Sefton Metropolitan Borough Council
Hackney Carriage Demand Survey
Final Report
July 2010
Halcrow Group Limited
Halcrow Group Limited
Arndale House Otley Road Headingley Leeds LS6 2UL
Tel +44 (0)113 220 8220 Fax +44 (0)113 274 2924
www.halcrow.com
Halcrow has prepared this report in accordance with the instructions
of their client, Sefton Council, their sole and specific use. Any other
persons who use any information contained herein do so at their
own risk.
© Halcrow Group Limited 2010
Sefton Metropolitan Borough Council
Hackney Carriage Demand Survey
Final Report
July 2010
Halcrow Group Limited
Halcrow Group Limited
Arndale House Otley Road Headingley Leeds LS6 2UL
Tel +44 (0)113 220 8220 Fax +44 (0)113 274 2924
www.halcrow.com
Sefton Metropolitan Borough Council
Hackney Carriage Demand Survey
Final Report
July 2010
Contents Amendment Record
This report has been issued and amended as follows:
Issue Revision Description Date Signed
Contents
1 Background 3
1.1 General 3
1.2 Relevant Entry Control Regulations 3
1.3 Sefton Overview 4
1.4 Background to the Hackney Carriage Market in Sefton 4
1.5 Provision of Hackney Carriage Stands 4
1.6 Hackney Carriage Fares and Licence Premiums 7
1.7 Local Transport Plan 2 10
2 Benchmarking 12
2.1 Introduction 12
2.2 Fleet Composition 12
2.3 Entry Control Policy 17
2.4 Fares 17
2.5 Comparison of fares 19
3 Definition, Measurement and Removal of Significant Unmet Demand 20
3.1 Introduction 20
3.2 Overview 20
3.3 Defining Significant Unmet Demand 20
3.4 Measuring Patent Significant Unmet Demand 22
3.5 Determining the Number of New Licences Required to Eliminate Significant Unmet Demand 24
3.6 Note on Scope of Assessing Significant Unmet Demand 26
4 Evidence of Patent Unmet Demand – Rank Observation Results 27
4.1 Introduction 27
4.2 The Balance of Supply and Demand 27
4.3 Average Delays and Total Demand 28
4.4 The Delay/Demand Profile 30
4.5 The Generality of Passenger Delay 31
4.6 Sefton Compared to Other Districts 32
5 Evidence of Suppressed Demand - Public Attitude Pedestrian Survey
Results 34
5.1 Introduction 34
5.2 Safety & Security 40
5.3 Ranks 41
5.4 Landaus and Pedicabs 42
6 Consultation 44
6.1 Introduction 44
6.2 Direct Consultation 44
6.3 Indirect Consultation 47
6.4 Comments Received 47
7 Trade Survey 51
7.1 Introduction 51
7.2 Survey Administration 51
7.3 General Operational Issues 51
7.4 Driving 52
7.5 Safety & Security 54
7.6 Ranks 55
7.7 Vehicle Age Restrictions 56
7.8 Training 56
7.9 Taxi Market in Sefton 57
8 Deriving the Significant Unmet Demand Index Value 68
8.1 Introduction 68
9 Summary and Conclusions 69
9.1 Introduction 69
9.2 Significant Unmet Demand 69
9.3 Consultation – Interested Parties 69
9.4 Consultation – General Public 70
9.5 Consultation - Trade 70
9.6 Conclusion 70
1
Glossary of Terms
Average Passenger Demand (APD). This is used when calculating the ISUD. It is derived from the
rank observations and refers to the passenger delay across the whole week in minutes.
Average Cab Delay. This refers to how long a hackney is waiting at a rank for a fare.
Average Delays and Total Demand. This indicates the overall level of passengers and cab delays and
provides estimates of total demand;
Balance of Supply and Demand. This indicates the proportion of the time that the market exhibits
excess demand, equilibrium and excess supply;
Cab Departures. This is the number of hackneys leaving a rank with or without passengers
Demand/Delay Profile. This provides a summary of passenger demand and delay by time of day and
day of week. It is one of the key pieces of information required to determine the existence or otherwise
of significant unmet demand;
Effective Supply of Vehicles. This indicates the proportion of the fleet that was off the road during the
survey.
Excess Demand. The number of passengers exceeds the provision of hackney carriages.
Excess Supply. The number of cabs exceeds the number of passengers.
General Incidence of Delay (GID). This is the proportion of passengers who travel in hours where the
delay exceeds one minute and is used when calculating the ISUD.
Index of Significant Unmet Demand (ISUD). This is the measure used to calculate whether there is
any unmet demand. It takes into account both patent and latent demand. The cut off level for significant
unmet demand is 80.
Latent Demand. Also referred to as ‘suppressed demand’. This is the public’s perception of unmet
demand and is calculated from the public attitude surveys and rank observations.
Passenger Delay. This is the passenger waiting time at ranks.
Passenger Departures. This is the number of passengers leaving a rank in a hackney carriage.
2
Patent Demand. Observed demand calculated from rank observations.
Peaking Factor (PF). This provides dispensation for the ability of the trade to meet demand, and is
used when calculating the ISUD. High peaking is identified when there is a high level of demand on
weekend nights compared to other times.
Proportions of Passengers Experiencing Given Levels of Delay. This provides a guide to the
generality of passenger delay; and
Seasonality Factor (SF). This refers to whether or not the rank observations were conducted during a
‘typical’ month e.g. September to November and March to June as it is recognised there is a degree of
seasonality in hackney demand. Different values are used when calculating the ISUD for typical and
untypical months.
Significant Unmet Demand (SUD). Is the term used to define if there is demand for hackney carriages
which is not being met. There are two components of Significant Unmet Demand, patent and latent
demand. These are used to calculate the ISUD.
Significant Unmet Demand Simulation (SUDSIM). When the ISUD value is more than 80, indicating
significant unmet demand, the SUDSIM model is used to calculate the number of additional licences
required to eliminate significant unmet demand.
Steady State Performance (SSP). This is the proportion of hours during weekday daytimes where
passenger queues form at ranks. It is used when calculating the ISUD.
.
3
1 Background
1.1 General
1.1.1 This study has been conducted by Halcrow on behalf of Sefton Metropolitan Borough
Council (SMBC) in pursuit of the following objectives:
• to identify whether or not there exists a significant unmet demand for hackney
carriage services in Sefton ;
• to recommend the increase in licences required to eliminate any significant unmet
demand.1
1.1.2 The remainder of this section of the report provides a general background to the taxi
market in Sefton and the relevant legislation governing the market.
