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TWO-SEATER CABS AT EIGHTPENCE PER MILE.

18th November 1924
Page 20
Page 20, 18th November 1924 — TWO-SEATER CABS AT EIGHTPENCE PER MILE.
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Which of the following most accurately describes the problem?

A Proposal to Introduce a Hansom Taxicab, with a Fare Charge in Proportion to its Seating Capacity. Some of the Arguments Against it and Against a Reduction in the Present Fares.

ITHE discussion on London's cab fares, long and -Ilingering as it has been, seems now to be approaching a crisis brought about in a most un expected manner, it appears that someone who is well acquainted with the London cab trade has introduced a two-seater cab, and has placed it in the hands of "The Yard " for approval. "The Yard," without, so far as myinformation goes, actually passing this particular vehicle, raised on its

own account the principle of the employment of a two-seater cab, and actually suggested that the fare should be 8d. a mile, which was something which had not, in the first place, been part of the plans of the producer of this new vehicle. Having got so far, the matter was officially brought to the notice; of the leading organization of the cab trade, the Motor Cab Trade Protection Society, of 14, Red Lion Square, London, W.C., and that society is registering a most vigorous protest against the proposal. Its members strongly object to the idea of any sort of a cab plying for hire at a less fare than is. a mile. Since, on the other hand, it is widely believed, alike by 'cab users and by those who do not Use cabs, because they consider that they cannot afford them, that there is justification for a decrease in fares in any event, let alone in the case of a Cab with half the passenger capacity of those which are at present licensed, -a brief enumeration of the arguments against the new proposals may help to clear the air, if it does not serve to convince those in favour of a reduction that they are wrong.

Present Fare the Irreducible Minimum.

In the first place, as the whole argument turns on the appropriateness or otherwise of the present fare for the existing cabs, that matter should receive first consideration. It is maintained by the cabmen that the old fare of ad. a mile was never sufficient. The fact that few large proprietors of cabs were able, before the war, to make profits from their businesses does at least lend colour to that view. Even, however, if it be assumed, for the sake of argument, that the old fare was correct at the time, then it is claimed that the cost of running a taxicab to-day is at least 50 per cent, higher than it was before the war, whilst the eost of living, which must form some indication as to what a cab •owner or driver May 'expect to earn, is still 72 Per Cent. more than the pre-war figure. On that' basis it is considered that there is ample justification for the maintenance of the present rate of Is. a mile.

The Inducement of ,Possible Wider Use at Reduced Fare.

It is sometimes argued that, a reduction in the basic fare would encourage more people to use the cabs, and that in that way the earnings of the cabman would actually be increased as the result of the reduction. In answer to this, it is pointed out that, at the present time, notwithstanding the depression in trade, London's cabs are more used than ever they were, and that the cab-riding public do not object to the tariff, whilst most of them admit that the taxicab is the most efficient and speedy unit of transport in London. It is apparently overlooked by many who advance the argument of increased use at lower, fares that many cabmen are to-day covering as many miles in a week as they 'reasonably can at existing rates, and are not making mOre than a reasonable living at it. If the fares were

B36 reduced they could not increase the mileage, but would have to do the same work for a very considerably decreased return—the reduction of 33* per cent. in the fare would mean much more than the proportional reduction in net earnings. These are a few only of the arguments against a reduction in the fare for the present type of cab. We now come to the case against the introduction of a second type of cab, either without or with an alternative tariff.

Eightpence a Mile for One is Eightpence a Mile for All.

Its introduction on to the ranks would cause a certain amount of confusion for a time, until the public realized the fact that, in telephoning or otherwise ordering a cab from a distance, it was necessary to specify the seating capacity. The same trouble arose in the old days, when one had to choose

between a hansom or a growler. The cabmen's society is inclined to the belief that the difficulty nowadays would be very much greater, owing to the increasing use of the telephone for this purpose, and in that regard it is only fair to point out that this same society is exerting itself to a considerable extent in obtaining increased telephone facilities, which are undoubtedly needed. Even if it can be assumed, however, that these objections to the use of alternative types of cab are not insuperable, there still remains the matter of having alternative fares to fit the cab. On that there can be no question but that the introduction of a two-seater cab, at the proposed reduced fare, will simply mean ruin for the bulk of the 2,900 ownerdrivers amongst London's cabbies, whilst many of the proprietors will. be hard hit. The journeymen— those who work for the proprietors of two or more cabs—will suffer perhaps more than any.

Cab Riders* Have no Real Grievance.

It has to be admitted that by far the bulk of cab users would be satisfied as to their needs by a vehicle with a capacity for two people only. That being the case, it follows that the majority of the present owners of four-seater cabs would find themselves without a living. The journeymen—who are paid in 'part by a percentage of the net fares and in part by the extras and tips, which are their portion entirely--would be bereft of ihe chance 'ofearning the extras, since the new cab does not carry more than two passengers, whilst the tips would naturally decline Toughly in proportion to the amount of the fare. .The loss to the journeymen would react in a corresponding -degree on the proprietors. On other grounds, too, it is claimed that the introducticin of an alternative type of cab is unadvisable. Traffic congestion has already been urged as a sufficient reason for abolishing many of the existing cab-ranks. If two types of cab are permitted, then it will inevitably, follow that the aggregate of both types will considerably exceed the present number, and increased congestion will result.

!Summary.

To sum up, it is claimed, and with good reason, that the Present rate for existing cabs is none too high. .-The introduction of another cab at a lower tariff will cause slich a large decrease in users of the 'present type of cab that the result will be the same at if 'the rate had been reduced all round.

Tags

People: May
Locations: London

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