2014 Taxicab Fact Book
The Taxicab Fact Book was last published in 2006 by Schaller Consulting. Since then, many changes have occurred, allowing us to take a
new look at how yellow taxis operate in New York City. The largest change has been the introduction of the Taxi Passenger Enhancement
Program (TPEP), a technology initiative which introduced credit card readers to all taxis in 2008. Along with this came the collection
of electronic trip-sheet data, replacing handwritten paper trip -sheets with independent records including information on pick-up and
drop-off times and locations and itemized fare amounts. With the new TPEP data, we are able to take a look at taxi patterns from all taxis
without having to rely on samples of trip-sheets.
The 2014 Taxicab Fact Book is a quick look at the state of the yellow taxi industry (with a brief look at the other for-hire vehicle industries).
This will be the rst in a regular summary of taxi trends in New York City. Not only does the 2014 Fact Book contain updated statistics on
total trips and fares, but it also provides unique looks at trip patterns by borough, shifts and taxi availability, and driver and passenger
demographics.
Liveries (also known as Car Services or Community Cars)
Provide for-hire service by pre-arrangement
Around 500 base stations located throughout the five boroughs
About
25,000 vehicles
Vehicles must be affiliated with a base
Average age of vehicles is about
7 years
Passengers: about 500,000 per day
Fare: set by base and varies by neighborhood
Regulations
Trip must be prearranged via bases
Street hailing not permitted
Wide variety of vehicle types (TLC inspection once every 2 years)
Open entry
Black Cars
Provide service mostly for corporate clients, setting fares by contracts with clients
Around 80 base stations located throughout the five boroughs
About
10,000 vehicles
Vehicles must be affiliated with a base
Average age of vehicles is about
5.5 years
Regulations
Prearranged contracted service, 90% non-cash basis
Wide variety of vehicle types (TLC inspection once every 2 years)
Open entry
Other Industries
Paratransit
Provide transportation for healthcare facilites
About 2,000 vehicles
Over
200 paratransit providers
Luxury Limousines
Provide chartered service
About 7,000 vehicles
Over
200 companies
Commuter Vans
Provide service for passengers along fixed routes
About 500 vehicles
Around
50 van authorizations
There are 13,437 medallions, the right to run a yellow taxi
A typical taxi travels
70,000 miles per year, enough to travel around the world 2.8 times
The average age of a taxi vehicle is
3.3 years
60% of taxi vehicles are hybrid-electric vehicles and 2% of taxi vehicles are wheelchair-accessible
The are over
50,000 drivers
A typical driver shift is 9.5 hours
Passengers:
600,000 per day | 236 MILLION per year
Models of Operation
Fleets
Run garages that own and operate many taxis
Drivers lease the taxi on a daily or weekly basis
The lease fee is capped according to TLC regulations
Driver-Owned Vehicles (DOV)
Driver conditionally owns the car but leases the medallion from an agent who manages it for an owner
Individual Owner-Operators
Driver owns car and medallion and is required to drive at least 210 shifts per year
Regulations
Street hails or e-hails anywhere in NYC
Accessible vehicles are required to participate in Accessible Dispatch program
TLC sets rate of fare
Specific vehicle standards (TLC inspection 3 times per year)
Closed entry with a fixed supply
Drivers must be able to read, speak, and understand English
YELLOW TAXIS BORO TAXIS OTHER FOR HIRE VEHICLES (FHVs)
Trips: 485,000 per day | 175 MILLION per year
Boro Taxis were created as a new class of license in 2012
to provide legal, yellow-caliber taxi service to the boroughs,
since 94% of yellow taxi pick-ups occur either in Manhattan
or at one of the airports.
18,000 Boro Taxi permits are being issued in three groups of
6,000. The first group of 6,000 has been sold, with the second
issuance planned for June 2014.
Boro Taxis are not permitted to pick up passengers in
Manhattan below E 96th Street or W 110th Street or to
serve airport taxi queues
Boro Taxis are a hybrid service, providing both street-hail
and prearranged for-hire vehicle services.
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in Boro Zone in Boro Zone
JFK
LGA
West 110 Street
East 96 Street
BRONX
MANHATTAN
QUEENS
BROOKLYN
STATEN ISLAND
Boro Taxi Service Areas
Anywhere Anywhere
For more on medallions, see p 12
For more on drivers, see p 9-10
For more on shifts, see p 8
For more on passengers, see p 11
For more on inspections, see p 13
For more on trips, see p 3-6
For more on yellow trips
by borough, see p 5-6
For more on inspections, see p 13
For more on inspections, see p 13
For more on Boro Taxis, including new facts
on a brand new service, check out the next
Taxicab Fact Book!
