouver Entertainment District, i.e. the area that is bounded by the
Burrard Inlet on the south, the Lion’s Gate bridge on the north and
either Main, Beatty or Abbot street to the east.
Columbia.
Vehicle Identification Any vehicle operating under this Service must have a “yellow
weekend” plate securely fastened in a conspicuous place at the front
of the commercial vehicle and in a horizontal position.
Maximum number A maximum of 3 vehicles may operate under this Service
Vehicles
Maximum Operating Vehicles may only operate in the Downtown Vancouver
Requirement: Entertainment District on Friday/Saturday and Saturday/Sunday
from 10:00 p.m. to 5:00 a.m.
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Taxi Decision
Express Authorizations: (i) Vehicles must be equipped with a meter that calculates fares on
a time and distance basis.
(iii) Vehicles may, from within the originating area only, pick up
passengers who hail or flag the motor vehicle from the street.
Taxi Cameras: Taxi camera equipment may only be installed and operated in
vehicles when the licensee is in compliance with applicable taxi
camera rules, standards and orders of the Passenger Transportation
Board.
Taxi Bill of Rights: a) A Taxi Bill of Rights issued by the Ministry of Transportation (“Taxi
Bill of Rights”) must be affixed to an interior rear-seat, side
window of each taxicab operated under the licence.
b) The Taxi Bill of Rights must at all times be displayed in an upright
position with the complete text intact and visible to passengers.
Transfer of a licence: This special authorization may not be assigned or transferred
except with the approval of the Board pursuant to section 30 of
the Passenger Transportation Act.
Page 83
Taxi Decision
Application
54-11
Applicant
Guildford Cab (1993)
Ltd.
Address
101 – 8299 129 St., Surrey BC V3W 0A6
Principals
ALI, Rafaqat
ATWAL, Devinder Singh
BASSI, Amrik Singh
CHAHAL, Baljit Singh
GILL, Jaswant
JOHAL, Avtar
PT Licence #
70431
SUNNER, Harmel Singh
Decision
authorization?
Page 84
Taxi Decision
Guildford Cab (1993) Ltd. dba Surrey Metro Taxi was incorporated on January 5, 1993 and
is currently authorized under Passenger Transportation (PT) licence 70431 to operate
50 vehicles, of which a maximum of 41 may be conventional taxis. In this fleet, 17 taxis
have airport license authority to originate from YVR. Service currently originates from any
point in the City of Surrey and a portion of the District of Delta bounded by Highway 99, as
well as YVR.
disclosure forms.
barrier to an application approval. Guildford Cab states that the authorized vehicles will be
clearly identified.
Page 85
Taxi Decision
maintain its licence. Guildford Cab has its infrastructure in place and is an established taxi
Guildford has applied to expand its originating area for up to 15% of its fleet (8 taxis)
excess capacity.
and number of its taxis are off shift (average 8% of its fleet, 4.1 taxis) in the time
period measured.
(2) The data provided by the applicant indicates taxis on shift medium productivity
(trips per taxi per hour) when compared against other applicants
(3) The applicant has YVR licences (34% of its fleet, equaling 17 of its 50 taxis).
Guildford Cab has YVR Authority to operate a significant percentage of its fleet at the
airport. YVR licences are a common contributor to some suburban taxi applicants having
Page 86
Taxi Decision
Entertainment District during peak periods when it averages 4.1 taxis, 8% of its vehicles off
shift and medium trip volumes per taxi per hour. The Board finds this an indicator of some
excess capacity.
Additionally, the Board feels that due to the applicant’s excess capacity and its moderate
number of YVR licenses, which would place taxis in close proximity to the City of
Vancouver, the applicant would have some capacity to serve its home market as well as the
Downtown Vancouver Entertainment District. However, if the Board were to approve the
total number of vehicles requested, this may affect service in its home jurisdiction
the time.
is providing a timely service to its taxi patrons than the majority of suburban taxi
applicants.
Figure 1
Category 1:
Category 2:
Category 3:
Off-Shift Vehicles
YVR licences
4.1
8%
medium
17
34%
Category 4:
94%
Guildford Cab has some excess capacity to provide peak period weekend taxi service to the
finds that due to its percentage of vehicles off shift, the number of its fleet with YVR
Page 87
Taxi Decision
licences , and therefore in close proximity to the City of Vancouver, and current service
levels, Guildford Cab would be able to serve the Downtown Vancouver Entertainment
The Board approves Guildford Cab (1993) Ltd. to operate 2 taxis in the Downtown
Vancouver Entertainment District from 10:00 p.m. to 5:00 a.m. on Friday/Saturday and
Saturday/Sunday.
District.
Conclusion
Page 88
Taxi Decision
Appendix
Special
Authorization
Terms & Conditions:
Vehicles:
Maximum Fleet Size: 50 motor vehicles of which a maximum of 41 may be conventional taxis. All
other vehicles are accessible taxis.
Specialty Vehicles: The accessible taxis must be operated in accordance with the Motor Vehicle
Act Regulations including Division 10 (motor carriers) and Division 44
(mobility aid accessible taxi standards), as amended from time to time, and in
Vehicle Capacity: Vehicles can accommodate a driver and not less than 2 and not more than 7
passengers.
Minimum Operating At least 1 accessible taxi must be operated and available for hire 24 hours
Requirement: each day, every day of the week.
Surrey and that portion of the District of Delta bounded on the south, east and
west by Highway 99 (Deas Island Throughway).
Originating Area: Transportation of passengers may only originate at the Vancouver
Page 89
Taxi Decision
Weekend Taxis
street to the east.
Vehicle Identification Any vehicle operating under this Service must have a “yellow weekend” plate
securely fastened in a conspicuous place at the front of the commercial
vehicle and in a horizontal position.
Vehicles
Operating District on Friday/Saturday and Saturday/Sunday from 10 p.m. to 5:00
Requirement: a.m.
Express
(i) Vehicles must be equipped with a meter that calculates fares on a time
authorizations:
and distance basis.
(iii) The operator of the vehicle may, from within the originating areas only,
pick up passengers who hail or flag the motor vehicle from the street.
Taxi Camera
Equipment:
Taxi Bill of Rights:
Rights”) must be affixed to an interior rear-seat, side window of each
Eco-friendly taxis:
Transfer of a
licence:
Page 90
Any additional conventional taxis approved for this licence on or after June
11, 2007 and for which a passenger transportation identifier is issued, must
be operated as ‘eco-friendly taxis’ as defined by Board Policy Guidelines in
effect at the time the vehicle is issued a passenger transportation identifier.
This special authorization may not be assigned or transferred except
with the approval of the Board pursuant to section 30 of the Passenger
Transportation Act.
Taxi Decision
Application
56-11
Applicant
Bonny’s Taxi Ltd.
Address
Principals
BAINS, Harjit
DULAY, Surjit
GILL, Harinder
MAND, Kirpal
PARMAR, Bhuminder
SAHOTA, Balwinder
PT Licence #
70242
SANGHA, Paramjit
Decision
Refused
authorization?
Page 91
Taxi Decision
Bonny’s Taxi was incorporated on November 7, 1977 and is currently authorized under
Passenger Transportation (PT) licence 70242 to operate 115 vehicles of which 104 may be
conventional. It is corporately related to Queen City Taxi Ltd. and Burnaby Select
Metrotown Taxi Ltd. Service is currently provided in the City of Burnaby as well as the
Vancouver International Airport (YVR). The company has 81 airport licences authorized
by the YVR Authority. Each company director completed the required disclosure forms.
Bonny’s Taxi states that the authorized vehicles will be clearly identified.
Page 92
Taxi Decision
maintain its licence. Bonny’s Taxi has its infrastructure in place and is an established taxi
Bonny’s Taxi has applied to expand its originating area for up to 15% of its fleet (17 taxis)
excess capacity.
The applicant provided a set of data that the Board put into three specific categories to
assess excess capacity and one category to compare service levels among suburban taxi
applicants: (1) Excess Capacity (vehicles off shift) (2) Excess Capacity (productivity of
vehicles on shift) (3) Excess Capacity (applicants with YVR Authority) (4) Service Levels
(wait times from dispatch to passenger pickup).
period measured.
(3) The applicant does have YVR authority (70% of its fleet, equaling 81 of its 115
taxis).
Page 93
Taxi Decision
provided by the applicant included dispatched, flag and YVR trips and the data is
Entertainment District during peak periods when it averages 3.6 taxis (3% of its fleet)
vehicles off shift (97% on shift) and high trip volumes per taxi per hour. The Board finds
this an indicator of a low level of excess capacity.
the time.
Figure 1
Category 1:
Off-Shift Vehicles
3.6
Category 2:
3%
high
Category 3:
YVR licences
81
Category 4:
70%
95%
Bonny’s Taxi has the excess capacity to provide peak period weekend taxi service to the
finds that, based on the data provided by Bonny’s Taxi, there is a reasonable probability it
would not be able to serve the Downtown Vancouver Entertainment District while
conditions in the passenger transportation business in British Columbia.
Page 94
Taxi Decision
Conclusion
Page 95
Taxi Decision
Application
57-11
Applicant
Surdell Kennedy
Taxi Ltd.
Address
103 – 12975 84th Street, Surrey BC V3W 1B3
Principals
BAJWA, Jaswant Singh
BRAR, Tejinder Paul Singh
DHALIWAL, Jugrah Singh
DHALIWAL, Nirmal Singh
GILL, Sarabjit Singh
GREWAL, Sajjan Singh
PT Licence #
70526
TOOR, Jaskawal Singh
Decision
Refused
authorization?
Page 96
Taxi Decision
Surdell Kennedy Taxi Ltd. was incorporated on January 24, 1991 and is currently
which 56 may be conventional taxis.
The applicant is licensed by the YVR Authority to operate 40 airport taxis. Service is
currently provided in and from the cities of Surrey and Delta as well as the Vancouver
International Airport (YVR). Each director has completed the required disclosure forms.
Surdell Kennedy Taxi Ltd. states that the authorized vehicles will be clearly identified.
Page 97
Taxi Decision
maintain its licence. Surdell Kennedy Taxi Ltd. has its infrastructure in place and is an
Surdell Kennedy Taxi has applied to expand its originating area for up to 15% of its fleet
(1) The data provided by the applicant is insufficient respecting the percentage of
taxis that are off shift.
(2) The data provided by the applicant is insufficient respecting the productivity of
taxis on shift (trips per taxi per hour).
(3) The applicant has YVR licences (58% of its fleet, equaling 40 of 69 taxis).
Spreadsheet data was provided for three months: September 2011 to November 2011. The
vehicles on shift data and trips per taxi per hour data includes dispatched taxis only and
Page 98
Taxi Decision
does not include taxis or trips by taxis that only served flag and YVR patrons during its
shift. The applicant states its assumption “that cars that take a flag will also take a
dispatched trip in the respected originating area during the timeline and thus will be
counted as “On Shift” in the report.” While the assumption may be accepted to a point, it
does not account for the omission of data for YVR trips. More generally, the Board finds
the data does not accurately represent the number of taxis on shift, the trips per taxi per
hour; and does not consider the data reliable.
Entertainment District during peak periods when the number of its vehicles off shift and
trip volumes per taxi per hour is unknown. The Board finds there is insufficient evidence
of excess capacity.
the time.
Figure 1
Category 1:
Category 2:
Category 3:
Category 4:
Off-Shift Vehicles
YVR licences
insufficient data
insufficient data
40
58%
97%
Surdell Kennedy Taxi has excess capacity to provide peak period weekend taxi service to
the Downtown Vancouver Entertainment District on Friday and Saturday nights. The Board
finds that based on the lack of sufficient evidence of excess capacity, there is a reasonable
