Met a dude from Portland last weekend. He said he is working 2-4 night a week and clearing $1200.00/12 hr shifts. I was thinking about returning to cabbin in 'da big "O"...anybody want me besides Safeway? Screwyathen.

I am proud to say that I was right about the last post. You all know that I LOVE tooting my own horn. But...

I am sad to say that I have way too much to do and not enough time to keep up on the Omaha taxi business, form an opinion, and publish to the blog anymore. I have other blogs, and to publish opinions based on heresay, reading betweenthe lines in the Omaha Weird Heralds newspaper, and being "out of the loop" is not conductive to good amatuer journalism. That is what blogging is all about, right?

However, (and you knew this was coming) I do have a couple of observations based on personal and private accounts of taxi situations.

Safeway has the new Owner-Operator system in place and for the people I have talked to that are involved, its working well. Needs a little tweaking but it's a wonderful arangement. If they had the flexibility to be able to dispatch to the O/Operators, at a resonable cost, Safeway could become a force they once were. Omaha is changing fast, gas prices will be staying around todays range or going up and the drivers will have to adjust. Flexibility in leasing arangement for Happy/Cornhusker/Yellow/Checker could improve their drivers moral. It's tough enough out there, besides the safety issue of having to drive so many hours, to have to worry about the "too many cabs for the size of this city" issue. However, it would cost more money for administration and record keeping, but in the long run, they would have a better buisness model and happier drivers.

Of course, since I have the administrator password, I will keep a wary eye on things and post if needed, ever if it's not wanted. The first ammendment is very, very, cool...run with it someone!

Drive safe, be careful, and dammit, have some FUN out there too.
Peace and Properity to all
*Rosie

How ARE the taxi company's working these days? Are they leasing companies...or are they "real" cab companies? The PSC (I know..the Nebraska Public Service Commision should be out of the loop and juristiction bound over to the individual cites, counties, or whatever...but that is yet another bitch session) is actually listening to "The People" (taxi drivers and a few polititions) that are the foundation of taxi protocol in Omaha at least. How do I know this, and KNOW this to be true you ask? I have friends in high (and low..of course) places...and there is a BIG change coming that will change the face of the taxi business in the future...You'all may not see it but it is definitely on the horizon. Those of you that folllow this know what is going on already...and it is not all "cab rumors" Keep the peace brothers and sisters...you know who you are.

Wow, Blogger has become a "real" blog site. When Colleen and I first started this venture a few years (wow...almost4) it was a pain in the rump to get "posts" to "STAY"...(I believe that C. posted a few times her frustrations about that snafu). Colleen is out of the cabs and the company she works for has a "Real Gem" for her to be dispatching...she actually cares and (Surprise!) WAS A REAL CABBIE FOR MANY, MANY, YEARS (sorry Coleen, everyone thought you were only 23 years old) Well, my main reason to post is that I have a great love for the taxi industry (especially in Omaha/Council Bluffs/Lincoln metroplex but across our great nation as well) and I find the current conditions around here appaling.

NOW, I have opened up this "Blog" to EVERYONE across the world to write and keep us posted on rate hikes (yuk, but I believe necassary), SAFETY, humorous antedotes, and just about anything else they need to get off their chest. (Or to educate the Omaha Taxi industry HOW to manage and increase their businesses (and of course, the cabbies) without hiking rates or surcharging for fuel (RIGHT! how many drivers do this...c'mon REALLY?... We are all not all, "Stuck on Stoopid" people). I have a lot of time on my hands now, so I believe that you will see me here quite often as I am semi-retired and do NOT have ANYTHING to do with ANY taxi company in Omaha/CB/Lincoln. (Contrary to several rumors (aren't cabbie rumors fun?) My question to the drivers, dispatchers, owners, and of course, our STATE (not city) governing body, "The Public Service Commision" (What the heck is the PSC doing in City Transportation when they know little, if nothing about the cabbie business...rate setting beauracrats is my perception of the PSC concerning our industry (Comment: To be fair to that Government organization, they have an awful lot on their plates, and have a huge job across this large state to worry or care about cabs) WOW, can I ramble or what? No wonder my fares wanted out of my taxi so quickly. Question: (in case you lost track as I almost did:) Promotion of our city and the education of new and existing cabbies can only help increase fares, increase profits for the companies, and help our growing metro area florish. The "good" cabbies know how to do it, you COMMUNICATE to your customers and educate them about Omaha/CB. (The Ambassador Concept ....are you listening, Greater Omaha Chamber of Commerce, and other promoting bodies?) The resturauants and nite spots of course, but also the quaint nighborhoods, the future developments that are pending, the midwestern freindliness (which they SHOULD pick up on as you are "Promoting" the city) and finially, the Fortune 500 companies that "live" here and "why" they do. And the companies that are planning on relocating here. Talk to 20 drivers about those concepts and questions and you will find that the majority are clueless. WHY?

Well thanks for the Kudos a few posts back Colleen...but you had me thinking "What makes a good taxi driver? ...and especially what the company wants out of a cab driver....we all know what...but..I believe the city needs cab drivers that are as competant as Colleen, Gary, Bob H, Duffy, and the other of dozens of cab drivers that know how to BE cab drivers not just pay their lease on time and drive....we are the ambassadors to the visitors to our fine city (are you listening Anne Boyle....when you are on the city council in a few months I am going to start lobbying to make the taxi companies start caring about this city...and dont give me the standard BS line how you have safety meeting (joke) and do all these things for the customers. You wont even stand behind your own drivers sometrimes...politics...for sure...politiks....DA!

Well this is "Rosie " and his first grandson...ain't he cute 

Talked to Jennie today and asked if they could get me into a Happy Cab...I do not want to drive for Cornhusker...wish me luck all. I think with 4 years experience, I have a good shot. If not, a dispatchers position would suit me nicely. Even part time.
Peace and Love
Rosie

Dan...I sent this to you too...I called but you were on a business meeting.

http://hometown.aol.com/jonihansen/myhomepage/business


This is a GREAT read for all cab drivers, dispatchers, cab company owners, independent operators, and customers in general.

Also...

Sorry to be so long without input here on 'da blog...there are reasons...just not very good ones.

Welcome to Heather

You guys are GREAT...keep on bloggin...ask your self, what do others think about our business...then write some shit right here..

Also...some NEWS! (from the above website)

Alameda Times-Star
(Alameda, California)
May 4, 2004

Cabbies permitted to unionize
By Heather MacDonald, STAFF WRITER

OAKLAND -- Oakland's 200 cab drivers will be allowed to
unionize after the National Labor Relations Board on Monday
affirmed an earlier decision classifying the cabbies as
employees, not independent contractors, of the five big Oakland
firms.

The drivers' petition charged that a closely aligned network of
cab companies systematically takes advantage of drivers who
lease taxis. Drivers for Friendly Cab, Yellow Cab of the East
Bay, California Cab, Greyline Cab and Metro Cab are covered
by the decision.

"This is great news for all cabbies," said Makhan Dabb, a taxi
driver and representative. "I'm really happy."

Some drivers were overcome by emotion when told of the
board's decision, said Don Jelinek, their attorney.

"It was nothing short of screaming and crying when we got it in
the mail," Jelinek said. "It has been a very emotional day."

Eighteen months ago, the five cab companies appealed a
decision by the Oakland office of the National Labor Relations
Board to allow the drivers to unionize. The Washington, D.C.,
branch of the board unanimously rejected the appeal.

Representatives of the cab companies were not available for
comment Monday afternoon.

Drivers have already voted in an election that will decide
whether they will form a union. Jelinek said he expects the vote
to be overwhelmingly in favor of starting a union.

"Then they will begin negotiations for a proper contract," Jelinek
said.

In a separate action, the drivers are suing for back pay in
Alameda County Superior Court. The NLRB decision gives their
arguments in that case a boost, Jelinek said.

That claim alleges the drivers -- mostly immigrants from
Afghanistan, Nigeria and East India -- are made to sign blank
contracts that allow operators to arbitrarily change lease rates
and other terms.

"Many of these drivers send money back home," Jelinek said.
"This decision will have a massive impact."

In addition, drivers are forced to pay for "imaginary classes" and
foot the bill for repairs, even if the damage is covered by the
companies' insurance. The taxis are often in serious need of
maintenance, and drivers are punished for speaking out, Dabb
said.

"If something happens to me, what will happen to my family?"
Dabb said. "The cars should be safe, and we should be charged
a fair rate for the cabs."

E-mail Heather MacDonald at
hmacdonald@angnewspapers.com

Safety....

Who does it concern, what it is and isn't, when is it the most important, where would you find out about safety related issues, why it IS so important in, statistically, "the most dangerous job in the free (and not so free) world, and of course, HOW can we as "Independent Contractors"use wisdom, technology, communication, and experience to be as safe as we can be every single day.

I was a victim of an armed robbery and I have been reflecting on the incident for the last few weeks.

I would like to hear your views on Taxi Safety before I write the tale of a typical taxi robbery that occurred a few weeks ago. This was not a news worthy robbery but it did involve someone very dear to me. ME!

In other news- www.omahagasprices.com
is self explanatory.

I would like to thank and welcome our new member "Gary". He is a cabdriver for Happy, Yellow, Checker, Cornhusker, and Metro Express (damn, can anyone think of an acronym for this company?...HYCCME just doesn't make it) with a great mind, a good heart, and a fairly good disposition.

Be sure to read his post below. Common HorseShit sense if I do say so myself.

The Public Service Commisions hearing on the Safeway Cab proposal for a Rate increase was cancelled. Probably due to a foot of snow an wind chill of -30 degrees. ...anyone got that beat??

BTW:...Join the Taxi Drivers of America Yahoo Group below





Click to subscribe to taxidriversofamerica



...OR

To quell any rumors about a hearing on a rate increase, I have posted the following from the Nebraska PSC (Public Service Commision). Does anyone besides myself want to attend? 402.813.5826 We should carpool!

NEBRASKA PUBLIC SERVICE COMMISSION
Schedule of Proceedings Before the Commission
January 27, 2004, to February 2, 2004
Tuesday, January 27, 2004:
TR-132 Commission Hearing Room, Lincoln.
1:00 Safeway Cabs, Omaha, seeking authority to adjust its rates and
charges.
1:30 Commission Hearing Room, Lincoln.
Paging Services Workshop

Taxicab 'Lease' Racket
How The Taxicab Industry Was Junked
Mr. Burton Wolfe

HOW THE TAXICAB INDUSTRY WAS JUNKED

The Independent Contractor Racket (Taxi Drivers)

Significant Taxi Related Documents

All of the links above and below were taken from the excellent website Taxi-l.org by Mr. Burton Wolfe

Taxicabs on the InterNet

Of all the comments about the "taxi industry" (from cab drivers) this one has to be right up there with the best

Washington Free Press
Seattle, Washington, USA
December 1999
Letter to the Editor


Making Cabbies Truly Independent
Dear Editor,
This is a note to Mr. Burton Wolfe. In response to your August 1999 article “The Independent Contractor Racket” (WFP issue 40), let me say that I agree with your assessment, but not your remedy.