1
Liveries (also known as Car Services or Community Cars)
Provide for-hire service by pre-arrangement
Around 500 base stations located throughout the five boroughs
About
25,000 vehicles
Vehicles must be affiliated with a base
Average age of vehicles is about
7 years
Passengers: about 500,000 per day
Fare: set by base and varies by neighborhood
Regulations
Trip must be prearranged via bases
Street hailing not permitted
Wide variety of vehicle types (TLC inspection once every 2 years)
Open entry
Black Cars
Provide service mostly for corporate clients, setting fares by contracts with clients
Around 80 base stations located throughout the five boroughs
About
10,000 vehicles
Vehicles must be affiliated with a base
Average age of vehicles is about
5.5 years
Regulations
Prearranged contracted service, 90% non-cash basis
Wide variety of vehicle types (TLC inspection once every 2 years)
Open entry
Other Industries
Paratransit
Provide transportation for healthcare facilites
About 2,000 vehicles
Over
200 paratransit providers
Luxury Limousines
Provide chartered service
About 7,000 vehicles
Over
200 companies
Commuter Vans
Provide service for passengers along fixed routes
About 500 vehicles
Around
50 van authorizations
There are 13,437 medallions, the right to run a yellow taxi
A typical taxi travels
70,000 miles per year, enough to travel around the world 2.8 times
The average age of a taxi vehicle is
3.3 years
60% of taxi vehicles are hybrid-electric vehicles and 2% of taxi vehicles are wheelchair-accessible
The are over
50,000 drivers
A typical driver shift is 9.5 hours
Passengers:
600,000 per day | 236 MILLION per year
Models of Operation
Fleets
Run garages that own and operate many taxis
Drivers lease the taxi on a daily or weekly basis
The lease fee is capped according to TLC regulations
Driver-Owned Vehicles (DOV)
Driver conditionally owns the car but leases the medallion from an agent who manages it for an owner
Individual Owner-Operators
Driver owns car and medallion and is required to drive at least 210 shifts per year
Regulations
Street hails or e-hails anywhere in NYC
Accessible vehicles are required to participate in Accessible Dispatch program
TLC sets rate of fare
Specific vehicle standards (TLC inspection 3 times per year)
Closed entry with a fixed supply
Drivers must be able to read, speak, and understand English
YELLOW TAXIS BORO TAXIS OTHER FOR HIRE VEHICLES (FHVs)
Trips: 485,000 per day | 175 MILLION per year
Boro Taxis were created as a new class of license in 2012
to provide legal, yellow-caliber taxi service to the boroughs,
since 94% of yellow taxi pick-ups occur either in Manhattan
or at one of the airports.
18,000 Boro Taxi permits are being issued in three groups of
6,000. The first group of 6,000 has been sold, with the second
issuance planned for June 2014.
Boro Taxis are not permitted to pick up passengers in
Manhattan below E 96th Street or W 110th Street or to
serve airport taxi queues
Boro Taxis are a hybrid service, providing both street-hail
and prearranged for-hire vehicle services.
S
t
r
e
e
t
H
a
i
l
s
A
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p
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P
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a
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P
r
e
a
r
r
a
n
g
e
d
in Boro Zone in Boro Zone
JFK
LGA
West 110 Street
East 96 Street
BRONX
MANHATTAN
QUEENS
BROOKLYN
STATEN ISLAND
Boro Taxi Service Areas
Anywhere Anywhere
For more on medallions, see p 12
For more on drivers, see p 9-10
For more on shifts, see p 8
For more on passengers, see p 11
For more on inspections, see p 13
For more on trips, see p 3-6
For more on yellow trips
by borough, see p 5-6
For more on inspections, see p 13
For more on inspections, see p 13
For more on Boro Taxis, including new facts
on a brand new service, check out the next
Taxicab Fact Book!
22014 Taxicab Fact Book
100,000
200,000
300,000
400,000
500,000
600,000
700,000
2009
20112010
2012 2013
JAN FEB
MAR APR
MAY
JUN
JUL AUG SEP OCT
NOV
DEC
JAN
FEB
MAR APR MAY JUN
JUL AUG
SEP
OCT
NOV DEC
JAN
FEB MAR APR
MAY
JUN
JUL
AUG
SEP OCT
NOV DEC
JAN
FEB MAR
APR
MAY JUN
JUL
AUG SEP OCT
NOV DEC JAN
FEB MAR APR
MAY
JUN
JUL AUG SEP OCT
NOV
DEC
29,092
72,019
113,794
593,094
591,464
597,327
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV
2008
2009
2010
2011
2012
2013
HIGH LOW
MONTHS WITH HIGHEST & LOWEST AVERAGE DAILY TRIPS
no data
Average daily taxi usage is typically highest
in the spring months and lowest in the summer months
Days with fewer than 350,000 trips can be explained
by either holidays or major weather events
WEATHER EVENTS
HOLIDAYS
New Year’s Day 2009 2011 2012 2013
2009 2010 2012 2013
2009 2010 2013
2009 2010
2011
2012 2013
2009 2010 2011 2012 2013
2008 2009 2010 2011 2012
Memorial Day
Independence Day
Labor Day
Thanksgiving
Christmas
The most trips between 2008 and 2013 occurred on
December 11, 2009, a Friday.