1.2 Relevant Entry Control Regulations
1.2.1 Under the Town Police Clauses Act 1847, a licensing authority had an unfettered
discretion to limit the number of hackney carriage licences by being able to licence only
such numbers as it thought fit. It was a power, which was widely used by many
authorities to restrict the numbers of hackney carriages for the purpose of exercising
control and supervision over them. Under the Transport Act 1985, the position in law
changed and the 1847 Act, as now amended by Section 16, provides as follows:
1 In 2006 the DfT produced ‘Best Practice Guidance’ for taxi licensing (revised in 2010). The guidance also restated that the DfT considers
it to be best practice not to impose quantity restrictions. However where restrictions are imposed, the Department urges that the matter is
regularly reconsidered.
The DfT guidance is just that, guidance. We are unaware of any actual (or proposed) change in legislation that would affect the legal
standing of an entry control policy in the context of local hackney carriage markets. The large body of well established case law and
precedent should be unaffected by this guidance. Notwithstanding this, the local authority may wish to take this guidance into
consideration when determining its policy, particularly given the forthright way in which DfT chooses to express its views on entry control in
Paragraph 31.
4
“That the grant of a licence may be refused for purposes of limiting the number of
hackney carriages…, if but only if, the person authorised to grant a licence is satisfied
that there is no significant demand for the services of hackney carriages… which is
unmet”.
1.2.2 The Act also provides for an appeals procedure whereby unsuccessful applicants for
hackney carriage licences may call upon an authority to demonstrate that it is satisfied
that there exists no significant unmet demand. If, in the eyes of the Court, the Authority
fails to meet this requirement, the appeal against the refusal to issue a licence will be
successful.
1.3 Sefton Overview
1.3.1 Sefton is a metropolitan borough and is situated north of Liverpool on the west coast of
England. It incorporates major towns such as Southport, Crosby and Bootle. Southport is
recognised as one of Britain’s leading seaside resorts and England’s golf capital.
1.3.2 The population of Sefton was 282,958 in the 2001 Census and it was estimated at
275,000 in mid-2008 (SMBC, 2009).
1.4 Background to the Hackney Carriage Market in Sefton
1.4.1 SMBC currently licences 271 hackney carriage licences giving a hackney provision of
one vehicle per 1,015 resident population. Some 461 drivers hold hackney carriage
licences in Sefton. The private hire fleet consists of approximately 1,540 vehicles. In
view of the size of this fleet relative to the hackney carriage fleet, it is evident that the
private hire fleet is the dominant force in the Sefton taxi market.
1.5 Provision of Hackney Carriage Stands
1.5.1 There are currently 49 official ranks located in the Sefton borough licensing district. A
list of all these ranks is appended to the report.
1.5.2 Plates 1 to 4 show the main ranks in Sefton borough.
5
Plate 1 Lord Street, Southport
Plate 2 St Georges Place, Southport
6
Plate 3 Derby Road (Central 12 Shopping Park), Southport
Plate 4 Stanley Road, Bootle
7
1.6 Hackney Carriage Fares and Licence Premiums
1.6.1 Hackney carriage fares are regulated by the Local Authority. There are three standard
tariffs. Tariff 1 operates 5am-11pm daily and Tariff 2 operates daily 11pm– 5am and on
bank holidays other than Christmas and New Year. Tariff 3 is for hiring’s over Christmas
and New Year. There are also a series of extra charges for tolls and fouling of the
vehicle.
1.6.2 The standard charge tariff is made up of three elements; an initial fee (or “drop”) of £1.60
for entering the vehicle and travelling any distance up to 242.80 yards or 60 seconds
waiting time. For each additional 227.20 yards or 60 seconds waiting time up to a
distance of 1,606 yards travelled the charge is 20p. Thereafter for each additional
260.70 yards or 60 seconds waiting time the charge is 20p. A standard two-mile daytime
fare would therefore be £4.40. Table 2.2 outlines the fare structure in more detail.
8
Table 2.2 Sefton Hackney Carriage Fare Tariff 2010
Price
Tariff 1 (5.00am – 11pm Daily)
First 242.80 yds (222.02 metres) and 60 seconds or part of
For each 227.20 yds (207.76 meters) or 60 seconds or uncompleted
part thereof up to a distance of 1606 yards
For each 260.70 yds (238.39 meters) or 60 seconds or uncompleted
part thereof
60 seconds waiting time or part thereof
£1.60
20p
20p
20p
Tariff 2 (11pm – 5.00am Daily and bank holidays other than
Christmas and New Year)
First 242.80 yds (222.02 metres) and 60 seconds or part of
For each 227.20 yds (207.76 meters) or 60 seconds or uncompleted
part thereof up to a distance of 1606 yards
For each 260.70 yds (238.39 meters) or 60 seconds or uncompleted
part thereof
60 seconds waiting time or part thereof
£2.00
25p
30p
30p
Tariff 3 (6pm Christmas eve until 6am on the 27th December and
6pm New Years Eve until 6am on the 2nd January
First 242.80 yds (222.02 metres) and 60 seconds or part of
For each 227.20 yds (207.76 meters) or 60 seconds or uncompleted
part thereof up to a distance of 1606 yards
For each 260.70 yds (238.39 meters) or 60 seconds or uncompleted
part thereof
60 seconds waiting time or part thereof
£2.40
30p
30p
30p
Extra Charges (at all times)
All tolls payable – For both outward and return journeys
Fouling charge due to any cause
-
£40.00
Source: Sefton Council
1.6.3 Fares in Sefton are below the average compared to what is typical elsewhere in the UK.
In the published monthly league table, Sefton is rated 345th of the 380 authorities cited
(Private Hire and Taxi Monthly, July 2010). Table 2.3 provides a comparison of where
neighbouring and nearby authorities rank in terms of fares.
9
Table 2.3 Comparison of Neighbouring Authorities in Terms of Fares (figures are
ranked out of a total of 380 Authorities with 1 being the most expensive)
Local Authority Rank
Blackpool 61
Manchester 141
Bolton 154
Liverpool 260
Wigan 273
Wirral 274
Warrington 289
Blackburn 333
Sefton 345
Knowsley 354
Source: Private Hire and Taxi Monthly, July 2010
1.6.4 Where local hackney carriage markets are subject to both price and entry regulation, it
has commonly been the case that a rent accrues to the ownership of the vehicle licence.
This rent or “premium” is difficult to assess accurately as the re-sale of vehicle licences
is not encouraged by the Authority. Anecdotal evidence provided to the authority
estimates a licence premium of approximately £8,000 in Sefton. This premium has
dropped recently and is lower than exists in other authorities.
1.6.5 The existence of a licence premium is evidence of “excess” profit; that is, profit that
would not exist if the level of supply of hackney carriages was determined by the market
rather than by the Regulator. Licence premiums do not exist in Authorities where
quantity controls are absent. This does not mean that we judge hackney carriage
proprietors in Sefton to be making too much money. It is not within our remit to comment
on what is or is not an appropriate rate of remuneration from hackney carriage operation.