There is no question that most taxi drivers are employees who have been swindled out of their rights as employees. I would like someone to explain how a person can be an independent contractor when they have no right or authority to negotiate the terms and conditions of the contract they are being asked to agree to. This is the result of the NLRB, the IRS, and other agencies completely falling down on the job. In all of these cases, so-called independent contractor drivers are refused licenses of their own by the regulating authorities. Licenses to operate taxis are issued to companies, or a limited number of individuals, setting up a situation requiring that the rest of the taxi drivers must be employed by license holders.

This scheme was crafted in the 1920's and 1930's when communism and fascism were viewed as the saviors of mankind, and forceful government involvement was seen as the only remedy for the failure of capitalism. So, government regulation of taxi markets was designed to run small or independent operators out of business, and concentrate the market into the hands of a few large operators, who then could be more easily controlled by government. This scheme also forced independent operators to either become employees of larger concerns, or leave the industry completely.

Taxi Regulation is Outdated

Fascism failed. So did communism. But their ghosts live on in the modern American taxi regulatory racket. And a racket it truly is. Think about it. What other industry is regulated this way? What other industry requires employees to pay for the privilege of working, without any voice whatsoever in the operation or conduct of the business, with nothing more than a take it (in the shorts) or leave it relationship, with obviously fraudulent contracts?

Would lawyers tolerate being treated this way? Forced to pay for the privilege of working with no power whatsoever to negotiate the terms of their contracts? The thought of thousands of lawyers rioting in the streets almost brings tears to my eyes. But you know that they would never allow such a scheme to be perpetrated on themselves. So why is this considered by management and government to be the best way to control taxi drivers? ~o reasons: Greed and bigotry, the same two vices propelling slavery on the North American continent for four hundred years.

The fact that greed motivates the taxi regulatory racket cannot be disputed. By greed I mean not just the normal desire to make a good living in your chosen profession. What I mean is the evil intent to take away from other people what is rightfully theirs, even if the consequences are negative for both parties. The primary motivation of the taxi industry and regulators is to cheat the system, not just to make money. Cheating is at the heart of the regulatory nightmare that afflicts the industry today. The drivers cheat on their trip sheets. The companies cheat the drivers out of their rights, and thereby their property. Both of them cheat the tax collector.

System Designed for Swindling

Bigotry is a little harder to pin down. But look at what the taxi industry has become. As late as the 1970's, most taxi drivers were indigenous to their market, and largely middle class. Today, large numbers of taxi drivers are either black, Hispanic, or alien, almost all are either poor, lower class or lower middle class. In the case of American taxi drivers, they tend to be poor, poorly educated, and generally not well suited to deal with the complexities of the relationship they find themselves in with the taxi companies. They, like the alien drivers, have no real understanding of the meaning of employment versus independent contractor status, or how any of this is decided, and whether their employment designation is in their best interest. In short, they don't have a clue. All they want is a job. What they get is a swindle.

My experience in the industry is that the management of the taxi companies have gone out of their way to force educated drivers out of the industry completely, in favor of gullible poor and foreign labor. The reason the blacks and Hispanics show up more frequently now than they did twenty years ago is that there is still a large enough percentage of those populations available to occupy the, less than desirable jobs. Plus, taxi driving is a no-skill, entry-level job as far as rookie drivers are concerned. Veteran drivers know how much skill is involved. But most companies just want warm bodies who pay up on time.

One more point on bigotry. The bigotry I mention is not necessarily racial bigotry. It is the way that affluent people traditionally despise those less successful or well off than themselves. This contempt for the poor is as old as history. The traditional method of dealing with the poor has been to blame them for their plight. This gives the non-poor a convenient way of excusing themselves from any complicity in the situation. While poor people are not poor because rich people are rich, as communism presumes, in the case of taxi drivers, poor cab drivers are poor because rich managers, legislators and regulators have made them that way. People who manipulate and abuse their victims often despise them as well. It is a sort of sadism. Cruelty, really.

This is also an element of laziness in all of this. In the case of greed, they think to themselves, “Why should I work for mine when I can just steal yours?” Bigotry excuses the bigots from the hard work of thinking and caring.

Let Contractors Be Independent

The remedies to this situation actually start by getting government out of the industry, not more involved. There is still a need for a legitimate independent contractor designation. But ultimately, the market will decide the future of employment in America, not the NLRB. If people accept the swindles companies like Xerox perpetrate, then that's their choice. Companies that abuse the independent contractor status do so primarily to evade laws and regulations that effectively mandate expenses, and restrictions on their activities. They have found it to be cheaper to twist the law out of all recognition than to challenge the law directly. Their actions are understandable, not ethical.

The other remedy is to give taxi drivers the choice of signing up with a company or going independent. Most drivers will stay with their companies because of dispatch services. If the abuses grow too severe, or lease fees go too high, then significant numbers of drivers can leave the plantation and strike out on their own. This will help keep the industry honest. As it is, the drivers' only option is to give up their livelihoods. This is not a reasonable alternative, and demonstrates the viciousness of the entire system. It is similar to saying that every slave who didn't want to be a slave any more could always kill himself. Therefore, one would conclude (wrongly) that any slave who was not dead was happy to be a slave.

Independent drivers and operators will not destroy the industry. Some industrious outsiders will eventually offer serious competition to the existing companies. And that would eat into profits. That's exactly why they all want to be so heavily regulated. They prefer to trade liberty for profit.

Guy L. Evans
Aurora, Colorado

Guy Evans was a taxi driver in Denver from 1979 to 1998 and has been fighting the independent contractor battle since 1984.



--------------------------------------------------------------------------------

Taxicab rates and fares, San Francisco October 2002
Three proposals, discussion and suggestions

San Francisco's taxicab rate of fare is under review at the Board of Supervisors. The current rate became effective in Fall 2000.

The current rate is:

$2.50 for the first 1/5 mile or 60 seconds of waiting time, and

$0.40 for each additional 1/5 mile ($2.00 per mile)or 60 seconds of waiting time ($24.00 per hour).

Some trips over 15 miles may be charged at 150% of the amount showing on the meter. The 50% off-meter charge may cause an abrupt steep increase in the fare between 15 miles and 15.01 miles.

Due to a mathematical quirk in the rate ordinance of 2002, the current initial distance is 1/5 mile, not 1/6 mile as indicated on the rate cards. It means that customers get a little extra distance for the current $2.50 initial charge. In practice, one trip in six is currently undercharged by $0.40.

December 2002 update: the rates adopted in November are the same as the SFTA proposal below, except that the flagfall is $2.85, not $2.75.



--------------------------------------------------------------------------------

The SFTA proposal:
A 12% increase

The San Francisco Taxicab Association has proposed an increase in the current rate of fare.

The new rate would be:

$2.75 for the first 1/5 mile or 60 seconds of waiting time, and

$0.45 for each additional 1/5 mile ($2.25 per mile) or 60 seconds of waiting time($27.00 per hour).

The following charts illustrate the effect of the SFTA proposed rate change. The first and second charts show the effect on fares over short and long distances. The third chart shows the percentage change between the current and proposed fares.

Observe that the lines in the two fare charts grow steadily further apart. The longer the trip, the larger the amount of the fare increase.

A ride to the airport that now costs $31.30 would go up $3.85 to $35.15, a 12.3% increase.

A 3 mile trip that now costs $9.30 would go up $1.10 to $10.40, an 11.8% increase.



Discussion of the SFTA proposal

The new rate would be, roughly, an across the board 12% increase. Long trip customers would see the largest fare increases.

If there is no decline in business following the rate increase, a driver who currently brings in $170 in fares (not including tips) would get $190, and a driver who currently brings in $200 in fares would get $224. Allowing for additional tips, drivers might see an extra $25-30 per shift. However, this is very unlikely because there is almost certain to be a decline in business following a 12% fare increase.

If New York City's closely studied 1996 fare increase is a reliable indicator, a 12% increase in fares should result in a 9.6% increase in revenue per mile. In that case, a driver currently bringing in $170 in fares would get $186, and a driver bringing in $200 in fares would get $219. Drivers might see an additional $20-25 per shift.

More likely, in my opinion, increased revenues would be less than expected, maybe just 6%. In that case drivers might see a revenue increase of just $12-15 per shift.

The reasons for predicting lower than expected revnues include BART, which begins service to the airport in a few months. A 12% fare increase on trips to and from the airport will give customers even more reason to choose BART. Between a $35 fare, an airport fee and a tip, customers will be paying $40 or more for an airport ride.

More generally, the Bay Area economy is experiencing its steepest downturn in many years. A large rate increase in the face of a severe recession may backfire, even if previous rate increases have always been advantageous.

The SFTA proposal envisions sufficient new fare revenue to more than make up for a proposed increase of $8 in the lease fees charged to drivers, which are currently pegged by regulation to $83.50 per shift. If new revenues are well below what might be expected in better times, then drivers may realize very little from the proposed increase.

An undesireable side effect of the SFTA proposed rate formula is that nickels begin appearing on the meter. Currently, all fares have a cents amount that is either 10, 30, 50, 70 or 90 cents. With five-cents in the picture, there will be 20 different cents amounts that may appear as part of the fare. The meter will show amounts such as $9.95. Why give customers such a blatant invitation to tip the driver a nickel?




--------------------------------------------------------------------------------


An alternate proposal:
A fifty-cent increase

If the current rate is increased to $3.00 for the initial charge, but everything else stays the same, the effect is a fifty-cent increase on all fares regardless of long or short distance.

The new rate of fare would be:

$3.00 for the first 1/5 mile or 60 seconds of waiting time, and

$0.40 for each additional 1/5 mile ($2.00 per mile) or 60 seconds of waiting time ($24.00 per hour).

The amount of expected new revenue would be linked to the number of trips, not the mileage as in the SFTA proposal. A driver who works the airport exclusively might see as little as $3 extra per shift because he has few trips. A driver with many short trips in the city might get an additional $10-15.

Since the increased price is small on any one trip, just fifty cents higher, customers may not perceive it as a significant increase. In that case, there is reason for optimism that most of the fare increase may actually materialize as additional revenues.