Other top days include
February 12, 2011 & February 11 2012,
both Saturdays around
10/29/2012
29,029
113,794
72,019
Blizzard
Hurricane Irene
Superstorm Sandy
Most significant events
12/27/2010
8/28/2011
Valentine’s Day
Years with under 350,000 trips
485,000
trips/day
Date
Trips
no data
Yellow taxis provide an average of
The average trip distance is
2.6 miles
20% of all trips are less than 1 mile (about 20 Manhattan blocks)
99% of all trips are less than 12 miles
0%
10%
20%
< ½
½ to < 1
1 to < 1 ½
1 ½ to < 2
2 to < 2 ½
2 ½ to < 3
3 to < 3 ½
3 ½ to < 4
4 to < 4 ½
4 ½ to < 5
5 to < 5 ½
5 ½ to < 6
6 to < 6 ½
6 ½ to < 7
7 to < 7 ½
7 ½ to < 8
8 to < 8 ½
8 ½ to < 9
9 to < 9 ½
9 ½ to < 10
10 to < 10 ½
10 ½ to < 11
11 to < 11 ½
11 ½ to < 12
12 to < 12 ½
12 ½ to < 13
13 to < 13 ½
13 ½ to < 14
14 to < 14 ½
14 ½ to < 15
15 to < 15 ½
15 ½ to < 16
16 to < 16 ½
16 ½ to < 17
17 to < 17 ½
17 ½ to < 18
18 to < 18 ½
18 ½ to < 19
19 to < 19 ½
19 ½ to < 20
20 +
Trip Distance
Daily Trips
12/2008 to 11/2013
3
100,000
200,000
300,000
400,000
500,000
600,000
700,000
2009
20112010
2012 2013
JAN FEB
MAR APR
MAY
JUN
JUL AUG SEP OCT
NOV
DEC
JAN
FEB
MAR APR MAY JUN
JUL AUG
SEP
OCT
NOV DEC
JAN
FEB MAR APR
MAY
JUN
JUL
AUG
SEP OCT
NOV DEC
JAN
FEB MAR
APR
MAY JUN
JUL
AUG SEP OCT
NOV DEC JAN
FEB MAR APR
MAY
JUN
JUL AUG SEP OCT
NOV
DEC
29,092
72,019
113,794
593,094
591,464
597,327
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
DEC
JAN
FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN
FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV
2008
2009
2010
2011
2012
2013
HIGH LOW
MONTHS WITH HIGHEST & LOWEST AVERAGE DAILY TRIPS
no data
Average daily taxi usage is typically highest
in the spring months and lowest in the summer months
Days with fewer than 350,000 trips can be explained
by either holidays or major weather events
WEATHER EVENTS
HOLIDAYS
New Year’s Day 2009 2011 2012 2013
2009 2010 2012 2013
2009 2010 2013
2009 2010
2011
2012 2013
2009 2010 2011 2012 2013
2008 2009 2010 2011 2012
Memorial Day
Independence Day
Labor Day
Thanksgiving
Christmas
The most trips between 2008 and 2013 occurred on
December 11, 2009, a Friday.
Other top days include
February 12, 2011 & February 11 2012,
both Saturdays around
10/29/2012
29,029
113,794
72,019
Blizzard
Hurricane Irene
Superstorm Sandy
Most significant events
12/27/2010
8/28/2011
Valentine’s Day
Years with under 350,000 trips
485,000
trips/day
Date
Trips
no data
Yellow taxis provide an average of
The average trip distance is
2.6 miles
20% of all trips are less than 1 mile (about 20 Manhattan blocks)
99% of all trips are less than 12 miles
0%
10%
20%
< ½
½ to < 1
1 to < 1 ½
1 ½ to < 2
2 to < 2 ½
2 ½ to < 3
3 to < 3 ½
3 ½ to < 4
4 to < 4 ½
4 ½ to < 5
5 to < 5 ½
5 ½ to < 6
6 to < 6 ½
6 ½ to < 7
7 to < 7 ½
7 ½ to < 8
8 to < 8 ½
8 ½ to < 9
9 to < 9 ½
9 ½ to < 10
10 to < 10 ½
10 ½ to < 11
11 to < 11 ½
11 ½ to < 12
12 to < 12 ½
12 ½ to < 13
13 to < 13 ½
13 ½ to < 14
14 to < 14 ½
14 ½ to < 15
15 to < 15 ½
15 ½ to < 16
16 to < 16 ½
16 ½ to < 17
17 to < 17 ½
17 ½ to < 18
18 to < 18 ½
18 ½ to < 19
19 to < 19 ½
19 ½ to < 20
20 +
Trip Distance
Daily Trips
12/2008 to 11/2013
42014 Taxicab Fact Book
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1,000
2,000
3,000
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7,000
8,000
MON TUE WED THU FRI SAT SUN
PICK-UPS
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1,000
2,000
3,000
4,000
5,000
6,000
7,000
8,000
MON TUE WED THU FRI SAT SUN
DROP-OFFS
QUEENS
BROOKLYN
STATEN ISLAND
MANHATTAN
BRONX
JFK
LGA
TRIP
TRENDS
BY
BORO
Average Total Pick-ups and Drop-offs by Time of Day (15-minute increments)
Source: NYC TLC TPEP Trip-sheet data, 2012
Borough % of all Taxi
Pick-ups
Manhattan 90.3%
Bronx 0.9%
Brooklyn 3.1%
Queens 1.5%
Staten Island 0.8%
Airports 3.5%
New York City 100.0%
Yellow taxi activity is centered on Manhattan, where
90.3% of taxi pick-ups occur. After Manhattan, the
area with the highest percentage of pick-ups is at
the airports, which together account for 3.5% of all
pick-ups. Taxi activity in the boroughs outside of the
airports is scarce: in total, about 6.2% of all pick-ups
occur in these areas. The borough with the largest
share is Brooklyn, where 3.1% of all taxi pick-ups occur,
followed by Queens with 1.5%, the Bronx with 0.9%, and
Staten Island with 0.8%.
Looking at trip patterns by time of day and day of week,
Manhattan continues to be the primary borough where
pick-ups occur. However, there are a few times of
day where pick-ups in Brooklyn and Queens and at the
airports make up a higher share of all pick-ups than
usual. The Brooklyn share of pick-ups reaches its
peaks overnight, usually between 10PM and 5AM. The
average weekly peak occurs early Sunday mornings
when Brooklyn pick-ups make up 8% of all pick-ups
between 1:30AM and 2:30AM (representing about 1,800
taxi pick-ups on average for this hour). The Queens
share of pick-ups reaches its peaks at the start of the
AM shift, likely due to the fact that most taxi garages
are located in Northwestern Queens. Most mornings
between 4:30AM and 6:00AM, about 5-6% of all pick-
ups occur in Queens.
At the airports, daily peaks occur in the AM around
5:30AM and in the evening around 4:30PM, and these
peaks range from representing 4% to 7% of all pick-
ups. The weekly peak occurs late on Sunday evenings,
where taxi trafc is generally low, when pick-ups at the
airport represent about 8% of all taxi pick-ups. From
6PM to midnight on Sunday evenings, around 1,250
taxi pick-ups occur each hour, on average. This is not
signicantly higher than the volumes at the airports
during other peaks, but with fewer taxis on the road at
this time, these trips make up a higher proportion of
all trips. Pick-ups in the Bronx and Staten Island, on
average, do not make up more than 1% of all trips at
any given point in time during the week.