The term “excess” profit simply means that earnings from plying for hire are higher at
present than they would be if a free entry policy was introduced.
1.6.6 Although a premium is a clear indicator of higher than “market” profits it is not
necessarily an indicator of significant unmet demand. Where a premium exists, this may
be due to low cab waiting time associated with under-supply, and hence passenger
delays. Alternatively, it may be due to a fares level, which is higher than the break-even
10
level for a given supply. Finally,
it may simply be a reflection of the absence of
alternative means of gaining employment.
1.7 Local Transport Plan 2
1.7.1 This section considers the taxi market within a wider context of transport policy. Taxis
provide an important service for the public and have the potential to form an important
part of an integrated public transport system.
1.7.2 The Local Transport Plan process requires local authorities to consider, in a holistic
manner, how transport provision for their area contributes to wider objectives such as
economic growth, accessibility and the environment. Taxis are an integral part of local
transport provision and should be taken into account within this provision.
1.7.3 The main objectives of Merseyside’s LTP2 are:
• Provide appropriate infrastructure to improve the capacity and efficiency of the
transport network and support areas where the economy is growing;
• Provide access for everyone to services such as employment, education and health;
and
• Manage demand for travel to ensure that our roads do not become congested and
affect the efficient movement of public transport and freight.
1.7.4 The role of taxis is an essential part of the LTP process. Taxis can be an important mode
of transport for business, tourism as well as providing transport for journeys which are
difficult to undertake using conventional public transport, such as journeys late at night,
in areas of where public transport is inadequate, for those with mobility difficulties or for
travellers with a large amount to carry. Their flexibility (and increasingly their design)
promotes travel opportunities, particularly for those with physical disabilities and those
visiting Sefton for the first time, who may find other forms of public transport difficult to
use.
1.7.5 With regard to taxis the Merseyside LTP2 has developed a 5 year programme which
aims to;
11
• Investigate more use of taxis to link with other demand responsive modes as part of
the development of the DRT;
• Provide a more robust monitoring regime to share future policy within three years;
• Provide assistance to other modes such as night buses when there is a clear
objective to clear the city and town centre as safely as possible;
• Develop the Merseyside Taxi Training Scheme (MTTS) to focus on customer care
and DDA issues; and
• Improve taxi ranks, new information provision and better integration with the public
transport network.
12
2 Benchmarking
2.1 Introduction
2.1.1 In order to assess the current level of taxi provision in Sefton it is necessary to
benchmark Sefton against other authorities which are its statistically nearest
neighbours2.
2.1.2 The statistically nearest neighbours are authorities which are of similar socio-economic
standing to Sefton and can be used for comparison purposes. They include; Blackpool,
Bolton, Bury, Calderdale, Darlington, Dudley, North Tyneside, Plymouth, Redcar and
Cleveland, Southend-on-Sea, St Helens, Stockport, Tameside and Wirral.
2.1.3 Sefton has been benchmarked against similar authorities on the following elements:
• Fleet composition;
• Entry Control Policy; and
• Fares.
2.2 Fleet Composition
2.2.1 Figure 2.1 documents the fleet size for the benchmarked authorities. Plymouth has the
largest fleet of hackney carriages at 360 vehicles whilst Sefton has the fourth largest
(271 vehicles) out of the fourteen licensing authorities. With regard to the private hire
fleets Sefton has a significantly larger fleet (1,540 vehicles).
2.2.2 In terms of the population per hackney, Figure 2.2 documents the results for the
licensing authorities. Figure 2.2 demonstrates that Calderdale has a significantly higher
number of people per hackney carriage (lower provision) compared with the other
licensing authorities, whilst Redcar and Cleveland has the lowest amount of people per
hackney carriage (highest provision). Sefton’s level of provision is slightly higher than
average.
2 Audit Commission classification
13
2.2.3 However, if per capita provision is looked at in terms of the whole fleet(i.e. hackneys and
hire cars) as in Figure 2.3, it appears that Sefton has the highest per capita provision
(best provision) with Darlington having the worst.
14
Figure 2.1 Fleet composition in Sefton Compared to other Similar Authorities
0
200
400
600
800
1000
1200
1400
1600
1800
2000
Blackpool
Dudley
Bolton
Southend-on-sea
Bury
Stockport
Plymouth
Darlington
Wirral
North Tyneside
Calderdale
Tameside
Redcar & Cleveland
Sefton
St Helen's
Number of Vehicles
Private Hire
Hackney Carriages
15
Figure 2.2 Population per hackney across the different licensing authorities (a lower value represents higher levels
of provision)
0
500
1000
1500
2000
2500
3000
3500
Calderdale
St Helen's
Bolton
Stockport
Bury
Tamesid e
Dudley
Wirral
Sefton
Blackpool
North Tyneside
Plymouth
Southend-on-sea
Darlington
Redcar & Cleveland
Number of People per hackney carriage
16
Figure 2.3 Combined hackney and hire car fleet provision per capita
0
50
100
150
200
250
300
350
400
450
500
Darlington
Tameside
Blackpool
Redcar & Cleveland
Southend-on-sea
Bolton
St Helen's
Dudley
Calderdale
Stockport
Wirral
Plymouth
North Tyneside
Bury
Sefton
Number of People
17
2.3 Entry Control Policy
2.3.1 Table 2.1 documents the entry control policies for the 14 licensing authorities. Bury,
Darlington, Dudley, and Wirral are amongst the only licensing authorities that do not
enforce a numerical limit.
Table 2.1 Entry Control Policy for the Authorities
Authority Market Entry Policy
Blackpool Restricted
Bolton Restricted
Bury Derestricted
Calderdale Restricted
Darlington Derestricted
Dudley Derestricted
North Tyneside Restricted
Plymouth Restricted
Redcar and Cleveland Derestricted
Sefton Restricted
Southend-on Sea Restricted
St Helen’s Restricted
Stockport Restricted
Tameside Restricted
Wirral Derestricted
2.4 Fares
2.4.1 Figure 2.4 details the average fare for a two mile journey across the benchmarked
authorities during a typical weekday daytime period. The average cost of a two mile
journey is £4.90, thereby highlighting that fares in Sefton are cheaper than the average
at £4.40.
18
Figure 2.4 Average Fare for a Two Mile Journey
0
1
2
3
4
5
6
Blackpool
Dudley
Bolton
Southend-on-sea
Bury
Stockport
Plymouth
Darlington
Wirral
North Tyneside
Calderdale
Tameside
Redca r & Cleveland
Sefton
St Helen's
£
Fare
Average Fare
19
2.4.2 In addition to undertaking the benchmarking of fares in the previous chapter it is
necessary to determine how fares compare with other public transport modes.
2.4.3 A number of journeys have been determined and the fares reviewed for hackney
carriage, private hire and bus. Further information is detailed below.
