London's Gone But Not Forgotten Taxicab "Extras."
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The Home Office has now authorized the construction of taximeters N, About any mechanism for the registration of " extras." Thus does the burying of an old bone of contention follow the findings of the eocent Taxicab Commission, and thus are the drivers confirmed in the retention of that average is. 6d. a day, the existence of which they so stoutly denied, but. for the possession of which they so relentlessly and sullenly fought.
This notification by the Home Office marks a distinct stage in the evolution of London's ultimate motorized hackney-carriage facilities, and one which we fear will soon plunge many sections of the hiring public into a state of uncertainty and a condition of helplessness. There was a prospect of a check upon the unscrupulous driver, so long as there was a chance of calling on him to mark up the " extras " on the taximeter, but we believe that cases of gross ektortion will now become numerous amongst. the considerable section of London drivers who know—probably better than any other alleged public servants—how to mislead and to overcharge country cousins.
The Sixth C.M.U.A. Parade.
Sir John I. Thornycroft, F.R.S., who in the year 1903 arranged the first parade of heavy motors, on the Thames Embankment, will probably note with continued satisfaction the sustained measure of public interest which is evinced in the annual successors of his original scheme, Although falling short of the Coronation-year parade at Earl's Court in June of last year, the sixth annual parade to be organized
by the and which took place on Monday last, in the vicinity of the Tate Gallery, facing the River Thames, showed the healthy effect of competitive influences upon owners and drivers.
A large portion of this issue is devoted to an illustrated report of the day's proceedings, and to the publication of the official lists of prize-winners. We are sure that nobody will peruse these lists without being forced to the conclusion that the best traditions of British trading houses are being upheld by the commercial-motor owners to whose progressive tendencies participation in the parade bears testimony. The choice of Grosvenor Road, between Westminster and Vauxhall Bridges, was a. happy one, and we eonsider that it compares favourably with the alternative of Lincoln's Inn Fields, which latter area was utilized in the year 1910. The vehicles were driven to their stations, under the direction of the marshals and the police, without confusion or difficulty, and they were "dressed," under like supervision, with alacrity and smartness. In fact, the whole spirit of the morning was one which disclosed a degree of organization in advance which it will be hard to excel in the future, although we do not go so far as to state that on points of detail nothing was learnt last Monday. We do know this : that the best. thanks of the Association and all concerned are due to Capt. E K.
Bagnall-Wild, the Chairman of the Parade Committee and Chief Marshal, for his unceasing labours.
One suggestion that came under our notice, and one to which we hope full .consideration will be given, along with others, at an early meeting of the Parade Committee, is the expedient future requirement from owners of a statement of the total sum expended upon repairs (a) during the life of the machine, and (b) during the six months preceding the date of the parade.
Another Strike Boom, and a Warning.
Once again the British public, after a meagre breathing space, is faced with the possibility of a shortage of supplies of all sorts ; the transport workers are again " resting." It is not our province, were we competent to do so, adequately to survey the causes which have for years been leading up to the present almost unbroken condition of labour unrest. We have rather to adopt the role of surgical consultant Of preventive precautions, however, we have some to offer.
We have not. infrequently of late written of transport as the life of trade. We have reflected the opinion that next to production no other form of activity is so vital to a nation as transport. Great Britain's fuel resources are its most important heritage. So insistent is labour unrest now becoming, so contagious is the tendency to attempt to secure better terms for the individual by holding up the supply of bread and cheese of the masses, that we are now inclined to write that transport is even more important than production, for production itself is dependent upon transport. Many a merchant has, since the railway trouble of August last and its kindred upheaval in the coal world of but a month or two ago, decided to be master of his own transport-to use his own vehicles on the national roads. Manufacturers of industrial vehicles testify without exception to the good orders which these transport strikes have brought to them. So once again " There is some soul of good in things evil." Not many per cent. of those who learnt the lessons of last August and last March have yet been enabled to secure delivery of their own wagons. If the present troubles are prolonged, waverers will come in by the thousand ; the industry will receive another huge boost. Behind all this, however, the fact must be remembered that the motor driver is a transport worker ; it will not be always that he is not organized he may be, before long, another pawn in the hands of the executive. It must be ensured that there be no shortage of drivers. The industry is growing so fast that care must be taken that the commercial motor does not lose its strike-breaking capacity because of the cornering of the few competent drivers. Amateurs there would be found in plenty, but not for steam wagons. It is well to remember that-, while the motor wagon will continue to ensure practical immunity from railway and dock troubles, it will not always be a real guarantee for the loyal co-operation of its driver. The fact happily remains : the road motor furnishes relative immunity.