The History of the London Black Taxi Trade

The first black taxi in London was the hackney coach in the 17th Century. The name comes from hacquenée, the French term for a general-purpose horse. It literally means, 'ambling nag'. In 1625 there were as few as 20 available for hire, operating out of inn yards. In 1636, the owner of four hackney coaches brought them into the Strand outside the Maypole Inn, and the first taxi rank had appeared. He established a tariff for various parts of London, and his drivers wore livery, so they would be easily recognisable. 'Hackney carriage' is still the official term used to describe taxis.

Regulating the Trade

In 1636 Charles I made a proclamation to enable 50 hackney carriages to ply for hire in London. It was left up to the aldermen to make sure this number was not exceeded.

After the Civil War, in 1654 Oliver Cromwell set up the Fellowship of Master Hackney Carriages by Act of Parliament, and taxi driving became a profession. 200 hackneys were now allowed.

The Act was replaced in 1662 under Charles II by a new act, which required the hackney coaches to be licensed, and restricted their number to 400.

In 1688 the number was increased to 600, and then again six years later by an Act of Parliament to 700.

In 1711, 800 licenses were issued, and then another 200.

In 1833 the trade became unregulated, and there was no longer a restriction on the amount of taxis. The only limit was that the driver and vehicle be 'fit and proper', a condition that still applies today.

This makes the licensed taxi trade the oldest regulated public transport system in the world, and it is the people in the trade that have demanded it this way. The rivalry between licensed and unlicensed hire vehicles has been around as long as the taxi trade.

The Vehicles

When the drivers began using lighter cabriolets, two-wheeled vehicles from France, at the beginning of the 19th Century, they became known as 'cabs'. The name comes from the French for 'jump like a goat', as they were very light, and tended to bounce through the streets. The London Hackney Carriage Act was passed in 1831, and the Metropolitan Police gained control of the trade for the next 169 years.

Wilhelm Bruhn invented the taximeter in 1891, and it is from this that the term taxi comes from. The taximeter measures the distance travelled and time taken of all journeys, allowing an accurate fare to be charged. The word comes from French taxe ('price') and Greek metron ('measure'). Previous inventions for calculating fares included the 'Patent Mile-Index' in 1847, and the Kilometric Register in 1858. These were disliked by cab drivers as they did not want their incomes regulated by machines. Even Bruhn ended up being thrown in the river by drivers, although his invention is still being used today.

In 1832, Edward Boulnois introduced a two-wheeled, enclosed cab to the hackney carriage drivers. Unfortunately it wasn't very popular, as the door was at the rear. As the driver sat at the front, it was too easy for passengers to jump out without paying the fare.

The early mechanical cabs were made by a variety of manufacturers, but after Austin brought their High Lot cab onto the market, they gradually took over. They brought out the Low Loader, the Flash Lot, the FX3, and then the FX4. The FX4 (also known as the Fairway) is what many people today think of when black taxis are mentioned, and (along with the Mini) was one of the longest lived of car designs. The TX1 followed the FX4 when cabs needed to become wheelchair accessible. The only practical alternative now is the Metrocab, but the FX4 is still the most popular cab on the streets.

There are a number of vintage cabs available for hire, but as they do not meet modern specifications they are only available to be hired privately for special occasions. Often the driver leaves the meter running.

An honourable mention must go to the Asquith taxi. A reproduction cab styled on the original Austin High Lot, there are ten Asquiths licensed to ply for hire on the streets of London. However, most drivers use them for private functions. They are no longer in production.

Specifications

All black taxis have to pass the 'Condtions of Fitness'. This means that they must have a 25ft (7.6m) turning circle so the cab can U-turn off a central rank, that the passenger compartment must be high enough that a bowler-hatted passenger can sit in comfort, and that the entrance must be level with the floor, and not above 15in (38cm) from ground level. Cabs must also all be wheelchair accessible.

