A Survey of Taxicab Development.
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An Abridgment of the Discussion that followed Mr. Critchley's Paper, a Critical Summary of which was Published in Our Last Issue.
Mr. WOOBY BEAUMONT, ill Ids capacity as chairman on the -occasion of the reading of Mr. J. S. Critchley a paper eutitled " The Evolution of the Taxicab.' which took place on the 4th instant, at. the R.A.C., stated that it would be improper for him to say anything about a vehicle which had impressed itself so much on the memory and reverence of those who were present." When proposing a vote of thanks to the author, he added that the paper which they had heard sup plied them with " some valuable figures and information of economic value of the class of machinery described, together with suggestions about those things that will have to be con aidered in the future, not only by the users of those vehicles, but by their owners and those. who menstaill them.'' Follow*, these remarks of the chairman, several members of the audience, which included Chief-Superintendent Bassein of Scotland Yard, discussed the contents of the paper. Mr. PYE SMITH pleaded for careful consideratioti of the _petrol -consumption problem; he considered this to be a mostimportant branch of taxicab economics; he hoped for improvement in the design of carburetters. Although Mr. Ceitchley had not devoted any part of his paper to the driver
• question, that, too, was a most-important one. He considered that many first-class candidates for London licences had been plucked by Scotland Yard, on account of failure properly to answer some tricky question. He was under the impression that drivers might get rejected, because they did not happen to know the names of some of the thoroughfares, although they knew the routes. One must• remember. he felt confident, that a check was in sight to the increase in the number of London taxicabs, and that would be due to the shortage of suitable driver candidates. He wondered whether the increasing number of cabs and the increasing requirements of Scotland Yard would not in time reduce the proportion between the running expenses and the profits to so small a figure that it would not be Worth while to run such vehicles. The standard of maintenance, in accordance with Scotland Yard's requirements, was of such a nature and the tendency to increase the elaboration of equipment was now so remarkable that the profits were soon likely to prove insufficient on the existing fare schedule. He considered that the recentlysuggested increase of fares should be approved. At present the public were getting more for their money than they ought to. (Hear, hear.) One of the chief difficulties which the owners had was that the drives-a made very good wages too -easily. Many drivers did so well that they only worked when they thought they would, hut a good driver was nut likely to -be discharged because he frequently took days off without
• -not-ice, As an employer, he did not grudge giving good men g ood wages, but, since the taxi-driver could make several pounds a week without overworking himself, he thought the limit had been passed.
Mr. LEGROS said that, although he had not the 1910 statistics before him, he thought it was a remarkable fact that the total number of cabs in London had remained very nearly -stationary—between 10,500 and 1.1,500—during the whole period of change from horse to motor. The larger mileage of the motorcab seemed to be absorbed. by the new and varied -applications of cab transport. If the present rate of extinction of obsolete horse vehicles were maintained, he thought t hat the hansom might finally disappear in 1913 and the fourwheeler in 1921. The retention of the latter type was due to the inability of the taxicab to deal with the family luggage. {Hear, hear.) A vehicle, midway in type between the mote-cab and the motorbus—something like the small railway motorbuses—which would carry six people and a reasonable amount of luggage, would have to he evolved. He eoneidered that the doom of the four-wheeler would be accelerated by the adoption of the American system of through•checkiug for luggage.
On Use question of the cleaning of the streets, from L.G.B. statistics, of which he had possession, he found that. the cost of the maintenance repair, cleansieg, scavenging and watering per mile of London road had now fallen by nearly 10 per cent. since 1906.
He asked the author for more data with regard to tires, of which operating companies must have had remarkable experience; as an unchecked calculation, he considered that a tire, costing £9 complete, should have a life of 7,000 miles. He had much enjoyed the address.
Mr. STURMEY pleaded for consideration, if his remarks appeared to be in some degree egotistical. He complained that the first constructional regulations that were issued by Scotland Yard necessitated the preparation of special designs ie order to comply with them; the Lotis and the Humber companies prepared two new models which embodied the mequirements of the authorities; in these models the engines were placed beneath the driver. Originally a turning circle of 25 ft. diameter a-nd a width between springs of 32 iii. were specified. The authorities so far as the English makers' representations were concerned, were most determined about these Lao stipulations, and therefore were the Lode and Humber special, designs prepared—and at very-great expellee anJ trouble. When, however, these new models were complete, it was found that the licensing authorities had already passed several Renaults for service, and these only had a width of 26 in. between the springs. Scotland Yard'e answer, when their attention was drawn to the discrepancy, was that the Renaults were in service experimentally only ! But it was discovered that the regulations had been amended to admit the _French models. That was how British enterprise was rewarded by the authorities ! (Hear, hear.) He said that full reasons for rejection should be given by the examiners at 'The Yard." If Scotland Yard had stuck to its first regulations, a distinct type of cab would have been evolved, whereas at present it was impossible to distinguish many models from private landaulets; this development had had a serious effect on the private-car trade.Mr. Sturmev concluded with a strong plea for the adoption of epicyclic gears and a wormdriven back-axle.
