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01. Availability. Number of Cab's per capita, or per non-driver in an area.

02. Availability of Cab's that accommodate people with special needs, such as wheelchair users.

03. Ease of ordering Cab services.

04. Reliability. Average dispatch time, and maximum delays.

05. Price for an average trip relative to users’ income. Availability of subsidies and discounts for people with special needs (such as disabilities) and other frequent users.

06. Car comfort and cleanliness.

07. Driver and dispatcher courtesy.

08. Safety.

09. Number of user complaints.

Taxi Cab Service Improvements are usually implemented in cooperation between local governments, which regulate Taxi Cab service, and private companies, which provide Taxi Cab service. It sometimes involves transit agencies and other organizations that contract for transportation services. Cab service improvements may result from changes in Cab regulations, additional funding for subsidized Taxi Cab services, and improvements by Taxi Cab companies. Regulatory Reforms may be needed to eliminate unnecessary regulations and costs to Taxi Cab service.

Taxi Cab Service Improvements have relatively modest direct travel reduction impacts, and may even increase car travel in some situations, but support the use of other alternative modes, including walking, cycling, ridesharing and public transit use, and so may make a modest contribution toward congestion reductions and other Time-division multiplexing objectives. It improves Transportation Choice and Resilience. Benefits and costs depend on what type of taxi cab service improvements are implemented. They may include changes (increases or decreases) in cab service quality, availability, fares, wages or profits.

Benefit Summary :

Congestion Reduction

Road & Parking Savings

Consumer Savings

Transport Choice

Road Safety

Environmental Protection

Efficient Land Use

Community Livability

Taxi Cab Service Improvements can support use of alternative modes, including walking, cycling, ridesharing and transit use, by giving those modes’ users a better fallback option in emergencies. It can allow people to reduce their car ownership. Most of Analysis indicates that public transport travelers often use Cabs for a portion of their trips, for example, to commute home after transit service ends. In these ways, Taxi Cab Service Improvements can contribute to relatively large reductions in vehicle travel. Experience with Guaranteed Ride Home programs indicates that improving the availability of fallback options can significantly increase use of alternative modes.

Objective :

Reduces total traffic.

Reduces peak period traffic.

Shifts peak to off-peak periods.

Shifts automobile travel to alternative modes.

Improves access, reduces the need for travel.

Increased ridesharing.

Increased public transit.

Increased cycling.

Increased walking.

Increased Telework.

Reduced freight traffic.

Taxi Cab service is an important transportation option for many people who are transportation disadvantaged, and often provides Basic Mobility. Taxi Cab Improvements can help achieve equity objectives.

Equity Summary :

Treats everybody equally.

Individuals bear the costs they impose.

Progressive with respect to income.

Benefits transportation disadvantaged.

Improves basic mobility.

Taxi Cab service improvements can be implemented in nearly any geographic area. They are implemented primarily by local and regional government agencies, and businesses.

Geographic Application Summary :

Large urban region - Federal government

High-density, urban - State/provincial government.

Medium-density, urban/suburban - Regional government

Town - Municipal/local government

Low-density, rural - Business Associations/TMA

Commercial center - Individual business.

Residential neighborhood - Developer

Resort/recreation area - Neighborhood association

College/university communities -Campus.

Category always Improves Transport Choice. In LemoCar so many car category's are available.

Car Categories of Lemocar Taxi Cab for Everyone:

01. HATCHBACK

02. COMPACT SEDAN

03. SEDAN

04. MUV-6

05. SUPREME MUV-6

06. SUPREME MPV-6

07. Mid-size LUXURY CAR

08. LUXURY CAR

09. Mini Bus Traveller-12

10. Mini Bus  Traveller-16

11. Mini Bus  Traveller-22

12. Bus Traveller-32

13. Bus Traveller-42

14. Bus Traveller-52

Content & Pic : Kembave Parshuram & Social site

Our Service Available for Taxi Cab :

01. Instant City Cab Drop & Pickup

02. Local City Rental Full Day

03. Transfer Airport Drop & Pickup

04. Outstation Round Trip

05. One way Outstation Ride

06. Mumbai Site Seen Package

07. Tour Package

08. Corporate Service

09. Others

with all car category like.. Mini, Sedan, MUV, MPV and Traveler.

Book Online LemoCar | Cab | Taxi | Mini Bus or Call, From Any Location of Mumbai | Navi-Mumbai | Kharghar to any location of India Round Trip Local Ride.

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Taxi Cab service Improvements can support Guaranteed Ride Home, Commute Trip Reduction, Tourist Transport Management and Campus Transport Management. They can be part of Shuttle and Transit Service Improvements. Regulatory Reforms can support Taxi Cab service Improvements.