To ensure the taxis pass the Conditions of Fitness, and that they are safe to carry the public, they all have to pass a test three times stricter than the MOT1 for private cars every year. For instance, the tyres on a private car need only to be legal at the time of the test. A taxi will be assessed for wear and tear up to the next test. If the tires will not last a year, they will not pass. Taxis are also assessed by inspectors doing spot checks in the street. If the car fails, it will not be able to ply for hire again until it has been back to the passing station for a retest.

Taxis do not have to be black. They are allowed various forms of advertising on the panels of the cars, namely: single door advertising, double door advertising (the doors on each side must match), and full body advertising, called livery. Nothing is allowed on the boot, because the license plate and the registration number must not be obscured.

The Drivers

In the early days of the taxi, most of the drivers rented the vehicles from a proprietor who owned a fleet. Nowadays, the opposite is true. Most drivers own their own cars, and only a few fleets of a significant size remain.

Drivers do not have to stop if you hail them, whether or not the yellow 'taxi' sign is lit. This is because, legally, taxis are not plying for hire when they are moving. However, if they do stop, they are considered 'standing in the street' and cannot refuse a fare under six miles2 or that will take less than one hour. These regulations are to prevent the now non-existent horse3 from becoming fatigued or thirsty. As a general rule, if the cab driver is wearing his seatbelt, he is not for hire. As taxi drivers do not have to wear a seat belt when they are working, any driver wearing one is likely to be driving home.

The fares are set by Parliament, and always have been. They are set by time and distance, plus 'extras'. Extras include additional passengers, luggage over 60cm long, and hirings on evenings, weekends and public holidays. For journeys that take the passenger outside the Metropolitan Police District, the price can be negotiated with the driver.

Fascinating Facts

Taxis were banned from driving through Hyde Park in 1685. This was due to the unruly behaviour of some ladies in a hackney coach. The ban was lifted in 1687, only to be reinstated in 1711 due to 'several disorders' being commited. That time the ban lasted until 1924.

Taxi drivers are not legally obliged to give change. If a large note is offered the driver is entitled to take the cash, and offer to post the change to the passenger's home address.

The 'Knowledge of London' was introduced in 1851 by Sir Richard Mayne after complaints that cab drivers did not know where they were going. Passing the Knowledge involves detailed recall of 25,000 streets within a six-mile radius of Charing Cross station. The locations of clubs, hospitals, hotels, railway stations, parks, theatres, courts, restaurants, colleges, government buildings and places of worship are also required. It can take three years to pass the test, including the six months it takes to be tested.

Only one percent of London's taxi drivers are women.

The original 'stage coaches' were certain hackney carriages whose drivers travelled in stages, ie, they would drive short distances, along a fixed route, picking up fares at defintite stopping points. As this part of the trade grew, they eventually became omnibuses, and then the bus transport system we have today.

The London Taxi Drivers' Fund for Underprivileged Children was started in 1928 when 12 London taxi drivers took children from a local orphanage to London Zoo. Now the charity takes the children to Disney Land, Paris, France for a few days. This Researcher's father David was the first non-London hackney carriage to take part.

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1 The MOT (originally abbreviated from 'Ministry of Transport' but now 'Matters Of Testing') is the statutory testing scheme for motor vehicles in the UK. For vehicles that come within the MOT Scheme (most personal vehicles), and which are over three years old, it is mandatory to pass the test each year.

2 20 from Heathrow airport.

3 The last horse-drawn carriage surrendered its license on 3 April, 1947.

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TAXI FACTS

Here are a few interesting facts about taxis and taxi services from around the world, so you can impress your family, friends, or even the next taxi driver you should meet!

The name taxi comes from the taximeter, the instrument that measures the distance travelled, or time taken, to determine an accurate fare. The taximeter was invented in 1891 by German Wilhelm Bruhn.


A hackney carriage was originally a carriage drawn by an ambling horse or mare, but the name is now synonymous with a taxi, particularly London’s black cabs. The English capital’s last horse drawn carriage received its licence in 1946 (and surrendered it in 1947), although some other licensing authorities, such as York, still license horse drawn taxis.