probability it would not be able to serve the Downtown Entertainment District while
Page 99
Taxi Decision
conditions in the passenger transportation business the Greater Vancouver Regional
District.
Conclusion
Page 100
Taxi Decision
Application
58-11
Applicant
Port Coquitlam Taxi
Ltd.
Address
2121 Hartley Avenue, Coquitlam BC V3K 6Z3
Principals
DHALIWAL, Hardeep
Decision
Refused
PT Licence #
70234
GILL, Harjinder
authorization?
Page 101
Taxi Decision
Port Coquitlam Taxi was incorporated on May 28, 1975 and is currently authorized under
conventional. Port Coquitlam Taxi is corporately related to Bel-Air (1982) Ltd. and
Coquitlam Taxi (1977) Ltd. Service is currently provided in the Cities of Port Coquitlam,
Coquitlam, Port Moody as well as some surrounding areas. The company directors
completed the required disclosure forms.
Port Coquitlam Taxi had no administrative penalties for “illegal pick-ups” between April
2010 and April 2012.
Port Coquitlam Taxi states that the authorized vehicles will be clearly identified.
maintain its licence. Port Coquitlam Taxi has its infrastructure in place and is an
Page 102
Taxi Decision
Port Coquitlam Taxi has applied to expand its originating area for up to 15% of its fleet (2
taxis) during peak periods and special days as approved by the Board. Its application is
(1) The data provided by the applicant indicates that 0.5 (1%) of its taxis are off
shift in the time period measured.
Spreadsheet data was provided for the months of May 2011 to November 2011. It included
collective data for 91 vehicles operated under the licences of Bel-Air Taxi (1982) Ltd.,
Coquitlam Taxi (1977) Ltd. and Port Coquitlam Taxi Ltd.
As the data provided was inclusive, decisions for the three individual companies generally
refer to data applicable to the operation of 91 vehicles rather than the operation of licencespecific vehicles. The vehicle on shift data includes all taxis on shift and is considered
Page 103
Taxi Decision
reliable. However, the trips per taxi per hour data included dispatch trips and did not
include flag trips (or YVR trips by Coquitlam Taxi). This data is not considered reliable.
volumes per taxi per hour is unknown. The Board finds there is insufficient evidence of
excess capacity.
(4) Wait Time is the average wait from when a taxi is dispatched until a taxi user is picked
up and the meter is turned on. The panel finds that the majority of suburban taxi
applicants have an average wait of 15 minutes or less over 92% of the time.
Figure 1
Category 1:
Category 2:
Category 3:
Category 4:
Off-Shift Vehicles
YVR licences
0.5*
1%*
insufficient data*
0*
0%*
98%*
* Coquitlam Taxi, Port Coquitlam Taxi and Bel-Air Taxi supplied data collectively. Only Coquitlam Taxi has YVR Authority (30 of 31 taxis, or 97%)
Port Coquitlam Taxi has excess capacity to provide peak period weekend taxi service to the
probability Port Coquitlam Taxi would not be able to serve the Downtown Vancouver
Entertainment District while maintaining current service levels to their home markets.
District.
Page 104
Taxi Decision
Conclusion
Page 105
Taxi Decision
Application
59-11
Applicant
Bel-Air Taxi (1982)
Ltd.
Address
Principals
MEHAT, Sohan S.
Decision
Refused
PT Licence #
70233
authorization?
Page 106
Taxi Decision
Bel-Air Taxi was incorporated on December 14, 1982 and is currently authorized under
Passenger Transportation (PT) licence 70233 to operate 46 vehicles, of which 40 may be
conventional taxis. Bel-Air Taxi is corporately related to Coquitlam Taxi (1977) Ltd. and
Port Coquitlam Taxi Ltd. Service is currently provided in the Cities of Port Coquitlam,
Coquitlam, Port Moody and within 3 road kilometers of these cities as well as some
surrounding area. The company director completed the required disclosure forms.
The Board took into consideration that the applicant had incurred 1 administrative penalty
for “illegal pick-ups” between April 2010 and April 2012. However, referring back to the
common findings and the unique circumstances of these applications, the Board has
determined that an applicant’s administrative record would not, in and of itself, be a
Bel-Air Taxi states that the authorized vehicles will be clearly identified.
maintain its licence. Bel-Air Taxi has its infrastructure in place and is an established taxi
Page 107
Taxi Decision
Bel Air Taxi has applied to expand its originating area for up to 15% of its fleet (7 taxis)
excess capacity.
(1)
The data provided by the applicant indicates that 0.5 (1%) of its taxis are off shift in
the time period measured.
(2)
The data provided by the applicant is insufficient respecting the productivity of taxis
on shift (trips per taxi per hour).
(3)
The applicant does not have YVR licences.
Page 108
Taxi Decision
excess capacity.
(4)
Wait Time is the average wait from when a taxi is dispatched until a taxi user is
picked up and the meter is turned on. The panel finds that the majority of suburban
taxi applicants have an average wait of 15 minutes or less over 92% of the time.
Figure 1
Category 1:
Category 2:
Category 3:
Category 4:
Off-Shift Vehicles
YVR licences
0.5*
1%*
insufficient data*
0*
0%*
98%*
Bel Air Taxi has excess capacity to provide peak period weekend taxi service to the
finds that based on the lack of sufficient evidence of excess capacity, its distance from
Vancouver and lack of YVR authority, there is a reasonable probability Bel-Air would not be
able to serve the Downtown Vancouver Entertainment District while maintaining current
service levels to their home markets.
District.
Page 109
Taxi Decision
Conclusion
Page 110
Taxi Decision
Application
60-11
Applicant
Address
436 Rousseau Street, New Westminster BC V3L 3R3
Principals
DHILLON, Chamkaur
SANAEE, Behrouz
GILL, Ravinder
SINGH, Sarjit
PT Licence #
70450
JHALLI, Amrit
Decision
Refused
authorization?
Page 111
Taxi Decision
Royal City Taxi Ltd. was incorporated on September 30, 1941 and is currently authorized
under Passenger Transportation (PT) licence 70450 to operate 52 vehicles of which 43
may be conventional taxis. Service is currently provided in and from the City of New
Westminster and parts of Burnaby and Coquitlam as well as the Vancouver International
Airport (YVR). The company has 9 airport licences authorized by the YVR Authority. In
addition, it has contracts to transport CN crews and Canada Post employees.
disclosure forms.
Royal City Taxi Ltd. states that the authorized vehicles will be clearly identified.
Page 112
Taxi Decision
maintain its licence. Royal City Taxi Ltd. has its infrastructure in place and is an established
Royal City Taxi Ltd. (the applicant) has applied to expand its originating area for up to 15%
of its fleet (8 taxis) during peak periods and special days as approved by the PTB. Its
number of its taxis are off shift (average 2% of its fleet, 1.2 taxis) in the time
period measured.
Royal City Taxi has YVR Authority to operate a relatively low percentage of its fleet at the
airport. Airport licences are a common contributor to some suburban taxi applicants
having excess capacity to serve additional taxi patrons during Downtown Vancouver
Page 113
Taxi Decision
The applicant is applying for authority to operate 8 of its taxis in the Downtown Vancouver
Entertainment District during peak periods when it averages 1.2 vehicles off shift and
medium trip volumes per taxi per hour. The Board finds this an indicator of a low level of
excess capacity.
the time.
Figure 1
Category 1:
Off-Shift Vehicles
1.2
Category 2:
2%
medium
Category 3:
YVR licences
9
Category 4:
17%
93%
Royal City Taxi has the excess capacity to provide peak period weekend taxi service to the
finds that, based on the data provided by Royal City Taxi, there is a reasonable probability
it would not be able to serve the Downtown Vancouver Entertainment District while
The Board finds that approving this application would not promote sound economic
District.
Page 114
Taxi Decision
Conclusion
Page 115
Taxi Decision
Application
61-11
Applicant
Tsawwassen Taxi
Ltd.
Address
203 – 12837 76th Avenue Surrey BC V3W 2V3
Principals
BADESHA, Gurpal
BAJWA, Mandeep
HANS, Bhajan
JHAJJ, Mohan Singh
PT Licence #
70463
SIDHUM, Gurminder
Decision
authorization?
Page 116
Taxi Decision
Tsawwassen Taxi Ltd. was incorporated on February 21, 1973 and is currently authorized
may be conventional taxis. The applicant and its corporately related company, Delta
Sunshine (1972) Taxi Ltd., are licensed by the YVR Authority to operate 54 airport taxis.
Service currently originates from any point in the District of Delta and the City of Surrey, as
well as those authorized to provide taxi service from YVR.
Tsawwassen Taxi Ltd. and Delta Sunshine Taxi (1972) Ltd. have been operating as one
entity since 1980. Tsawwassen Taxi Ltd. is a wholly owned subsidiary of Delta Sunshine
Taxi (1972) Ltd. Both companies share the board of directors, management and staff, office
space, dispatch system, revenues and expenses.
of the company’s share structure. Delta Sunshine Taxi (1972) Ltd. must be the only
shareholder in Tsawwassen Taxi Ltd. and the sole owner of Tsawwassen Taxi Ltd. The
appropriate company directors completed the required disclosure forms.
barrier to an application approval. Tsawwassen Taxi states that the authorized vehicles
will be clearly identified.
Page 117
Taxi Decision
maintain its licence. Tsawwassen Taxi has its infrastructure in place and is an established
Tsawwassen Taxi has applied to expand its originating area for up to 15% of its fleet (4
on excess capacity.
period measured.
(2) The data provided by the applicant indicates taxis on shift average low
NOTE: Delta Sunshine has engaged carrier authority along with its wholly subsidiary
PT licence holder Tsawwassen Taxi Ltd. Collectively they have authority to operate 54 YVR
taxis. When determining their excess capacity the Board apportioned the 54 YVR taxis at a
common percentage (79%) of their total fleet. This apportionment resulted in Delta
Sunshine being considered at 32 taxis with YVR licences and Tsawwassen Taxi at 22.
Page 118
Taxi Decision
Tsawwassen Taxi has YVR Authority to operate a significant percentage of its fleet at the
airport. YVR licences are a common contributor to some suburban taxi applicants having
Entertainment District during peak periods when it averages 2 taxis (7% if its fleet)
vehicles off shift and low trip volumes per taxi per hour. The Board finds this an indicator
of some excess capacity.
Additionally, the Board feels that due to the applicant’s excess capacity and its high number
of YVR licenses (when combined with Delta Sunshine Taxi), which would place taxis in
close proximity to the City of Vancouver, the applicant would have some capacity to serve
its home market as well as the Downtown Vancouver Entertainment District. However, if
the Board were to approve the total number of vehicles requested, this may affect service
in its home jurisdiction.
the time.
Page 119
Taxi Decision
Figure 1
Category 1:
Category 2:
Category 3:
Off-Shift Vehicles
YVR licences
2.0
7%
low
22
79%
Category 4:
95%
Tsawwassen Taxi has some excess capacity to provide peak period weekend taxi service to
the Downtown Vancouver Entertainment District on Friday and Saturday nights. The Board
finds that due to its number of vehicles off shift, the significant percentage of its fleet with
YVR licences , and therefore in close proximity to the City of Vancouver, and current service
levels, Tsawwassen Taxi would be able to serve the Downtown Vancouver Entertainment
The Board approves Tsawwassen Taxi to operate 2 taxis in the City of Downtown
Saturday/Sunday.
District.
Conclusion
Page 120
Taxi Decision
Appendix
Special Passenger Directed Vehicle (PDV)
Authorization:
Terms & Conditions:
Maximum Fleet Size: 28 motor vehicles of which a maximum of 24 may be conventional taxis. All
Specialty Vehicles: The accessible taxis must be operated in accordance with the Motor Vehicle
Act Regulations including Division 10 (motor carriers) and Division 44 (mobility
Vehicle Capacity (T): Vehicles can accommodate a driver and not less than 2 and not more than 7
passengers.
Flip Seat
Authorization:

Passengers may be seated in moveable “flip seats” or “let down seats” that
are installed behind the driver in accordance with Division 10.07(5) of the
Motor Vehicle Act Regulations.

Only 2 vehicles, including accessible taxis may have a flip seat installed.
Limitation: purposes are priority clients for the dispatch of accessible taxis. The applicant
vehicles.
Ownership Limitation: Delta Sunshine Taxi (1972) Ltd. must be the only shareholder in Tsawwassen
Taxi Ltd. And the sole owner of Tsawwassen Taxi Ltd.
Originating Area: Transportation of passengers may only originate from any point in the District of
Delta.
Return Trips: The same passengers may only be returned from where their trip terminates in
the destination area to any point in the originating area if the return trip is
transportation terminates in the originating area and the cost of the trip is billed
to an active account held by the licence holder that was established before the
trip was arranged.
Page 121
Taxi Decision
Surrey.
Return Trips: The same passengers may only be returned from where their trip terminates in
trip was arranged.
Originating Area: Transportation of passengers may originate at the Vancouver International
Airport.
Weekend Taxis
street to the east.
securely fastened in a conspicuous place at the front of the commercial vehicle
and in a horizontal position.
Vehicles
Operating District on Friday/Saturday and Saturday/Sunday from 10 p.m. to 5:00 a.m.
Requirement:
Express (i) Vehicles must be equipped with a meter that calculates fares on a time and
authorizations:
distance basis.
(iii) The operator of the vehicle may, from within the originating areas only, pick
up passengers who hail or flag the motor vehicle from the street.
Taxi Cameras: Taxi camera equipment may only be installed and operated in vehicles when
the licensee is in compliance with applicable taxi camera rules, standards and
Page 122
Taxi Decision
orders of the Passenger Transportation Board.
Taxi Bill of Rights: a) A Taxi Bill of Rights issued by the Ministry of transportation (“Taxi Bill of
Rights”) must be affixed to an interior rear-seat, side window of each taxicab
operated under the licence.
b) The Taxi bill of rights must at all times be displayed in an upright position
Transfer of a licence: This special authorization may not be assigned or transferred except with
the approval of the Board pursuant to section 30 of the Passenger
Transportation Act.
Page 123
Taxi Decision
Application
62-11
Applicant
White Rock South
Surrey Taxi Ltd.
Trade Names
Pacific Cabs
Address
3 – 17921 55th Avenue, Surrey BC V3S 6C4
Principals
BIRING, Jagdip
DHALIWAL, Harchand
GREWAL, Balbir Singh
MANN, Surinder
RANDHAWA, Gurmeet Singh
SANDHU, Jaswinder Singh
PT Licence #
70404
SIDHU, Angrez
Decision
Refused
authorization?
Page 124
Taxi Decision
White Rock South Surrey Taxi was incorporated on March 28, 1968 and is currently
authorized under Passenger Transportation (PT) licence 70404 to operate 63 vehicles, of
which 53 may be conventional taxis. The applicant is licensed by the YVR Authority to
operate 28 airport taxis. The PT licence stipulates that 6 vehicles are dependent on the
airport contract and will decrease according to a sliding scale if the number of airport
licences is reduced. Service currently originates from White Rock, Langley, a portion of
Surrey as well as those vehicles authorized at YVR. Each company director completed the
The applicant received no administrative penalties for “illegal pickups” between April 2010
and April 2012.
Referring back to the common findings and the unique circumstances of these applications,
the Board has determined that an applicant’s administrative record would not, in and of
itself, be a barrier to an application approval.
White Rock South Surrey Taxi states that the authorized vehicles will be clearly identified.
Page 125
Taxi Decision
maintain its licence. White Rock South Surrey Taxi has its infrastructure in place and is an
White Rock South Surrey Taxi has applied to expand its originating area for up to 15% of
its fleet (9 taxis) during peak periods and special days as approved by the Board. Its
period measured.
(3) The applicant does have YVR authority (44% of its fleet, equaling 28 of 63 taxis).
Page 126
Taxi Decision
provided by the applicant included dispatched, flag and YVR trips and the data is
Entertainment District during peak periods when it averages 2.7 taxis, 4% of its vehicles off
shift and higher than average trip volumes per taxi per hour. The Board finds this an
indicator of a low level of excess capacity.
the time.
is providing less timely service to its taxi patrons than the majority of suburban taxi
applicants.
Figure 1
Category 1:
Off-Shift Vehicles
2.7
Category 2:
4%
high
Category 3:
YVR licences
28
Category 4:
44%
84%
White Rock South Surrey Taxi has the excess capacity to provide peak period weekend taxi
service to the Downtown Vancouver Entertainment District on Friday and Saturday nights.
The Board finds that based on its limited excess capacity and current service levels, there is
a reasonable probability it would not be able to serve the Downtown Vancouver
Entertainment District without further reducing its service levels to their home markets.
Page 127
Taxi Decision
District.
Conclusion
Page 128
Taxi Decision
Application:
63-11
Applicant:
Coquitlam Taxi
(1977) Ltd.
Address:
Principals:
GILL, Harjinder
Decision
Refused
PT Licence #
70232
MEHAT, Sohan
authorization?
Page 129
Taxi Decision
Coquitlam Taxi was incorporated on August 2, 1977 and is currently authorized under
Passenger Transportation (PT) licence 70232 to operate 31 vehicles. The applicant is
licensed by the YVR Authority to operate 30 airport taxis. The PT licence stipulates that 5
vehicles are dependent on the airport contract and will decrease according to a sliding
scale if the number of airport licences is reduced.
Coquitlam Taxi is corporately related to Bel-Air (1982) Ltd. and Port Coquitlam Taxi Ltd.
Service is currently provided in the Cities of Port Coquitlam, Coquitlam, Port Moody as well
as some surrounding areas and YVR. The company directors completed the required
disclosure forms.
barrier to an application approval. Coquitlam Taxi states that the authorized vehicles will
Page 130
Taxi Decision
maintain its licence. Coquitlam Taxi has its infrastructure in place and is an established taxi
Coquitlam has applied to expand its originating area for up to 15% of its fleet (taxis) during
peak periods and special days as approved by the Board. Its application is based on excess
capacity.
(1) The data provided by the applicant indicates that 0.5 (1%) of its taxis are off
shift in the time period measured.
(3) The applicant does have YVR authority (97% of its fleet, equaling 30 of 31 taxis).
Page 131
Taxi Decision
excess capacity.
the time.
Figure 1
Category 1:
Category 2:
Category 3:
Category 4:
Off-Shift Vehicles
YVR licences
0.5*
1%*
insufficient data*
30*
97%*
98%*
Coquitlam Taxi has excess capacity to provide peak period weekend taxi service to the
Page 132
Taxi Decision
probability Coquitlam Taxi would not be able to serve the Downtown Vancouver
Entertainment District while maintaining current service levels to their home markets.
District.
Conclusion
Page 133
Taxi Decision
Application
64-11
Applicant
Newton Whalley Hi
Way Taxi Ltd
Address
107 – 13119 84th Avenue, Surrey BC V3W 1B3
Principals
ALI, Aamir
CHAHAL, Dharampal Singh
GREWAL, Ravinder Singh
GREWAL, Avtar Singh
JOHAL, Sukhwinder Singh
KHARBAR, Tarsem Singh
PT Licence #
70974
PARMAR, Narinder Singh
Decision:
Approved in part –2 weekend taxis to operate in the Downtown
authorization?
Page 134
Taxi Decision
Newton Whalley Hi Way Taxi Ltd. was incorporated on October 7, 1980 and is currently
which 59 may be conventional taxis. The applicant is licensed by the YVR Authority to
operate 16 airport taxis. The PT licence stipulates that 6 vehicles are dependent on the
airport contract and will decrease according to a sliding scale if the number of airport
licences is reduced. Service currently originates from any point in the City of Surrey,
District of Delta and the City of White Rock, as well YVR.
disclosure forms.
barrier to an application approval. Newton Whalley Hi Way Taxi states that the authorized
vehicles will be clearly identified.
Page 135
Taxi Decision
maintain its licence. Newton Whalley Hi Way Taxi has its infrastructure in place and is an
Newton Whalley Hi Way Taxi has applied to expand its originating area for up to 15% of its
fleet (11 taxis) during peak periods and special days as approved by the Board. Its
period measured.
Newton Whalley Hi Way Taxi Ltd. has YVR authority to operate a significant percentage of
its fleet at the airport.YVR licences are a common contributor to some suburban taxi
applicants having excess capacity to serve additional taxi patrons during Downtown
Vancouver Entertainment District peak periods on weekends.
Page 136
Taxi Decision
applicant included dispatched, flag, and YVR vehicles on shift and trips. The data is
Entertainment District during peak periods when it averages 4.8 taxis, 7 % of its vehicles
off shift and medium trip volumes per taxi per hour. The Board finds this an indicator of
some excess capacity.
Additionally, the Board feels that due to the applicant’s excess capacity and its moderate
number of YVR licenses, which would place taxis in close proximity to the City of
Vancouver, the applicant would have some capacity to serve its home market as well as the
Downtown Vancouver Entertainment District. However, if the Board were to approve the
total number of vehicles requested, this may affect service in its home jurisdiction.
the time.
is providing a timely service to its taxi patrons than the majority of suburban taxi
applicants.
The Board’s consideration of excess capacity and service levels should enable successful
Figure 1
Category 1:
Off-Shift Vehicles
4.8
Category 2:
7%
Category 3:
YVR licences
medium
16
Category 4:
23%
93%
Newton Whalley Hi Way Taxi has some excess capacity to provide peak period weekend
taxi service to the Downtown Vancouver Entertainment District on Friday and Saturday
Page 137
Taxi Decision
nights. The Board finds that due to its number of vehicles off shift, the percentage of its fleet
with YVR licences, and therefore in close proximity to the City of Vancouver, and current
service levels, Newton Whalley Hi Way Taxi would be able to serve the Downtown
Vancouver Entertainment District while maintaining current service levels to their home
markets if a limited number of vehicles are approved for weekend taxi service.
The Board approves Newton Whalley Hi Way Taxi Ltd. to operate 2 taxis in the Downtown
Saturday/Sunday.
District.
Conclusion
Page 138
Taxi Decision
Appendix
Special
Authorization
Terms & Conditions:
Vehicles:
Maximum Fleet Size: 1. At any time – 63 motor vehicles of which a maximum of 52 may be
conventional taxis. All other vehicles are accessible taxis.
2. YVR Contract - The licensee may operate up to an additional 7 vehicles
under service 3, if the Vancouver International Airport Authority (VIAA)
has approved airport licences for 16 or more vehicles in fleet of the
licensee. The maximum number of additional vehicles decreases on a
sliding scale as follows:
Total “airport
licenses”
approved by the
VIAA
Additional
(or its agent)
Vehicles
Maximum Fleet Size
16
7
70 motor vehicles of which a maximum
of 59 may be conventional taxis. All
15
6
69 motor vehicles of which a maximum
of 58 may be conventional taxis. All
14
5
68 motor vehicles of which a maximum of
57 may be conventional taxis. All other
vehicles are accessible taxis.
13
4
12
3
11
2
10
1
64 motor vehicles of which 53 may be
conventional taxis. All other vehicles are
accessible taxis.
a. When making application for renewal of its licence, Newton Whalley
HiWay Taxi Ltd. must submit a letter to the Registrar of Passenger
Transportation from Ground Transportation, Vancouver International
Airport Authority, stating that its contract with Newton Whalley HiWay
Taxi Ltd. remains in good standing.
b. The letter referred to in (a) must confirm the number of airport licences
approved for Newton Whalley HiWay Taxi Ltd.
Page 139
Taxi Decision
Specialty Vehicles: The accessible taxis must be operated in accordance with the Motor
Vehicle Act Regulations including Division 10 (motor carriers) and Division
44 (mobility aid accessible taxi standards), as amended from time to time,
and in accordance with any other applicable equipment regulations and
standards.
Vehicle Capacity: Vehicles can accommodate a driver and not less than 2 and not more than
7 passengers.
Flip Seat Passengers may be seated in moveable “flip seats” or “let down seats” that
Authorization: are installed behind the driver in accordance with Division 10.07(5) of the
Only three (3) accessible taxis may have a flip seat installed.
Limitation: purposes are priority clients for the dispatch of accessible taxis. The
applicant must at all times use a dispatch and reservation system that
dispatches accessible taxis on a priority basis to clients who have a need
for accessible vehicles.
Minimum Operating At least 2 accessible taxis must be operated and available for hire 24 hours
Requirement: each day, every day of the week.
Originating Area: Transportation of passengers may only originate from any point in the City
of Surrey, District of Delta and City of White Rock.
Columbia and beyond the British Columbia/United States border when
engaged in an extra-provincial undertaking.
Return Trips: The same passengers may be returned from where their trip terminates in
Reverse Trips: Transportation of passengers may originate in the destination area if the
of New Westminster and City of Langley.
Destination Area: Transportation of passengers must terminate at a hospital located in the
City of New Westminster or the Township of Langley, or at any point in
British Columbia.
Service Limitation: Service is limited to the transportation of passengers who require the use of
a wheelchair equipped vehicle.
Page 140
Taxi Decision
Originating Area: Transportation of passengers may only originate at the Vancouver
Columbia and beyond the British Columbia/United States border when
Return Trips: The same passengers may be returned from where their trip terminates in
Reverse Trips: Transportation of passengers may originate in the destination area if the
Originating Area: Transportation of passengers may only originate from any point on the
Canadian National Railway Company rail line in that portion of Licence
District 14 west of the Pitt River, Licence District 14A, and that portion of
Licence District 15 west of and including the City of Surrey.
Destination Area: Transportation of passengers must terminate at any point on the Canadian
National Railway Company rail line in that portion of Licence District 14
west of the Pitt River, Licence District 14A, and that portion of Licence
District 15 west of and including the City of Surrey.
Service Limitation: Service may be provided only to persons employed or engaged by the
Canadian National Railway Company and only as long as a current written
contract exists between the licence holder and the Canadian National
Railway Company or its broker or agent.
Weekend Taxis
Entertainment District, i.e. the area that is bounded by the Burrard Inlet on
the south, the Lion’s Gate bridge on the north and either Main, Beatty or
Abbot street to the east.
Columbia.
Vehicle Identification Any vehicle operating under this Service must have a “yellow weekend”
plate securely fastened in a conspicuous place at the front of the
commercial vehicle and in a horizontal position.
Vehicles
Operating District on Friday/Saturday and Saturday/Sunday from 10 p.m. to 5:00
Requirement: a.m.
Page 141
Taxi Decision
Express (i) Vehicles must be equipped with a meter that calculates fares on a time
Authorizations:
and distance basis.
(iii) Vehicles may, from within the originating area only, pick up passengers
who hail or flag the motor vehicle from the street.