Weekly peaks in the percentage of trips ending outer
boroughs are even higher than for pick-ups. Taxi trips
5
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
2011 2012 2013
5%
10%
15%
20%
25%
30%
LAGUARDIA AIRPORT
5%
10%
15%
20%
25%
30%
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
NOV
DEC
JAN
FEB
MAR
APR
MAY
JUN
JUL
AUG
SEP
OCT
2011 2012 2013
JFK AIRPORT
Percentage of Airport Passengers Arriving or Departing by
or
ending in Brooklyn peak at about 18% of all trips, on
average, on Saturdays at 4:45AM, reaching similar
levels early mornings between 2:00AM and 5:00AM. On
Saturdays between midnight and 3:00AM, around 3,100
taxi trips end in Brooklyn each hour, on average. In
Queens, drop-off peaks occur at similar times, with a
weekly average peak in drop-offs representing 13% of
all drop-offs on Saturday at 5:15AM. Around 1,650 trips
per hour end in Queens, on average, for Saturdays be-
tween midnight and 3:00AM. Drop-offs at the airports
peak in the AM between 4:30AM and 6:30AM. On Monday
AM, around 21% of all taxi trips end at the airports
between 5:00AM and 5:30AM, on average. Trips ending
in the Bronx peak at about 3% of all trips on Saturday
and Sunday mornings between 4:30AM and 5:30AM.
Taxis are an important mode of transportation to and
from the New York City airports. Not only do taxi trips
to or from the airport represent 5% of all taxi trips,
taxis serve a large portion of all airport passengers.
From 2011 to 2013, yellow taxis serve, on average, 26%
of all passengers arriving to or departing from LaGuar-
dia Airport
1
. At JFK Airport, taxis serve about 10% of
all arrivals and departures. The AirTrain at JFK, which
travels between the terminals and the Howard Beach
station on the A subway line and the Jamaica station on
the E,J, and Z subway lines and the Long Island Railroad,
carries an equal share of airport passengers (an aver-
age of about 11% of all passengers).
Some seasonality exists for taxi travel to and from the
airports. In July and August of each year from 2011 to
2013, the share of airport passengers traveling by taxi
drops a few percentage points.
Source: NYC TLC TPEP Trip-sheet data, 2011-2013; PANYNJ Annual and Monthly Airport Trafc Reports, 2011-2013
1 Passenger volumes at airports from annual and monthly Airport Trafc Reports
published by the Port Authority of New York and New Jersey.
62014 Taxicab Fact Book
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MON TUE WED THU FRI SAT SUN
$5.00
$10.00
$15.00
$20.00
$25.00
$30.00
$35.00
$40.00
$45.00
$50.00
GROSS REVENUE/HOUR
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
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$5.00
$10.00
$15.00
$20.00
$25.00
$30.00
$35.00
$40.00
$45.00
$50.00
NET REVENUE/HOUR
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
2008 2009 2010 2011 2012 2013
CREDIT CARD USAGE
The average yellow taxi fare in 2013 was $13.40,
an increase from 2012, when the average fare was
$11.98. This increase of average fares is mostly due
to an increase in the rate of fare, which took effect in
September 2012.
The average revenue taken in by a taxi driver varies
by time of day and day of week. Average hourly gross
revenue ranges from around $26 for Wednesdays at
3AM to just over $44 for Thursdays at 10PM. After ac-
counting for hourly expenses, including $1.43 per hour
for fuel
1
and amortized lease payments ranging from
$9.58 to $11.58 per hour, hourly net revenue ranges
from $14 for Wednesday at 3AM to $31 for Thursdays at
10PM. In comparison, according to the Bureau of Labor
Statistics, bus drivers make an average of about $21
per hour, which falls in the middle of the range for taxi
drivers. It is important to note, however, that unlike
bus drivers, taxi drivers do not receive employer-
sponsored benets.
Before TPEP systems were introduced to all yellow taxis
in late 2008, no taxis accepted credit cards. At the
time when credit card readers had been installed in all
taxis in late 2008, passengers paid by credit card for
less than 20% of all trips, and the share of trips paid by
credit card has grown steadily since then. Today, pay-
ing with a credit card is more popular than paying with
cash, as 55% of all trips are paid by credit card.
Tipping
Tipping by taxi passengers has remained rather con-
stant for the last few years, holding at an average tip of
18%. This tip percentage persisted even after the fare
increase in late 2012, meaning drivers are making more
in tips since the base for the tip is now higher.
Taxi Fares in NYC Compared to Other Cities
While a ride in a New York taxi may cost more than tak-
ing one of the city’s buses or trains, the average New
York taxi fare ranks relatively in the middle compared
to taxi fares nationwide. In a study of the nation’s 60
largest metropolitan areas, New York ranked 42nd for
a one-mile cab ride with an average fare of $6.31. For
a ve-mile cab ride, New York came in at 46th and for
a ten-mile ride, it ranked 47th. In each category, New
York was less expensive than Boston, Los Angeles,
San Francisco, and San Jose. This trend holds true,
even after the 2012 fare increase. New York is more
expensive than the national average, however
2
. This
represents a change from 2006, when the average New
York cab fare at the time was slightly below average,
coming in 11th out of 14 major U.S. cities with 1,300 or
more metered taxi cabs.
