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Bochum: FDP politician calls for "flexible" taxi prices – VSPV chief Füchtenschnieder pushes back
In fewer and fewer state governments represented – in the Bundestag already for a long time not involved – perhaps the Free Democrats are trying to attract attention precisely because of that. The FDP's favorite topic seems to be the free market there. Now Bochum FDP district chairman Léon Beck demanded in a WDR piece a "flexibilization" of taxi prices.
This assessment has, as expected, sparked opposition in the industry. In an open letter, Jörg Füchtenschnieder, chairman of the VSPV, responds with strong words. It is not about details, but about the fundamental understanding of what taxi is within the transport system.
Taxi is more than just a "market participant".
Füchtenschnieder starts from the outset. Those who describe the taxi as a "business model" misunderstand its role. Taxi operation is legally anchored and part of the public provision of essential services. This classification is not new—it goes back to decisions of the Federal Constitutional Court. Nevertheless, in the current debate it seems to be increasingly pushed into the background.
Indeed, the taxi differs from other providers in on-demand transport by a bundle of obligations: operating obligation, transport obligation, and fare obligation. This combination creates reliability, but also binds companies to rules that are not always economically advantageous. Precisely the fare obligation is now at the center of the dispute. Unlike platform providers, taxi prices do not arise dynamically, but are set by municipal bodies—publicly, transparently, and politically accountable. For Füchtenschnieder, this is a decisive point: the taxi is the only means of transport in on-demand traffic whose prices are determined democratically.
Flexibility or loss of control
The demand for flexible prices initially sounds like more competition. In practice, however, it would mean loosening this system. In place of politically decided tariffs, prices would be formed according to supply and demand—with all the familiar effects, from cheaper off-peak times to sharply rising prices when demand is high.
Legally, this step is also complex. The taxi tariff is enshrined in the Passenger Transport Act. Although the 2021 amendment allows for point-specific leeway, for example for fixed prices within a defined corridor. A complete liberalization of prices is thus not intended.
For the industry, this is more than a legal question. The tariff serves an economic function: It must not only reflect individual rides, but also the willingness to be available at any time. A taxi stands at the station even when there is no demand – at night, on weekends, in peripheral areas. These standby costs are part of the system.
Unequal Starting Conditions
The comparison with platform providers inevitably leads to a structural problem. While taxi companies are obliged to transport passengers, rental-car providers can refuse trips. They focus on profitable times and routes, while less lucrative tasks remain with the taxi.
At the same time, they are not subject to the same price guidelines. Dynamic pricing systems enable targeted demand management—and when necessary, to enforce significantly higher prices. From the perspective of the VSPV, this creates an imbalance that cannot be offset by lower taxi tariffs.
In addition, there is the economic dimension. Studies and expert reports, for example from cities such as Essen or Heidelberg, have repeatedly pointed out that low platform prices are often based on cost reductions that cannot be explained by efficiency alone. Commissions, working conditions and regulatory gray zones play a decisive role in this.
Implications for Mobility Provision
The debate does not remain at the level of competition. It also touches the question of how mobility is organized – especially for groups that rely on reliable services. Taxi companies carry a substantial portion of patient transports, dialysis transports, and transport of people with limited mobility. These services require planning certainty and availability. Platform models have so far been hardly geared to such requirements.
For Füchtenschnieder, this is a central point: If tariffs come under persistent pressure, not only a business model is weakened, but a part of the public infrastructure. The consequences would affect mainly those who have no alternatives.
A Look at Other Cities
The development in other municipalities shows that the discussion is not limited to Bochum. Cities such as Essen, Heidelberg or Cologne have introduced minimum fare regulations for taxis in recent years. The aim is to limit extreme price fluctuations and to secure a minimum level of economic stability. Courts have generally confirmed such regulations. They are seen as a tool to structure competition without regulating it completely. The approach differs clearly from the demand to open taxi tariffs downward.
Open Questions in Bochum
In Bochum itself the decision is still pending. The city commissioned a study to examine the effects of different models. Results are not yet available. That political demands have already been formulated before the conclusion of this analysis creates skepticism in the industry. The VSPV sees in this less a factual debate than an advance positioning.
Between App and Everyday Life
In the end, the discussion coalesces into a fundamental question: How much market can a system that also fulfills public tasks tolerate?
For many passengers, the answer is pragmatic at first. They expect a vehicle that is available, a driver with qualifications, and a price that remains calculable. Whether this price is set by an algorithm or by a city council, it often recedes into the background in daily life—as long as the system works.
The industry, however, looks at the long-term consequences. It sees in the taxi less a relic than a stabilizing element in a changing market. The open letter from North Rhine-Westphalia is therefore not only a reaction to a local debate, but an expression of a fundamental conflict. How this will be resolved will not be decided solely in Bochum. But there it becomes visible what is at stake: the balance between competition and reliability – and the question of what price a society is willing to pay for reliable mobility.
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