2.5 Comparison of fares
2.5.1 Figure 2.5 documents the average cost for journeys of two, five and ten miles across
Sefton by hackney, private hire and bus/rail.
Figure 2.5 Average cost of a journey
0.00
2.00
4.00
6.00
8.00
10.00
12.00
14.00
16.00
2 5 10
Miles
£
Hackney
PHV Bootle
PHV Southport
Bus/Rail
2.5.2 As detailed in Figure 2.5 hackney fares are more expensive than private hire fares
across all length of journeys.
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3 Definition, Measurement and Removal of
Significant Unmet Demand
3.1 Introduction
3.1.1 Section 3 provides a definition of significant unmet demand derived from experience of
over 100 unmet demand studies since 1987. This leads to an objective measure of
significant unmet demand that allows clear conclusions regarding the presence or
absence of this phenomenon to be drawn. Following this, a description is provided of the
SUDSIM model which is a tool developed to determine the number of additional hackney
licences required to eliminate significant unmet demand, where such unmet demand is
found to exist.
3.2 Overview
Significant Unmet Demand (SUD) has two components:
• patent demand – that which is directly observable; and
• “suppressed” demand – that which is released by additional supply.
3.2.1 Patent demand is measured using rank observation data. Suppressed (or latent)
demand is assessed using data from the rank observations and public attitude interview
survey. Both are brought together in a single measure of unmet demand, ISUD (Index of
Significant Unmet Demand).
3.3 Defining Significant Unmet Demand
3.3.1 The provision of evidence to aid licensing authorities in making decisions about hackney
carriage provision requires that surveys of demand be carried out. Results based on
observations of activity at hackney ranks have become the generally accepted minimum
requirement.
3.3.2 The definition of significant unmet demand is informed by two Court of Appeal
judgements:
• R v Great Yarmouth Borough Council ex p Sawyer (1987); and
• R v Castle Point Borough Council ex p Maude (2002).
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3.3.3 The Sawyer case provides an indication of the way in which an Authority may interpret
the findings of survey work. In the case of Sawyer v. Yarmouth City Council, 16 June
1987, Lord Justice Woolf ruled that an Authority is entitled to consider the situation from
a temporal point of view as a whole. It does not have to condescend into a detailed
consideration as to what may be the position in every limited area of the Authority in
relation to the particular time of day. The area is required to give effect to the language
used by the Section (Section 16) and can ask itself with regard to the area as a whole
whether or not it is satisfied that there is no significant unmet demand.
3.3.4 The term “suppressed” or “latent” demand has caused some confusion over the years. It
should be pointed out that following Maude v Castle Point Borough Council, heard in the
Court of Appeal in October 2002, the term is now interpreted to relate purely to that
demand that is measurable. Following Maude, there are two components to what Lord
Justice Keene prefers to refer to as “suppressed demand”:
• what can be termed inappropriately met demand. This is current observable
demand that is being met by, for example, private hire cars illegally ranking up;
and
• that which arises if people are forced to use some less satisfactory method of
travel due to the unavailability of a hackney carriage.
3.3.5 If demand remained at a constant level throughout the day and week, the identification
and treatment of significant unmet demand would be more straight-forward. If there were
more cabs than required to meet the existing demand there would be queues of cabs on
ranks throughout the day and night and passenger waiting times would be zero.
Conversely, if too few cabs were available there would tend to be queues of passengers
throughout the day. In such a case it would, in principle, be a simple matter to estimate
the increase in supply of cabs necessary to just eliminate passenger queues.
3.3.6 Demand for hackney carriages varies throughout the day and on different days. The
problem, introduced by variable demand, becomes clear when driver earnings are
considered. If demand is much higher late at night than it is during the day, an increase
in cab supply large enough to eliminate peak delays will have a disproportionate effect
on the occupation rate of cabs at all other times. Earnings will fall and fares might have
to be increased sharply to sustain the supply of cabs at or near its new level.
3.3.7 The main implication of the present discussion is that it is necessary, when considering
whether significant unmet demand exists, to take account of the practicability of
improving the standard of service through increasing supply.
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3.4 Measuring Patent Significant Unmet Demand
3.4.1 Taking into account the economic, administrative and legal considerations, the
identification of this important aspect of significant unmet demand should be treated as a
three stage process as follows:
• identify the demand profile;
• estimate passenger and cab delays; and
• compare estimated delays to the demand profile.
3.4.2 The broad interpretation to be given to the results of this comparison are summarised in
Table 3.1.
Table 3.1 Existence of Significant Unmet Demand (SUD) Determined by Comparing Demand and
Delay Profiles
Delays during peak only Delays during peak and other times
Demand is:
Highly Peaked
Not Highly Peaked
No SUD
Possibly a SUD
Possibly a SUD
Possibly a SUD
3.4.3 It is clear from the content of the table that the simple descriptive approach fails to
provide the necessary degree of clarity to support the decision making process in cases
where the unambiguous conclusion is not achievable. However, it does provide the
basis of a robust assessment of the principal component of significant unmet demand.
The analysis is therefore extended to provide a more formal numerical measure of
significant unmet demand. This is based on the principles contained in the descriptive
approach but provides greater clarity. A description follows.
3.4.4 The measure feeds directly off the results of observations of activity at the ranks. In
particular it takes account of:
• case law that suggests an authority should take a broad view of the market;
• the effect of different levels of supply during different periods at the rank on
service quality;
• the need for consistent treatment of different authorities, and the same authority
over time.
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3.4.5 The Index of Significant Unmet Demand (ISUD) was developed in the early 1990’s and
is based on the following formula. The Seasonality Factor (SF) element was introduced
in 2003 and the LDF element was introduced in 2006 to reflect the increased emphasis
on latent demand in DfT Guidance
ISUD = APD x PF x GID x SSP x SF x LDF
Where:
APD = Average Passenger Delay calculated across the entire week.
PF = Peaking Factor. If passenger demand is highly peaked at night the factor
takes the value of 0.5. If it is not peaked the value is 1. Following case
law this provides dispensation for the effects of peaked demand on the
ability of the Trade to meet that demand. To identify high peaking we are
generally looking for demand at night (at weekends) to be substantially
higher than demand at other times.
GID = General Incidence of Delay. This is measured as the proportion of
passengers who travel in hours where the delay exceeds one minute.
SSP = Steady State Performance. The corollary of providing dispensation
during the peaks in demand is that it is necessary to focus on
performance during “normal” hours. This is measured by the proportion
of hours during weekday daytimes when the market exhibits excess
demand conditions (i.e. passenger queues form at ranks).
SF = Seasonality factor. Due to the nature of these surveys it is not possible
to collect information throughout an entire year to assess the effects of
seasonality. Experience has suggested that hackney demand does
exhibit a degree of seasonality and this is allowed for by the inclusion of
a seasonality factor. The factor is set at a level to ensure that a marginal
decision either way obtained in an “untypical” month will be reversed.
