Taxis and Private Hire Vehicles
Role of Taxis and Private Hire Vehicles
The Metropolitan Authorities recognise that Hackney Carriages (taxis) and Private Hire Vehicles (PHVs) have an important role within an integrated transport policy as set out below:
- Economic Revitalisation – The basic role within economic revitalisation is limited but they will play an important role in the movement of business people and other visitors, particularly those attending conferences and other major events and visiting local businesses
- Accessibility and Social Inclusion – Taxis and PHVs provide services when it is not economic for public transport to operate frequently or to remote locations. Furthermore, it is not unusual for people without a car to take a bus to a shop or town centre and then use a taxi or PHV for the return trip with their purchases. Additionally, taxis and PHVs are used by vulnerable travellers (for example, unaccompanied children) for a range of daily trips, including home-to-school journeys
- Sustainable Travel Patterns – By being integrated with public transport facilities, they support its use and help the development of sustainable transport travel patterns
- Safety and Health – They can help someone with a disability make a journey that could not be made by conventional public transport. Importantly, they are able to provide a flexible door-to-door service and drivers are reasonably prepared to assist with the carriage of shoppers or other loads into the passenger’s house
- Integration – Taxis and PHVs can provide an important link in longer public transport journeys by providing access to railway, coach and bus stations and airports. Without such links, travellers might be encouraged to use private vehicle for the whole journey
Present Situation
Within the Metropolitan Area, each Council exercises a licensing role in respect of taxis and PHVs. Drivers and vehicles are licensed, to ensure safety and driver competence. Historically there were significant differences between how many taxis and PHVs operated in each Council's area. The abandonment of taxi quantity controls will change this situation. However, there remains differences between taxis and PHVs, principally that taxis can use on-street ranks and ply for hire, whilst PHVs must be booked in advance.
In order to bring about greater integration and commonality of standards and policies the Metropolitan Councils led the creation of the West Midlands Neighbouring Authorities Working Group. This Group has grown from an initial membership of a dozen authorities to a current membership of 27, creating a regional group working to introduce complementary policies and standards that reflect the different characteristics of the member authorities.
There is not a single West Midlands policy statement on matters such as the provision of taxi ranks and PHV use of bus lanes (although, within the Metropolitan Area, this latter point is being addressed through the Bus Showcase Handbook). The Metropolitan Working Group members do however seek to ensure that there is consistency within the respective policy statements of individual authorities, for example - Birmingham’s 'Visions' Transport Strategy. Currently, whilst there is a high degree of consistency in respect of taxis, further progress is needed in respect of PHVs. The development of common policies across the Metropolitan Area is being progressed by the different authorities.
Consultation
During the extensive consultation in reparation for the 2003 LTP and during the 2004 public consultation, the role of taxis did not arise as a key issue. It is evident that the provision is very much taken for granted by the general public, although issues of safety relating to un-registered vehicles and refusal to go to certain areas were raised. Targeted work on social inclusion issues has identified the importance of taxis to certain groups in the area.
The issues that affect taxis and PHVs might be seen as similar to those relating to travel by car, inasmuch that the 2004 and 2005 consultations asked about 'spending more on building roads', 'spending more on highway maintenance' and 'doing more to encourage safer motoring'. The outcomes of both consultations showed, in a strategic context , that 'spending more on highway maintenance' was the second highest priority, 'doing more to encourage safer motoring' was a 'middle' priority and 'spending more on building roads' was the bottom priority when ranked against a range of other modal issues.
The 2005 consultation contained two additional statements about traffic congestion. Tackling congestion was a 'high middle' priority whilst investigating options for tackling congestion was a 'low' priority. Both statements received strong support, the former more strongly than the latter.
The Strategy
The wider role of taxis and PHVs within the development of integrated transport policies is recognised by the Metropolitan Authorities. Work on developing policies, that reflect this, is at different stages within the Area.
The issue of regularising quality standards has been a major focus of the Working Group. Procedures to benchmark standards are being developed as part of preparations for Best Value analysis of the service. Currently standards across the Metropolitan Area are converging.
Although taxis and PHVs carry people to places across the whole Metropolitan Area and beyond, they are licensed by one of the seven different Councils, according to the location of the operating base. This means that there are seven different organisations discharging enforcement powers and only within their own Council area. Furthermore, this means that taxis cannot use ranks or ply for hire outside their Council area. However the Authorities work together to overcome particular problems and Birmingham International Airport, which is located in Solihull, is served by taxis licensed by both Birmingham and Solihull Councils.
Currently a key issue for the trade is the use of bus lanes by taxis and PHVs. Generally PHVs are excluded, primarily for enforcement and recognition reasons, whilst taxis are generally allowed to use bus lanes. There is strong pressure from PHV operators to be allowed to use bus lanes, but this can lead to opposition by taxi and bus operators. From a wider perspective, in some areas the concentration of taxis and PHVs is such that their use of bus lanes has the potential to disrupt bus services, whilst in others there is spare capacity. This may mean that a standardised approach across the Metropolitan Area is not appropriate.
A further issue is the growing use of electronic bus gates as bus priority measures as these cannot be activated by taxis. This negates some of the advantage they gain from being allowed to use bus lanes.
Finally, the successful diversification and regeneration of centres is increasing the demand for taxis to serve new developments, for example. leisure facilities that open at times when traditional public transport is limited. Regeneration is also commonly associated with creating new urban environments that are not dominated by roads and traffic, but need good accessibility. Thus it is clear that consideration of the provision of ranking / pick up facilities and access to pedestrianised areas or areas where road space has been reduced is an important part of the design process and an important part of the provision of an integrated transport network.
The current statutory framework for the operation of taxis reflects the historic origins of the service, rather than the role of taxis in a modern integrated transport system. There is considerable scope for improving integration and developing the role of taxis to support the aims of the LTP. The successful resolution of these issues will be an important element in delivering the LTP strategy.
Projects and Programmes
Both taxis and PHVs will benefit from the enhancement of the road network and improved highway maintenance. Taxis will also benefit from the growth of the network of bus priority measures. In some districts, specific taxi and PHV schemes have been and are being introduced. Examples include the expansion of bus priority facilities and the allowance of PHVs into bus lanes. Also, specific taxi enhancement schemes include additional ranks, feeder lanes and improved passenger waiting facilities.
Projects have been developed in response to particular needs. One example is the wheelchair accessible taxi service in Sandwell. Here, survey work had identified a shortage of accessible taxis and the aim is to assist people with mobility difficulties access employment, training and education.
An allied project is the 'Taxibus' service now provided in the Meriden Gap area. This now carries over 1000 trips a week, serving rural communities.
In Birmingham, the City Council recognises the problems caused to taxi drivers and their passengers by cars and other vehicles that park on taxi ranks. In an effort to overcome the problems, all the city centre’s 63 ranks have been re-established under a new Traffic Regulation Order (TRO) with appropriate signage and road markings. A similar TRO will be introduced covering taxi ranks in the rest of the city, including Sutton Coldfield and Edgbaston.