Taxi Cameras: Taxi camera equipment may only be installed and operated in vehicles
when the licensee is in compliance with applicable taxi camera rules,
standards and orders of the Passenger Transportation Board.
Taxi Bill of Rights: a) A Taxi Bill of Rights issued by the Ministry of Transportation (“Taxi Bill
of Rights”) must be affixed to an interior rear-seat, side window of each
Eco-friendly taxis:
Any additional conventional taxis approved for this licence on or after
June 11, 2007 and for which a passenger transportation identifier is
issued, must be operated as ‘eco-friendly taxis’ as defined by Board
Policy Guidelines in effect at the time the vehicle is issued a passenger
transportation identifier.
Transfer of a licence: This special authorization may not be assigned or transferred except
with the approval of the Board pursuant to section 30 of the
Passenger Transportation Act.
Page 142
Taxi Decision
Application
65-11
Applicant
Sunshine Cabs Ltd
Address
107 – 13119 84th Avenue, Surrey BC V3W 1B3
Principals
BEDI, Paramjit Singh
PT Licence #
GILL, Sanjeev
JAWANDA, Charanjit
JAWANDHA, Harmikpal S.
JAWANDHA, Gurjit
Decision
70547
Approved in part - 10 weekend taxis to operate in the Downtown
authorization?
Page 143
Taxi Decision
Sunshine Cabs Limited was incorporated on February 13, 1981 and is currently authorized
under Passenger Transportation (PT) licence 70547 to operate 65 taxis, of which 55 may
be conventional taxis. The applicant is licensed by the YVR Authority to operate 28 airport
taxis. The PT licence stipulates that 17 vehicles are dependent on the airport contract and
will decrease according to a sliding scale if the number of airport licences is reduced.
Service currently originates from within the District of North Vancouver, the City of North
Vancouver and the District of West Vancouver, as well as YVR.
disclosure forms.
barrier to an application approval. Sunshine Cabs Limited states that the authorized
vehicles will be clearly identified.
Page 144
Taxi Decision
maintain its licence. Sunshine Cabs has its infrastructure in place and is an established taxi
The Board approaches the “economic conditions” issue from a broad perspective. The
economic conditions of the “transportation business in British Columbia” are considered
ahead of the economic and financial interests of an individual applicant or operator. The
Board supports healthy competition within passenger transportation markets. As well, the
Board discourages destructive forms of competition that could unduly harm existing
service providers.
Sunshine Cabs Ltd. has applied to expand its originating area for up to 15% of its fleet
Excess Capacity (categories 1,2 and 3)
(1) The data provided by the applicant indicates a high percentage of its fleet and
period measured.
(3) The applicant has YVR authority (43% of its fleet, equaling 28 of its 65 taxis).
Page 145
Taxi Decision
Sunshine Cabs Taxi Ltd. has YVR authority to operate a significant percentage of its fleet at
the airport.YVR licences are a common contributor to some suburban taxi applicants
applicant included dispatched trips and YVR trips. The data did not include trips by taxis
that only served flag patrons during its shift. However, the applicant states its assumption
“that cars that take a flag will also take a dispatched trip in the respected originating area
during the timeline and thus will be counted as “On Shift” in the report.”
The Board accepts the applicant’s assumption to a point and considers the Sunshine Cabs
data for vehicles off shift reliable. Conversely, the data relating to trips per taxi per hour
does not include flag trips and is not considered a reliable indicator of excess capacity.
The applicant is applying for authority to operate 10 of its taxis in the Downtown
Vancouver Entertainment District during peak periods when the applicant averages of 21.6
vehicles off shift. The Board finds this a clear indicator of excess capacity.
the time.
The Board’s consideration of excess capacity and service levels should enable successful
Additionally, the Board feels that due to the proximity of the applicant’s home base (North
Shore) to the City of Vancouver, North Shore Taxi would be able to serve its home market
as well as the entertainment district in the City of Vancouver.
Page 146
Taxi Decision
Figure 1
Category 1:
Category 2:
Category 3:
Category 4:
Off-Shift Vehicles
YVR licences
21.6
33%
insufficient data
28
43%
93%
Sunshine Cabs has excess capacity to provide peak period weekend taxi service to the
finds that due to its high number of vehicles off shift, high percentage of its fleet with YVR
authority, current service levels and its proximity to the City of Vancouver, Sunshine Cabs
would be able to serve the Downtown Entertainment District while maintaining current
service levels in their home markets.
The Board approves Sunshine Cabs to operate 10 taxis in Downtown Vancouver
Saturdays/Sundays.
Conclusion
Note: In the course of Board’s review of the terms and conditions of licence for Sunshine
Cabs Ltd., the Board discovered an inconsistency in the wording with respect to the
YVR contract. The wording has been changed to reflect the wording in other
licences.
Page 147
Taxi Decision
Sunshine Cabs Ltd.
Appendix
Special
Authorization
Terms & Conditions:
Vehicles:
Maximum Fleet
Size:
1. At any time – 48 motor vehicles of which a maximum of 41 may be
2. YVR Contract – The licensee may operate up to an additional 17
vehicles if the Vancouver International Airport Authority (VIAA) has
approved airport licences for 28 or more vehicles in fleet of the licensee:
Total “airport
licenses”
approved by
the VIAA (or
its agent)
28
Page 148
Additional
Vehicles
17
27
16
26
15
25
14
24
13
23
12
22
11
21
10
20
9
19
8
18
7
17
6
16
5
15
4
14
3
13
2
Maximum Fleet Size
65 vehicles of which 55 may be
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
conventional taxis
51 vehicles of which 43may be
conventional taxis
conventional taxis
Taxi Decision
12
1
conventional taxis
a. When making application for renewal of its licence, Sunshine Cabs Ltd.
must submit a letter to the Registrar of Passenger Transportation from
Ground Transportation, Vancouver International Airport Authority,
stating that its contract with Sunshine Cabs Ltd. remains in good
standing.
approved for Sunshine Cabs Ltd.
c.
Specialty
Vehicles:
Eco-Friendly
Taxis:
Vehicle Capacity:
The Registrar may issue appropriate number of identifiers based on
the sliding scale above.
The accessible taxis must be operated in accordance with the Motor
Vehicle Act Regulations including Division 10 (motor carriers) and
Division 44 (mobility aid accessible taxi standards), as amended from
time to time, and in accordance with any other applicable equipment
regulations and standards.
Any additional conventional vehicles approved for this licence on or after
May 16, 2007 and for which a passenger transportation identifier is
issued, must be operated as èco-friendly taxis' as defined by Board
Vehicles can accommodate a driver and not less than 2 and not more
than 7 passengers.
Minimum At least 3 accessible taxis must be operated and available for hire 24 hours
Operating each day, every day of the week. Two of the 3 accessible taxis must be
Requirement: operated under Services 1 & 2 and must not be vehicles that have been
licensed by the Vancouver International Airport Authority to provide
taxicabs at the Vancouver International Airport
Service 1:
The following terms and conditions apply to Service 1:
Originating Area:
Transportation of passengers may only originate from any point in the
District of North Vancouver, the City of North Vancouver and the District
of West Vancouver.
Destination Area:
Transportation of passengers may terminate at any point in British
Columbia.
Return Trips:
The same passengers may only be returned from where their trip
terminates in the destination area to any point in the originating area if the
return trip is arranged by the time the originating trip terminates.
Reverse Trips:
Transportation of passengers may only originate in the destination area if
the transportation terminates in the originating area and the cost of the
trip is billed to an active account held by the licence holder that was
established before the trip was arranged.
Service 2:
Originating Area:
Page 149
Transportation of passengers may only originate from any point in the
District of North Vancouver, the City of North Vancouver and the District
of West Vancouver.
Taxi Decision
Destination Area:
Return Trips:
Service 3:
Transportation of passengers may terminate at any point beyond the
British Columbia/United States border when engaged in an extraprovincial undertaking.
The same passengers may only be returned from where their trip
Originating Area:
Transportation of passengers may only originate at the Vancouver
Destination Area:
Transportation of passengers may terminate at any point in British
Columbia.
Weekend Taxis
Entertainment District, i.e. the area that is bounded by the Burrard Inlet on
the south, the Lion’s Gate bridge on the north and either Main, Beatty or
Abbot street to the east.
Columbia.
Vehicle Any vehicle operating under this Service must have a “yellow weekend”
Identification plate securely fastened in a conspicuous place at the front of the
commercial vehicle and in a horizontal position.
Maximum A maximum of 10 vehicles may operate under this Service
number Vehicles
Operating District on Friday/Saturday and Saturday/Sunday from 10:00 p.m. to
Requirement: 5:00 a.m.
Express
(i) Vehicles must be equipped with a meter that calculates fares on a
authorizations:
time and distance basis.
(iii) The operator of the vehicle may, from within the originating areas
only, pick up passengers who hail or flag the motor vehicle from the
street.
Taxi Camera
Equipment:
Taxi Bill of
Rights:
A digital taxi camera must be installed and operated in each of the
licence holder’s vehicles in accordance with applicable rules and orders
of the Passenger Transportation Board.
a) A Taxi Bill of Rights issued by the Ministry of Transportation (“Taxi Bill
of Rights”) must be affixed to an interior rear-seat, side window of each
Page 150
Taxi Decision
Transfer of a
licence:
Page 151
This special authorization may not be assigned or transferred
except with the approval of the Board pursuant to section 30 of the
Taxi Decision
Application
56-12
Applicant
North Shore Taxi
(1966) Ltd.
Address
264 Pemberton Avenue, North Vancouver BC V7P 2R5
Principal
BOWAL, Bodh
MANHAS, Balwinder Singh
PARHAR, Salinder Singh
SANGHERA, Gurbax
PT Licence#
70476
SIDHU, Dharam Singh
Decision
authorization?
Page 152
Taxi Decision
North Shore Taxi (1966) Ltd. was incorporated on December 21, 1966 and is currently
authorized under PT licence 70476 to operate 125 taxis, of which a maximum of 95 may be
conventional taxis. The applicant is licensed by the YVR Authority to operate 31 airport
taxis. The PT licence stipulates that 18 vehicles are dependent on the airport contract and
will decrease according to a sliding scale if the number of airport licences is reduced.
Service currently originates from within the District of North Vancouver, the City of North
Vancouver, the District of West Vancouver as well as those authorized at YVR.
disclosure forms.
barrier to an application approval. North Shore Taxi states that the authorized vehicles will
vehicles operate in the Downtown Vancouver Entertainment District at the appropriate
Page 153
Taxi Decision
maintain its licence. North Shore Taxi has its infrastructure in place and is an established
North Shore Taxi has applied to expand its originating area for up to 15% of its fleet (19
on excess capacity.
applicants: (4) Service Levels (wait times from dispatch to passenger pickup. Discussion of
the data follows.
and number of its taxis are off shift (average 13% of its fleet, 16 taxis) in the time
period measured.
North Shore Taxi Ltd. has YVR authority to operate a significant percentage of its fleet at
the airport.YVR licences are a common contributor to some suburban taxi applicants
Page 154
Taxi Decision
Spreadsheet data was provided for December 2011 to February 2012. Data did not include
trips by taxis that only served flag or YVR patrons during its shift. However, the applicant
states its assumption “that cars that take a flag will also take a dispatched trip in the
respected originating area during the timeline and thus will be counted as “On Shift” in the
report.” While the assumption may be accepted to a point, it does not account for the
omission of data for YVR trips. The data relating to trips per taxi per hour is not considered
sufficient.
The applicant used paper records to report the number of taxis off shift during the time
period measured. The applicant submitted this supplementary data on June 27, 2012. The
Board considers North Shore Taxi’s data for vehicles off shift reliable.
The applicant is applying for authority to operate 19 of its taxis in the Downtown
Vancouver Entertainment District during peak periods when the applicant averages of 16
vehicles off shift. The Board finds this a clear indicator of excess capacity. Additionally, the
Board feels that due to the applicant’s excess capacity and its close proximity to the City of
Vancouver, it would be able to serve its home market as well as the Downtown Vancouver
Entertainment District.
North Shore Taxi has YVR authority to operate a significant percentage of its fleet at the
airport. This is a common contributor to some suburban taxi applicants having excess
the time.
Page 155
Taxi Decision
Figure 1
Category 1:
Off-Shift Vehicles
16.0
Category 2:
13%
Category 3:
YVR licences
insufficient data
31
Category 4:
25%
97%
After considering the applicant’s evidence in its entirety the Board is convinced that North
Shore Taxi has excess capacity to provide peak period weekend taxi service to the
finds that due to its high number of vehicles off shift, high percentage of its fleet with YVR
licences, current service levels and its proximity to the City of Vancouver, North Shore Taxi
would be able to serve the Downtown Vancouver Entertainment District while maintaining
current service levels to their home markets.
The Board approves North Shore Taxi to operate 14 taxis in the Downtown Vancouver
Saturday/Sunday.
District.
Conclusion
Page 156
Taxi Decision
North Shore Taxi Ltd.
Appendix
Special
Authorization:
Terms & Conditions:
Vehicles:
Maximum Fleet
Size:
1. At any time - 107 motor vehicles of which a maximum of 95 may be
2. YVR Contract - The licensee may operate up to an additional 18 if the
Vancouver International Airport Authority (VIAA) has approved airport
licences for 31 or more vehicles in fleet of the licensee. The maximum
number of additional vehicles decreases on a sliding scale as follows:
Total “airport
licenses” approved
by the VIAA (or its
Additional
agent)
Vehicles
Maximum Fleet Size
125 motor vehicles of which a
31
18
maximum of 113 may be
conventional taxis.
30
17
conventional taxis.
29
16
conventional taxis.
28
15
conventional taxis.
27
14
conventional taxis.
26
13
conventional taxis.
25
12
conventional taxis.
24
11
conventional taxis.
23
10
conventional taxis.
22
9
conventional taxis.
21
8
conventional taxis.
20
7
conventional taxis.
Page 157
Taxi Decision
19
6
18
5
17
4
16
3
15
2
14
1
13 or less
0
conventional taxis.
conventional taxis.
maximum of 99 may be conventional
taxis.
maximum 98 may be conventional
taxis.
taxis.
taxis.
taxis.
a. When making application for renewal of its licence, North Shore Taxi (1966)
Ltd. must submit a letter to the Registrar of Passenger Transportation from
Ground Transportation, Vancouver International Airport Authority, stating
that its contract with North Shore Taxi (1966) Ltd. remains in good standing.
approved for North Shore Taxi (1966) Ltd.
Specialty Vehicles:
Vehicle Capacity:
Flip Seat
Authorization:
The accessible taxis must be operated in accordance with the Motor Vehicle
Act Regulations including Division 10 (motor carriers) and Division 44 (mobility
Vehicles can accommodate a driver and not less than 2 and not more than 7
passengers