This factor takes a value of 1 for surveys conducted in September to
November and March to June, i.e. “typical” months. It takes a value of
1.2 for surveys conducted in January and February and the longer
school holidays, where low demand the absence of contract work will
bias the results in favour of the hackney trade, and a value of 0.8 for
surveys conducted in December during the pre Christmas rush of
activity. Generally, surveys in these atypical months, and in school
holidays, should be avoided.
LDF = Latent Demand Factor. This is derived from the public attitude survey
results an provides a measure of the proportion of the public who have
given up trying to obtain a hackney carriage at either a rank or by
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flagdown during the previous three months. It is measured as 1+
proportion giving up waiting. The inclusion of this factor is a tactical
response to the latest DfT guidance.
3.4.6 The product of these six measures provides an index value. The index is exponential
and values above the 80 mark have been found to indicate significant unmet demand.
This benchmark was defined by applying the factor to the 25 or so studies that had been
conducted at the point it was developed. These earlier studies had used the same
principles but in a less structured manner. The highest ISUD value for a study where a
conclusion of no significant unmet demand had been found was 72. The threshold was
therefore set at 80. The ISUD factor has been applied to over 80 studies by Halcrow and
has been adopted by others working in the field. It has proved to be a robust, intuitively
appealing and reliable measure.
3.4.7 Suppressed/latent demand is explicitly included in the above analysis by the inclusion of
the LDF factor and because any known illegal plying for hire by the private hire trade is
included in the rank observation data. This covers both elements of suppressed/latent
demand resulting from the Maude case referred to above and is intended to provide a
‘belt and braces’ approach. A consideration of latent demand is also included where
there is a need to increase the number of hackney carriage licences following a finding
of significant unmet demand. This is discussed in the next section.
3.5 Determining the Number of New Licences Required to Eliminate Significant Unmet
Demand
3.5.1 To provide advice on the increase in licences required to eliminate significant unmet
demand, Halcrow has developed a predictive model. SUDSIM is a product of 20 years
experience of analysing hackney carriage demand. It is a mathematical model, which
predicts the number of additional licences required to eliminate significant unmet
demand as a function of key market characteristics.
3.5.2 SUDSIM represents a synthesis of a queue simulation work that was previously used
(1989 to 2002) to predict the alleviation of significant unmet demand and the ISUD factor
described above (hence the term SUDSIM). The benefit of this approach is that it
provides a direct relationship between the scale of the ISUD factor and the number of
new hackney licences required.
3.5.3 SUDSIM was developed taking the recommendations from 14 previous studies that
resulted in an increase in licences, and using these data to calibrate an econometric
model. The model provides a relationship between the recommended increase in
licences and three key market indicators:
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• the population of the licensing Authority;
• the number of hackneys already licensed by the licensing Authority; and
• the size of the SUD factor.
3.5.4 The main implications of the model are illustrated in Figure 3.1 below. The figure shows
that the percentage increase in a hackney fleet required to eliminate significant unmet
demand is positively related to the population per hackney (PPH) and the value of the
ISUD factor over the expected range of these two variables.
Figure 3.1 Forecast Increase in Hackney Fleet Size as a Function of Population Per Hackney
(PPH) and the ISUD Value
3.5.5 Where significant unmet demand is identified, the recommended increase in licences is
therefore determined by the following formula:
New Licences = SUDSIM x Latent Demand Factor
Where:
• Latent Demand Factor = (1 + proportion giving up waiting for a hackney at either
a rank or via flagdown)
0
2
4
6
8
10
12
14
16
18
100 500 1000 1500 2000 2500 3000 3500
ISUD Value
% increase in licences
500
1000
2000
3000
PPH
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3.6 Note on Scope of Assessing Significant Unmet Demand
3.6.1 It is useful to note the extent to which a licensing authority is required to consider
peripheral matters when establishing the existence or otherwise of significant unmet
demand. This issue is informed by R v Brighton Borough Council, exp p Bunch 19893.
This case set the precedent that it is only those services that are exclusive to hackney
carriages that need concern a licensing authority when considering significant unmet
demand. Telephone booked trips, trips booked in advance or indeed the provision of
bus type services are not exclusive to hackney carriages and have therefore been
excluded from consideration.
3 See Button JH ‘Taxis – Licensing Law and Practice’ 3rd edition Tottel 2009 P257-258
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4 Evidence of Patent Unmet Demand –
Rank Observation Results
4.1 Introduction
4.1.1 This section of the report highlights the results of the rank observation survey. The rank
observation programme covered a period of 602 hours. During the hours observed some
17,527 passengers and 15,068 cab departures were recorded. A summary of the rank
observation programme is provided in Appendix 1.
4.1.2 The results presented in this Section summarise the information and draw out its
implications. This is achieved by using five indicators:
• The Balance of Supply and Demand – this indicates the proportion of the time
that the market exhibits excess demand, equilibrium and excess supply;
• Average Delays and Total Demand – this indicates the overall level of
passengers and cab delays and provides estimates of total demand;
• The Demand/Delay Profile – this provides the key information required to
determine the existence or otherwise of significant unmet demand;
• The Proportions of Passengers Experiencing Given Levels of Delay – this
provides a guide to the generality of passenger delay; and
• The Effective Supply of Vehicles – this indicates the proportion of the fleet that
was off the road during the survey.
4.2 The Balance of Supply and Demand
4.2.1 The results of the analysis are presented in Table 4.1 below. The predominant market
state is one of equilibrium. Excess supply (queues of cabs) was experienced
during 19% of the hours observed while excess demand (queues of passengers) was
experienced in 4% of hours. Conditions are most favourable to customers during the
weekend day and weekday day periods. Conditions were least favourable to customers
on Sundays.
4.2.2 Table 4.1 also shows that excess demand has decreased since the previous study
undertaken by Halcrow 10 years ago.
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Table 4.1 The Balance of Supply and Demand in the Sefton Rank-Based Hackney Carriage Market
(Percentages – Rows Sum to 100)
Period Excess Demand Equilibrium Excess Supply
Weekday Day 2 67 31
Night 3 91 7
Weekend Day 4 65 30
Night 4 85 11
Sunday Day 7 87 6
All 2010 4 77 19
All 2000 7 82 11
NB – Excess Demand = Maximum Passenger Queue =3. Excess Supply = Minimum Cab Queue =3 – values
derived over 12 time periods within an hour.
4.3 Average Delays and Total Demand
4.3.1 The following estimates of average delays and throughput were produced for each of the
main ranks in Sefton. (Table 4.2).
4.3.2 The survey suggests some 17,527 passenger departures occur per week from ranks in
Sefton involving some 15,068 cab departures. However it should be noted that at a
number of ranks cab departures are greater than the level of passenger departures –
this may be due to hackney carriages undertaking work from a private hire circuit.