A fifty-cent increase to the initial charge may be better than a 12% fare increase. It will be seen as a small increase and will be less likely to drive customers to competing transport services. A fifty-cent increase will reward radio players for concentrating on short trips in the City. It will not increase mileage and waiting time charges, nor will it cause nickel amounts to appear on the meter.




--------------------------------------------------------------------------------


A third proposal:
Increase the flag by 90 cents and double the distance

A better way to accomplish a fifty-cent increase is to increase the initial distance to 2/5 of a mile, and increase the initial charge to $3.40.

The new rate would be:

$3.40 for the first 2/5 mile or 120 seconds of wait time, and

$0.40 for each additional 1/5 mile ($2.00 per mile) or 60 seconds of waiting time ($24.00 per hour).

The charts reveal that there is almost no difference bewteen this proposal and the previous one. Its advantage is that a customer may perceive additional value in the increased initial mileage. Our current initial distance is too short at 1/5 mile because very few trips are that short. It's better to merge the first "tick" into the initial charge and point to the increased initial distance as a selling point.



A less immediately obvious benefit of using this approach is that it gets SF on track for a more sophisticated fare structure utilizing multiple intervals of time and distance. There is a tendency to shy away from the slightly more complex arithmetic involved, but it has been put to good use in other places, notably London. SF should abandon the very restricted rate formulas of the past, which have used just a single intervals of distance such as the current 1/5 mile.

After increasing the initial distance to 2/5 mile, our next step ought to be adding a third interval, 1/10 mile that would apply after 15 miles. It would substitute a London-style "clock and a half" rate for our current "meter and a half" surcharge. The long distance surcharge would appear on the meter instead of off-meter as happens now. It would increase the number of long trips by removing the current large sticker shock that happens at 15.01 miles.




--------------------------------------------------------------------------------


This was SF fare talks of last year...Comments??? e-mail me at trose@cox.net

--- In taxidriversofamerica@yahoogroups.com, "edwarddenaut"
wrote:

Why do they kill cab drivers?

In the August 2001 trial of a man accused of murdering a
taxicab driver, Assistant County Prosecutor George Rukovena told a
Cleveland jury:

"He killed David Link because he wanted to brag about it."

How often does this happen, that the motive in a taxi
homicide is not really robbery, but rather to act out a tough-guy role? The driver
is just as dead whether it is robbery or something else, so does the motive
even matter?

I think that motive does matter. It makes a difference if the
person is after your money, or if he is working on his self-esteem.

Based on a close reading of hundreds of news articles, I
believe that easily half of all taxicab driver homicides are motivated by
something other than robbery. Compelling evidence is seen in the fact that
most cab homicides are "senseless murders" and on the unpleasant fact that
grossly excessive violence is a characteristic feature of taxi homicides.

Senseless murders have a pattern to them. According to UCLA
sociologist Jack Katz, many violent criminals are acting out a
role.

They don't really care about the victim or the money, and they are only
dimly aware (if at all) of the predictable scripts that they are
following.

The sociologist argues that robbing the victim is almost an
afterthought, helping the criminal make sense out of his own actions in
committing the murder.

In my opinion, cab drivers are absolutely barking up the
wrong tree to approach driver safety as an exercise in robbery prevention. It
is about preventing people from using our taxicabs as a theater or stage for
acting out specific patterns of behavior.

One pattern in behavior associated with senseless murder has
to do with defilement of the victim. I'll skip the detailed argument
here, noting that scores of examples are readily at hand, and ask instead: how
many times does an assailant have to shoot a man in the head if his
purpose is simply to get the driver's money?

A second pattern associated with senseless murder has to do
with chaos. The assailant is unconsciously driven to create a chaotic situation.

If it is true that many violent criminals are acting out a
definable role, then it should be possible to recognize when the script
begins to unfold in a taxicab. We should be able to get an early warning when
extremely dangerous patterns of behavior begin.

I do not claim to have the answers, but here are some of the
questions.

How, for instance, should a cab driver regard a difficult
customer who spits or who deliberately dumps a beverage in the cab? Are
those acts of defilement? What is the appropriate response, and is the response
different if you know that acts of defilement are associated with
acts of senseless murder?

How important is it for a driver to maintain order in the
cab?

Where is the boundary between a boisterous or unruly situation and a
chaotic situation? Is there a line between customer service and driver
safety, and does "chaos" define that line?

Maybe the solutions that work to prevent robberies are also
the same solutions that work to prevent senseless murders. But maybe not,
especially the standard advice to be a compliant victim in an assault. If the
antagonist seems more intent on playing a role than getting the money, a
driver might be better off fighting back or trying to get away even if
attempting to do so is a high risk move.

My strategy is to laugh and smile a lot with my customers,
and to share many good words, and also to keep a bullet-resistant partition
between us whenever possible. The shield is a minor inconvenience
most of the time, but when the one-in-a-thousand, or the one-in-ten-
thousand, starts spitting or trashing the place or causing me to think the
word "chaos," I will have some time and space to consider what's next in
this script!

-
Charles
Rathbone



(Charles Rathbone currently drives a cab in San Francisco. His
interest in taxicab driver safety dates from 1992 when he attended the
funeral of a coworker, the second driver slain in less than a year. Since then
he has played a lead role in organizing a campaign that led to ten public
hearings and passage of the 1994 taxi safety law in San Francisco, performed
an analysis of the information available on hundreds of fatal assaults,
testified as an expert witness in the trial of a taxicab driver accused of
murder, and prepared articles on safety issues which have been
printed in many taxi publications. )



Pattern in taxi homicides

The typical fatal scenario is a night time shooting from inside
the cab.

Most of the deaths are due to head or neck injuries, and most of the
assailants are in their teens. The following are the main findings
from my report "606 Taxicab Driver Homicides, United States and Canada,
1980- 1994"



94% of the attacks occur when the driver is inside the cab.

85% of the fatal injuries are gunshot wounds.

82% of the assaults occur at night.

74% of the deaths are due to head and neck injuries.

64% of the deaths are from gunshots to the head.

66% of the assailants are under age twenty.

47% of the assailants act alone.

25% of the assailants are outside the cab.



________________________________________________________________________
________________________________________________________________________

Message: 2
Date: Sat, 03 Jan 2004 03:00:35 -0000
From: bassmaster_65321
Subject: Ottawa Taxi Dispatchers go out on strike

Bringin' in the New Year on the picket line - Ottawa taxi
dispatchers on strike
[January 1, 2004] OTTAWA - Moments before the clock struck twelve,
taxi dispatchers, members of CUPE 4266, filed out of work and
gathered at the picket line. Last minute talks broke off between the
union and Coventry Connections' ZipTrack as the central demands for
a wage increase and a benefit plan were not met by the company. The
47 taxi dispatchers take calls for BlueLine, Capital, Veterans and
DJ Taxi in Ottawa.

"Before negotiations these were low-waged workers with no benefits.
After negotiations, they remain low-waged workers with no benefits.
This is why we are on strike," said Andy Mele, CUPE National
Representative and chief negotiator. "ZipTrack has given us no
choice but to fight for what is fair." Mele characterized the
negotiations as "slow and like pulling teeth."

"It's a slap in the face," said Donna Reaney, a dispatcher and Chief
Steward, CUPE 4266. Reaney has been with the company for over 15
years. "We've waited a long time for a fair wage and benefit plan
and can't wait any longer. It's time ZipTrack learned to respect the
work that we do." The dispatchers take between 500 and 1000 calls a
night.

Over 100 people brought in the New Year on the picket line outside
ZipTrack offices at 455 Coventry Road. BlueLine and Capital Taxi
cabs lined both sides of the street in support of the dispatchers
and were greeted with load cheers as they pulled in. Families
brought their children and together they braved the cold in support
of this fight for a fair contract.

The taxi dispatchers make on average $9 an hour and have no benefit
plan. A leaflet distributed on the picket line urges supporters not
to call a cab, but to flag them down or use alternate means of
transportation for the duration of the strike.

The Canadian Union of Public Employees (CUPE) represents over half a
million workers.




________________________________________________________________________
________________________________________________________________________




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EYE-OPENING FOR SURE

Maybe NOW is the time to call for an "Omaha Taxi Drivers Association"or OTDA and citizens of Omaha should call for an "Omaha TaxiCab Commission"before something happens and the public asks...WHY DIDN'T WE DO SOMETHING YESTERDAY?.

Whatcha Think?
Email Us

Very interesting report from Dallas. All should read.
http://www.dallascityhall.com/dallas/eng/council_briefings/briefings/20031015_dallas_taxicab_review.pdf

Watch out Omaha....Omaha Taxi View (the magazine) could become THE taxi newspaper for Omaha,,,whatcha think Colleen? Could we pull this off? Not enough cabs you say? Right...and with me promoting less cabs with higher leases...ha!

--------------------
Fare coverage
--------------------

Newspaper caters to local taxi drivers

By James M. Flammang
Special to the Tribune

November 2, 2003

Sitting behind the wheel of a cab for long stretches at the O'Hare International Airport staging area gave George Lutfallah time to think. He'd driven a cab before, while in college. After receiving an MBA and doing a stint at an accounting/consulting firm, he wanted to strike out on his own.

While struggling to get a company off the ground, he needed to make a living. So, he returned to taxi driving.

"It was Friday night" at O'Hare, Lutfallah recalls, and he was thinking, "What am I doing here?" Soon, his thoughts began to focus on his cabbie colleagues. "There were a lot of issues that drivers were talking about," Lutfallah said. "There were a lot of rumors going around.

"At the same time, I saw that people were handing out fliers," urging drivers to visit a certain restaurant or have their oil changed at a specific garage. With so many potential advertisers, the idea for a drivers publication began to germinate.

And there was the possible circulation with about 6,750 cabs and 17,000 active drivers in Chicago, plus thousands more in the suburbs.

In his research, Lutfallah discovered an article about the Chicago Taxi Times, a similar publication founded a decade earlier. "I didn't know if it was still around," he recalls. "I didn't want to step on anyone's toes."

He found Kenneth Cooper, editor of the Chicago Taxi Times from 1992 until the paper folded in mid-decade. Back issues and Cooper helped Lutfallah envision his venture.

Even now, "he's always giving me great advice and support, "Lutfallah said.

The first issue of Lutfallah's paper, the Chicago Dispatcher, was published in February 2002. It's free to cabdrivers and $1 to others. Some 15 people contribute to each month's issue, working independently.

About 10,000 copies of each issue go to 80 or 90 distribution points, including every cab company. Distribution reaches as far west as Elgin.

