Install more cab stands in the Warehouse District and other entertainment districts besides Austin-Bergstrom International Airport.

The City owns the permits to authorize taxi service, and the franchises pay a fee for those permits. Other options could include the City issuing portable permits in categories such as legacy or "master chauffeur" to drivers with a certain level of experience so they can earn equity.

Create a minimum and maximum fare in which the minimum fare would be any trip from Austin-Bergstrom International Airport and the maximum would be for trips within certain zones such as the University of Texas area (UT area) or Central Business District (CBD) or to the downtown area.

Create a system of taxi medallions, which are operating permits that allow owners to drive and lease their cabs to other drivers.

Yellow Cab, Austin Cab and Lone Star Cab currently hold franchise agreements with the City, but the City could award franchises to additional taxi companies.

Revise methodology and set key performance criteria for determining the number of permits for companies such as Yellow Cab, Austin Cab and Lone Star Cab.

Reduce the size of the Central Business District (CBD) from 17 x 15 blocks to 6 x 11 blocks because a "flat rate" for the CBD would cover too large an area in the existing boundaries.

It is crazy that there are so many Minivan Taxis in Austin that can only seat 4-people because of city ordinance. Think about all the extra carbon dioxide emitted when a group of 6 has to take two cabs. (Not to mention the extra traffic on the streets.) I don't understand why the city requires so many of the many van taxis to remove the middle row of seats. I recommend that a taxi can carry as many passengers as it has seat belts.

Cap the fees that franchises charge to the drivers, including, but not limited to, terminal fees to a maximum percentage each year.

Switch to a request for proposal (RFP) system for taxi franchise procurement to create greater transparency of the process and uniformity of contracts.

Use the number of “green” vehicles in a fleet as a key performance indicator to authorize a franchise agreement with the City.

Review a franchise’s performance by certain factors, including a measurement of franchise generated trips per driver per hour, accident rates, utilization of permits and driver turnover.

Examine the work conditions and benefits, including paid health insurance and workers’ compensation, that a franchise provides to help the City determine whether to authorize a taxi franchise.

Set a limit on the number of drivers by the number of trips per permit as a way to improve customer service and driver satisfaction.

Franchises would allow drivers to substitute another driver to operate a taxi up to four weeks per owner.

The City owns the permits to authorize taxi service, and the franchises pay a fee for those permits. Another option would be for the City to evenly divide the number of permits between the taxi companies and the drivers.

Revise the formula by which the City distributes taxi permits to account for other transportation options including charters, pedicabs, hotel courtesy vehicles, and limousines.

Establish a fee up to $250 that passengers would pay if they soil or harm the vehicle during the course of the trip. The fee also would cover the costs of removing the cab from service for the cleanup.

The City could encourage the purchase of hybrid vehicles through incentives such as offering “green-friendly” loans or allowing hybrid vehicles to operate under a half-permit or authorizing additional permits.