In Morocco small taxis available in major towns are metered according to the distance crossed during the journey, while other larger taxis are used for travelling to areas outside towns, and can be shared between travellers.


In 1999 241 million passengers travelled in New York taxicabs, while in 2000 the total taxi fares paid in New York City was more than 1 billion dollars.


Today there are around 13,000 New York taxicabs and the average number of rides during one 12-hour shift is 30.


In 1986 there were 19,000 taxi drivers and 14,000 cabs in London. By 1996 this had increased to 22,000 licensed drivers and 17,000 licensed cabs.


Gas-powered, meter-equipped taxis began operating in Paris in 1899, in London in 1903, and in New York in 1907.


Two-way radios first appeared in taxicabs in the 1940s allowing taxi drivers and dispatch offices to speak to each other and therefore serve customers more effectively.

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THE TAXI

The basic principle of the taxi is to move an individual or group of individuals, along with their associated luggage, from point A to point B. There is no specific restraint on the numbers of people or items involved or the distance they travel. Nor is there any specific requirements for the form of transportation, except that it needs to, ideally, be capable of covering the distances involved, or at least a part, thereof.

For the sake of clarity this does not include other means of public transport, like buses, coaches, trains, etc. Taxis, while capable of carrying small groups, tend to be much more private and usually do not carry gatherings larger than four or five people1.

Point of Interest - the Root of the Word 'Taxi'

The term 'taxi' is derived from 'taximeter', the instrument used to determine the distance covered in a journey to ensure that an accurate fare is requested.

Types of Taxi

Official Taxis

The primary difference between official taxis and privately operated taxis is the legal right for the former to ply their trade - to pick up passengers from anywhere without the necessity for prior arrangement, such as London Black Cabs. Privately operated taxis - like mini cabs - can only provide passage on a booking basis. The world over, virtually every state or county runs a system of registration that provides this level of authority, or licence, to a certain number of vehicles.

A taxi can normally be hired simply by waving one down from the edge of the street or by finding an organised taxi rank where taxis without customers will come to stop and await fresh business. For the average pedestrian neither option is a guarantee of transportation, but the latter is probably less dangerous and prone to roadside conflict. In many cities flagging a taxi down on the kerb means contending with several other people trying to do exactly the same thing. This can result in much pushing, shoving, shouting and individuals virtually throwing themselves out into the road.

On the other hand, taxi ranks present a supposedly controlled supply of taxis. However, in many countries being at the front of a queue doesn't necessarily mean that you'll be entitled to step into the first cab that comes along. Often it's a case of every man for himself and it may be simpler, and a lot less physically testing, to hire a cab by phone.

Official taxis also tend to cater for a much higher level of internal security to protect the driver - usually in the form of a clear, toughened plastic or wire mesh barrier. Passengers sit behind the barrier and the driver often has complete control of the rear locks so that travellers don't leave before the fare is paid. Payments are usually made through a small hole in the barrier or by way of a small drawer into which notes/coins are placed and pulled through to the driver's area for retrieval.

Minicabs

Minicab is a term used to describe both unlicensed illegal taxi touts and licensed Private Hire Vehicles (PHV) which provide a similar service to licensed taxis. Never use an unlicensed illegal taxi touts as apart from the obvious risks to personal safety there is also issues to do with lack of suitable insurance and poor maintenance which could put you at risk.

The rules and regulations relating to licensed Private Hire vary with each licensing authority (normally the local council2). As rule of thumb Private Hire Vehicles will be ordinary cars that can carry nine people or less 3 and which must be pre-booked before the start of the journey although there are local exceptions to this. In some parts of the UK Private Hire Vehicles will have to have specific paint schemes or use accessible vehicles and again in some parts of the UK they will be metered in others unmetered, either way get an estimate when ordering your Private Hire Vehicles. In some parts (but not all) of the UK drivers of Private Hire Vehicles will have to undergo a local knowledge test but wherever you are it should be expected that the licensing authority has carried out background checks on your licensed driver and regularly inspects licensed Private Hire Vehicles.