3
Average Driver Fare Revenue per Hour (Gross and Net)
Source: NYC TLC TPEP Trip-sheet data, 2013 and estimates of amortized hourly vehicle lease payments and gas expenses
Source: NYC TLC TPEP Trip-sheet data, 2013
Source: NYC TLC TPEP Trip-sheet data, 2008-2013
Monthly Average Percentage of Trips Paid by Credit Card
1 Assumes an average of 11.5 miles travelled per hour, the taxi eet average fuel
economy of 29 MPG, and the 2013 average gas price of $3.602 per gallon (from eia.
gov)
2 Nationwide comparisons from taxifarender.com
3 Shaller Consulting, “The New York City Taxicab Fact Book,” March 2006.
7
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
MON TUE WED THU FRI SAT SUN
10%
20%
15%
5%
SHIFT STARTS
Double-Shifted Medallions
Single-Shifted Medallions
2,000
4,000
6,000
8,000
10,000
12,000
13,237
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
MON TUE WED THU FRI SAT SUN
TAXIS on the ROAD
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
12 AM
4 AM
8 AM
12 PM
4 PM
8 PM
10%
20%
30%
40%
50%
60%
70%
80%
90%
100%
MON TUE WED THU FRI SAT SUN
TAXIS OCCUPIED
TLC Rules require that all mini-eet medallions must be
operated for two shifts each day. Fleet vehicles tend to
start their shifts around a centralized time for both the
AM and PM shifts. This is especially true on weekdays,
when on average, 39% of vehicles operated under this
model start their evening shifts in the 5:00-6:00PM
hour, with over 10% starting in just the 5:00-5:15 block
alone. The morning shift start times are also clustered
to a degree, but less so than the evening shift. In the
morning shift, 28% of eet vehicles begin weekday AM
shifts in the 6:30-7:30PM hour, on average.
Although independent medallions do not have the same
double-shifting requirements, many of the owners
of these medallions choose to operate for two shifts
anyway, since leasing out their vehicle for a second
shift provides a source of additional income. True
single-shifters are a rarity today, as only around 10%
of all medallions operate for one daily shift on a con-
sistent basis. Those taxis that are single-shifted start
their shifts at staggered times (instead of the more
clustered shift start times found in the eet model). No
more than 10% of single-shifted owner-drivers begin
a shift in the same hour (and no more than 4% start in
any single 15-minute interval).
Taxis on the Road and Taxi Occupancy
The number of taxis available for service varies
considerably by time of day and by day of the week.
On average, Monday shifts tend to have slightly fewer
available cabs than other days of the week, with an
average of 72% of all taxis on the road for the AM shift
and an average of 77% of all taxis on the road for the
PM shift. Similar patterns of service exist for shifts
from Tuesday through Thursday, where AM shifts range
from 80-82% of all taxis on the road and PM shifts
range between 81-85%. Fewer taxis are available on
Friday mornings (79% on average), but more taxis are
available in the PM shift (85%), and drivers in the PM
shift keep their taxis out later into the night. This pat-
tern is more exaggerated for Saturdays where there
is not a morning AM rush hour (AM service runs at 71%
and PM service runs at 82%). Sundays have the lowest
number of available taxis for the entire week, with both
shifts running with about 67% of all taxis.
At the traditional PM shift-change time (from 4PM to
5PM) each day, the number of available taxis on the
road drops considerably. On an average weekday,
service levels at this time drop 33% from service lev-
els at noon. The large number of taxis changing hands
between 4PM and 6PM seems to have a quantiable
effect on a passenger’s ability to hail a taxi when he or
she needs one. There is a daily spike in the percentage
of available taxis that are occupied between 4PM and
6PM each day. On average, 64% of taxis are occupied
during these hours.
Aside from these spikes, other areas of high occupancy
occur mostly at peak travel times. For weekday AM
rush hours (between 8AM and 9AM), the average occu-
pancy is around 56%. For the PM rush hours following
the shift change (between 6PM and 7PM), the average
occupancy is around 62%. On Friday and Saturday
nights, peaks occur around midnight and again at 4AM,
when bars close in NYC. At midnight on weekends, 56%
of available taxis are occupied, on average, and at 4AM,
about 49% of available taxis are occupied.
Percent of Shifts Started by Time of Day (15-minute increments)
Average Number of Taxis on the Road by Time of Day (15-minute increments)
Average Percentage of Taxis Occupied by Time of Day (15-minute increments)
Source: NYC TLC TPEP Trip-sheet data, 2012
Source: NYC TLC TPEP Trip-sheet data, 2012
Source: NYC TLC TPEP Trip-sheet data, 2012
82014 Taxicab Fact Book
India
Bangladesh
Pakistan
Dominican Republic
Ecuador
China
Egypt
United States
Haiti
5.9%
9.6%
1.0%
6.9%
1.3%
19.5%
13.2%
7.2%
9.3%
5.1%
23.1%
6.8%
1.9%
5.9%
4.4%
2.8%
% of Yellow Taxi Drivers
% of FHV Drivers
6.5%
3.1%
Top 6 Countries
Place of Birth
Where Drivers Come From
TLC-licensed drivers come from all ve New York City
boroughs, 31 U.S. states and the District of Columbia,
and more than 175 countries around the world. A hand-
ful of these countries have only one driver in the eet,
whereas other countries have tens of thousands.
The highest concentration of yellow taxi drivers comes
from Bangladesh, with over 10,250 drivers. Drivers
from Bangladesh now represent 23.1% of all yellow taxi
drivers. Pakistan comes in second with 5,850 yellow
taxi drivers (about 13.2% of all yellow taxi drivers).
This represents a shift from 2005, when the highest
concentration came from Pakistan (14.4%), and Bangla-
desh was second at 13.6%. The concentration of drivers
coming from the U.S. and associated territories has
also decreased from 9.1% in 2005 to 6.0% today.
