for collectors
The new regulations outline how organizations that source and transmit orders to carriers operate for the first time within the legal framework. Taxi aggregators are now recognized in law as a formal class of service, assigned the status of a passenger taxi ordering service.
A central feature is the creation of a federal state information system for passenger taxis, which will compile three distinct records. The first record covers taxi order services, the second tracks vehicles and their owners, and the third holds information on companies and individuals who have received taxi permits.
Orders will be checked against the records to verify the carrier, driver, and vehicle details.
In the registry, specified entries must include the order number, driver and carrier details, the permit’s validity date and number, the vehicle’s identification, and a contact phone for complaints. Regional authorities in Moscow, St. Petersburg, and Sevastopol will have the authority to set minimum tariffs, whether per trip, per kilometer, per minute, or as a combined rate.
for drivers
The law imposes additional requirements on taxi drivers. A candidate must have no criminal record for serious offenses, no medical contraindications to driving, no more than three unpaid fines for traffic violations, and no repeated deprivation of rights. Drivers will be permitted to work only within the region where their transportation permit is issued.
Regional authorities can issue mandatory certificates informing drivers of the regions where they may operate.
Citizens may become self-employed taxi drivers without forming an individual entrepreneur by entering into an agreement with the order service. They must undergo a medical and technical examination before operation and complete a waybill, with costs borne by the individual entrepreneur or self-employed driver. Those with IP status may work for themselves or for the ordering service, but they must adhere to the prescribed work and rest schedule.
The maximum line shift for a taxi driver is capped at 12 hours, and the total weekly work time cannot exceed 40 hours.
OSAGO and vehicle branding
Taxi drivers, including those who are self-employed, must have an OSAGO policy for carriers. Regional norms may require a distinct vehicle appearance, such as a yellow body, a checkered pattern, and a roof orange light. Those who obtained a transport permit before the law took effect are exempt from changing their vehicle appearance.
Carriers hold responsibility for any passenger injuries or damage.
The system introduces the concept of subsidiary liability for collectors if OSAGO does not cover damages to passengers. If a transportation order arrives with canceled or missing authorization, joint and several liability applies. Passengers may bear some responsibility for incorrect data about their driver.
Criticism from the collectors
Technology firms that primarily collect and relay data to others reacted with concern to the new rules. Analysts expect tariff increases, and some regions may see most current drivers unable to offer taxi services after a transition. A spokesperson described the law as shifting the subsidized Moscow model to other regions, noting the potential strain from a lack of similar support and insufficient regional financing.
Critics argue the law contains many norms that are difficult to enforce and may not address core industry problems. The cost and availability of OSAGO for taxis, the absence of pre-trip medical and technical inspection infrastructure, and the requirement to use a uniform color across regions are cited as major obstacles. The lack of a transitional period and limited time for self-employed drivers to obtain permits are also highlighted.
Industry observers noted that the increased requirements for taxi drivers before the new rules begin have drawn coverage from major aggregators, raising questions about the speed of implementation and the overall impact on operations.
Challenges faced by the self-employed
Human rights advocates acknowledge some positive aspects of the new law. The leading concerns revolve around the need for pre-trip medical examinations, the reluctance of insurers to offer OSAGO, and the high cost of coverage in many regions. There is ongoing debate about how streamlined medical checks can be performed, including the potential role of telemedicine in remote areas.
Advocates stress the importance of building supportive infrastructure and simplifying the path for self-employed drivers to operate legally. They remain hopeful that authorities will implement the law smoothly while addressing practical bottlenecks in the near term.
What about pricing?
Prior to the law taking full effect, industry bodies surveyed collectors and independent operators. The consensus suggested that tariffs would largely stay the same, with carriers not planning to adjust pricing for new rules. However, other forces could influence costs. Increases in vehicle prices, driven by higher recycling fees, a weaker currency, and rising fuel costs, may indirectly push tariffs upward. Some observers argue these shifts are driven by market factors rather than the taxi law itself.
Industry voices expressed confusion about how self-employed drivers will be integrated under the current framework and whether the new regulatory approach can ensure consistent security and service levels. There is a belief that self-employment could pose challenges for transport safety unless accompanied by robust oversight and reliable medical and technical checks.
Despite technical hurdles, many stakeholders support the idea that stricter rules tend to raise passenger safety. Some call for broader prohibitions on foreign workers in taxis as part of a comprehensive regulatory policy. Overall, the sector acknowledges a period of adjustment as the new regime takes hold.
Source attribution: statements reflecting positions from major industry players and observers have been summarized from public discussions and industry coverage to reflect diverse perspectives on the impact of the new regulations.