Passengers may be seated in moveable “flip seats” or “let down seats” that
are installed behind the driver in accordance with Division 10.07(5) of the

Only one vehicle, including an accessible taxi, may have a flip seat
installed.
Service Priority
Limitation:
Persons with mobility aids who require the accessible taxi for transportation
purposes are priority clients for the dispatch of accessible taxis. The applicant
vehicles.
Service 1:
Originating Area:
Transportation of passengers may only originate from any point in the District of
West Vancouver, City of North Vancouver and District of North Vancouver.
Destination Area:
Transportation of passengers may terminate at any point in British Columbia
Page 158
Taxi Decision
Return Trips:
The same passengers may only be returned from where their trip terminates in
Reverse Trips:
Transportation of passengers may only originate in the destination area if the
trip was arranged.
Service 2:
Originating Area:
Transportation of passengers may only originate from any point in the District of
Squamish and Woodfibre.
Destination Area:
Transportation of passengers may only terminate at any point in the City of
Vancouver.
Service Limitation:
Service may be provided only to employees of:
a) Squamish Terminals Ltd.
b) Canadian Stevedoring Company Limited
c) Western Stevedoring Company Limited
d) Empire Stevedoring Company Limited
e) Pacific Pilotage Authority
Service 3:
Originating Area:
Transportation of passengers may only originate from any point in Licence
District 14A, that portion of Licence District 14 west of the Pitt River and that
portion of Licence District 15 west of but including the City of Surrey.
Destination Area:
Transportation of passengers may only terminate at any point in Licence District
14A, that portion of Licence District 14 west of the Pitt River and that portion of
Licence District 15 west of but including the City of Surrey.
Service Limitation:
Service is limited to the transportation of industrial workers employed by the
Canadian National Railway.
Service 4:
Originating Area:
Transportation of passengers may only originate at the Vancouver International
Airport.
Destination Area:
Transportation of passengers may terminate at any point in British Columbia.
Service 5:
The following terms and conditions apply to Service 5: Peak Period
Weekend Taxis
street to the east.
securely fastened in a conspicuous place at the front of the commercial vehicle
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Taxi Decision
and in a horizontal position.
Vehicles
Operating District on Friday/Saturday and Saturday/Sunday from 10:00 p.m. to 5:00
Requirement: a.m.
Express
(i) Vehicles must be equipped with a meter that calculates fares on a time and
authorizations:
distance basis.
(iii) The operator of the vehicle may, from within the originating areas only, pick
up passengers who hail or flag the motor vehicle from the street.
Taxi Camera
Equipment:
Eco-friendly taxis:
Any additional conventional taxis approved for this licence on or after June 11,
2007 and for which a passenger transportation identifier is issued, must be
operated as ‘eco-friendly taxis’ as defined by Board Policy Guidelines in effect
at the time the vehicle is issued a passenger transportation identifier.
Taxi Bill of Rights:
Rights”) must be affixed to an interior rear-seat, side window of each taxicab
operated under the licence.
Transfer of a licence:
Page 160
This special authorization may not be assigned or transferred except with
the approval of the Board pursuant to section 30 of the Passenger
Transportation Act.
Taxi Decision
Licence Application Decision (Additional Taxis)
Application
AV07-12
Applicant
MacLure’s Cabs
(1984) Ltd.
Address
1510 W. 3rd Avenue, Vancouver BC V6J 1J7
Principals
BANSAL, Gursharan
DYAL, Gurdial
KANDOLA, Sodhi
NAGRA, Gurpal
PT Licence #
70199
POONIA, Sucha
Decision
Approved – 16 peak period taxis
(a) Is there a public need for the service that the applicant proposes to provide under
special authorization?
want to operate. The Board gets much of this information from business plans and financial
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Taxi Decision
statements.
MacLure’s Cabs (1984) Ltd. was incorporated on January 24, 1984 and is currently
which 55 may be conventional taxis. Service currently originates from within the City of
Vancouver and it may operate vehicles originating from Vancouver International Airport.
During the 5 approved TOP periods beginning in April 2011, MacLure’s Cabs operated 10
peak period additional taxis in the Downtown Vancouver Entertainment District. This
application is to approve 16 permanent peak period taxis.
Counsel for the 4 Vancouver taxi companies submitted common material which was the
Chow Report and a brief generic business plan. It states that the 4 companies have
successfully operated 65 TOP vehicles for over 14 months and are confident that the model
works from an operational perspective.
If approved, the permanent peak period taxis will be operated in the same manner as the 65
TOP vehicles. Full dispatch will be offered by each taxi company to its additional vehicles.
Individual company shareholders will put the vehicles on the road and be responsible for
finding drivers.
Financial statements, with projections for the proposed service were included. Each
company director completed the required disclosure forms.
Submissions on the Vancouver taxi applicants raised issues relating to driver working
conditions, company business practices and share prices. However, there was no concrete
evidence to support the allegations. Labour, employment and safety grievances are not
within the jurisdiction of the Passenger Transportation Board.
In response to follow-up questions from the Board, counsel for the Vancouver taxi
applicants made these comments:

Copies of each company’s National Safety Code audit and ratings indicate “Satisfactory –
Unaudited.”

A breakdown of employees versus lease drivers shows that the majority of drivers are lease
drivers, with the exception of Yellow Cab.

Page 162
To the knowledge of current management, none of the 4 companies has been found guilty of
Taxi Decision
a violation of the Employment Standard’s Act.

The 4 Vancouver taxi companies have engaged a mediator/facilitator in labour relations to
assist them in appropriately and fairly dealing with matters raised by drivers.

Heenan Blaikie has been retained to draft a set of recruitment and contractual documents to
be used by all 4 companies on a “go forward” basis.

No sanctions have been imposed by the 4 Vancouver companies on any drivers who made
submissions on the 4 Vancouver taxi applications. One driver, who was listed in the PCCT
submission, was disciplined for a trip refusal. Documentation was provided.
The Vancouver taxi applicants retain a monitor for the entertainment district who acts as a
ground liaison with the VPD and monitors taxi availability.
The Board took into consideration that the Vancouver taxi applicants collectively received
13 administrative penalties, 3 of which were for operating outside their area and 3 for trip
refusals between April 2010 and April 2012. However, in referring back to the common
findings and the unique circumstances of these applications, the Board has determined that
an applicant’s administrative penalty record would not, in and of itself, be a barrier to an
application approval.
When the Vancouver taxi applicants received the interim tabulations, as stated in the Chow
Report, indicating a 21% taxi refusal rate, members acted immediately to remind their
drivers of their public obligation, company policy and enforcement.
As of August 1, a notice has been permanently affixed to a taxi window with a complaint
phone number for trip refusal. Progressive discipline beginning with a 5 day suspension for
trip refusal complaints will be in effect.
The Board expects the applicant to monitor its operations closely to ensure that compliance
is maintained. The Board advises the applicant that the Board may at any time initiate a
“fitness review” when a licensee’s fitness may by in question.
maintain its licence. MacLure’s Cabs has its infrastructure in place and is an established taxi
operator with a history of running a viable taxi service. It has the resources and skills to
manage the service it proposes to operate.
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Taxi Decision
(c) Would the application, if granted, promote sound economic conditions in the
passenger transportation business in British Columbia?
The Board is looking at the 4 Vancouver taxi applicants’ applications through a different
lens than those of the 17 suburban taxi applicants. The Vancouver taxi applicants are
applying for additional vehicles to increase their capacity to meet an unmet public need in
their current originating area. The suburban taxi applicants are applying to use excess
capacity from their current fleets to meet an unmet public need in a new originating area. It
is their responsibility to provide evidence that they have the excess capacity to serve a new
originating area while maintaining current (timely) service level in their home
jurisdictions. The Vancouver taxi applicants have the responsibility to demonstrate that
adding the proposed additional taxis to their fleets will satisfy unmet public need and
sound economic conditions.
MacLure’s Cabs has applied to add 16 vehicles to its fleet. These vehicles would operate
during peak periods and special days as approved by the Board.
The applicant provided a set of data that included the number and percentage of its “taxis
off shift” and “productivity (trips per taxi per hour) of vehicles on shift” during the time
periods measured. The taxis off shift data is considered reliable. However, the productivity
of vehicles on shift (trips per taxi per hour) reported was based on dispatched trips only
and does not include flag or YVR trips. It is not considered sufficient.
The time periods measured were both pre TOP pilot project and during the TOP pilot
project when MacLure’s Cabs had 10 additional taxis in service. The applicant averaged 8%
of its fleet, 5.9 taxis off shift. A letter dated April 13, 2012 from Digital Dispatch Systems
Inc. (DDS) states that “data provided by MacLure’s Cabs is showing a lower percentage of
car usage than the actual number of cars that MacLure’s states were on the road on Friday
and Saturday evening between May and November 2011.” DDS noted the limitations of its
older taxi-track system and that it is not designed to archive flag trips and “car sign on sign
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Taxi Decision
off” information. “The only cars counted are those that handled dispatch trips during a
shift.” The Board also considered evidence in the Chow Report and fleet usage data
received directly from the 4 Vancouver taxi companies which confirmed the full operation
and absorption of the 65 TOP vehicles operated since April 2011.
The Board gives further consideration to Dr. Chow’s note that only the computer data from
Yellow Cab reflects the total business of the taxi firm. Black Top Cabs and MacLure’s Cabs
use a version of Digital Dispatch System (DDS) that only tracks dispatched trips, and not
flag or hailed trips. Dr. Chow further states that when examining the downtown core, flag
trips represent 88% of Yellow Cab’s overall business during peak periods. The Chow report
suggests that the percentage of flagged trips may be even higher for Black Top Cabs and
MacLure’s Cabs. The Board finds that it is reasonable to assume that MacLure’s Cabs would
also have proportionally high flag volumes during peak period on weekends.
The evidence in its entirety convinced the Board that the applicant’s current taxis,
including TOPs, are working to capacity during peak periods. The Board is further
convinced by the evidence of unmet public need that demand for taxi service during peak
periods still exceeds the supply of available taxis.
Consequently, the Board approves MacLure’s Cabs (1984) Ltd. request for permanent
authority to operate 16 additional taxis in Vancouver during peak periods and special
days/events as approved by the Board.
Conclusion
This application is approved. Terms and conditions are set out in Appendix below.
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Taxi Decision
Appendix
Special Authorization:
Terms & Conditions:
Vehicles:
Fleet Size: 81 motor vehicles of which:
 65 may operate 24 hours/7days a week. Of these, a maximum
of 55 may be conventional taxis. All other vehicles are
accessible taxis.
 16 only may be operated as “peak period taxis” under service 3.
Service Limitation – The licensee must have at least 20 vehicles that do not change their
Shift Change shift between 14:30 and 17:30 hours.
City of Vancouver.
Columbia.
Reverse Trips: Transportation of passengers may only originate in the destination area
if the transportation terminates in the originating area and the cost of
the trip is billed to an active account held by the licence holder that was
Originating Area: Transportation of passengers may only originate from any point at the
Vancouver International Airport.
Columbia.
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Taxi Decision
Weekend Taxis
City of Vancouver.
Columbia.
Vehicle Each vehicle must have the capital letter “W” placed immediately
Identification before all the vehicle numbers that are required by the City of
Vancouver’s “Vehicle for Hire” by-law, section 4.1B. This letter
“W” must not be less than 12 cm high and must be the same
colour as the vehicle numbers.
Maximum Operating Vehicles may only be available for hire:
Requirement:
 Starting at 15:00 and ending no later than 06:00 the next
day on each Friday and Saturday;