For FHV drivers, the number one place of birth is
the Dominican Republic. Drivers from this country
represent 19.5% of all FHV drivers (over 9,000 drivers
in total). The second highest concentration of FHV
drivers comes from the U.S., representing 9.6% of all
FHV drivers (about 4,500 drivers).
Where Drivers Live
About 88% of TLC-licensed drivers live within the ve
boroughs that make up New York City. A plurality of
yellow taxi drivers live in Queens (about 43%). After
Queens, the most popular boroughs are Brooklyn
(23%), the Bronx (13%), Manhattan (7%), and Staten
Island (2%). In comparison, FHV drivers are more
spread out throughout the ve boroughs, with 29% of
BROOKLYN
QUEENS
MANHATTAN
BRONX
STATEN ISLAND
Place of Residence
NEW JERSEY
UPSTATE NY
LONG ISLAND
43%
29%
23%
24%
3%
4%
7%
10%
6%
5%
13%
22%
2%
3%
2%
2%
% of Yellow Taxi Drivers
% of FHV Drivers
Source: NYC TLC Licensing Data, September 2013
Source: NYC TLC Licensing Data, September 2013
9
drivers in Queens, 24% in Brooklyn, 22% in the Bronx,
10% in Manhattan, and just 3% in Staten Island.
Among those drivers who do not live in New York City,
most live in New Jersey (around 6,300 or 6% of all
drivers) or in New York State on Long Island (about 4%)
or in Upstate NY (2%). Less than one percent of all
drivers live elsewhere.
Who Drivers Are
Although female drivers have been behind the wheels
of New York City cabs since the 1940s,
1
the taxi industry
continues to be nearly all male. This trend has held
rm for many, many years. Around 49,500 (98.9%) of
today’s yellow taxi drivers are male, whereas just 536
are female. The percentage of female FHV drivers is
slightly higher, with a total of around 2,300 female driv-
ers (just under 4% of all FHV drivers).
TLC-licensed drivers range in age from 19 years (the
youngest age allowed by TLC Rules), to the oldest, who
turned 94 in August 2013. The average age for a New
York City yellow taxi driver is 46 years old, up from
44 years old in 2005. For FHV drivers, the average
age is 47 years. Looking at the age distributions for
yellow taxi and FHV drivers, a larger share of yellow
taxi drivers are younger in age than FHV drivers, with
about 21% of yellow drivers under 35 years old and just
19% of FHV drivers. The largest age cohort for both
groups of drivers is those between 50 and 54 years of
age. Around 14% of yellow taxi drivers and 15% of FHV
drivers fall into this age group.
2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 14.0% 16.0%
Under 20
20-24
25-29
30-34
35-39
40-44
45-49
50-54
55-59
60-64
65-69
70-74
75-79
80-84
85+
Age Distribution of Yellow Taxi Drivers
0.0%
2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 14.0% 16.0%
Under 20
20-24
25-29
30-34
35-39
40-44
45-49
50-54
55-59
60-64
65-69
70-74
75-79
80-84
85+
0.0%
Age Distribution of FHV Drivers
Gender Distribution of Yellow Taxi Drivers
Male
99%
Female
1%
Gender Distribution of FHV Drivers
Male
96%
Female
4%
1 Feeney, Michael J., “Meet Gertrude Hadley Jeanette, New York City’s 1st female
cab driver,” The New York Daily News, 1 April, 2011. http://www.nydailynews.com/
new-york/uptown/meet-gertrude-hadley-jeannette-new-york-city-1st-female-cab-
driver-article-1.119418
Source: NYC TLC Licensing Data, September 2013
102014 Taxicab Fact Book
Sex of Passengers
21 to 35
35%
20 or younger
35%
36 to 50
13%
51 to 70
5%
71 or older
12%
Age
$50K to $100K
18%
$100K or higher
42%
$10K to $50K
12%
Under $10K
11%
Prefer not to answer
17%
Income
Yes
52%
No
48%
Car Ownership
Yes
55%
No
45%
Yes
38%
No
62%
Yes
67%
No
33%
Seat
Belts
Driver’s
License
Smart
Phones
MALE FEMALE PREFER NOT
TO ANSWER
49% 34%
17%
11
Source: NYC TLC In-Taxi Passenger Surveys, 2012-2013
Source: NYC TLC In-Taxi Passenger Surveys, 2012-2013
Source: NYC TLC In-Taxi Passenger Surveys, 2012-2013
Source: NYC TLC In-Taxi Passenger Surveys, 2012-2013
Source: NYC TLC In-Taxi
Passenger Surveys, 2012-2013
Over two-thirds of taxi passengers are 35 or under,
with 35% of passengers reporting that they are
younger than 20 years old, while another 35% report
being between 21 and 35 years old. While these age
groups are also the largest citywide at 26% and 25%,
respectively, they are overrepresented in the taxi
passenger population. Those who are 70 and older are
also overrepresented at 12% of passengers but just 8%
of the city’s population. Passengers between 36 and 50
years old are underrepresented at 13% of the riding
public and 21% of the total population, as are passen-
gers who are between 51 and 70, who make up 20% of
the city’s population but just 5% of taxi passengers.
1
42% of taxi passengers have an annual household
income of $100,000 or higher while 11% have an annual
household income of less than $10,000. Household
annual incomes of $10,000 to $50,000 and $50,000 to
$100,000 represent 12% and 18% of taxi passengers,
respectively (17% declined to answer.) Citywide, 24%
of the population has a household income of $100,000
or more per year and 11% have an income of less than
$10,000. In Manhattan, where most taxi passengers live
and work, 37% have an income of $100,000 or higher,
which may explain in part why the income bracket is so
overrepresented.