"I'll find that a lot of drivers want to tell me some things," Lutfallah said. "It gives me a chance to stay in touch with them."

"It's good," said Aurimas Palaitis as he sat in a taxi line at O'Hare. Besides doing a good job of providing practical information on conventions and business spots, the Chicago Dispatcher delivers details on "crime scenes" that affect taxi drivers.

"There are a lot of problems that we have," Palaitis said, which need to be publicized beyond the driver group. Because the Dispatcher is distributed mainly to cab drivers, though, the general public does not usually learn about them. In addition to coverage in the Dispatcher, Palaitis said, "some articles should be in other papers, including the Chicago Tribune."

Rafi E. Mohammed says the Dispatcher is "nice for the cab drivers."

Vladimir Golomb, a 12-year veteran behind the wheel, agrees. "I like the articles, the interviews," Golomb said, as well as the "taxi news." He appreciates the Dispatcher's focus on drivers, showing "what happens to them, and the experiences they have."

Issue No. 1 contained 12 pages, but lately the size has grown to 24 or 28 pages. "We want to be sure to get it in the drivers' hands before the 1st" of each month, Lutfallah said, so they can benefit from the calendar. Lutfallah believes that "within the next couple of months," it will further increase in size. He also foresees increasing the publishing frequency, to twice a month if not weekly.

In soliciting advertising, Lutfallah started with the Chicago Taxi Times. O'Brien's Restaurant on Wells Street committed to advertising since the first issue. "We don't have much attrition in terms of our advertisers," Lutfallah said. "They tend to stick with us."

Columns such as Dear Cabbie and Cabbie of the Month were modeled on the old paper. Some cabbies contribute to the paper. Submissions also come from people who don't necessarily drive but "have a fondness for cabdrivers," Lutfallah said. He cites the example of a man who wrote to inform drivers he felt their talking on cell phones was "highly unprofessional."

Quite a few contributors are anonymous or use pen names, often because they fear retribution.

Like his 1990s predecessors at the Chicago Taxi Times, Lutfallah likes to take on serious issues that affect drivers--and their passengers. Illegitimate cabs rank high on that list.

Late in 2002, Lutfallah investigated illegitimate cabs at O'Hare. "We actually followed this particular driver," he recalls. A traveler had arrived from Nigeria. "He walked out, saw this guy there, not a licensed Chicago cabbie. He got in this cab, and we followed. [The cabbie] was parked out in the terminals for about 15 minutes, so we knew there was something going on. He obviously didn't get a call."

Lutfallah talked to the passenger afterward. He'd wanted to go to the Blue Line train (which has a station in an O'Hare terminal), with a final destination of Chicago Heights. "This guy charged him [nearly] $70 and dropped him off ... nowhere near his [destination]. That stuff just goes on all the time."

A picture story in the Dispatcher asked "Can you spot the real cab?" Taxis driven by hustlers don't necessarily look much different. "We were called by some cabdrivers who said, you've got to go down there and expose this."

Chicago Dispatcher also helps drivers. One former cab driver had caught a rapist. But he ran into personal problems and wound up sleeping in a hotel lobby. After Lutfallah wrote about him, the hotel threw him out. But American Taxi gave the man a job, answering phones.

"George has that integrity," said former editor Cooper. He cited a case in which a cabbie had been murdered. In addition to publicizing the incident, Lutfallah was instrumental in establishing a fund for the driver's family.

"When I started driving a cab" as a 21-year-old student, Lutfallah said, "I didn't realize how difficult it was. ... You're pretty much forced to work a lot of hours. ... If I had a cab for 24 hours, I was working 14 hours straight. And having the [protective] shield ...forces you to sit more upright. It really takes its toll after a while."

Even so, "I enjoy driving a cab," said Lutfallah. "Every once in a while I have to, at the very least, just to keep in touch."

Early in 2003, Lutfallah started a radio program to complement the paper. Co-hosted by Daniel Dorame, the talk show may be heard on Fridays from 11 p.m. to midnight on WSBC-AM 1240 AM and WCFJ-AM 1470.

"Friday night's a time when all the drivers are out," Lutfallah said, and the radio show gives drivers "an opportunity to express their opinions." If the driver is tuned it, "passengers will be forced to listen," Lutfallah said with a laugh. And they just might learn something about the man or woman behind the wheel.

In the Dispatcher

Taxi drivers need to know where customers are likely to be at a given time.

So, a Calendar of Events is the centerpiece of each issue of the monthly Chicago Dispatcher.

The calendar lists all significant events taking place in the city in the coming month. Cabbies can find out about "something going on at Navy Pier, at a hotel, any kind of convention," Lutfallah said. "The calendar's grown up quite a bit" since the first issue.

The Dispatcher names Chicago's top cabbies and periodically describes new services or products, such as the London Taxis that Yellow Cab Co. hopes to bring to Chicago.

Each issue contains Tales From the Rear View Mirror, written by a long-time driver. And fiction and poetry. Drivers also get an opportunity to express their opinions on taxi-related issues.

In addition to a taxi-focused crossword and a comic strip, the storyline of "Hack," a TV series about a cabbie who solves crimes when not taking passengers to the airport, also is published.

- - -

Predecessor driven by desire to have forum

Kenneth Cooper had been president of the Chicago City Service Taxi Association when he decided to start a newspaper for taxi drivers. Cometas Dilanjian, the association's secretary-treasurer, joined Cooper in the effort that began in 1992.

"We decided that the industry needed some sort of communication," Cooper said. In a newspaper devoted to taxi drivers, everybody "could say what they thought." Early advertisers included the now-defunct Golden Ox restaurant and O'Brien's on Wells Street.

Cooper obtained press credentials from City Hall, not only to attend news conferences but also as an information source for events of importance to drivers: when the opera let out, for instance. But a calendar was only part of the paper's appeal.

"We wrote about corruption," he said.

As an example, the Metropolitan Pier and Exposition Authority had issued stamps that cost $2 each. Taxi "starters were steaming off the tickets and reselling to drivers for $1 apiece," Cooper recalls. Good drivers said, "this was wrong." Cooper took a camera to the site at O'Hare International Airport and led an investigation. Still, he said, it "was like getting a kite in the air."

Circulation rose to 18,000 a month from 3,000. The Chicago Taxi Times even had a Commissioner's Corner column by Caroline Shoenberger, who still heads Chicago's Department of Consumer Services.

Taxi papers have been published in San Francisco and New York. "Florida was sending us stuff," Cooper said. He received articles from Paris, and details of a taxi strike in Italy.

After 3 1/2 years, when his father had a stroke that left him with three months to live, Cooper gave up the association presidency and the paper, which ceased publication.

Thank God...Welcome Colleen. You don't know how happy I am to work with a cab driver that knows the business as well as you...and speaks English too. You have to be happy to escape from the rathole you worked in. Good Luck and the only thing that I can tell you is "Leave us some fares" We need to eat too!

A little excerp from a story I found on the web: (truthfulness could be probable)


DIARY OF A SOUTH AFRICAN TAXI DRIVER............

Togetherness Tshabalala weaves his High Impact African Culling Equipment
(Hi-Ace for short) through the rush-hour traffic occasionally using the
pavement to increase productivity. The rising sun shines brightly off
Togetherness' gleaming, stolen BMW hubcaps. Togetherness is a confident
man with high spirits, as evidenced by the stickers on his rear window;
'God loves taxi drivers' and 'avoid constipation - travel by taxi'.

On the front of his taxi, between a large dent which, ominously, is in
the shape of a traffic cop and the holes from a small spray of bullets, is a
lurid notice reading: 'Jukskei Park Express Inaugural Flight'. Using the
word 'flight' is Togetherness' own little personal joke. What we are
witnessing is the inaugural leg of what is hopefully to become a daily
service between Jukskei Park and Johannesburg; a twenty-five kilometre
journey which takes ten minutes - less if the pavements are open.

The percussion waves from Togetherness' powerful radio (taken from a BMW
Z3) pushes back the early mist. He is playing Boom Shaka's latest low
frequency, 120 dB hit, 'How low can we go'. He hoots as he drives.
Togetherness hoots at anything he sees, including trees, as is the
custom of his people.

On board the taxi are a dozen white people. They do not come whiter than
this. They are Omo white. But they were not born white. No, their pallor
is due to fear and stark terror. Take John Mleka. Never is his life has
he done 0 to 100 km/h in six seconds - especially not in heavy traffic.
Denise Mthaba's colour has changed from green-black to a sort of waxen
ivory as quickly as the last traffic light had changed to red (a colour
which traditionally prompts taxi drivers to make even more haste).

Togetherness regularly looks over his shoulder while driving (even for a
full minute) asking passengers their destinations. Elizabeth Mkize,
sitting right at the back, has the opportunity to say 'Rendbeg Centa'
even though she works in Johannesburg. Randburg was coming up fast and it
suddenly seemed near enough for her. She worries about how she will make
her way to the front; but only fleetingly because the taxi has now
reached Randburg and Togetherness has stopped. He has stopped as suddenly as
a
plane might stop up against a mountain. Now everybody is at the front in
a warm, intimate heap. Elizabeth alights as gracefully as anybody can with
one knee locked behind the other. She is vaguely aware of passers-by
loosening her clothing and shouting, 'Give her air!'
Togetherness bowls happily along Jan Smuts Avenue, overtaking a police
BMW which is chasing a getaway car. Then he overtakes the getaway car too,
exchanging boisterous greetings with the driver whom he knows.
Togetherness is steering with his elbows because he needs his hands
free to check the morning's takings and to wave to girls on the pavement.
What is even more remarkable is that Togetherness is doing this despite the
fact that his taxi does not have a steering wheel. When Togetherness'
friend, Sipho, stole this vehicle, it was fitted with a steering lock,
so Sipho had to remove the steering wheel. The spanner that Sipho has
attached to the steering bolt in its place is quite adequate though.

Togetherness smiles and turns to his passengers as he accelerates past a
truck on a blind rise. He announces: 'Ladies and gentlemen, thees ees
your Ceptain. We will shortly be lending in Johennesbeg. Plis make sure your
seatbelts are in the upright position, end your seats are fastened.
Thank you for flying with us today. We hope to see you soon again.'

John Mleka is gripping the seat in front of him so tightly, that he
notices his finger tips have gone transparent, as a passing taxi fires a
brief burst from an automatic weapon in his direction. Togetherness now
reaches the city and merges with the in-bound traffic like his ancestors
merged with the British at Isandlwana. He stops at his usual
disembarkation point in the middle of an intersection and picks his
teeth patiently while people sort out their legs and teeth, before groping
their way towards a pole around which they can throw their arms. By the time
his passengers' eyeballs have settled back in their parent sockets,
Togetherness is already halfway back to Jukskei Park with another load
of passengers.