Starting at 15:00 on Celebration of Light evenings and
ending no later than 06:00 the next day;

Starting at 15:00 on October 31st and ending no later than
06:00 the next day;

Starting at 15:00 on December 31st and ending no later
than 06:00 the next day; and

On “Black” and “Red” cruise ship days and other special
event days as established by the Board and set out in an
annual Rule of the Board.
Share Restriction: 1. For a period of five years following the initial activation of any
identifiers approved as peak period weekend taxis, any
vehicles attached to the identifiers must remain in the care and
control of MacLure’s Cabs (1984) Ltd. and in no circumstances
can the company issue shares, beneficial or otherwise, with
respect to the identifiers or vehicles associated with the
identifiers.
2. For a period of four years following the initial activation of any
identifiers approved as peak period weekend taxis, MacLure’s
Cabs (1984) Ltd. must, at the time of licence renewal, submit a
notarized letter confirming that the identifiers and any vehicles
associated with the identifiers remain in the control of the
company and no shares have been issued with respect to the
operation of the vehicles or the identifiers associated with the
vehicles.
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Taxi Decision
Taxi Camera A digital taxi camera that meets board specifications must be installed
Equipment: and operated in each of the licence holder’s vehicles in accordance with
applicable rules and orders of the Passenger Transportation Board.
of Rights”) must be affixed to an interior rear-seat, side window of
each taxicab operated under the licence.
Eco-Friendly Taxis Any additional conventional taxis approved for this licence on or after
Express (i) Vehicles must be equipped with a meter that calculates fares on a
Authorizations:
(iii) Vehicles may, from within the originating areas only, pick up
Transfer of a This special authorization may not be assigned or transferred
licence: except with the approval of the Board pursuant to section 30 of the
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Taxi Decision
Application
AV09-12
Applicant
Black Top Cabs Ltd.
Address
777 Pacific Street, Vancouver BC V6Z 2R7
Principals
BAL, Kamaldeep
DHILLON, Avninder
MANGAT, Rupinder
PARMAR, Sukhwinder
PAUL, Tej
SANDHU, Jaswant
Decision
PT Licence #
70294
authorization?
(b)
Is the applicant a fit and proper person to provide that service and is the applicant
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Taxi Decision
Black Top Cabs Ltd. was incorporated on August 29, 1983 and is currently authorized
under Passenger Transportation (PT) licence 70294 to operate 197 vehicles, of which 167
may be conventional taxis. Service currently originates from within the City of Vancouver
and it may operate vehicles originating from Vancouver International Airport.
During the 5 approved TOP periods beginning in April 2011, Black Top Cabs operated 20
peak period additional taxis in the Downtown Vancouver Entertainment District. This
If approved, the permanent peak period taxis will be operated in the same manner as the
65 TOP vehicles. Full dispatch will be offered by each taxi company to its additional
vehicles. Individual company shareholders will put the vehicles on the road and be
responsible for finding drivers.

Copies of each company’s National Safety Code audit and ratings indicate. “Satisfactory –
Unaudited.”


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Taxi Decision



phone number for trip refusal. Progressive discipline beginning with a 5 day suspension
for trip refusal complaints will be in effect.
The Board expects the applicant to monitor its operations closely to ensure that
compliance is maintained. The Board advises the applicant that the Board may at any time
initiate a “fitness review” when a licensee’s fitness may by in question.
maintain its licence. Black Top Cabs has its infrastructure in place and is an established
taxi operator with a history of running a viable taxi service. It has the resources and skills
to manage the service it proposes to operate.
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Taxi Decision
(c)
Would the application, if granted, promote sound economic conditions in the
Black Top Cabs Ltd. has applied to add 30 vehicles to its fleet. These vehicles would
operate during peak periods and special days as approved by the Board.
periods measured. The taxis off shift data is considered reliable. However, the productivity
of vehicles on shift (trips per taxi per hour) reported was based on dispatched trips only
and does not include flag or YVR trips. It is not considered sufficient.
The time periods measured were both pre TOP pilot project and during the TOP pilot
project when Black Top Cabs had 20 additional taxis in service. The applicant averaged less
than 1% of its fleet, 1 taxi off shift. The data was further supported by fleet usage evidence
in the Chow Report and fleet usage data received directly from the 4 Vancouver taxi
companies which confirmed the full operation and absorption of the 65 TOP vehicles
operated since April 2011.
The Board gives consideration to Dr. Chow’s note that only the computer data from Yellow
Cab reflects the total business of the taxi firm. Black Top Cabs and MacLure’s Cabs use a
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Taxi Decision
version of Digital Dispatch System (DDS) that only tracks dispatched trips and not flag or
hailed trips. Dr. Chow further notes that when examining the downtown core, flag trips
represent 88% of Yellow Cab’s overall business. The Chow report suggests that the
percentage of flagged trips may be even higher for Black Top Cabs and MacLure’s Cabs. The
Board finds that it is reasonable to assume that Black Top Cabs would also have
proportionally high flag volumes during peak period on weekends.
The evidence in its entirety convinced the Board that the applicant’s current taxis,
including TOP vehicles, are working to capacity during peak periods. The Board further
finds that demand for taxi service in Vancouver during peak periods still exceeds the
supply of available taxis.
The Board approves Black Top Cab Ltd.’s request for permanent authority to operate 30
additional taxis in Vancouver during peak periods and special days/events as approved by
the Board.
Conclusion
This application is approved. Terms and conditions of licence are set out in Appendix
below.
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Taxi Decision
Black Top Cabs Ltd.
Appendix
Special Authorization:
Terms &
Conditions:
Maximum Fleet Size: 227 motor vehicles of which:
 197 vehicles may operate 24 hours/7days a week. Of these, a
maximum of 167 may be conventional taxis. All other vehicles are
accessible taxis
 18 vehicles only may be operated under Service 2 & 3
 30 vehicles only may be operated as “peak period taxis” under
service 5
Specialty Vehicles:
The accessible taxis must be operated in accordance with the Motor
44 (mobility aid accessible taxi standards)as amended from time to time
standards.
Vehicle Capacity:
Vehicles can accommodate a driver and not more than 7 passengers.
Service Limitation – The licensee must have at least 30 vehicles that do not change their shift
Shift Change between 14:30 and 17:30 hours.
of Vancouver.
Columbia.
Reverse Trips: Transportation of passengers may only originate in the destination area if
the transportation terminates in the originating area and the cost of the trip
is billed to an active account held by the licence holder that was
Columbia.
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Taxi Decision
of Vancouver or the Vancouver International Airport.
Destination Area: Transportation of passengers may terminate at any point beyond the
British Columbia/United States border when engaged in an extraprovincial undertaking.
Destination Area: Transportation of passengers may terminate at any point in the City of
Vancouver.
the transportation terminates in the originating area.
Service Limitation: Service may be provided only to persons employed or engaged by Air
Canada and only as long as a current written contract exists between the
licence holder and Air Canada or its broker or agent.
Weekend Taxis
Originating Area: Transportation of passengers may originate from any point in the City of
Vancouver
Columbia.
Vancouver’s “Vehicle for Hire” by-law, section 4.1B. This letter “W”
must not be less than 12 cm high and must be the same colour as
the vehicle numbers.
Requirement:
 Starting at 15:00 and ending no later than 06:00 the next day
on each Friday and Saturday;
Page 175

Starting at 15:00 on Celebration of Light evenings and ending
no later than 06:00 the next day;

06:00 the next day;

Starting at 15:00 on December 31st and ending no later than
06:00 the next day; and

Taxi Decision
identifiers approved as peak period weekend taxis, any vehicles
attached to the identifiers must remain in the care and control of
Black Top Cabs Ltd. and in no circumstances can the company
issue shares, beneficial or otherwise, with respect to the
identifiers or vehicles associated with the identifiers.
identifiers approved as peak period weekend taxis, Black Top
Cabs Ltd. must, at the time of licence renewal, submit a notarized
letter confirming that the identifiers and any vehicles associated
with the identifiers remain in the control of the company and no
shares have been issued with respect to the operation of the
vehicles or the identifiers associated with the vehicles.
Taxi Camera A digital taxi camera that meets board specifications must be installed and
Equipment: operated in each of the licence holder’s vehicles in accordance with
Eco-Friendly Taxis Any additional conventional taxis approved for this licence on or after June
11, 2007 and for which a passenger transportation identifier is issued,
must be operated as èco-friendly taxis' as defined by Board Policy
Guidelines in effect at the time the vehicle is issued a passenger
Authorizations:
Transfer of a This special authorization may not be assigned or transferred except
licence: with the approval of the Board pursuant to section 30 of the
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Taxi Decision
Application
AV10-12
Applicant
Vancouver Taxi Ltd. PT Licence #
Address
790 Clark Drive, Vancouver, BC V5L 3J2
Principals
ABDOLLAHI, Abolghasem
MANN, Jasbir Singh
CHEEMA, Sahajpal S.
NAHAL, Kashmir S.
JUDGE, Harparkash S.
RANA, Balbir S.
MANGAT, Bharpur Singh
RANDHAWA, Iqbal S.
70538
SANDHU, Gurbux S.
Decision
authorization?
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Taxi Decision
Vancouver Taxi Ltd. was incorporated on July 10, 1979 and is currently authorized under
conventional taxis. The company is also authorized under PT licence 70546 to operate an
additional 30 vehicles, all of which must be accessible taxis. Service currently originates
from within the City of Vancouver and it may operate vehicles originating from Vancouver
During the 5 approved TOP periods beginning in April 2011, Vancouver Taxi Ltd. operated
11 peak period additional taxis in the Downtown Vancouver Entertainment District. This
application is to approve 17 permanent peak period taxis to be added to PT licence 70538.
within the jurisdiction of the PT Board.