The last place in England and Wales to get licensed Private Hire Vehicles was London and as of April 2005 all Private Hire Vehicles in England and Wales should be licensed.

Limousines

Effectively a minicab company using much newer and far classier vehicles to complete the same task as any other taxi. Celebrities, politicians and significant business people commonly use limousines. They are generally hired for a specific period of time with a specific fee negotiated for this period. They may be used to simply travel between two locations or employed to travel around multiple points based on the wishes of the passenger or the requirements of their itinerary.

Airport Transportation

A variant upon the standard types of taxi, airport transportation exists both as hire and self-hire options. Taxis of this type are usually larger vehicles, like people carriers - vehicles that combine the characteristics of a car and a small bus with room for half-a-dozen passengers and a fair quantity of luggage. They travel between the home location of the passenger and a specified airport, and can, if the charge is reasonable, represent a cheaper option than using airport parking.

Parental Lifts

A common form of taxi for anyone with a family car. Naturally this kind of transportation is not licensed and doesn't involve the payment of a fare, although considerable begging and pleading may be in order. Parental lifts are occasionally organised, but more than likely they are requested late at night from unusual locations under strange circumstances - for example:

Hi, Dad... yeah, my van broke down after hitting a cattle gate in the fog. We tried to hitch a lift to the train station, but apparently it's been closed since the Fever and we can't translate everything the locals are saying. Can you pick us up...?

Friendly Lifts

When parents aren't around and driving lessons are still a distant dream, there is the option to turn to those friends and acquaintances that do have access to a car to give you a lift somewhere. Of course, they might be going to the same place already (refer to 'Car Sharing' below) but more often than not they aren't - so what you are after is a lift to somewhere close to your desired destination or, by cashing in a favour or through appropriate blackmail techniques, getting them to go completely out on a limb and taking you to the right place.

Car Sharing

Essentially this is an environmentally friendly type of personal taxi service. Also known as 'car pooling'. Most often used to go to and from a place of work, many places around the world promote this mode of transport by building High Occupancy Vehicle lanes on roads that can only be used by public transport and cars with a certain number of passengers. These lanes are generally nearly empty, therefore providing a great way to avoid traffic congestion. However, for many people the concept of sharing a car is something akin to being asked to share your under-garments - there is just something not quite right about it.

Hiking

Wandering around thumbing down random vehicles might be considered freeform taxi hailing. Hikers effectively turn any vehicle into an ad-hoc taxi. Unlike official taxis, of course, there is a complete lack of security between driver and passenger. However, drivers who are uneasy with the situation are unlikely to have offered a lift in the first place.

Corporate Transportation

Car pooling with a chauffeur. Companies will often hire single cars to take employees to the same location or several locations in very close proximity. This tends to apply to training events or trips to and from airports.

Private Driving Instruction

While driving lessons are most commonly completed in a circular fashion, picking up and dropping off at the same place, it's also practical to use a driving lesson as a means to travel from Point A to Point B without resorting to needing a driving licence. This is admittedly rather an expensive option.

Rickshaw

A common form of transportation in the Orient, it is basically a long tricycle with a wicker basket on the back into which a couple of passengers can fit. They serve the same function as a taxi, with the 'driver' sitting at the front providing the pedal power.

The novelty value of the rickshaw means that it has found its way into various cities across the world as a lure for tourists.

A variation is the pedicab, really just a modern version of the richshaw, with a reasonably comfortable two-seater carriage sitting on something like a massive tricycle frame. These are common across the world, from San Diego to the Philippines, and are available for hire through various private firms.

Payment

Metered

The official taxis of the world use a taximeter to measure the distance travelled and therefore generate a specific fare. Fares are generally charged per fraction of a mile or kilometre, with additional charges added for various reasons - usually because of extended waiting periods during the hired period.

