Taxivans : Proposed London Scheme.
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A Possible New Outlet for Motoring Enterprise.
Proposals are now under discussion for the fitting up of taximeters to self-propelled vehicles other than hackney carriages. The success of the motorcab has evidently set people a-thinking, and this contemplated development is one likely result. There is, of course, need for circumspection and deliberation, because not a tithe of those who hail taxicabs have occasion to hire a light van or lorry; yet we should be the last to seek to deter enterprise of the kind. Quite enthusiastic, already, are advocates of the departure in question, and that one feature is an asset in itself. Let us, none the less, whilst not oblivious to the novelty of the projected scheme, dispassionately enquire whether taximeter vans can either be worked upon similar lines to the motorcab, or at timeand-distance rates.
Will there be "Crawling" Motorvans
Query No. i is the above. If a shopkeeper has urgent parcels to dispatch, if a householder wishes to send all a bulky package in haste to a metropolitan destination, if a tourist has no time to send his " luggage in advance " by an ordinary cart of the railway or carrier, if a theatrical party wants its properties transported between the " turns " at two different halls, if a caterer has "to furnish " a dance or supper party at a distance, if a traveller wishes specially to submit a range of heavy samples without delay—if, in short, when any other of a dozen or more conceivable requirements for quick and economical road communication arises, convenience and speed are to count, will it help to find a rnotorvan-cum-taximeter at hand? We think not.
Where loads are below five cwt., or thereabouts, the four-seated motorcab will " fill the bill," and that load limit satisfies the majority of urgent cases. Who has not sent his kit to an hotel or a station in charge of cabby No. --, and who has not, more recently, seen the ubiquitous taxicab increasingly turned to account for special delivery trips of all kinds and varieties? We decline to assent that the " crawling " motorvan will become one of London's commonplaces.
On the Rank ?
If, then, it is clear that the motorcab as we now know it is, at virtually no notice, capable of dealing with light par cels and other consignments of high value, either with or without the attendant expense of a porter or other second man, it is expedient to ask next if a demand for" motor van ranks " will arise. Spring carts, lorries and vans may be seen, in the vicinity of markets, docks, and railway goods depots, and not a few of these are practically "on the rank." They are waiting to be hired—to be called off to a job, either by some casual patron, or on the orders of a " runner." By analogy, therefore, in respect of loads above the five cwt. which, unless the articles are "unclean " or " awkward " in size, a motorcab can accommodate, it might be inferred that the motorvan should resolutely stand " shoulder to shoulder" with the horses in the shafts of the older-type vehicles. Here, we think, the chance of success is at least arguable.
Idling does not pay with liorses, any more than it does with motors, but this custom of standing places has grown in strict keeping with a proved call for such organisation. While the drivers of these vans and carts arc, to all outward appearances, waiting—Micawber like —for something to turn up, and while the animals are literally "eating their heads off," the owner and his men are in touch with them. Orders may arrive, at any moment, from the head office or a branch, by telephone or other means of access, and the casual hirer may be " caught " too. That which is apparently wasteful may be, and generally is, the outcome of real experience, Why should not the motorvan, which can, with but little delay
and no fatigue, respond to any instruction, be introduced into those branches of the carrying trade where one vehicle may do six jobs a day? Further, if they be allotted the equivalent of ranks, will it not facilitate demand? Quite so. But who will pay the driver at the end of his journey, and who will check his route?
Large Motors to Order.
We should be sorry, at the present stage of motorisation, to see anybody risk the placing of one-ton and twoton vans "on the rank." People who want to move considerable loads are generally aware beforehand; in any event, they are prepared to make arrangements to the extent of instructions by telephone. The hire, in these more normal examples, becomes simply a matter of s. d. and confidence ; no firm will pay more than its other business relations admit, and it is a sine qua non that the contractor shall be a responsible party who owns reliable motors. Thus, in the end, the whole question boils down to one of rates.
How Will They Charge ?
There must be no 4s. an hour for waiting, and no clockwork against the hirer at the motorcab minimum rate, which is equivalent thereto (6m.p.h.). Goods and parcels delivery will not stand a guaranteed yield of 2d. per 2i minutes to the motor owner, although 90111C jobs will necessitate a time charge in respect of terminals ; all must agree that it should be more like 25. an hour for the one-ton or two-ton van, but it should not apply to traffic blocks. Commercial men want each haul to cost a known sum, and they will not pay for the intermediate delays, which are inseparable from London traffic. It will, generally speaking, be essential to cover" waiting" in the rate pet.mile, unless a compromise, such as no charge for delays below half-an-hour in duration, be reached after a year or so of experience.
The mileage charge is the important point, and we are inclined to favour the following rates per mile run, on the basis of load capacity : half-ton, 8d. ; one-ton, is.; twoton, ms. 3d. ; three-ton, ms. 6d. ; four-ton, ms. 8d. ; and five-ton, is. mod. All these specimen rates are for petrol vehicles, and for London. It may be possible to charge less to regular customers—to give a discount.
Who Will Hire?
Who can forecast the reception of this revolutionary move? We decline to essay the task. Every teamowner makes his price for every job, and takes into account the class of goods, the distance, the terminal services and delays, the regularity of work offered, and other hiddenial factors. It will stagger traders to have a uniform and single tariff according to load capacity, but conservatism and obstructive tactics may hinder progress. Are the old carmen's interests about to be dealt a blow that will compare with the " knockout " of the cabmen? We doubt it, though we should not object from the standpoints of progress and the welfare of the motor industry. Once more, in conclusion, we ask—Who will pay at the end of each job? We invite the promulgators of the scheme for taximeter vans to reply.
Out and Home Hirings.
We feel that this new development ought to be started with stores and other large traders, and that out-andhome trips—if not daily contracts at so much per mile— should be the initial basis. Records will be subject to too many uncertainties otherwise, as customers can hardly be asked to pay for delivery or to make a note of how the taximeter stands on arrival. At sales periods, there ought to be scope for such deals. It is certain that something approaching a contract rate will be the best at the outset, the new feature being that charges will be according to distance run, and therefore fair to all.