More "Stands" Wanted for Motorcabs.
Page 1
Page 2
If you've noticed an error in this article please click here to report it so we can fix it.
There has, in the past, been a big fuss over the sanctioning of new cab ranks: that was unavoidable in the days of the horse-cab, with its dirt, effluvia, four restless hoofs and other attendant noises. The horse-cab, too, occupied much space. We do not wonder, therefore, that the police found it necessary specifically to inspect proposed standing-places, to limit the number thereof, to schedule each for a particular maximum of vehicles, and generally to act most circumspectly before they inflicted upon any spot that which might so quickly be changed from a convenience to a nuisance. We feel, however, that the time has fully come for a revision of method in this matter, for a latitude in keeping with modern conditions, and for a recognition of the fundamental differences between the motorcab and its predecessor in public esteem. We invite Sir Edward Henry as regards London, and the Chief Constables of the country at large, to relax old regulations, which have so admirably served their day. There might even be a taxicab stand every 100 yards provided the thoroughfare were of normal width. No long rows of idle vehicles should be " clumped " together: let them be in sets of not more than six. No occasion for special paving; no call for extra cleansing and disinfection ; no fear of complaint from neighbouring residents: the motorcab has rubber tires; it is clean ; it is silent when at rest, and its arrival—or its departure—is seldom accompanied by a degree of noise which is objectionable. One suggestion is this. A general police authorisation to the effect that, let us say, two motorcabs may, provided the width of the roads between the kerbs be not less than a. feet, " stand " by indicated lamp-posts at the sides of any thoroughfare, and that, except in the case of streets upon which tramrails exist, the number may be increased to four motorcabs along the " crown" of any thoroughfare which has central lamp-posts. The new rule should not apply to the more-congested areas of the great cities, or, alternatively, particular thoroughfares might be excluded from its operation, and of these there could easily be printed lists for the ready guidance of drivers. Another suggestion, and one which may commend itself as preferable to the authorities, is that there should be an immediate multiplication of the number of standingplaces for motorcabs: we quite recianise the necessity for supervision. It is conceivable thla, were one or more cabs to be allowed to draw up alongside of every lamppost, the vehicles might be turned to account in connection with burglarious or other nefarious proceedings, and against such possibilities it is the duty of the police, who alone possess experience, to safeguard the public. We are confident that development upon these lines is desirable. Too often, as hackney-carriage stands are now allotted and separated, does one have to whistle in vain— or to walk when that normal form of exercise involves discomfort. The cabbies, of course, can be left to " spread themselves " : it would be a true instance of natural selection, for the men, freed from arbitrary restrictions of more than a nominal character, would be at, liberty to adjust their locations to the public needs. We earnestly commend the alteration—if only as an experiment--to the powers that be, and not in London alone.
Larger Wheels for Steam Lorries.
We are performing a clear act of duty to the many owners of steam lorries who read this journal, in repeating our advice to them to be prepared for a reduction in the units of axle-weight under the Heavy Motor Car Order of 1904. Based upon a wheel three feet in diameter, that Order set up a sliding-scale which established a tentative relation—for wheels with rigid tires— between imposed weight, width of tire and diameter of wheel. The scale begins with a maximum of 7;ewt. (8401b.) per inch of width for a three-foot diameter, which works out to 10,66in. for each tire under an eightton axle-weight. The " unit-" increases 281b. for each 3in. of increase in wheel-diameter, and decreases by 561b. for each corresponding reduction. Thus, if carried on 42in. wheels, an eight-ton axle-weight requires tires not less than 10in, wide, or, if on—for the sake of illustration 30in, wheels, it would need them to be 22.3in, wide. A chart of these dimensions was published by us four years ago, and we shall be happy to dispose of the few copies which are left. We have no reason to anticipate either the early issue of an amending Order, or the absence of a saving clause in favour of existing owners when the Order does appear. We have, however, as has been announced by us already (issue of the 6th ultimo), occasion to warn. both makers and users to be prepared for the change, which may involve the notification of a time-limit. The obtaining scale is likely to be altered to the extent of reducing the unit " basis by one foot all round, i.e., 5iewt. will be
the unit for three-foot wheels, instead of for two-foot wheels as now, and each additional 3M. to the diameter will again justify an increase of that " unit." Here, we .shall contend, the increase should be 561b. per 3M., and not only 281b. It is the small-diameter wheels—those of three feet and less—which cause most damage, and the road authorities of this country, if they are to be met by the road users in the manner indicated, must not be unreasonable. They must remember that much evidence can be adduced to show that of modern roads of the metalled type, during whose construction a bituminous hinder is intelligently applied in conjunction with proper consolidation, enormous mileages are unaffected by the existing unit scale for motor wagons and their trailers. It is the unrestricted small wheels of traction-engine trucks that need to be eliminated. If no such spirit of compromise is found, stout opposition from the Commercial Motor Users' Association and its coadjutant bodies —the Royal Automobile Club, the Motor Union, and the Society of Motor Manufacturers and Traders—will be ,forthcoming. The change means an addition of 3,4in. to the width of the back tires upon a standard five-ton steam wagon with 42in. wheels. The tires would have to be 13.4in. wide, instead of the 10in, which is. legal to-day, or the diameter would, on the 56th. incremIsnt per 3in. -above 36in., have to be raised to 57in. in order to retain the old width. As it is quite feasible to increase diameter with not more than a proportional increase of weight, some constructors may elect to adopt that alternative. The wider tire, for many uses, is the only solution, though the boxed-in Aheel may not interfere with some 'loads, but the pracMe in Lancashire and Yorkshire, where " flats " are largely used, precludes the boxed-in wheel as a general rule.
The Petrol Tax.
Another of several steps towards the goal of free motor spirit for commercial vehicles was taken, in the House of Commons, on the night of the 25th ultimo, by Mr. Joytison-Hicks. He moved that a rebate of the full amount of the duty should he allowed in respect of all motor spirit used in public-service and commercial vehicles, and in all arts and manufactures, but the Chancellor of the Exchequer did not accept the amendment, in favour of which many sound arguments were adduced, and in support of which some excellent speeches were made. We were amazed to note Mr. Lloyd-George's evident belief that the proprietors of London motorbuses should not object to the tax in view of the fact that the tramways, tubes and railways are all heavily rated. Does this champion of Liberalism overlook the fact that the last-named undertakings are paying for the monopoly which they enjoy to the exclusion of the rest of the community, whereas the motor-omnibus companies enjoy no such monopoly, but are open to competition on all sides without let or hindrance? We hope he will appreciate this point, which is at the root of the whole question. Further, it is not as though the motorbuses damaged the highways, for there is plenty of evidence to show that they cause less wear and tear than do the various classes of horse traffic. We would also remind Mr. Lloyd-George that pneumatic tires are not used on London motorbuses, and that the large saving by reason of absent punctures, to which he referred, can have no application to London omnibuses. The case for the abolition of the 10. tax on petrol for commercial vehicles will now have to be put as an amendment on the Finance Bill, and we hope, in our next issue, to be able to announce the form of that amendment.