Mr. SHRAPNELL SMITH considered that it was not safe to estimate the depreciation of a motoreab on the basis of a 10-year life. The fate that had overtaken many of the early models, for which a long life had been promised, was a valuable lesson on the subject. Takin..-4 everything into consideration,
it was much safer to estimate for a six-year lit' Emphasis might have been given to the statement thei lied been made with regard to the shortage of drivers in London, had the author compared the number of drivers' licences in ferce with the number of cabs. As a matter of feet, the total of cabs was going ahead much faster than was the total of drivers. Scotland Yard had been a little too severe in Its knowledge of London " requirements for intendine taxicab drivers. Mr. Critchley's statement that there would be 7,000 cabs in London by 1912 was rather below the mark ; by April next that total would probably be reached. " The table given ía the paper with regard to the cost of transport is veey
interesting," the speaker said. " I have never n before that, it cost me Is. 8d. per mile to walk. That will be good ruse* for my boottnaker, although I see that the estimate assumes that my time is valued at 5s. per bout. whirh is another piece of information new to me." He juined issue \aid' Mr. Critchley when he said that the cost ut the motorbus was 8ed.., and the cost of the electric tram was only 6ed. That. was quite a mistake; the average speed of the motorbus in many instances wes greater than that of the trionear. The averatei motorbus fare in London per mile was inure likely ed. than id.
Shrapnell Smith stated that he had frequently wendered
why motorcab proprietors had not followed the lead meterims companies by substituting compressed-fibre liniug for leather-faced clutches and brakes. Good results anti satisfies1,,ry economills had been obtained over long periods. An interesting feature of the development of mntorcab tedfic in Paris was the fact that the horse-cab drivers were etill making something of a living--a state of affairs that was largely due to the adoption of taximeters on die !Hissed eabs. such to the fact that the Parisian (miler had not " knuckled ender."
The estimate of extras at is. 6d, per cab per day which he had made, and for which he had been much criticised, in the light of further examination, he believed to lei is very-low olle indeed. (Hear, hear.) He might. on /Altair km, support the view that London's fares should be raised mei extras abolished.
Mr. La(ox Tuomeoer did not think that any increase in the price of cab hire would result in any benefit fur the owners. One factor which would largely determine the rapid supersession of the horse cab, and it was a factor to which no reference had been made, was that eo one in his senses would . nowadays purchase a new cab or a new cab-horse, so that . there wits no provision for renewal and wastage. he personally did not think the life of a cab horse could fairly be put. down at 11 you's, like that of the tab which it drew, whatever the amount of repairs that might be done to the horse. (Laughter.) With regard to the criticism that no taxicab is able to convey a large amount of luggage, he would 'Teammend that, whsre one cab was not found to have sufficient., accommodation, two should be taken.
Mr. Gus:Amen predicted that the present shortage or drivers would be overcome by May, 1912, hut, not before that. time, because the ranks of the old cab-drivers had already leen] quite depleted of suitable candidates.
ale Rees JErYllli'is wanted to know if figures could be' given for the numbers of motoreabs in the United Kingdom
outside London. He also asked for the names of any local authorities who had so far refused to issue taxicab licences.
Mr. ClITTCHLEY, in replying to the points which had been raised during the debate, said that so far as carburetter improvements were concerned, he was of opinion that they were now j(78I 'A hero they were 14 STILPS ()I SO ago he did not think they would see very-great improvements effected with regard to petrol cousumption. He was a strong advocate of epicyclie gears, he was able to assure Mr. Sturmey, but for some reason. or another drat evpe did not appear to progress made English manufacturers were not prepared as were Con-. thrental makers when the demand became so marked in Dig-land for ti xi/ell, models
With regard to Mr. Shrapueli Smith's remarks, he. would now add that the number of licensed drivers exceeded the number of cabs, on the 30th September last, by about 400_ As to motorbus a-. electric ustmear, he would bracket them equal,
lie calculated that the oust of tires might be fairly estimated! at 141d. or mile, He was unable to give Yin 'Rees deffreys. the figures he required with regard to provincial motorcabs, but he believed that in Dublin. Douglas and Blackpool licences had been refused.