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The Two-seater Cab Comes to London.

13th April 1926, Page 1
13th April 1926
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Page 1, 13th April 1926 — The Two-seater Cab Comes to London.
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Which of the following most accurately describes the problem?

.rrIHANKS to the pertinacity of Sir William JOynson-Llicks, whose knowledge of all matters relating to mechanical road transport is unusually extensive and thorough, London is ()nee again to enjoy the use of two-seater cabs. Vested interests in the cab trade have not been lightly flouted ; as a matter of fact, the case for the continuance of the existing regulations, conditions and fare scales put forward' by the• cab proprietors was received with much sympathy, and the Home Secretary conducted long and patient negotiations with representatives of the cab trade in his endeavour to secure the acceptance of the terms of the report of the Departmental Committee which favoured a modification of the scale of fares and, only as an alternative, the licensing of two-seater cabs.

The cab associations representing owners, ownerdrivers and drivers have not seen their way to unanimity on the question of fare reduction, and the Home Secretary has, therefore, carried out his declared intention of approving the introduction of the two-seater. Within the next seven or eight months this type of cab may, therefore, be expected gradually to find its way upon the streets of the Metropolis and it will, doubtless, prove as popular as were the two-seated hansom cabs of the pre-motor period. History may repeat itself, for the two-seated hansom cab, it will be remembered, rapidly absorbed the greater part of the cab hire business in London, leaving to the four-wheeler or " growler " the station work and the family. party,. complete with luggage and basshaettel The crux of the matter has been the definite opinion of the Hom.6 Secretary and of the independent Departmental Committee that cab fares are too .high in London, :and with this,the public have long agreed—to such an -extent, in fact, that the use of the taxicab has materially, fallen off and full cab ranks are the rule rather than the excep tion. The two-seater be some little while before it can make its influence felt, and we suppose that there will be the usual unfair tactics that have been adopted elseWhere when the sidecar taxi has been introduced, such as -exclusion from cab ranks, the non-transmission of calls received at the cabmen's shelter,. etc. It is as well to remind cabmen thus early that these tactics always fail 41 the end and the public has only got to hear of them to show its resentment by avoiding the fourseater whenever possible.

The fact is that there is roonl for both types of cab, and the effect of the existence of the cheaper two-seater will be similar to the effect of the cheap ex-service vehicle—it will create the habit of using the more efficient type of transport amongst a much larger group of people than would be reached by the dearer type. The ultimate effect, of course, must be a levelling of fares by a reduction from the shilling-a-mile basis and a further accession of business in consequence. It is because we are convinced that this will happen that we ask for fair treatment for the new system.

Pneumatic versus Cushion Tyres.

WITH the continually growing popularity of the pneumatic tyre, even for the heavier classes of vehicle, we consider that sight should not be lost of the advantages a the cushion, super-resilient or semi-pneumatic tyre, as it is variously called. It is a fact that, with certain of the cushion types of tyre, the deflection under load is more, if anything, than that of a pneumatic tyre of corresponding load capacity if pumped to its correct pressure, and although at first it may be difficult to believe, the riding properties of a well-designed cushion lyre are practically the same as those of its pneumatic rival. As an interesting proof of this, in one well-known vehicle of medium load capacity a cushion-tyred wheel is supplied as a spare for the pneumatic-tyre equipment, and whether this spare be fitted at the front or at the rear, no differences in the running are observable in connection with either vibration or steering.

We do not in any way wish to decry the pneumatic tyre, and this is certainly the type which has caught the popular fancy, but we think that the cushion tyre should be given its due. In any case, it forms a very useful mean between the solid and pneumatic classes, is excellent in the prevention of skidding, and has a wearing life little less, if at all, than the solid variety. It is probable that all passenger transport vehicles will soon be forced to adopt pneumatic tyres, but for goods transport there is much to be said in favour of the cushion.

Shall the Germans Show at Olympia ?

MOW that the diplomatic relationships between Germany and the Allied countries have been placed on a much better footing, the question of modifying some of the trade restrictions which have been imposed as a result of the war is receiving attention.

One of the most important of these, from the standpoint of the commercial-vehicle trade, is the question of admitting exhibits of German manufacture to our motor shows and, conversely, showing British products at German exhibitions.

This question has been taken up by the German trade, for the Association of German Motor Manufacturers recently applied for membership of the International Bureau of Associations of Automobile Manufacturers which, based on Paris, deals elS with Such matters as the admission of exhibits to international motor shows.

If the German Association be accepted, then the Berlin Motor Exhibition will. become an international event at which British products can be shown, whilst German vehicles will become eligible for admission to Olympia. From our knowledge of the state of the motor trade in Germany, we do not think that we have much to fear from German competition either in our own country or in our commercial-vehicle markets overseas. Many of the German designs are good and the workmanship excellent, but the financial conditions are such that German products cannot be sold at prices likely to attract a great number of buyers, for they no longer have the benefit—doubtful, perhaps —of a greatly depreciated currency. In fact, the prices ruling, even in Germany, are so high that ' it is quite possible, unless customs duties become prohibitive, that British makers would have a better chance of selling their products in Germany than would the German manufacturers have of disposing of many in Britain, and it must be remembered, from our point of view, that the Berlin Exhibition is visited by buyers. from many other nations, and it would certainly be a great advantage for British manufacturers to be adequately represented there. We are inclined to think, therefore, that the pros are of even more importance than the cons, and it would be of interest if the members of the commercial-vehicle trade in this country gave their views on the matter.

Sunday Buses Referred to as a Nuisance.

wE are certain that few members of the public who love the open air and who do not wish to return to the times when means of passenger transport were inefficient as we evaluate the word to-day will have sympathy with the archaic views of the Scottish Sabbath Protection Association, which recently held its 78th annual meeting at Glasgow.

The president of this association referred to the running of motorbuses on Sundays as a "terrible nuisance." The association had written to a number of firms asking if.they could not stop such services.

We have every sympathy with those people who wish-to maintain religious observances, but we certainly fail to see how health-giving travel and the provision of facilities by which jaded city workers can be transported to reinvigorating areas can possibly be classified as a nuisance. The old and long-held opinion that the correct way to spend a Sunday was to pass in the home the time not devoted to church and that travel was almost a sin has nearly disappeared, and Sunday is now a day op which friends and relatives can visit each other, although often long distances apart, or the mind can be broadened by the enjoyment of scenery which only the time afforded by the day of rest and the travelling facilities provided can render attainable. The broad-minded clergyman of to .day tells his flock that health-giving games and amusements are permissible on the Sabbath provided that worship has not been neglected, and that is the best answer of the bus or char-h-bancs owner to the Chadbands.


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