In just a few years, the VTC and taxi sector has gone from one crisis to another: first a supply shock, with the mass arrival of cars with drivers and large networking platforms, such as Uber, in the second part of the 2010 decade. Then suddenly, an unprecedented demand crisis, with the pandemic and the confinements that saw evaporate the clientele in massive proportions, when the sector had wisely entered a phase of consolidation.
Far from opposing, as in the past, taxis and VTC, the two major components of “T3P” (particular public passenger transport ”), a study by Stacian, a firm specializing in data and economic analysis, shows on the contrary that the The fates of these professionals are now linked despite the separate regulations covering them.
” It is likely that a lasting exit from the pandemic will only allow a gradual and perhaps partial return of the T3P sector to its pre-crisis level. », Underlines the study. For a sector that has suffered proportionately much more from the epidemic crisis than the rest of the economy, in Paris as well as in London or New York, the return to the activity level of 2019 will still take a long time, due to changes. structural demand, according to Jean-Charles Simon, author of the document.
Persistence of teleworking, boom in home deliveries, structural decrease in tourism and business travel which is emptying the Ile-de-France airports, long-term erosion of the population in the capital … Many medium-term elements are united against shopping in black sedans. Especially since their natural market was not that flourishing, before the Covid: ” The number of daily trips per inhabitant in Ile-de-France remained stable from 2008 to 2018, at 3.8 trips per day. The engine of T3P growth is above all a mechanism of modal substitutions », Analyzes the document.
Few precise data
In the ranks of the drivers, a certain demographic erosion already seems to be at work, even if precise data are difficult to collect in real time. The Grandguillaume law of December 2016 provided for ” a market data collection system, but this one is still not in place “, The related decree still awaiting its implementing decrees, deplores the author.
Over the 2014-2018 period, when the public authorities tried to regulate a fairly anarchic landscape, the number of vehicles / kilometers allocated to T3P increased by 2.2 in France, the Paris region representing from 70 to 75 % of total market. While the number of authorized taxis in Paris changed little (17,770 in 2015, then 18,524 at the start of 2020), the VTC operating register increased over the same period from 13,500 to 47,000 registered operators, including 22,800 in Paris.
The vogue for the status of autoentrepreneur, and cumulative tax incentives (based on exemptions from social contributions), to empty the ranks of Pôle Emploi, explain this boom in “new drivers”.
What about today ? Difficult to say precisely, but it is certain that much more suffered from the epidemic crisis: the profession which already knew a significant turnover before the Covid, and a great financial fragility. ” In 2016, the average income of VTC drivers was almost half lower than that of taxis, and close to the level of RSA “, Adds the study, citing INSEE. Or some 600 euros per month, against 1,200 euros for their fellow taxis.
Currently, ” we don’t know who is active and who is not », According to Jean-Charles Simon. But several signs show that these drivers did not cling to their wheel for long, even before waiting in vain for phantom customers: in 2019, 41% of those registered in the VTC register were inactive within the meaning of Acoss (body which covers social security organizations).
And in the same year, a third of autoentrepreneurs in the transport sector were struck off the lists. The hellish rates had discouraged some, the pandemic has not helped.
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