Eeiisshhh!!!

Colleen is right....Omaha sucks in the summertime. (I am glad that I am almost 50 rather than almost 20) ...When I was almost 20, I escaped....to Colorado

BUT ..HALLAULUAH! NO need to escape anymore...I have found a local escape that will keep me here another summer.....River boating. I cannot believe that I have not owned a boat in my life. I have been out on the river several times in the last month and it is one of the coolest things that a silly cabdriver can do. Hell, we really don't have jobs, do we? What is to say that we can't buy a boat (reasonable size) with a full cabin and a queen bed ... rent a slip and live on that damn boat during the summer? Nothing that I can think of should stop any of us from doing this.

Added stability: I have an apartment that I can stay in during the Winter...and rent out the rest of my house during the year...Bingo! A very sensible idea for once. See, this single life makes me reflect on thoughts in a clear and uncluttered vision.

Later on the Streets
"Rosie"

Omaha Taxi View: Views of Omaha through the eyes of cabdrivers and dispatchers

After 17 years on 34th Street, "Max the Dog" went on to his "separate reality". His reputation of moodiness and volatility carried widely in the Gifford Park area. Most neighbors knew "where" the unpredictable Max lived, but not many knew him by name. Even if they did, usually it did not quell his insistent barking.

His dog-soul had been embedded with a wisp of wolf-wiring that made him always a little "too suspicious", "too uneasy", and definitely a little "too psycho". I admired his global disdain of neighbors out a-walking, homeys on the way to JNJ's for beer or smokes, or the occasional "hippy-want-to-be" that tripped down 34th. He disliked them all. His canine wariness made me proud to be his friend.

Never one to play with Frisbees, balls or other silly people-games, his mission was one of intimidation, visibility, and uneven temperament. Even those who knew him well were never "totally" comfortable when he nudged their groins and cleaned the matter out of his eyeballs on everyone's crotch. I will admit that neither was I....

...(But the dog NEVER had "shit" in the corners of his eyes. Heck no, it was on your crotch. Or mine.)

His "watch-dog" presence may have saved us countless times and his omnipresence was a comfort, but we could never know or be fully aware of his power over the "dark-side of the hood".

But brave till the end, his woofing to the wind was an indication of his dog-bravery and the uneasiness of age.
But it was time to go, way over time maybe...

...the last few days, he slowed down greatly...pain was a daily game that sapped his strength... he sometimes slept in the rain.... I knew...he knew...I knew he knew I knew...

Dogs are spiritual beings that help us on our journeys. They are our friends.

I was proud to call MAX my dog-friend.

FYI:

Nebraska's most dangerous intersections

City Location State Farm Danger Index*
1. Omaha 120th Street & Center Road 927
2. Omaha 132nd Street & Center Road 792
3. Omaha 90th Street & Maple Street 745
4. Omaha 114th Street & Dodge Road 741
5. Omaha 90th Street & Dodge Road 737

* The State Farm Danger Index is determined by the number of crashes at various intersections, how many of those crashes involved injury and the severity of those crashes. It is adjusted to account for the percentage of vehicles insured by State Farm in areas where the intersections are located.


--------------------------------------------------------------------------------

Press Release
State Farm Mutual Automobile Insurance Company
Kellom Heights Field Service Office
P.O. Box 96
Omaha, NE 68102
Contact: Farris Smith (402) 930-2250
statefarm.com®

Omaha Intersections Dominates State Farm List of Most Dangerous in Nebraska

Lincoln, Neb., June 27, 2001 -- All five intersections on a new list of most dangerous intersections in Nebraska are in Omaha. The list was compiled by State Farm Insurance, the largest auto insurer in the state and in the nation.

No. 1 on the list is the corner of 120th Street and Center Road.

State Farm put together the new list based on crashes resulting in claims by its policyholders in 1999 and 2000.

Like the initial list, based on 1998 data, this one takes into account the number of crashes at various intersections and the percentage of vehicles insured by State Farm in areas where the intersections are located. The new list also takes into account how many crashes involved injury and the severity of those crashes.

State Farm, a longtime advocate of auto and highway safety, conducts these analyses to focus attention on a new way of evaluating intersection design by analyzing driver behavior and placing greater emphasis on safety-driven solutions to intersection problems. This year the company will make $5 million available to communities to study and, in some cases, make physical changes to enhance safety at specific intersections.

The junction of 132nd Street and Center Road in Omaha ranks as the second-most dangerous in Nebraska. The intersection of 90th Street and Maple Street is No. 3. Rounding out the list of five are 114th Street and Dodge Road, and 90th Street and Dodge Road.

"Many intersection crashes could be prevented," said State Farm Regional Vice President Dave Harris. "Just as we did two years ago, we’ll offer communities with an intersection on our Nebraska list up to $20,000 for an in-depth safety study that could lead to actual improvements."

The 90th Street and Maple Street intersection ranked third on State Farm’s initial list of dangerous Nebraska intersections.

"We believe virtually all intersections where many serious crashes occur can be made safer, sometimes through relatively minor, inexpensive adjustments," Harris said. "We’re ready to help communities make that happen, and we hope more local governments will start taking a look at how their own intersection safety can be improved."

Well, Omaha is putting on the party for Warren Buffets crew again this year. Many parties, food, sales and oh, of course, one big stock holders meeting. For those of you not native to this area, or have been watching "Mr. Personality a little too many times, its Uncle Warren Buffets annual stockholders meeting for Berkshire Hathaway. Those of you wanting to pick up a couple of shares to go, your cost would be $69800.00/share as of 4:03pm...wow!

...sorry uncle Warren. but here is a link to Berkshire Hathaways site: http://www.berkshirehathaway.com/

In other news...If you go to "The NATIONAL DIRECTORY of On-Line Taxicab Reservation Services" http://taxicabreservations.com/national.htm

and scroll down to NEBRASKA...you will find a link to this site. Go to the Upper Right hand corner to put in your Reservations.

And...We will be trying to contact every cab driver in the Omaha area to see about forming a Taxi Drivers Association in order to have a voice in some things that go on around this great city of ours..... And in my opinion this is WAY long overdue. Watch out City HAll because I smell a TaxiCab Commission here in the very near future. We need this with all the conventions coming in the future.
Peace**

Below is an email to Andy Pollack (PSC Tranportation Department Director) by myself

As a cab driver in the Omaha area, I would like to know the parameters in which a business called "Prince of the Road Transport Service", operates.

They have been a consistent pain in our "fares" all over the Omaha area with them picking up cash orders off the street and delivering them anywhere in town. To me, that sounds like a cab-company without the meters installed or just another "Jitney Service"

Questions:
How do they determine the price of the fare? How often are they inspected? What type of "Professional License or Permit requirements do the drivers have to possess? Are they Drug/Alcohol tested? At what time intervals? Have they been Background Checked? All of the above are requirements to be a taxi driver for the company I work for (Which is consolidated with 4 other cab companies and totals about 100 drivers). All of the above (EXCEPT drug and alcohol testing) are requirements to be a taxi driver/company in the Omaha area.

Also:
Some of the "elderly or disabled" that they pick up do not know where to complain i.e. Late Pick-Ups...Rude drivers...or Dirty and Broken-Down vehicles.

This really deserves some further investigation as I believe they should...

1. Have road worthy vehicles
2. Have sufficient insurance in place (not just "Filed" but 'IN FORCE INSURANCE')...
3. Have to Maintain some sort of License Requirements
4. Be Background Tested at the State Level (Not just at the company level
5. Be Drug and Alcohol Tested

Plus:
I have heard that they are not allowed in the Lincoln area. Why invade our city when the capital city is protected? When? Where and How did this happen without our knowledge?

A few of us would love to start a "Transport Service" to gather lucrative State contracts. Please send me the rule book, if there is one.

Thank you for your ear:

Questions, Comments, Answers?
Tom Rose

Again, below is YOUR PSC (Tranportation Department) people in which to contact if you have questions:

Andy Pollock Director apollock@mail.state.ne.us
John Schmidt Rate Analyst jschmidt@mail.state.ne.us
Susan Lamborn Court Reporter/Secretary slamborn@mail.state.ne.us
Robert Harrison Investigator

Bravo...Bravo...Bravisimo...Keep it up and everyone should ask the questions that weren't asked in 1991. As soon as I can think clearly, I will be asking some questions myself.

Please e-mail Colleen or myself with any questions...and thanks for all the support...keep it coming

I have been taking customers information via e-mail. The whole system works out good for both the consumer and, of course, myself. I would recommend this system to supplement radio/computer dispatch, personal cell calls, and word-of-mouth bookings. The best thing about this e-mail system is that I have a hard copy of the customers requests and if there is ever a discrepancy in an orders time, place or date, it is very easy to figure out just where the breakdown in communications occurred. And...anyone that would like to e-mail me with an order, please include your name, address, time you want me there, and (VERY IMPORTANT) a call-back number. This number is my insurance against prank and bogus orders. To put in your time order via my e-mail address: Click on TAXI RESERVATIONS in the right hand column....OR email me here:
trose@cox.net

Well, well...nice to find my way back. It is not that I don't like to write about the Omaha Taxi scene, it's just that I have a stubborness in that I llike to have something interesting to say. Unfortunatly, no fun stuff has really been going on. Except for the Happy-Yellow-Checker-Metro-Cohnhusker "operations merger", NOTHING has really been going on worth writing about. OK...maybe it's just me that is boring...Fer Christs Sake...The cab business NEVER is...

My opinion on the merger is that it was/is the best thing that has happened to the taxi industry in the Omaha area in a very long time. Fewer customer complaints and a real sense of comradry among drivers. (At least in MHO) One area that could be addressed is an upgrade to the computer dispatch system. Or maybe just put me in charge of the servers. I believe that they are not running up to par....or else they need a system wide upgrade...software/hardwsare/dispatchers...the whole ball of crap...maybe? I would love the chance to do an honest evualuation and report my findings...give me a month, I will tell them honestly what needs to be done. Maybe all that is needed is to throw money at it....that is usually the case with these computer things....he-he

Two cab companies in the Omaha Metro have merged their dispatch and taxi operations centers in a surprise announcement on Tuesday. Opinions vary and tensions are high. The Happy/Yellow/Checker and the Cornhusker/Metro Express entities have made arrangements to consolidate their cab maintenance and repair and to set up a shared dispatch center. Is everyone happy? No. Are the drivers accepting this move? Some, but for the most part, but there is talk of a petition among the HYC group.

