New Horse-drawn Vehicles.
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Two public reports, which appeared last week, pointedly enforce the fact that the horse-vehicle trade is a declining industry. The first of these, by the Commissioner of Police of the Metropolis, deliberately states, with reference to cabs and omnibuses, that "new horse-drawn vehicles are almost a thing of the past " ; no new horsedrawn omnibus has been presented for licensing in London since the year 1907, and only 59 new horse-drawn cabs were presented in 1908—compared with 585 in 1904. The second report, by the Highways Committee of the London County Council, in respect of the tramways undertaking for the year ended the 31st March last, shows that 706 horses were sold during the year at an average price of us. 3d., and that the total purchases were " six cart horses " ; also, that only an average of 236 horse-tramcars remain in use per day—solely because the conversion of the lines for electric traction cannot immediately be completed. The virtual abandonment of horse-tramcars in busy centres has been an accepted policy for several years, but the practical non-presentation of either new horsecabs or new horse-omnibuses for licensing at Scotland Yard is a new development. The next striking departure will be the change-over of our great railway companies to local motorvan delivery, the Great Western Railway Cornpany taking the lead : that progressive line already has the nucleus of a fleet of 15 cwt. vans on the road.
No Skilled Mechanics Required.
A particular trade supporter of this journal has, for several years, boldly proclaimed, in relation to his oneton and larger vans, that there are—" no skilled mechanics required." These words are pregnant with meaning to the intending purchaser, and the degree of reliance that can be placed upon them is a measure of the success achieved in service by any make of commercial car. The writer, as one of the judges of the Commercial Motor Users' Association's recent prize-scheme for good driving, had a new opportunity, in the course of the viva-roes examinations, to gauge the correctness of the assertion in question, there being ten drivers of the vans indicated.
It is an important matter, when a horse-stable equipment is being substituted by one of the motor order, that the old vanmen, who know the rounds and customers' peculiarities, should be retained as far as is Possible: not a few large houses have hesitated to make the change, owing to their fears that highly-paid mechanics must be employed in place of ordinary drivers. We, to-day, more strongly than ever before, can unhesitatingly repeat our assurance that these fears are groundless, at least in respect of approved types of modern commercial motors. Space does not permit of our quoting the examples which came before the judges committee last week : one must
suffice. Of the several drivers, who had driven for long periods without their having had a single failure through mechanical fault or engine trouble, one man, who had been some 40,000 miles, and who had previously driven horse-vans, when asked what he would do if his engine were suddenly to stop, replied, after a full minute of cogitation : " I would look at the radiator " His ignorance is the highest testimony to the truth of the claim upon which we make this passing comment, though we do not commend such lack of knowledge as a qualification. Whilst some six or more makes are now offering to which the same phrase might safely be applied, it is better for aII concerned that the driver should take an intelligent interest in the vehicle which he controls.
Commercial Vehicles.
The Chancellor of the Exchequer, speaking in the House of Commons on Friday last, agreed to extend complete exemption from the petrol tax to all users of motorcabs, motorbuses, and "commercial vehicles," until the 31st December next. This concession, for which various commercial interests have been hard at work, should save owners a matter of some £40,000, more than half of which will be secured to the London General Omnibus Co., Ltd. In view of the fact that the Road Board will scarcely be constituted, let alone in working order, by the end of the present year. Mr. Lloyd-George was not in a position to maintain the argument that he offered a quid pro quo for the expiring year, and he gracefully yielded. We are now launched into a sea of difficulty as to the exact manner in which the refunded tax will reach the pockets of the correct parties, but that is purely incidental. On the point of complete temporary exemption for "commercial vehicles," and on the larger and far-reaching point of half exemption in future years for motor chars-i-bancs and other vehicles which carry both passengers and goods, a few readers of this journal appear to be in some doubt about their likely position. So far as owners of motorcabs, motorbuses or other hackney carriages are concerned, the fifth schedule to the Finance Act provides that they shall only enjoy the advantage of the half rebate while their vehicles are "standing or plying for hire." Any motor vehicle, however, so long as it is " used solely for the conveyance of a burden in the course of trade," and if its owner comply with the regulations in respect of lettering, will enjoy like exemption. The words "in the course of trade" embrace a very wide range of construction and use, although the Courts have held that any employment of a private nature vitiates exemption under the Customs and Inland Revenue Act of 1888. A cab, omnibus. char-b-bancs, or other public-passenger motor, though it be not "standing or plying for hire," is still a commercial motor, and is, in the terms of the amended Bill, entitled to exemption at the rate of 3d. per gallon to the 31st prox., and of lid. Per gallon thereafter, for the simple reason that it is used "solely . . in the course of trade." One way or the. other, they are clearly and legally exempt to that extent.