2
A small majority (52%) of taxi passengers own their
own cars, which is higher than overall car ownership
rates in New York City, where only 44% of all house-
holds own at least one car.
3
Yellow Taxis serve around 600,000 passengers every
day in New York City. They serve a broad spectrum of
people, men and women who are young and old, poor
and rich. However, taxi passengers are disproportion-
ately younger and more afuent than the population of
NYC as a whole and much closer socio-economically to
Manhattanites.
In surveys conducted on passenger-facing monitors
in the back of taxis, 49% of taxi passengers reported
that they were male and 34% reported that they were
female (17% declined to answer). This ratio of males to
females is somewhat higher than the gender breakdown
for the city as a whole, where men make up 47.5% of
the city’s total population and women make up 52.5%.
More than half (55%) of New York City taxi passengers
have a driver’s license.
Most passengers do not wear seatbelts in the city’s
taxicabs. Only 38% of passengers reported they were
using the taxi’s seatbelts while taking the passenger
survey. Seat belt usage overall in New York State is
about 90%.
4
Two-thirds of New York taxi passengers own or use
a Smart phone. 55% say they would like the option of
using their phone to locate taxicabs, and 54% say they
would pay for their rides with their phone if they could
do so.
1 Source: U.S. Census Bureau, 2010 Census Summary File 1, Table P6
2 Source: U.S. Census Bureau, 2012 American Community Survey 1-Year Estimates,
Table S1901
3 Source: U.S. Census Bureau, 2012 American Community Survey 1-Year Estimates,
Table B25044
4 Source: U.S. Bureau of Transportation Statistics; Seat Belt Use in the States, U.S.
Territories, and Nationwide, 2005-2012; July 2013. Available at http://www-nrd.nhtsa.
dot.gov/Pubs/811809.pdf
Types of Medallions
Medallions are small metal plates attached to the hood
of a taxi, certifying it for passenger pick-up throughout
the city. Yellow taxicabs with medallions are the only
vehicles authorized to pick up passengers by street hail
anywhere in New York City. There are two different
types of taxi medallions, an independent medallion and a
mini-eet medallion. Each has its own set of rules and
requirements and transfers at a different price point.
An independent medallion is a class of medallion
taxicab license in which the owner may only own one
medallion, and often has an obligation to drive a mini-
mum number of shifts annually. Owners of independent
medallions typically operate as owner-drivers who
own both the medallion and the taxi vehicle. Income
for owners of independent medallions is derived from
the fares and tips received from passengers less the
cost of owning and maintaining a vehicle and medallion.
Often, these owner-drivers will lease their taxis to a
second driver for additional income.
A mini-eet medallion is a class of medallion taxicab
license that must be owned in groups of at least two.
The owners of mini-eet medallions own multiple
medallions and many maintain a eet of taxi vehicles
that are leased to drivers on a per shift basis. Incomes
for eet owners are derived from lease fees less the
cost of operating and maintaining the vehicle.
The Haas Act
Until the mid-1930s, the taxi industry of New York City
had no regulation. There were an unspecied number
of taxis and there wasn’t a set standard for the fares
that could be charged by a driver. This changed in 1937
with the enactment of the Haas Act, which established
the medallion system.
Originally it set a limit of 16,900 taxi medallions.
However, that number was decreased to 11,787 after
World War II. It remained unchanged until 1996 when
it was increased by 133 medallions to a total of 11,900.
As of now, there are 13,437 total taxi medallions in New
York City.
The Haas Act classied the two types of medallions in
use today: independent and mini-eet
It also set up a nominal “60/40” ratio of mini-eet to
independent medallions
The Price of a Medallion
TLC does not set the price of a medallion; instead, the
market sets the price of the medallion. The price of a
medallion depends on a number of factors.
• Taxi fares and tips
• Demand for taxi service
• Availability and cost of taxicab medallion nanc-
ing
• Market for the medallion
• Anticipated return on the investment to acquire a
medallion as compared to other investments
• Cost of operating a taxi
When medallions rst began being traded after World
War II under the Haas Act, the average price was
$2,500. It has grown exponentially since then. The av-
erage annual price of independent medallions increased
260% between 2004 and 2012 while the average annual
price of mini-eet medallions increased 321% over the
same time period. When accounting for ination, prices
still increased 214% for independent medallions and
265% for mini-eet medallions. The annualized return
on investment (ROI) for a medallion over this time
would be about 19.5%. In comparison, over the same
time, the ROI for a similar investment in the S&P 500
would yield a 3.9% annual return.
The value of a mini-eet medallion is much greater
than the value of an independent medallion. In 2013, the
average price of an independent medallion (approxi-
mately $967,000) was about 84% of the average price
of a mini-eet medallion (approximately $1,150,000).
This price differential may be explained by differences
in the medallions, such as a requirement for many
independent medallions that the owner must drive the
taxi, or the fact that mini-eet medallions are often
held by large eet companies which can more easily
lease a taxi for two shifts each day (and thus see a
higher return on their investments). TLC data indicates
that about 58% of the existing medallions are mini-eet
medallions while 42% are independent medallions.
Historical Medallion Prices
Medallion prices have increased during periods of
medallion sales in part due to the fare increases that
have accompanied them. During these periods of sales,
independent medallion prices rose 22% in 2004 and 22
in 2005. Mini-eet medallion prices rose 22% in 2004
and 21% in 2005. In 2006, independent medallion prices
rose 14% while mini-eet medallion prices rose 27%.
Medallion prices rose in 2007 as well by approximately
11% for independent and 19% for mini-eet.