...my opinion?

Now is the perfect time to set up both an Omaha Taxicab Commission AND to start a Drivers Association. Both of these ideas are timely due to the Convention Center/Arena construction projects and the future of the cab industry in the Metro area.

Like it or not, Omaha is becoming more cosmopolitan each year and to keep up with our "little changing world", our city transportation needs should be addressed ASAP.

More on this soon...stay tuned folks.....

Here is a site that I found very interesting. It is from the Taxi-l.org site and I suggest that all taxi drivers go there and register to become a member. AND ...its free guys and girls.

This is about about the Taxicab murder rates around the world...watch your asses!
http://www.taxi-l.org/murdrate.htm

Go to this site to become a member of Taxi-l
http://www.taxi-l.org

Some people have asked about my other sites...well here they are, for better or worse!

http://geeksnfreaks.homestead.com

http://members.cox.net/trose

All of the archives from September went to "Byte-Heaven" when I did some house cleaning. They weren't too interesting anyway. Such is life in the world of computers. Two new and interesting "Taxi Tales" are being edited as we speak. I will post them as soon as I find some time away from the taxi.

I have been working some real odd hours. I have a couple of "Personals" that are late at night, and I love morning orders before the sun comes up. There is something about having your $90.00/lease paid before the sun comes up. ...but, I believe I am going to have to go fight the daytime traffic and make some cash. If anyone has any legal ways to work more and stay awake, write me at mailto:trose@cox.net

Well October is here and the taxi community is making money again. From what I hear the airport is up and down but, in our company, we have a fair amount of street orders. No amusing stories lately but I will write as soon as I hear some .

I am trying some new skins here. We had a death in the Omaha Taxi community last week. Everyone that knew Bill Sweigart will miss his kind heart and playful nature. I hope that cabbin in the afterlife is less frustrating Bill.

Had a fare out of the Airport last earlier this week that had a few of us scratching our heads.

Here is the scenerio: We had a flight that was delayed for some reason and the family that was just moving here only had an address that said 33Downtown. We figured out that they had reservations at a hotel that they did not make and only had this address. After calling several hotels that were approximently 33 blocks south of Dodge street and trying the only hotel around 33rd and Dodge (The Holiday Inn Express on 30th and Chicago) we finally figured out that the "address" wasn't an address at all but the name of a hotel. Figure it out?

It was the Doubletree Downtown.....(DOUBLE THREE DOWNTOWN) The man was from India and his wife was from Australia so they assumed that the friend that made the reservation said "double 3" which they wrote down ...33 Downtown ....(assuming that it was an address)...well a sharp airport gaurd and I figured it out after 20 minutes or so. One less helpful cab driver left saying he would return but apparently didn't want any more to do with it so I was the only cabbie there. They were just moving to the area and needed some helpful people (which they luckily found!) I hate to toot my own horn...(but I am so good at it,,,,haha) but this was a doctor that will be spending some time with the Omaha people and their first encounter with the locals turned out to be me. Cab drivers ARE the ambassadors of their repected cities (If they like it or not) and they should reflect the areas mentality. I am proud that we went the extra mile to prove once again that Omaha IS a great city in which to live, work, play, and grow.

The Omaha Chamber of Commerce should give a lot of credit to the local cabbies that work the airport on a daily basis and tell the visitors that Omaha is a fantastic City. Too bad the weather isn't the best...Oh well...

I truly believe that cab drivers have the greatest job in the world. Where else can you always have money in your pocket, except for a few hours (sometimes) on lease day because your money management schemes truly SUCK!, meet at least 2 interesting people a day, (Unless you are having a REAL bad day), and have free entertainment to boot.

This is an old article but worth seeing (AGAIN)...

Acts of Kindness Earn Missouri Driver Jack Kitchen TLPA 2001 Paratransit & Contracting Driver of the Year Award

Atlanta, Georgia

Jack Kitchen, veteran driver for Kelley Transportation Company, Inc., Cape Girardeau, Missouri, accepted the 2001 TLPA Paratransit & Contracting Driver of the Year Award at the Taxicab, Limousine & Paratransit Association¹s 83rd Annual Convention & Trade Show in Atlanta on Friday, November 2.

In their letter nominating Jack Kitchen for this award, Terry and Kim Kelley, owners of Kelley Transportation, wrote, "Jack Kitchen has been driving and caring for our elderly and handicapped passengers for the past 12 years. Jack¹s attention to detail, genuine concern for his passengers, and fun personality make him a great asset to our company as well as an always in-demand driver for those he transports. When listening to Jack speak of his passengers, it¹s like listening to family stories. In a day and time where people are always in a rush, and simply courtesy is almost a thing of the past, Jack is a great example for all drivers (and people) not to mention being the person we would want transporting our own mothers and fathers.

In 1996, Jack Kitchen was chosen as one of the recipients during Random Acts of Kindness Week. An article in the Southeast Missourian referred to Jack as the "Cabbie with a Heart." The article states, "The people Jack Kitchen drive in his cab become more like family than faces. The kindnesses he bestows on others are just part of the job for Kitchen, who drives the wheelchair-lift van for Kelley Transportation Co. But Pat Glueck, area administrator for Renal Treatment Center, Inc., in Cape Girardeau, says Kitchen goes above and beyond what most expect of a cab driver. Kitchen is a regular at the Center, bringing patients for dialysis treatments. He has time for everyone and makes them feel special in their own way, Glueck said. He cares and you can tell. He treats these people almost like they are his family."

Jack Kitchen began driving a lift-equipped van for Kelley Transportation in 1989. He says he enjoys driving people with disabilities because they appreciate the service. "You make good friends with so many of these people," he says. "I think to be a good driver for the elderly and disabled, you have to be calm, patient, not high-tempered and kind. Kind is a must. You have to be levelheaded, and don't get in too big of a hurry. You need to have a good heart and be willing to get out and help people. A good sense of humor doesn¹t hurt."

Jack was born, raised, and still resides in Cape Girardeau. He and his wife Jeanie have been married for 37 years. They have a daughter and two grandsons. When he¹s not working, Jack enjoys gardening, watching his grandsons play baseball and soccer, and hunting with his squirrel and coon dogs.

For his dedication to his profession and family, and the kindness he has shown to each of his clients, the Taxicab, Limousine & Paratransit Association is proud to name "the cabbie with a heart," Jack Kitchen, as the TLPA 2001 Paratransit & Contracting Driver of the Year.

http://www.tlpa.org/
The Taxicab, Limousine & Paratransit Association is the international trade association that represents taxicab, limousine, sedan, airport shuttle, paratransit, and nonemergency medical fleets worldwide. TLPA Driver of the Year Awards are presented annually to taxicab, limousine & sedan, and paratransit fleet drivers judged to be outstanding by a committee of professional transportation fleet operators.

