This week, the Dutch Environment and Transport Inspectorate (ILT) provided more clarity on the status of the Second Practical Test of the Central Taxi Database (CDT).
It became clear that the advice of Royal Dutch Transport (KNV), expressed in a letter to the State Secretary, to start a large-scale pilot from 1 January 2025 without the obligation for a BCT, is not supported by the advisory parties. The working group advises the State Secretary not to comply with this request because of the risks to the functioning of the current system and legislation. The proposal would mean, among other things, that vehicles without an on-board taxi computer (BCT) could drive, which according to the ILT is undesirable.
According to the working group, the BCT remains essential for a well-functioning and controllable system. Although the KNV advocated a pilot in which the BCT could be partially skipped, those involved consider this an untenable situation. The BCT also fulfils its function without using 2G or G2 data communication. A large-scale pilot without these systems would seriously undermine the reliability of checks, according to the advice. The ILT therefore advises the State Secretary to adhere to the current framework, in which the BCT remains mandatory. The decision on this now lies with the State Secretary, who must make the final assessment.
"The State Secretary has not yet sent that letter, but we have given advice to the State Secretary."
According to KNV it is not just about 2G but it is essential that a streamlined replacement of vehicles will take place, with new vehicles being prepared for CDT technology right away. However, the current situation forces companies to continue investing in outdated systems, such as the BCT, while also implementing new technology.
privacy issues
An important point of attention in the progress of the practical test are the privacy issues. During the test by the Dutch Data Protection Authority (AP), questions were asked about the processing of data and the impact of this on both drivers and passengers. After the test, questions were asked about how privacy-sensitive data is handled, the retention periods and the subsidiarity of the proposed measures.
The internet consultation has now been completed and the answers that were formulated will be included in the explanation of the decision. This consultation was an important step in the preparation of the final phase of the process. The parties involved are now busy preparing the official submission, which must go through the Council of Ministers and then to the Council of State.
The parties involved acknowledge the AP's concerns, but state that these points can be resolved. "The comments are clear, and we take them seriously," according to a spokesperson for the working group. "The proposed adjustments are feasible and will be implemented in a timely manner to meet the requirements of privacy legislation." The parties involved have discussed internally how they can address these comments and believe that these points can be repaired. "We would have preferred that they had no comments, but we do see points of contact to follow up on them properly."
Relatively low
The Central Taxi Database (CDT) practical test, which was originally scheduled to end at the end of 2024, has been extended by three months until the end of March 2025. This extension provides time to connect more ICT service providers to the system and to thoroughly evaluate the ongoing practical tests. The number of vehicles participating in the test is still limited, but the Human Environment and Transport Inspectorate (ILT) expects an increase as more drivers and companies register.
A bottleneck in the progress of the practical test is the low number of connected ICT service providers. Where five to six service providers were initially expected, only two have actually connected so far. According to the ILT, the slowness is partly attributed to service providers taking more time to optimize their systems. However, according to one of the potential participants, an important reason for the reluctance of ICT service providers is the additional costs that the process entails: vehicles must continue to meet the requirement that an on-board taxi computer (BCT) is present in the vehicle, even when it is not actively being used.
BCT mandatory
During the practical test, vehicles must meet the requirement that the BCT is physically present and connected in the vehicle, even if new technology is used. This entails costs for taxi companies, who must both invest in the new system and continue to maintain the existing BCT. For ICT service providers, this means that they must incur significant costs in advance to convince taxi companies to participate in the practical test.
“As a supplier, you almost have to pre-finance yourself to convince taxi companies,” said a representative of a potential ICT service provider earlier this year. This double cost picture is seen as a major hurdle, which is why participation in the practical test is lower than expected. This problem not only hinders the participation of potential providers in the practical test, but also hinders the inflow of new vehicles and the electrification of the taxi sector.
“It is crucial that we test and validate the systems now,” said a member of the working group. “We urgently call on all parties to take responsibility and contribute to a successful implementation.”
The extension of the Second Practical Test until March 31, 2025 is also intended to make technical changes to the interface specification. ILT has announced a number of technical adjustments that should improve the functioning of the CDT. An important change concerns the mandatory header for API calls, which was previously optional. In addition, the time limits for position determination are increased from one to three minutes, and the timeout for notifications has been extended from 10 to 15 seconds. A pause may no longer be registered afterwards, which was previously possible. These changes will be published shortly in the interface document and are intended to improve regulatory compliance.
ICT service providers
“Participation in the practical test is not only in the interest of the sector as a whole, but also of the individual providers,” was the conclusion of the digital meeting. The ILT calls on all parties involved to actively participate in the practical test. Although participation is not mandatory, it does offer advantages. Service providers who participate in the practical test can have their systems validated in advance, which can speed up the process considerably. The working group emphasizes the importance of cooperation between all parties involved. A well-functioning system requires a joint effort of ICT service providers, inspectors and drivers.
