This project engages economic and regulatory theory. It will be fundamentally deregulatory, in the sense that it will seek to question the necessity for the various strands of the current regulatory regime, and seek to reformulate those that are necessary in the light of modern understandings of the most efficient and efficacious forms of regulation.

The project will require close working with the Welsh Government, which is responsible for local government generally and for transport facilities.

Sounds then same as this one;

The Law Commission
(LAW COM No 330)

ELEVENTH PROGRAMME OF LAW REFORM

TAXIS AND PRIVATE HIRE VEHICLES – REGULATION

2.72 Taxi-cabs (“hackney carriages”) are a highly regulated market, and have been since Victorian times (or earlier – some controls were first imposed under the Stuarts). Private hire vehicles have been regulated since the 1970s. There are distinct legal systems for London, Plymouth and the rest of England and Wales; and different systems for taxi-cabs and private hire vehicles. Outside London, local authorities are the licensing authorities for both taxi-cabs and private hire vehicles. In London, licensing is now the responsibility of Transport for London. Licensing authorities regulate the quantity of taxi-cabs and the fares they can charge, and, for both taxi-cabs and private hire vehicles, the quality of services, must be licensed, and, in respect of private hire vehicles, there must also be a licensed operator.

2.73 The first level of reform would be to reduce the sheer bulk, complexity and inconsistency of the regulatory systems. Central concepts like “plying for hire” have caused considerable problems in the past. There are pointless geographical inconsistencies on such matters as whether a taxi-cab driver needs a separate private hire licence, and whether the vehicle can be used for leisure purposes by its owner/driver. Secondly, there is a need to modernise to reflect technological change – private hire licensing, for instance, is posited on a geographically fixed operator with premises where bookings are made. Finally, the fundamental features of the regulatory system are in need of reconsideration – the separate systems for taxi-cabs and private hire vehicles, the identity of the licensing authorities, the number and nature of licenses and whether all forms of regulation are still necessary.

2.74 This project engages economic and regulatory theory. It will be fundamentally deregulatory, in the sense that it will seek to question the necessity for the various strands of the current regulatory regime, and seek to reformulate those that are necessary in the light of modern understandings of the most efficient and efficacious forms of regulation.

2.75 The taxi and private hire vehicle market had an annual turnover of above £2.2 billion in 2003. It is likely that a modernised and simplified system of licensing will reduce the costs of the licensing system to both local authorities and market participants themselves. However, the realisation of these potential savings would depend on decisions to be taken on the key regulation reform issues which will constitute the substance of the project.

2.76 We expect the project to take three years, with a consultation period in the second half of 2012.

2.77 The project will require close working with the Welsh Government, which is responsible for local government generally and for transport facilities.

Well it looks like being a fun filled three years ahead of us.

There will no doubt be winners and there will be losers.

My first thoughts are the losers will be the plate-holders in about 25% of licensing authorities.

But I could be wrong.

did I misread that or was the reference to geographical fixed operator a suggestion that they might abolish the need to be licenced within the district you operate which would enable national PH firms to emerge with centralised call centres

That is an option the big operators want, but most of the trade doesn't.

Having spoken with several ph drivers they don't seem to see what difference it would make to them or the way they work

Would that be most of the taxi trade don't want this. Having spoken with several ph drivers they don't seem to see what difference it would make to them or the way they work

Perhaps they need to look at the bigger picture.

In my opinion most of PH drivers wouldn't want it.

If we take a look at the two big boys up north, the one in Sefton is akin to slave labour, and the one in the Newcastle area trawls the North East to get cars and drivers operating at the lowest level of standards.

So if the future for PH drivers is earning f*** all driving sheds, then I'm not too sure that appeals much.