Here is a document about Portland taxicab problems

THE TAXICAB INDUSTRY IN "CRISIS"
An Overview of taxicab regulations in Portland, Oregon
By: Sean F. Ghassemi, President PMDA
There is a "crisis" in the taxicab industry in Portland. This crisis was not created overnight. It is an ongoing process that has been ignored for a long time by the authorities and people in charge of this industry. When, almost ten years ago, Broadway Cab Company, the largest and the oldest cab company in town filed for bankruptcy and caused all it's drivers to lose their lifetime investments. Nobody in the City of Portland paid any attention. That, itself, was enough to City officials to raise the red flag and question the management style of Broadway Cab. But, they didn't. All they did was to allow a single company, "Trax" (owned by Broadway Cab) to jump in and acquire Broadway Cab Company in its entireties. Whatever connection and 'behind closed doors' activity caused that, is history today. But, that itself was a starting point in igniting the early flames of anger, frustration of so many drivers who lost all their stocks and investments. A majority of long-term drivers were either fired by the new management or quit in exasperation, or had to "shut-up" in reaction to the tyrannical management style with an iron fist to avoid retaliation which resulted in "termination of lease contracts" or simply said, to be terminated from driving.
The changes to Portland Taxicab regulations in 1998 and City's apparent willingness to allow two new taxicab companies to enter the market unfortunately did not address more structural problems within the industry. The structural problems and City's "hands-off" policy in monitoring the cab companies and reluctance to address the real issues, lack of enforcement of rules and regulation, has turned the taxicab industry into a real "crisis".
Taxicabs are an integral part of a city's image. Taxicab industry by far, with a good administration, has the potential to be a key part of the urban transportation system. A well-functioning taxi system also is a valuable resource for visitors, business people, the community at large, the elderly, and the disabled. Taxi system increases the mobility of the population, taxis can offer a viable alternative to the private automobile and a supplement to the public transit system. A good administered and functional taxi system in any city and its use can contribute to economic development and quality of life.
The purpose section of the taxicab regulations of the city of Portland (16.40.001) clearly indicated that: "The purpose of this chapter is to provide for safe, fair, and efficient operation of taxicab. The taxicab industry should be allowed to operate without unnecessary restraint. However, taxicabs constitutes an essential part of the City's transportation system and because transportation so fundamentally effects the City's well-being and that of its citizens, some restriction is necessary to ensure that public safety is protected, the public need provided and the public convenience promoted. It is not the purpose of this chapter to displace competition with regulation of a monopoly public service." On the contrary, the business conduct and performance of the taxicab companies and the overall City regulations and conduct of City authorities toward this purpose does not support the goal of the regulation.
City of Portland has created highly concentrated industry with no incentive or opportunity to compete. Ordinance 16.40.215.d.2 is to ensure that only companies serious about providing quantitative and qualitative services to consumer can obtain permits or maintain the permits they have. In reality, the City and taxicab regulations, along with lack of monitoring and enforcement have created the problems that give rise to more and more regulations, without any solution offered. Because of extra regulations that resulted in monopoly public service, cost of driving taxicab is on the rise. The major cost to the drivers, which in turn impacts the total cost of taxi rides to the public and the taxpayer. (Taxi companies contracting with public school systems and Tri-Met for Tri-Met Lift system.), includes the "kitty". The "kitty" or the weekly fee in fact is the price of monopoly permit that drivers pay to the companies. These monopolies are created by the taxi regulation that are being imposed upon the total cost of taxi rider-ship. The cost of driving a taxicab includes "kitty", add to that cost of gasoline, which the driver must purchase and if the driver owns his/her vehicle, add to that the cost of maintenance and repair of the vehicle. By adding al these, one finds that a driver faces a daily $120.00 deficit before leaving the company parking lot to begin a work shift.
All of these are provided as a platform by the city regulations, to the taxicab companies to freely abuse the system and take full advantage of the drivers. Due to these vague and inconsistent regulations in the major part of the taxicab industry, a taxi company is not longer in the business of being a taxicab and transporting the public. Instead, it is a "leasing company" in the business not to serve the public, rather to "leases" or to "sell spots", the monopoly permits to the drivers. A licensed driver is no longer an employee, working for the cab company, instead a "self-employed lessee" or "independent contractor". A work contract is now a "lease agreement". When a driver is discharged from work, he or she is not fired, rather his or her "driver's agreement" is terminated.
Under the brand of "independent contractor" or "self-employed lessee", drivers are not entitled to unionize (for their own protection against this type of company abuse) or to obtain any statutory employee benefits such as: contribution by employers into the social security fund, payment of unemployment insurance, disability, worker's compensation, let alone any retirement or health benefits. City of Portland requires the cab drivers to obtain a business license for a business they don't own or operate and ironically the business name indicate "Taxicab Driver".
The city officials (Bureau of Licensing which oversees the taxi industry) is in the assumption that these serious companies will not risk their permits by operating their services in a manner contrary to the public interest. City of Portland treats these permits to the companies as a type of a contract, between the companies and the city. By managing supply through the companies rather than issuing permits to individuals [with business licenses], the city is avoiding micro-managing and fragmenting of the taxi industry.
This makes it easier and less expansive to administer the taxi industry. In other words, this mess is called a lazy municipal bureaucracy. In reality, the prohibition of independent operators not only decreased the economic efficiency, it has declined customer service. In this system, drivers have no rights and nobody cares. City only recognizes the companies as legitimate owners of the cabs and have all the rights.
In most cities here in the United States, drivers own their permit for the taxicabs they drive. The taxicabs are being treated as an entity. The cab drivers are truly business people which should have a business license for their business as cab owner, not a cab driver. For driving a taxicab, there are rigid tests that must meet before anyone can obtain a license to operate a vehicle for hire. In Portland, cab companies hire anyone who has a "good driving record", and this is because their insurance company requires that, otherwise that wouldn't even be an issue. The drivers hired enter to driving unable to deal with increasingly higher "kitty", they have to pay every week. They quit before they learn how to be professional cabbies. In comparison, turnover at Radio Cab where a large number of drivers also owners, is approximately 10% to 20% per year, compared to 80% at Broadway Cab where all licenses are owned by the company. Taxicab operations for drivers have become like revolving door. Drivers enter the trade with little or no training or requirements and no knowledge of routes to various destinations. They exit due to high cost of "kitty" without taking the profession seriously.
This is hurting the customers. If the purpose of taxicab regulation was to create a safe, fair and efficient operation of taxicab industry in city of Portland, instead the action of these companies which were supposed to provide service to customers and the public at large have become monopoly "car leasing" and money grabbing companies. If the purpose of taxicab regulation were to promote innovation and adaptation to changing needs and… allow competing. Lack of effective competition and inconsistency of the number of permits amongst the companies have created shortage of certain type of services and have stifled innovation. Except Radio Cab, none of the existing cab companies have any motivation to invest in advertising and customer service [and marketing], let alone innovations. As a result, they have reduced the industry employment, created sweatshop conditions of work for the drivers.
In the driver agreement to lease a vehicle (to be able to work for a company), or "the taxicab lease agreement", there are paragraphs in artificial legal language devoted to a denial that an employee-employer relationship between the cab companies and the drivers exist, this accompanied by a declaration that the person signing the "agreement" is not entitled to any statutory employee benefits and will not ask for them. Furthermore, in the "lease agreement", the driver is assigned to work a shift, ordered to follow certain rules and regulations of the "leasing company", and committed to follow a variety of company policies. Surprisingly, no policy books ever exist and most of the policies are spontaneous.
If one asks why work relationship and conditions are contained in a contract that is suppose to be nothing more than a lease (the term that should essentially deal with rental period and price). The answer is that the "lease agreement is unmitigated fraud, a cover to disguise the true status of the employed driver forced to sign it as a condition of work, backed by the city rules and regulations.
While the City of Portland practicing easier and less expansive method of administering the taxicab system, these companies by paying only a minimal amount of $100.00 per number of permits annually are cashing in millions of dollars in net profit. While the drivers are making $6.00 to 11.50 per hour, according to the Oregon Employment Department, and working long hours of 16-18 hours a day, these companies at the mercy of the City regulations and their buddies in the city Hal are looking for ways to maximize profit at any cost, but cutting services to the public and cutting the drivers share of the market [stealing from drivers].
The situation will change if there were only one category of cab drivers: INDEPENDENT PERMIT OWNER DRIVER. Driver who own their cabs and permits tend to keep them in good shape, take care of business in the city, cultivate passengers by treating them with politeness and adopt the trade at their life's work. [getting personals]. Freed from pressure of high cost of paying for monopoly permits system of cab companies, called "kitty", drivers do not feel compelled to work long hours of 16-18 hours, which creates danger to the drivers, their passengers and the community [other drivers], and they avoid accidents.
In order to address the problems and the crisis created in the taxicab industry, the City of Portland needs to act decisively [and immediate]. The current taxicab Board of Review is out of touch with realities and difficulties of the taxicab industry in Portland. The current crisis needs to be addressed through an unbiased Task Force. The Task Force's goal should be to increase the level of overall service to the community and to improve working conditions for drivers. Through a process of debate, this Task Force can develop many well-reasoned recommendations to these crisis.


Really Helpful Internet Taxi Links

http://www.taxi-l.org -- Comprehensive site on taxis, taxi safety, Independent Contractor info, and much more.

http://clubs.yahoo.com/clubs/taxidriversofamerica -- Yahoo interactive club where you can post messages regarding taxi issues

http://www.taxicab.co.uk -- United Kingdom Taxi Site which links you to taxi sites in countries other than US

http://209.86.243.205/page1.html -- Atlanta Georgia Website -- Welcome to Atlanta's best driving resource. It is a collection of the finest drivers who offer their driving services and also a collection of resources useful to anyone who drives in the Atlanta area. We are constantly updating the site and encourage your input and feedback. Since 1997 we have searched hundreds of thousands of webpages and bookmarked 550+ of the best links which make up this website.

http://www.taxicabusa.com -- Part of CoachUSA site. 18 states have taxicabusa service.

http://www.licenses.ci.portland.or.us/Regulatory/Taxi/taxi.htm -- For taxi regulations in Portland

http://195.92.250.96/pco/taxi4.htm -- London Taxi Website

http://www.portofportland.com -- In case you need something from the Port of Portland, here is their site.

http://www.linkupalaska.com/usa -- Lots of governmental information on all states in US

http://www.sfgov.org/taxicommission/agendas.htm -- San Francisco's Taxicab Commission Agendas

http://www.cityofseattle.net/finance/consumer/fstaxi.htm -- Start here for Seattle's taxicab inspection program. Search "taxicab" for more taxi information in Seattle, WA.

http://www.taxidriversafety.org -- taxi site on safety in US.

http://www.taxi-l.org/portland01.htm -- Check out this 1998 paper: "An Economic Analysis of
Taxicab Regulation in Portland, Oregon"

FROM THE UNITED STATES DEPARTMENT OF LABOR
INTERESTING FACTS AND AT THE VERY LEAST ...A GOOD READ....WEBSITE http://stats.bls.gov/oco/ocos245.htm
ENJOY*

Significant Points

Taxi drivers and chauffeurs can work all schedules, including full-time, part-time, night, evening, and weekend work.
Job opportunities will be good because replacement needs are high(many people work in these jobs for short periods.
Many taxi drivers and chauffeurs like the independent, unsupervised work of driving their automobile.


Nature of the Work [About this section] Top

Anyone who has been in a large city knows the importance of taxi and limousine service. Taxi drivers, also known as cab drivers, help passengers get to and from their homes, workplaces, and recreational pursuits such as dining, entertainment, and shopping. They also help out-of-town business people and tourists get around in new surroundings.
At the start of their driving shift, taxi drivers usually report to a taxicab service or garage where they are assigned a vehicle, most frequently a large, conventional automobile modified for commercial passenger transport. They record their name, work date, and cab identification number on a trip sheet. Drivers check the cab's fuel and oil levels, and make sure the lights, brakes, and windshield wipers are in good working order. Drivers adjust rear and side mirrors and their seat for comfort. Any equipment or part not in good working order is reported to the dispatcher or company mechanic.

Taxi drivers pick up passengers in one of three ways: cruising the streets to pick up random passengers; prearranged pickups; and pickups from taxi stands established in highly trafficked areas. In urban areas, the majority of passengers hail or "wave down" drivers cruising the streets. Customers may also prearrange a pickup by calling a cab company and giving a location, approximate pick up time, and destination. The cab company dispatcher then relays the information to a driver by two-way radio, cellular telephone, or on-board computer. Outside of urban areas, the majority of trips are dispatched in this manner. Drivers also pick up passengers waiting at cabstands or in taxi lines at airports, train stations, hotels, and other places where people frequently seek taxis.

Some drivers transport individuals with special needs, such as those with disabilities and the elderly. These drivers, also known as paratransit drivers, operate specially equipped vehicles designed to accommodate a variety of needs in nonemergency situations. Although special certification is not necessary, some additional training on the equipment and passenger needs may be required.

Drivers should be familiar with streets in the areas they serve so they can use the most efficient route to destinations. They should know the locations of frequently requested destinations, such as airports, bus and railroad terminals, convention centers, hotels, and other points of interest. In case of emergency, the driver should also know the location of fire and police stations and hospitals.

Upon reaching the destination, drivers determine the fare and announce it to the rider. Fares often consist of many parts. In many cabs, a taximeter measures the fare based on the length of the trip and the amount of time the trip took. Drivers turn the taximeter on when passengers enter the cab and turn it off when they reach the final destination. The fare also may include a surcharge for additional passengers, a fee for handling luggage, or a drop charge—an additional flat fee added for the use of the cab. In some cases, fares are determined by a system of zones through which the taxi passes during a trip. Each jurisdiction determines the rate and structure of the fare system covering licensed taxis. Passengers generally add a tip or gratuity to the fare. The amount of the gratuity depends on the passengers' satisfaction with the quality and efficiency of the ride and courtesy of the driver. Drivers issue receipts upon request from the passenger. They enter onto the trip sheet all information regarding the trip, including the place and time of pick-up and drop-off and the total fee. These logs help check the driver's activity and efficiency. Drivers also must fill out accident reports when necessary.