4.3.3 The taxi trade is somewhat concentrated across a small number of ranks with the
Stanley Road rank near Wetherspoon’s in Bootle and Washington Parade in Bootle,
accounting for 31% of the total trade respectively. On average, passengers wait 0.38
minutes for a cab. The greatest passenger delay occurs at Lord Street outside the
Casino in Southport, where passengers wait an average of 2.50 minutes for a taxi.
4.3.4 Since the previous study undertaken in 2000 passenger delay and passenger demand
has increased.
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Table 4.2 Average Delays and Total Demand (Delays in Minutes)
Rank Passenger
Departures
Cab
Departures
Average
Passenger
Delay
Average
Cab Delay
Green Car Park, Crosby 362 472 1.08 18.19
South Road, Waterloo 159 308 0.98 2.12
Duke Street, Formby 240 250 1.93 9.47
Green Lane, Formby 72 54 0.00 76.25
Shore Road, Ainsdale 2 15 0.00 45.77
Coronation Walk, Southport 358 356 0.00 39.01
West Street, Southport 48 41 0.00 113.15
Lord Street, Southport (near Alliance & Leicester) 1,554 1,041 0.00 24.35
St Georges Place, Southport 421 380 0.01 36.58
Lord Street, Casino, Southport 14 29 2.50 6.58
Southport Train Station 1,733 1,880 0.39 11.64
Derby Road, Central 12, Southport 1,843 1,700 1.43 4.53
Southport Hospital 634 737 1.78 6.01
Wellington Road, Litherland 165 389 0.17 25.81
Glovers Lane, Netherton 620 603 0.06 25.05
Washington Parade, Bootle 2,522 1,724 0.00 14.97
Stanley Road, Bootle (near M&S) 1,805 1,311 0.01 19.89
Stanley Road, Bootle (near McDonalds) 896 763 0.57 28.02
Stanley Road, , Bootle (outside Wetherspoons) 2,887 2,052 0.00 17.22
Stanley Road, Bootle (near Sullivan’s) 47 104 0.00 16.90
Tulketh Street, Southport 393 255 0.23 43.00
Bridal Road, Netherton 347 315 0.00 48.98
Weld Parade, Birkdale 406 291 1.25 56.52
Total 2010 17,527 15,068 0.38 19.02
Total 2000 17,180 11,930 0.28 12.95
Please note that not all the same ranks were observed for each study
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4.4 The Delay/Demand Profile
4.4.1 Figure 4.1 provides a graphical illustration of passenger demand for the Monday to
Saturday period between the hours of 08:00 and 04:00.
Figure 4.1 Passenger Demand by Time of Day in 2010 (Monday to Saturday)
0
50
100
150
200
250
300
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3
Hour Starting
Average Passengers
Weekday
Weekend
All Week
2 per. Mov. Avg. (All Week)
4.4.2 The level of peaking late at night relative to the daytime is high; we therefore conclude
that this is a ‘highly peaked’ demand profile. This has implications for the interpretation
of the results.
4.4.3 Figure 4.2 provides an illustration of passenger delay by the time of day for the weekday
and weekend periods. It indicates incidences of passenger delay peak at weekday days
at 1800 where delay peaks to 4 minutes. There is some delay in the evening between
2000 and 2200 on weekends with delay peaking to just over one minute. For all other
times of day the level of passenger delay is generally less than one minute.
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Figure 4.2 Passenger Delay by Time of Day in 2010 (Monday to Saturday)
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1 2 3
0.0
1.0
2.0
3.0
4.0
Minutes
Hour Starting
Weekday
Weekend
4.5 The Generality of Passenger Delay
4.5.1 The rank observation data can be used to provide a simple assessment of the likelihood
of passengers encountering delay at ranks. The results are presented in Table 4.3
below.
Table 4.3 General Incidence of Passenger Delay (Percentages)
Year Delay > 0 Delay > 1 minute Delay > 5 minutes
2010 7.36 4.25 0.55
2000 17.84 8.08 0.65
4.5.2 In 2010 the proportion likely to experience more than a minute of delay is 4.25%. This
has decreased by half since the survey undertaken in 2000. It is this proportion that is
used within the ISUD as the ‘Generality of Passenger Delay’.
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4.6 Sefton Compared to Other Districts
4.6.1 Comparable statistics are available from 52 local authorities and these are listed in Table
4.4. The table highlights a number of key results including:
• population per hackney carriage at the time of the study (column one);
• the proportion of rank users travelling in hours in which delays of greater than
zero, greater than one minute and greater than five minutes occurred (columns
two to four);
• average passenger and cab delay calculated from the rank observations
(columns five to six);
• the proportion of Monday to Thursday daytime hours in which excess demand
was observed (column seven);
• the judgement on whether rank demand is highly peaked (column eleven); and
• a numerical indicator of significant unmet demand.
4.6.2 The following points (obtained from the rank observations) may be made about the
results in Sefton compared to other areas studied:
• population per hackney carriage is slightly lower than the average overall value i.e.
Sefton has a slightly higher than average provision;
• the proportion of passengers, who travel in hours where some delay occurs, is
7.36%, which is much lower than the average (24%) for the areas analysed;
• overall average passenger delay at 0.38 minutes is lower than the average value;
• overall average cab delay is higher than the average for the districts shown; and
• the proportion of weekday daytime hours with excess demand conditions are
observed is 4% which is below the average.
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5 Evidence of Suppressed Demand -
Public Attitude Pedestrian Survey
Results
5.1 Introduction
5.1.1 Some 1,086 on-street public interview surveys were carried out in June and July 2010. A
quota was followed so that the survey reflected the age and gender characteristics of the
local community. This, in turn, ensured that broadly representative results were
obtained.
5.1.2 A full breakdown and analysis of the results and the survey form are provided in
Appendix 3.
5.1.3 The survey found that 61.6% of respondents in Sefton had used a taxi (hackney or
private hire) in the last three months. The results are displayed in Figure 5.1
Figure 5.1 Made a trip by taxi in the last 3 months
62%
38%
Yes
No
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5.1.4 Trip makers were asked how they obtained their hackney carriage or private hire vehicle.
Almost three quarters of hirings were achieved by telephone (73%) with 16.5% of trip
makers stating that they hired their vehicle at a rank. Figure 5.2 reveals the pattern of
hire.
Figure 5.2 Method of Hire for Last Trip
17%
10%
73%
Rank
Flagdow n
Telephone
5.1.5 The most common type of vehicle hired was a saloon car (76.5%) with 20.9% hiring a
purpose built cab.
