Opinions from Others.
Page 15
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The Taximeter Fares Inquiry.
The Editor, THE COMMERCIAL MOTOR, [1,1.00] Sir,—I shall be glad if you will allow me to otter a few remarks trom a driver's point of view, through the medium of your columns. 1 notice that you have reviewed the Taxicab timport in your current issue, and that you have concluded it is all in favour of the driver.
It is useful to compare the two tables in the report showing the growth of the number of taxicabs and of license(' drivers respectively.
It will be noticed that, the present number of all classes of cabs licensed for the Metropolis (11,551) exceeds the number licensed in 1906 (10,588). According to the committee's report the motorcab has an earning capacity which is more than twice as great as that of the old horsed cab. Yet it cannot be.justly argued that the demand up to the present time has increased proportionately. Again, taking the allowance of 10 per cent. for cabs out of service (a figure which is, in my opinion, under-estimated), the proprietors must admit that they to-day have more drivers than they have cabs fit for service. [Licensed drivers in Ma,reh, 1911, totalled 7,458. 6,441 of these were for motoreabs only. At the same date there were 7,165 licensed motorcabs.—End In this connection, I think it will be agreed that the "wastage due to drivers dead, resting ill, or injured or prevented from taking out cabs' is a very small percentage and can be ignored. Having regard to the initial cost of a motorcab, I cannot myself see how an increase of fares could possibly cause an increase in the number of cabs. I also fail to understand, in view of the stringent regulations of Scotland Yard, bow such increase would assist in maintaining "inferior cabs," to quote the committee.
I would also draw your attention to the following paragraph: "If the supply of cabs is, as the men contend, in excess of the requirements of London, the truth of this will soon be manifest to those con cerned."
The committee in this instance says that, if the drivers' statement be accurate, there is bound to be financial disaster in the near future for sonic, of the proprietors, and, if it be inaccurate, the drivers will find that their occupation will become overcrowded, which will of course eventually mean financial disaster for them.
With regard to the "extras," these were always legally chargeable, and the trouble has arisen solely on account of the proprietors' considering that they were entitled to their share. In the event of the drivers' agreeing to accept 20 per cent. of the first £1, this will mean too many cabs at all the large stations, and the driver, if he can obtain a few " exi ras " in that first .21, will take the cab home without trying for the 25 per cent. in the second With regard to the radius question, with the old horsed cab the tariff for a suburban licence was always is. per mile, and I am surprised that this point has not been previously brought forward. "The growth of demand to create the supply at the 8d. fare' has already taken place at Richmond, as many of the General Motor Co.'s cabs from Chiswick and Farm Lane make this their first call after leaving the garages.
In conclusion may I emphasize the. fact that the onus of the "standard of qualification" for the occu pation of taxi-driving is upon the individual who drives and not upon the cab proprietor. The latter's interests lie in providing an efficient article for public use. Our interests lie in seeing that the passenger is carried to his destination with comfort, dispatch and safety. London cabdrivers have the reputation for being the finest drivers in the world, quite apart from
their mechanical fitness to handle a mechanically-propelled vehicle. The rules and regulations and constant supervision of the police autnorities may have achieved that end, but the promoter oi a new motorcab company cannot take any credit for it. Any balance left by the Hackney Carriage Acts and the Home Office Orders must go to the driver.—Yours
faithfully, " ONE WHO ATTENDED THE INQUIRY.'' Motors for Milk Traffic.
. The Editor, THE COMMERCIAL MOTOR.
[1,400 Sir,—In your issue of 29th June, an interesting article appeared, from "A Manchester Contributor," referring to the collection and delivery of milk by motor. From the figures given there would apparently be a large scope for carriers in this direction, but unfortunately on a close examination of the probable result the advantages appear to be all on one side, and that
would not be the carriers. The farmer, could his natural reluctance to change be overcome, and his support be obtained, would get ej,uicker delivery and he .would effect considerable saving in the cans, as owing to the lessened handling they would not be damaged to anything like the present extent, and the losses would be diminished, as returning empties have an unfortunate habit of disappearing; such losses amount to an appreciable amount in 12 months.
The carrier, however, is out for profit—not philan thropy, and before embarking in a venture he wants to see a reasonable prospect of success. The difficulties to be contended with are many, not the least of which is the state of the roads to the farms. They are not frequently found along the main roads, and after going over many of the farm roads in Lancashire I have come to the conclusion that a two-ton machine would be the only suitable one. There is also the fact that in winter the milk supply is largely decreased, and it is quite probable that owing to the recently published findings of the Royal Commission on "Milk and Consumption" anyone engaged in the milk traffic might find themselves seriously emharassed by probable legislation to meat sanitary requirements. Apart, however, from this, the financial side of the
question is not by any means rosy. On the figures given by your contributor, viz. : a 4,ci. per gallon for distances up to 20 miles, and 18 cans to the load, would give 13s. 6d. for a return journey of 40 miles, for it must not be overlooked that the empty cans would have to be returned free in order to compete with the railway companies ; thus, for two journeys per day, and running seven days each week, the earnings would be approximately £9 9s., or a return of rather over 4d. per mile run. In the cost of working, I are of opinion that the figures stated arc very considerably under-estimated. The cost of rubber tires alone would. at a price of £150 per set on a guarantee of 10,000 miles, amount to about 3;d_ per mile, or Di per week, this would leave the small margin. of Ifd. per mile for all other running costs in addition to any extraordinary expenditure that may be incurred, and any provision for establishment expenses. Personally, I cannot see how the cost can be kept below fiel, per mile for a two-ton machine : possibly your correspondent may be able to give figures to supper+ his statements, but until he can do so I am afraid that milk transport will remain neglected by motor carriers.—Yours faithfully,
" OBSERVER.'s
rOor eorresponaent, "Observer," is very wide of the mark when he states that mita ruhhar-tiree for a two-ton petrol vehicle world cost NA. per mile. la. per mile is nearer the correct fiKure.--Eu.]