Chauffeurs operate limousines, vans, and private cars for limousine companies, private businesses, government agencies, and wealthy individuals. This service differs from taxi service in that all trips are prearranged. Many chauffeurs transport customers in large vans between hotels and airports, bus, or train terminals. Others drive luxury automobiles, such as limousines, to business events, entertainment venues, and social events. Still others provide full-time personal transportation for wealthy families and private companies.

At the start of the workday, chauffeurs ready their automobiles or vans for use. They inspect the vehicle for cleanliness and, when needed, vacuum the interior and wash the exterior body, windows, and mirrors. They check fuel and oil levels and make sure the lights, tires, brakes, and windshield wipers work. Chauffeurs may perform routine maintenance and make minor repairs, such as changing tires or adding oil and other fluids when needed. If a vehicle requires more complicated repair, they take it to a professional mechanic.

Chauffeurs cater to passengers with attentive customer service and a special regard for detail. They help riders into the car by holding open doors, holding umbrellas when raining, and loading packages and luggage into the trunk of the car. They may perform errands for their employers such as delivering packages or picking up clients arriving at airports. Many chauffeurs offer conveniences and luxuries in their limousines to insure a pleasurable ride, such as newspapers, magazines, music, drinks, televisions, and telephones. A growing number of chauffeurs work as full-service executive assistants, simultaneously acting as driver, secretary, and itinerary-planner.



Working Conditions [About this section] Top

Taxi drivers and chauffeurs occasionally have to load and unload heavy luggage and packages. Driving for long periods can be tiring and uncomfortable, especially in densely populated urban areas. Drivers must be alert to conditions on the road, especially in heavy and congested traffic or in bad weather. They must take precautions to prevent accidents and avoid sudden stops, turns, and other driving maneuvers that would jar passengers. Taxi drivers also risk robbery because they work alone and often carry large amounts of cash.
Work hours of taxi drivers and chauffeurs vary greatly. Some jobs offer full-time or part-time employment with work hours that can change from day to day or remain the same every day. It is often necessary for drivers to report to work on short notice. Chauffeurs who work for a single employer may be on call much of the time. Evening and weekend work are common for limousine and taxicab services.

The needs of the client or employer dictate the work schedule for chauffeurs. The work of taxi drivers is much less structured. Working free from supervision, they may break for a meal or a rest whenever their vehicle is unoccupied. This occupation is attractive to individuals seeking flexible work schedules, such as college and postgraduate students. Similarly, other service workers such as ambulance drivers and police officers often consider moonlighting as taxi drivers and chauffeurs.

Full-time taxi drivers usually work one shift a day, which may last from 8 to 12 hours. Part-time drivers may work half a shift each day, or work a full shift once or twice a week. Drivers may work shifts at all times of the day and night, because most taxi companies offer services 24 hours a day. Early morning and late night shifts are common. Drivers work long hours during holidays, weekends, and other special events that support heavier demand for their services. Independent drivers, however, often set their own hours and schedules.

Design improvements in newer cabs have reduced stress and increased the comfort and efficiency of drivers. Many regulators require standard amenities such as air conditioning and general upkeep of the vehicles. Modern taxicabs also are sometimes equipped with sophisticated tracking devices, fare meters, and dispatching equipment. Satellites and tracking systems link many of these state-of-the-art vehicles with company headquarters. In a matter of seconds, dispatchers can deliver directions, traffic advisories, weather reports, and other important communications to drivers anywhere in the transporting area. The satellite link-up also allows dispatchers to track vehicle location, fuel consumption, and engine performance. Drivers can easily communicate with dispatchers to discuss delivery schedules and courses of action should there be mechanical problems. For instance, automated dispatch systems help dispatchers locate the closest driver to a customer in order to maximize efficiency and quality of service. When threatened with crime or violence, drivers may have special "trouble lights" to alert authorities of emergencies and guarantee that help arrives quickly.

Taxi drivers and chauffeurs meet many different types of people. Dealing with rude customers and waiting for passengers requires patience. Many municipalities and taxicab and chauffeur companies require taxi drivers to wear clean and neat clothes. Many chauffeurs wear formal attire such as a tuxedo, a coat and tie, a dress, or a uniform and cap.


Employment [About this section] Top

Taxi drivers and chauffeurs held about 176,000 jobs in 2000. Almost one-third worked for local and suburban passenger transportation and taxicab companies. Others worked for service oriented companies such as automotive dealers, automotive rental agencies, hotels, healthcare facilities, and social services agencies. About 27 percent were self-employed.

Training, Other Qualifications, and Advancement [About this section] Top

Local governments set license standards and requirements for taxi drivers and chauffeurs that include minimum qualifications for driving experience and training. Many taxi and limousine companies set higher standards than required by law. It is common for companies to review applicants' medical, credit, criminal, and driving records. In addition, many companies require a higher minimum age and prefer that drivers be high school graduates.
Persons interested in driving a limousine or taxicab must first have a regular automobile driver's license. They also must acquire a chauffeur or taxi driver's license, commonly called a "hack" license. Local authorities generally require applicants for a hack license to pass a written exam or complete a training program that may include up to 80 hours of classroom instruction. To qualify through either an exam or a training program, applicants must know local geography, motor vehicle laws, safe driving practices, regulations governing taxicabs, and display some aptitude for customer service. Many training programs include a test on English proficiency, usually in the form of listening comprehension; applicants who do not pass the English exam must take an English course along with the formal driving program. In addition, some classroom instruction includes route management, map reading, and service for passengers with disabilities. Many taxicab or limousine companies sponsor applicants and give them a temporary permit that allows them to drive, although they may not yet have finished the training program or passed the test. However, some jurisdictions, such as New York City, have discontinued this practice and now require driver applicants to complete the licensing process before operating a taxi or limousine.

Some taxi and limousine companies give new drivers on-the-job training. They show drivers how to operate the taximeter and communications equipment, and how to complete paperwork. Other topics covered may include driver safety and popular sightseeing and entertainment destinations. Many companies have contracts with social service agencies and transportation services to transport elderly and disabled citizens in non-emergency situations. To support these services, new drivers may get special training on how to handle wheelchair lifts and other mechanical devices.

Taxi drivers and chauffeurs should be able to get along with many different types of people. They must be patient when waiting for passengers or when dealing with rude customers. It is also helpful for drivers to be tolerant and have even tempers when driving in heavy and congested traffic. Drivers should be dependable because passengers rely on them to be picked up at a prearranged time and taken to the correct destination. To be successful, drivers must be responsible and self-motivated because they work with little supervision. Increasingly, companies encourage drivers to develop their own loyal customer base to improve their businesses.

The majority of taxi drivers and chauffeurs are called "lease drivers." Lease drivers pay a daily, weekly, or monthly fee to the company allowing them to lease their vehicle. In the case of limousines, leasing also allows the driver access to the company's dispatch system. The fee may also include a charge for vehicle maintenance, insurance, and a deposit on the vehicle. Lease drivers may take their cars home with them when they are not on duty.

Opportunities for advancement are limited for taxi drivers and chauffeurs. Experienced drivers may obtain preferred routes or shifts. Some advance to dispatcher or manager jobs; others may start their own limousine company. On the other hand, many drivers like the independent, unsupervised work of driving their automobile.

In small and medium-size communities, drivers are sometimes able to buy their taxi, limousine, or other type of automobile and go into business for themselves. These independent owner-drivers require an additional permit allowing them to operate their vehicle as a company. Some big cities limit the number of operating permits. In these cities, drivers become owner-drivers by buying permits from owner-drivers who leave the business. Although many owner-drivers are successful, some fail to cover expenses and eventually lose their permit and automobile. Good business sense and courses in accounting, business, and business arithmetic can help an owner-driver become successful. Knowledge of mechanics enables owner-drivers to perform routine maintenance and minor repairs to cut expenses.


Job Outlook [About this section] Top

Persons seeking jobs as taxi drivers and chauffeurs should encounter good opportunities. Many job openings will occur each year as drivers transfer to other occupations or leave the labor force. However, opportunities for drivers vary greatly in terms of earnings, work hours, and working conditions, depending on economic and regulatory conditions. Opportunities should be best for persons with good driving records and the ability to work flexible schedules.
Employment of taxi drivers and chauffeurs is expected to grow faster than the average for all occupations through the year 2010, as local and suburban travel increases with population growth. Employment growth will also stem from Federal legislation requiring increased services for persons with disabilities. Opportunities should be best in rapidly growing metropolitan areas.

Job opportunities can fluctuate from season to season and from month to month. Extra drivers may be hired during holiday seasons and peak travel and tourist times. During economic slowdowns, drivers are seldom laid off but they may have to increase their working hours, and earnings may decline somewhat. In economic upturns, job openings are numerous as drivers leave the occupation for other opportunities.


Earnings [About this section] Top

Earnings of taxi drivers and chauffeurs vary greatly, depending on the number of hours worked, customers' tips, and other factors. Median hourly earnings of salaried taxi drivers and chauffeurs, including tips, were $8.19 in 2000. The middle 50 percent earned between $6.68 and $10.46 an hour. The lowest 10 percent earned less than $5.86, and the highest 10 percent earned more than $13.47 an hour. Median hourly earnings in the industries employing the largest numbers of taxi drivers and chauffeurs in 2000 were as follows:

Local and suburban transportation $8.58
Taxicabs 8.34 S
Automotive rentals, no drivers 7.93
Hotels and motels 7.51
Personnel supply services 6.63


According to limited information available, the majority of self-employed taxi owner-drivers earned from about $20,000 to $30,000 annually, including tips. However, professional drivers with a regular clientele often earn more. Many chauffeurs who worked full time earned from about $25,000 to $50,000, including tips. Earnings were generally higher in urban areas.

Related Occupations [About this section] Top

Other workers who have similar jobs include ambulance drivers, except emergency medical technicians; busdrivers; and truckdrivers and driver/sales workers.

Sources of Additional Information [About this section] Top

Disclaimer: Links to non-BLS Internet sites are provided for your convenience and do not constitute an endorsement.

Information on licensing and registration of taxi drivers and chauffeurs is available from offices of local governments regulating taxicabs. For information about work opportunities as a taxi driver or chauffeur, contact local taxi or limousine companies or State employment service offices.
For general information about the work of taxi drivers and the taxi industry, contact:

Taxi, Limousine, and Paratransit Association, 3849 Farragut Ave., Kensington, MD 20895.
For general information about the work of limousine drivers, contact:

National Limousine Association, 2365 Harrodsburg Rd., Suite A325, Lexington, KY 40504. Telephone (tollfree): 800-652-7007.


Selected industries employing taxi drivers and chauffeurs that appear in the 2002-03 Career Guide to Industries:

Health services
Hotels and other lodging places
Personnel supply services
Social services, except child care