5.1.6 Respondents were asked if they were satisfied with the time taken and the promptness
of the vehicle’s arrival. The majority of people were satisfied (96%). Figure 6.3 shows
that for each method of obtaining a hackney carriage or private hire vehicle, the majority
were satisfied with the service. When compared with the results from the 2000 survey it
is clear that satisfaction has increased.
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Figure 5.3 Satisfaction with Delay on Last Trip by Method of Hire
0
10
20
30
40
50
60
70
80
90
100
Rank Flagdown Telephone
No
Yes
5.1.7 Respondents were asked what time of day they obtained their hackney carriage or
private hire vehicle, and whether they could have made the journey by another mode.
The results are documented in figure 5.4 and show that less respondents had an
alternative mode available to them when travelling after 10pm.
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Figure 5.4 Alternative mode available by time of day
0
10
20
30
40
50
60
70
80
90
100
Day (bef ore 6pm) Evening (6pm-10pm) Night (af t er 10pm)
No
Yes
5.1.8 Those respondents that had an alternative mode available to them were asked what
mode they could have used. The results are displayed in figure 5.5 and show that the
bus became less of an alternative after 10pm, as did the car and cycling. However
walking appeared to be more of an alternative than at other times.
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Figure 5.5 Alternative modes available
0
10
20
30
40
50
60
70
80
90
100
Day (before 6pm) Evening (6pm-10pm) Night (after 10pm)
%
Cycle
Walk
Train
Car
Bus
5.1.9 In order to measure demand suppression, respondents were asked to identify whether
or not they had given up waiting for a taxi at a rank, on the street, or by telephone in the
district in the last three months. The results are documented in figure 5.6.
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Figure 5.6 Latent demand by method of hire – Given up trying to make a hiring?
0
10
20
30
40
50
60
70
80
90
100
Given up rank Given up
flagdow n
Given up
telephone
Given up rank/flag
Percentage
5.1.10 Figure 5.6 indicates that 14.7% of respondents had given up waiting for a vehicle at a
rank or by flagdown. This is the value used to measure demand suppression.
5.1.11 Those respondents who had given up waiting for a hackney or private hire vehicle were
asked within what district of Sefton they were waiting. The most popular answers were:
• Southport (36.3%);
• Bootle (21.1%);
• Crosby (6.8%);
• Litherland (4.4%);
• Formby (2.8%); and
• Birkdale (2.0%)
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5.1.12 Respondents were asked if they thought the hackney and private hire service in Sefton
could be improved. The responses indicate that the majority of respondents (61.4%)
thought that the services in Sefton did not need to be improved. The results are
documented in figure 5.7.
Figure 5.7 Could taxi services be improved?
39%
61%
Yes
No
5.2 Safety & Security
5.2.1 Respondents were asked whether they felt safe when using hackney carriage and
private hire services in Sefton. The majority of respondents felt safe using hackneys and
private hire vehicles during the day (98%) and at night (91.2%) in Sefton.
5.2.2 Those respondents who did not feel safe during the day and/or at night were asked what
needed to be done to improve safety and security when using hackney carriages and
private hire vehicles in Sefton. Figure 5.8 highlights that some 49% (47 respondents)
would feel safer if there was CCTV in the vehicle, and 28.1% (27 respondents) would
like to see CCTV on ranks and taxi marshals on ranks. A number of respondents stated
that they would like to see more women drivers.
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Figure 5.8 Improvements to safety and security when using taxis in Sefton
(multiple responses)
0
10
20
30
40
50
60
CCTV in Taxis CCTV on ranks More Taxi Marshals Other
%
5.3 Ranks
5.3.1 Respondents were asked if they were satisfied with the provision of taxi ranks in Sefton.
The majority of respondents (63%) were satisfied with the provision of ranks, only 11%
of respondents were unsatisfied and 26% stated that they did not know. Of those that
stated they were unsatisfied with the provision of ranks, they were asked what could be
done to improve them. Some 65.8% commented that new ranks should be provided and
14.5% stated that more information on the location of ranks is needed. Suggested
locations for new ranks included:
• Marshside;
• Bigger rank on Lord Street;
• Maghull; and
• Netherton.
5.3.2 Other suggestions for improvements included:
• More women drivers;
• Improved vetting of drivers;
• More policing;
• Panic button for drivers and passengers;
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• Text message with drivers details when hired;
• Shelters at ranks.
5.4 Landaus and Pedicabs
5.4.1 Respondents were asked whether they had ever used a landaus or pedicabs in Sefton.
Figure 5.9 highlights that only 8.9% of respondents had used a pedicabs or landaus in
Sefton.
Figure 5.9 Have you used a pedicabs or landaus in Sefton?
8.9
91.1
Yes
No
5.4.2 Those respondents who stated that they had not were asked why. The most common
responses were:
• Don’t know what they are;
• Never Seen any; and
• No need to use one
5.4.3 Finally, respondents were asked whether they consider there to be a sufficient number
of landaus and pedicabs in Sefton. The majority of people commented that they did not
know.
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Summary
Key results from the Public Attitude Survey can be summarised as:
• 61.6% of respondents in Sefton had used a taxi in the last 3 months;
• Almost three quarters of hirings were achieved by telephone (72.9%) with 16.8% of trip makers stated that
they hired their taxi at a rank.
• High levels of satisfaction with delay on last trip;
• Majority of respondents had not given up waiting for a taxi in the last three months with 14.7% stating they
had given up trying to obtain a vehicle by rank and/or flagdown in Sefton;
• Some 61.4% of respondents said that taxi services in Sefton did not need to be improved; and
• Majority of respondents felt safe using taxis during the day and night in Sefton.
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6 Consultation
6.1 Introduction
6.1.1 Guidelines issued by the Department for Transport state that consultation should be
undertaken with the following organisations and stakeholders:
• all those working in the market;
• consumer and passenger (including disabled) groups;
• groups which represent those passengers with special needs;
• the Police;
• local interest groups such as hospitals or visitor attractions; and
• a wide range of transport stakeholders such as rail/bus/coach providers and
transport managers.
6.2 Direct Consultation
6.2.1 A number of organisations were given the opportunity to attend a series of focus groups
to discuss issues regarding the taxi market in Sefton. Separate meetings were organised
with the following:
• Hackney Carriage Trade Representatives;
• Private Hire Trade Representatives;
• Planning, Regeneration, Town Management and Tourism council
representatives;
• Police; and
• Disability Representatives
6.2.2 The comments from those attending the organised meetings are summarised below and
appended in full in Appendix 4.
Hackney Carriage Trade
6.2.3 Representatives from the North Sefton Hackney Carriage Association and South Sefton
Hackney Carriage Association attended the focus group. The representatives
commented that there is no unmet demand in Sefton, the trade are having to work
longer hours to make a living. It was also noted that a large proportion of the private hire
trade work outside of the borough.