Stakeholders include regulatory agencies (often local or regional governments), Taxi Cab service companies, organizations that contract for taxi cab services, and users.

Barriers can include institutional resistance to change from local governments and existing taxi cab service companies and lack of organization by users.

Consider taxi cab service as an important component of the transportation system.

01. Minimize unnecessary cab service regulations and costs.

02. Allow shared taxi cab.

03. Encourage competition.

04. Encourage taxi cab service provider companies to choose cars that accommodate people with disabilities, bicycles and large packages (Universal Design).

05. Involve users in establishing cab service regulations and policies.

06. Subsidize cab service as a way to provide mobility in lower-density areas and off-peak times.

07. Provide public support, including cab service provider companies and curb access.

In the report,  Unfinished Business: A Blueprint for Taxi (Cab) Regulation, Transportation consultant recommends a set of policy reforms to ensure that ride-hail companies best serve the common good. He argues that there are significant differences between “dispatch” (passengers order a cab) and “flag” (passengers are served by cabs on a street or transportation terminal) services. Dispatch markets, in which hailing was historically done by phone, now commonly via app by Transportation Network Companies, are less prone to individual abuse, but flag services are functional monopolies that require more regulation.

He makes recommendations concerning six issues: 

1. A level playing field between Cab (Taxi) and Transportation Network Companies. Transportation Consultant recommends a two-tiered system differentiating between “dispatch” and “flag” operation. For “dispatch” service, governments should roll back some Cab (taxi) regulation to enable fair competition between Cab (taxi) and Transportation Network Companies. Customers choose which company to ride with. At the same time, for “flag” service, government should “retain more extensive regulations, including numerical controls and fare regulation… to prevent oversupply, fare gouging, and chaotic street conditions.”

2. Fingerprinting drivers. Transportation Consultant recommends managing driver-related risks using both forward-looking and backward-looking methods. The report recommends fingerprint-based criminal record checks as the “established best practice for identifying drivers with criminal records.” Requiring this would put Cab (taxis) and Transportation Network Companies on equal footing. Fingerprint background checks, standard for Cabs (taxis), are being studied by the Car PUC as well as other documents. Driver performance should be addressed on an ongoing basis via “safety management systems that monitor, train, and provide feedback to drivers.”

3. Wheelchair-accessible service. Transportation Consultant points to the failure of past fleet-wide disability-access regulations, and recommends that wheelchair-accessible service should be funded through a fee on all rides. He recommends that robust wheelchair-accessible service be operated by specific operators that choose to do so. That’s already been done successfully, few Transportation Network Companies in world.

4.  Drivers as independent contractors or employees. There is a rosy, imagined picture of ride-hail drivers as independent part-timers making a few bucks on the side, driving only when they choose to work. According to Transportation Consultant, though, the bulk of the service is provided by drivers who work full time or close to it: “41 percent of Uber rides in the company’s twenty largest U.S. markets are provided by drivers who work at least 35 hours a week. In addition, 38 percent of the service is provided by drivers working roughly half-time (16 to 34 hours a week).” Transpiration Consultant recommends “providing civil rights protections, and ensuring that worker benefits are either provided by law or left to meaningful channels of negotiation between drivers and companies.”

5. State vs. local regulation. Here Transportation Consultant again draws a distinction between “dispatch” and “flag” regulation. For “dispatch” service, Transportation Network Companies and Cabs (taxis) could be regulated at a higher level, such as county or state. For “flag” service, the concerns are more local, such as serving a specific airport site; hence the regulation should continue to be a more local level, such as city or county.

6. Transportation Consultant recommended that transportation agencies get consistent data from all cab (taxi) and Transportation Network Companies. Agencies could use travel time/cost data to better model travel demand, and ultimately to price the use of road space.

Cab (Taxi) service has been deregulated in many countries, including the U.S, U.K., New Zealand, Japan, South Korea, Australia, The Netherlands and Sweden. As an example, The Swedish Transport Policy Act of 1989 provided the framework for the deregulation of the industry in 1990, suggesting that the best service for the lowest economic cost would be supplied by a deregulated taxi cab industry subject to free market forces. Deregulation of the Swedish taxi market was carried out in five steps:

1.       Barriers controlling entry were removed, so that an operator can have as many taxicabs as desired. This relieved the county councils of their former task of estimating the demand for taxicab services in each operating area.

2.       Fare controls were removed, so that taxicab companies became to be able to set their own fares. However, they were required to inform customers about the fare prior to trips, and taxicabs must be equipped with receipt writing meters.

3.       The requirement for all taxicabs to belong to a radio booking centre was abandoned. At the same time, in order to stimulate competition between centres, publicly owned centres were established in the market as an alternative to the existing privately owned centres.

4.       Geographically restricted operating areas were eliminated.

5.       Strictly regulated operating hours were removed.