Unaudited.”
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Taxi Decision





maintain its licence. Vancouver Taxi Ltd. has its infrastructure in place and is an
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Taxi Decision
established taxi operator with a history of running a viable taxi service. It has the
resources and skills to manage the service it proposes to operate.
(c)
Would the application, if granted, promote sound economic conditions in the
Vancouver Taxi Ltd. has applied to add 17 vehicles to its fleet. These vehicles would
operate during peak periods and special days as approved by the Board.
Vancouver Taxi has a corporately related company, Vancouver Taxi Ltd. dba Handicapped
Cab. These companies share common dispatch and collectively operate 77 vehicles.
Vancouver Taxi did not provide data in the spreadsheet format as requested by the Board
on April 3, 2012. A letter dated April 13, 2012, from Digital Dispatch Systems Inc. (DDS)
states that the data requested by the Board “is not available” because “the data archive has
not been done by Vancouver Taxi in a regularly scheduled fashion.”
However, on June 7, 2012, Vancouver Taxi had provided the Board with a report on the
number of its vehicles in service and out of service for weekend peak period shifts from
May to November 2011. This report was for a total of 88 vehicles. The report data is
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Taxi Decision
considered reliable and shows that for the time period in question, Vancouver Taxi was
operating near full capacity (averaging 99% of vehicles on shift).
Vancouver taxi was one of the 4 Vancouver taxi companies that was approved for the TOPs
associated with the pilot project resulting in the Chow Report. Although it did not provide
dispatch data to the study by Dr. Chow, Vancouver Taxi’s operations were captured in Dr.
Chow’s taxi patron survey and the taxi screen line count data. Further, evidence in the
Chow Report in combination with fleet usage data received directly from the 4 Vancouver
taxi companies confirm the full operation and absorption of the 65 TOP vehicles operated
since April 29, 2011.
The Board gives further consideration to Dr. Chow’s note that only the computer data from
Yellow Cab reflects the total business of the taxi firm. Black Top Cabs and MacLure’s Cabs
use a version of Digital Dispatch System (DDS) that only tracks dispatched trips, and not
flag or hailed trips. Dr. Chow further states that when examining the downtown core, flag
trips represent 88% of Yellow Cab’s overall business during peak periods. The Chow report
suggests that the percentage of flagged trips may be even higher for Black Top Cabs and
MacLure’s Cabs. The Board finds that it is reasonable to assume that Vancouver Taxi would
also have proportionally high flag volumes during peak period on weekends.
Given the totality of the evidence, including the Chow Report, the involvement of
Vancouver Taxi as a TOP licensee during the period of the Chow study, and the fleet
utilization report provided by Vancouver Taxi, the Board is satisfied that Vancouver Taxi
was operating at or near capacity during the TOP period. Furthermore, the other 3
Vancouver taxi applicants support the application of Vancouver Taxi Ltd.
The evidence in its entirety convinced the Board, that the applicant’s current taxis
including TOPs are working to capacity during peak periods. The Board is further
The Board approves Vancouver Taxi Ltd.’s request for permanent authority to operate 17
additional taxis in Vancouver during peak periods and special days/events as approved by
the Board.
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Taxi Decision
Conclusion
This application is approved. Terms and conditions are set out below in Appendix.
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Taxi Decision
Vancouver Taxi Ltd.
Appendix
Special
Authorization:
Terms & Conditions:
Vehicles:
Maximum Fleet Size: 64 motor vehicles of which:
 47 may operate 24 hours/7days a week. Of these, a maximum of
41 may be conventional taxis. All other vehicles are accessible
taxis.
44 (mobility aid accessible taxi standards), as amended from time to time,
standards.
Service Limitation – The licensee must have at least 20 vehicles that do not change their shift
Shift Change between 14:30 and 17:30 hours.
of Vancouver or Vancouver International Airport.
Columbia.
the transportation terminates in the originating area and the cost of the trip
is billed to an active account held by the licence holder that was
of Vancouver or Vancouver International Airport.
Columbia and beyond the British Columbia / United States border when
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Taxi Decision
Weekend Taxis
Vancouver.
Columbia.
Vancouver’s “Vehicle for Hire” by-law, section 4.1B. This letter “W”
must not be less than 12 cm high and must be the same colour as
the vehicle numbers.
Requirement:
 Starting at 15:00 and ending no later than 06:00 the next day
on each Friday and Saturday;

Starting at 15:00 on Celebration of Light evenings and ending
no later than 06:00 the next day;

06:00 the next day;

Starting at 15:00 on December 31st and ending no later than
06:00 the next day; and

identifiers approved as peak period weekend taxis, any vehicles
attached to the identifiers must remain in the care and control of
Vancouver Taxi Ltd. and in no circumstances can the company
issue shares, beneficial or otherwise, with respect to the
identifiers or vehicles associated with the identifiers.
identifiers approved as peak period weekend taxis, Vancouver
Taxi Ltd. must, at the time of licence renewal, submit a notarized
letter confirming that the identifiers and any vehicles associated
with the identifiers remain in the control of the company and no
shares have been issued with respect to the operation of the
vehicles or the identifiers associated with the vehicles.
Taxi Camera A digital taxi camera that meets board specifications must be installed and
Equipment: operated in each of the licence holder’s vehicles in accordance with
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Taxi Decision
Eco-Friendly Taxis Any additional conventional taxis approved for this licence on or after June
11, 2007 and for which a passenger transportation identifier is issued,
must be operated as èco-friendly taxis' as defined by Board Policy
Guidelines in effect at the time the vehicle is issued a passenger
Authorizations:
Transfer of a This special authorization may not be assigned or transferred except
licence: with the approval of the Board pursuant to section 30 of the
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Taxi Decision
Application
AV08-12
Applicant
Yellow Cab
Company Ltd.
Address
1441 Clark Drive, Vancouver BC V5L 3K9
Principals
BASRAN, Satinder
GREWAL, Harpreet
JASWAL, Satnam
SAHOTA, Kulwant
PT Licence #
70277
SEKHON, Satvinder
Decision
authorization?
(b) Is the applicant a fit and proper person to provide that service and is the applicant capable of
providing that service?
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Taxi Decision
Yellow Cab Company Ltd. was incorporated on March 19, 1962 and is currently authorized
may be conventional taxis. Service currently originates from within the City of Vancouver
and it may operate vehicles originating from Vancouver International Airport.
During the 5 approved TOP periods beginning in April 2011, Yellow Cab operated 24 peak
period additional taxis in the Downtown Vancouver Entertainment District. This

Unaudited.”
Page 187
Taxi Decision





maintain its licence. Yellow Cab has its infrastructure in place and is an established taxi
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Taxi Decision
operator with a history of running a viable taxi service. It has the resources and skills to
manage the service it proposes to operate.
Yellow Cab Co. Ltd. has applied to add 36 vehicles to its fleet. These vehicles would operate
its need for additional taxis, to meet an identified unmet public need during peak periods in
its current originating area.
periods measured. The data is considered reliable. The time periods measured were both
pre TOP pilot project and during the TOP pilot project when Yellow Cab had 24 additional
taxis in service. The applicant averaged less than 1% of its fleet, 0.3 taxis off shift and a high
productivity level of its vehicles on shift. The data was further supported by fleet usage
evidence in the Chow Report and fleet usage data received directly from the 4 Vancouver
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Taxi Decision
taxi companies which confirmed the full operation and absorption of the 65 TOP vehicles
operated since April 2011.
The evidence in its entirety convinced the Board, that the applicant’s current taxis
including TOPs are working to capacity during peak periods. The Board is further
The Board approves Yellow Cab Co. Ltd. request for permanent authority to operate
36 additional taxis in Vancouver during peak periods and special days/events as approved
by the Board.
Conclusion
This application is approved. Terms and conditions of licence are set out in Appendix
below.
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Taxi Decision
Appendix
Special Authorization
Terms & Conditions:
Vehicles:
Fleet Size: 285 motor vehicles of which:
 249 may operate 24 hours/7days a week. Of these, a maximum
of 212 may be conventional taxis. All other vehicles are
accessible taxis.
Service Limitation – The licensee must have at least 37 vehicles that do not change their
Shift Change shift between 14:30 and 17:30 hours.
City of Vancouver.
Columbia and beyond the British Columbia / United States border when
Reverse Trips: Transportation of passengers may only originate in the destination area
if the transportation terminates in the originating area and the cost of
the trip is billed to an active account held by the licence holder that was
Columbia.
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Taxi Decision
Weekend Taxis
Vancouver.
Columbia.
Vehicle Identification Each vehicle must have the capital letter “W” placed immediately
before all the vehicle numbers that are required by the City of
Vancouver’s “Vehicle for Hire” by-law, section 4.1B. This letter
“W” must not be less than 12 cm high and must be the same
colour as the vehicle numbers.
Requirement:
 Starting at 15:00 and ending no later than 06:00 the next
day on each Friday and Saturday;

Starting at 15:00 on Celebration of Light evenings and
ending no later than 06:00 the next day;

06:00 the next day;

Starting at 15:00 on December 31st and ending no later
than 06:00 the next day; and

identifiers approved as peak period weekend taxis, any
vehicles attached to the identifiers must remain in the care and
control of Yellow Cab Company Ltd. and in no circumstances
can the company issue shares, beneficial or otherwise, with
respect to the identifiers or vehicles associated with the
identifiers.
identifiers approved as peak period weekend taxis, Yellow Cab
Company Ltd. must, at the time of licence renewal, submit a
notarized letter confirming that the identifiers and any vehicles
associated with the identifiers remain in the control of the
company and no shares have been issued with respect to the
operation of the vehicles or the identifiers associated with the
vehicles.
Taxi Camera A digital taxi camera that meets board specifications must be installed
Equipment: and operated in each of the licence holder’s vehicles in accordance
with applicable rules and orders of the Passenger Transportation
Board.
Page 192
Taxi Decision
Taxi Bill of Rights: a) A Taxi Bill of Rights issued by the Ministry of Transportation (“Taxi
Bill of Rights”) must be affixed to an interior rear-seat, side window
of each taxicab operated under the licence.
Eco-Friendly Taxis Any additional conventional taxis approved for this licence on or after
Authorizations:
Transfer of a licence: This special authorization may not be assigned or transferred
except with the approval of the Board pursuant to section 30 of
the Passenger Transportation Act.
Page 193
Taxi Decision

Application Determination - Ministry of Transportation and

Transcription

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