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6.2.4 The representatives commented that there are a lot of ranks across the Sefton borough
however they require frequent reviews in order to ensure adequate rank provision exists
where appropriate. There is currently a demand for rank space at South Road, Waterloo
and Moor Lane, Crosby.
6.2.5 The representatives commented that the NVQ in Road Passenger Transport can be
difficult for existing drivers who have not completed the VRQ as they are requested to
learn the material without assistance or resources. Some aspects of the course were
thought to be incorrect, it was stated that no training on the use of disabled facilities is
provided and the VRQ is often undertaken in 15 hours, instead of the required 70 hours.
The trade were however in favour of new drivers undertaking both the VRQ and NVQ.
6.2.6 It was felt that vehicle standards have recently improved and are high in relation to fares
in Sefton.
Private Hire Trade
6.2.7 Representatives from both Delta and Berry Street Garage attended the focus group. It
was felt that a limit on the number of hackney carriage vehicles is essential. More and
more people prefer to travel in a private hire vehicle for the convenience of a door to
door service. Private hire companies also keep a record of each passenger and provide
customer care services such as lost property.
6.2.8 The representatives commented that hackney carriages present safety issues when they
over rank. It often occurs in loading bays and means that private hire drivers find it
difficult to safely unload passengers.
6.2.9 With regard to the image of the private hire trade, the representatives commented that it
is at its highest ever and is getting better. Delta has policies in place for random vehicle
inspections. It was also stated that many drivers prefer to buy new cars, again increasing
the trade’s image. With regard to the hackney carriage fleet, it was felt that the image is
appalling, particularly in the south of the borough, which has a poor reflection on the rest
of the borough.
6.2.10 The NVQ has improved customer care and driver attitudes and at Delta, is used as a
rehabilitation tool when drivers have been suspended from work.
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6.2.11 The representative commented that there is unmet demand on a Saturday night
however, all private hire vehicles are equipped with GPS enabling a quicker and more
efficient service.
Disability Representatives
6.2.12 Halcrow Group Ltd attended the Sefton Accessibility Forum. It was commented that the
majority of drivers are helpful when transporting those with disabilities, however there
are a few who refuse to take guide dogs. Additionally some vehicles do not have belts
available to properly secure wheelchairs, meaning that wheelchair users are often
required to hold on to internal rails.
6.2.13 The representatives felt that drivers would benefit from training provided by disabled
people, particularly on aspects such as loading and fixing wheelchairs into the vehicle. It
was also felt that the NVQ level 2 in Road Passenger Transport should be compulsory
for all drivers.
6.2.14 It was considered that there are insufficient wheelchair accessible vehicles. One
member of the forum mentioned that there are no wheelchair accessible vehicles in
Formby. It was felt that all new taxis should be wheelchair accessible and it was
requested that a range of vehicles should be available across Sefton.
6.2.15 The representatives commented that it can be particularly difficult to order a taxi during
peak hours as a large amount of drivers have contracts with social services transporting
children to school.
Driver Training, Hugh Baird College
6.2.16 A representative from Hugh Baird College attended the focus group. The college offers
both the VRQ in Road Passenger Transport and the NVQ in Road Passenger Transport.
The VRQ provides students with the theory behind Road Passenger Transport and
prepares them for the NVQ which focuses more on the practical applications.
6.2.17 It is compulsory for new drivers to undertake the VRQ and the knowledge test before
they gain their badge. Existing drivers may undertake a fast track VRQ which involves
one session a week for six weeks.
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6.2.18 The college has received positive feedback from those who have taken part, some have
even gone on to train others and are now employed by the college part time. All the
assessors and trainers have been taxi drivers at some point in their career.
6.2.19 The representative commented that some changes to the existing programme, such as
additional training on the knowledge test and sessions on exam techniques, would be
beneficial.
6.2.20 The representative stated that there was a lot of funding at the start of the programme
which meant that the course would run every couple of weeks. However, the amount of
funding has now reduced so it runs less often. In the response to redundancies, anyone
unemployed is able to do the course for free. Those who are employed can pay a
reduced rate of £150 which is refunded if they complete the NVQ.
6.3 Indirect Consultation
6.3.1 In addition to the face to face consultation undertaken a number of stakeholders were
contacted by letter. This in turn assured the DfT guidelines were fulfilled and all relevant
organisations and bodies were provided with an opportunity to comment. Copies of all
the replies are included in Appendix 4.
6.3.2 In accordance with advice issued by the DfT the following organisations were contacted:
• Sefton Metropolitan Borough Council ;
• user/disability groups representing those passengers with special needs;
• local interest groups including hospitals, visitor attractions, entertainment outlets
and education establishments; and
• rail, bus and coach operators.
6.4 Comments Received
6.4.1 The comments received are summarised below and appended in full to this report.
Traffic Services, Planning and Economic Regeneration, Sefton Council
6.4.2 A representative from traffic services responded to the written consultation. It was
commented that hackney carriages primarily operate and rank at opposite ends of the
Borough, namely Bootle and Southport. It was felt that an adequate number of cabs are
visible on ranks in both Bootle and Southport throughout the day and night. The
representative suggested that the south of the Borough (Bootle and Crosby) is more
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than adequately served as Delta Taxis is one of Merseyside’s largest private hire firms.
Southport has a number of smaller private hire companies but again, large numbers can
be seen across Southport throughout the day and night.
6.4.3 With regard to the provision of ranks in the borough, the representative stated that any
requests for additional ranks or changes to existing ones are made directly to the Traffic
Services Unit as per the policy approved by both sides of the trade. Any changes to
ranks are consulted upon with numerous representatives including both hackney
carriage and private hire organisations, before being put to the relevant Area Committee
for approval. The Traffic Services Unit has never had any complaints about the
accessibility of ranks.
6.4.4 The representative commented that both sides of the taxi trade are fully integrated into
the Merseyside Local Transport Plan, and are seen as a valuable public service. In
Sefton, both private hire and hackney carriage vehicles are treated exactly the same,
and are exempt from numerous Traffic Regulation Orders, such as bus lanes and
Prohibition of Driving Orders.
Merseylearn, Merseytravel
6.4.5 A representative from Merseylearn responded.. Based on feedback received from
drivers who have completed the training, and operators of radio firms, it was felt that
training can greatly improve the image of the trade. The training is carried out to National
Occupational Standards and portrays a professional image to both users and
organisations such as Merseylearn, school transport allocators, social services and the
NHS.
6.4.6 Training provided by Merseylearn covers both the theory elements of being a taxi driver
and how to apply the theory in a practical situation. Areas covered by the training
include, disability awareness, health and safety, dealing with difficult customers,
topographical knowledge and driving passenger transport vehicles.
6.4.7
It was felt that Sefton Council, along with the hackney carriage trade, take their
responsibilities towards their customers and their drivers seriously and are willing to go
the extra mile to have a constantly improving service.
Sefton East Parishes Area Committee
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