In the Future
Two-thousand wheelchair-restricted medallions are
slated to be sold over the next several years. Already,
200 mini-eet wheelchair-restricted medallions have
been auctioned off at an average price of $2.27 Million
(mini-eet medallions are sold in pairs, making the
average price $1.13 Million per medallion).
$200,000
$400,000
$600,000
$800,000
$1,000,000
$1,200,000
$1,400,000
1970
1975
1980
1985
1990
1995
2000
2005
2010
2013
UNADJUSTED
Independent Medallions
Mini-Fleet Medallions
Independent Medallions
Mini-Fleet Medallions
$200,000
$400,000
$600,000
$800,000
$1,000,000
$1,200,000
$1,400,000
1970
1975
1980
1985
1990
1995
2000
2005
2010
2013
INFLATION-ADJUSTED
2013$
Average Annual Medallion Sale Prices
12
Source: NYC TLC Medallion Sales Database and Consumer Price Index
2014 Taxicab Fact Book
A typical New York City cab will drive around 70,000
miles and carry more than 10,000 passengers in a
single year. It is important that all medallion cabs and
for-hire vehicles receive regular safety and emissions
inspections to ensure the safest ride possible for both
passengers and drivers. The TLC’s inspection facility in
Woodside, Queens, has been responsible for inspecting
each and every regulated taxi vehicle operating in New
York City for more than 20 years.
The Facility
Before the inspection facility opened its doors, the
taxi inspection process was completely decentralized.
Inspections would take place in 17 different garages
and gas stations around the city. While TLC ofcers
would observe these inspections, they had little control
over the rigor of the process and there was very little
uniformity across locations. On September 1, 1989, the
inspection process for the entire eet of regulated ve-
hicles became centralized at an ofcial TLC inspection
facility in Woodside, Queens. The site inspects upwards
of 400 cars per day, and conducted over 51,000
primary inspections last year.
The center is committed to honesty within the taxi
industry. Security cameras are installed throughout
the facility, and supervisors carefully monitor everyone
who comes in and out of the inspection area. On the
enforcement side, ofcers have ramped up their efforts
to keep unlicensed taxis off the streets in recent years,
seizing 7,830 vehicles in the last year, up from 3,000
the previous year and 1,000 in the year prior.
With tens of thousands of drivers coming through
the center every day, the Woodside facility has been
described as a “little U.N.” Inspection reports and
violation sheets are translated into twelve different
languages, but even that falls short of what inspectors
need in order to communicate with drivers from all
over the world. Often, they rely on signs, symbols, or
one-on-one meetings with mechanics to physically point
to the part of the car that needs to be xed.
The Process
Each of the 13,237 yellow medallion taxis on the streets of New York City goes through a rigorous inspection process
three times per year. The cabs are equipped with 18 different sensors, each one of which is reviewed in the four-stage
inspection process.
2
The vehicle’s emissions are tested using the On-Board Diagnostic System – Version
2 (ODBII), the standard test for motor vehicles in New York State. The computer test
provides a read-out of the emissions control systems in the vehicle to ensure they
are working properly.
3
The cab’s meter is inspected to ensure it is running at the proper rate. The car
runs in place for one mile while a computer tracks its metered fare, ensuring that
customers are not overcharged and that drivers get the full fare . If the meter runs
too slowly or quickly, it must be recalibrated before the car is allowed back out on
the streets.
4
In this stage, the car’s safety features are inspected, from the lights and locks to
the seatbelts and assist straps. Inspectors check and double-check each individual
component to ensure maximum safety for both passengers and drivers. To check
the brakes, inspectors drive the car forward and stop very suddenly on a brake pad,
which can test all three brakes (front, rear, and axle) at once,
1
The vehicle’s VIN (its Vehicle Identication Number) is scanned into the system, and
the owner’s information must match the information on le for the VIN when the car
is checked in for inspection.
5
Finally, inspectors check the car’s undercarriage for leaks and irregularities. Any
problem here, no matter how small, is considered a violation and must be repaired
and rechecked at the inspection facility before the car and driver can get back to
work.
Black Cars, Liveries, Limos
Boro Taxis
Yellow Taxis
2x
every year
3x
every year
1x
every 2 years*
Frequency of Inspections at Woodside
*Black Cars, Liveries, and Limos must be inspected 3 times a year, but these inspections
can be performed at any DMV-licensed facility.
Looking Ahead
With 18,000 new Boro Taxis set to hit the streets in
the next several years, Woodside is preparing for
tens of thousands of additional inspections each year.
To handle the inux, inspectors have converted one
inspection lane into an “express re-inspection” lane
and plan to make further adjustments to the inspection
process to cut down on the time each car spends in
the facility.
The staff at Woodside knows that time out on the
streets is crucially important to cab drivers, and
so they pride themselves on making the inspection
process as quick and efcient as possible. A typical
inspection takes only 15-20 minutes, and the average
wait time for an inspection today is 55 minutes – down
from over an hour in 2012 and from over two hours in
years prior.
13
14
The 2014 Taxicab Fact Book was a collaborative effort from the staff at the Taxi & Limousine Commission
Ofce of Policy and External Affairs
David Yassky, Commissioner
Ashwini Chhabra, Deputy Commissioner for Policy and Planning
Emily Gallo, Deputy Chief Operating Ofcer
Dawn M. Miller, Director of Research and Evaluation
Project Team
Rodney Stiles, Senior Policy Analyst
Lindsey Siegel, Special Projects Analyst
Jeffrey Garber, Policy Analyst
Hillary Neger, Coro Fellow
Asm Ullah, Intern
Graphic design by Rodney Stiles
Facts and gures compiled from a variety of analyses performed by staff
in the TLC Policy and External Affairs, Special Projects, and Safety and Emissions Divisions
2014 Taxicab Fact Book