Non-official taxis may also use taximeters, but these may not undergo the rigorous checking required by official taxis.

Unmetered

Mini cabs, and other non-official taxis, may run on the basis of a set charge for any given journey. Passengers are strongly advised to negotiate these charges in advance to ensure that an unreasonable fare is not forced upon them once the destination is reached.

Payments of Gratitude

Where friendly lifts, car-sharing or hiking are concerned, the payment will often be based on the individuals involved having the conscience to offer something towards the cost of the fuel and the hassle caused to the car owner. In some countries, or with some individuals, the thought of paying for the journey may not necessarily occur without heavy prompting from the driver.

Reasonable Advice For Hassle-Free Taxi Travel

There are a few basic considerations that should make handling taxi travel less of a chore for both passenger and driver. Keep these in mind and you will find the journey from A to B a lot less troublesome.

Before you set out, make sure to have the exact address you need to travel to, as well as the cross streets in places like American cities. This might seem obvious, but so many times a journey can be turned into torture if nobody knows exactly where the target location is. Driving around randomly can also be very expensive.

When trying to hire cabs on the street, don't trouble cabs that aren't for hire. There is usually a local system to show this is the case, from a brightly lit 'For Hire' sign to a combination of lights on the roof of the car. Familiarise yourself with the system to save on the embarrassment.

Do not give your destination before you enter the cab. Wait until you're inside. This saves on time, but most importantly it means that you've laid claim to the cab before the driver has any opportunity to object to your destination. They still might stop and ask you to leave, but it's more of a problem if you're already firmly seated in the back of the car. In New York, for example, taxis on the outskirts will often flatly refuse journeys 'Downtown' during peak hours.

Before you step out of the back of the cab, pause for a moment and check that you haven't left anything behind. Wallets, purses, briefcases, small children, etc are all commonly forgotten and not everyone is as honest as you might be.

When hailing for cabs in the street, keep an eye out for 'claim-jumpers'. There are some people who treat other people's efforts to hail a cab as some form of service that saves them the trouble. If you're not on your guard you may find that your ride has been hired and gone before you even have a chance to react.

Unusual Taxi Journeys

The longest hired taxi journey in the world was 14,414 miles - more than 23,000 kilometres. The journey involved almost two weeks of travel. A couple hired a taxi in Nokia, Finland and travelled down through Scandinavia and Europe to Spain, and finally completed a round-trip back to Nokia. The journey cost 70,000 FIM (Finnish Marks) - approximately £9,000 or somewhere in the region of US$14,000.

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1 Though some forms, like airport transportation, may be able to manage up to twice this amount.

2 The licensing authority in London is the Public Carriage Office.

3 Vehicles that carry more than nine should be licensed by Vehicle Operating Standards Agency (VOSA) as Public Service Vehicles (buses)

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Taxicab Make & Model History

Adams

Between 1907 and 1910, this Bedford company offered taxicabs with a choice of 2 or 4 cylinder engines.

Argyll

In 1906 a unique cab over engine taxicab only ten feet long was introduced with a Glasgow-London demonstration drive. It was replaced by a conventional design with 12/14 HP engine in 1908. In 1910 the Argyll cab received the new Argyll 2.4 litre cast pair 4 cylinder engine. Production was never resumed after the First World War.

Asquith

The new Asquith Retro-cab embodies the form and flavour of the Austin High Lot with modern Ford running gear. Production seems only to have totalled 10. A modern cab design is believed to be in development.

Austin

Edwardian Cabs

Austin's first cab was presented to the Public Carriage Office in 1906, but failed to get approval. A newer version with the driver sitting beside the engine was presented in 1907 and was accepted. Ten of these cabs were run by the Taxi DeLuxe Company of Kensington. One surviving example can be seen at the British Motor Industry Heritage Centre at Gaydon, Warwickshire. A 15hp cab with a more conventional layout superseded the 1907 model a year later.

Post-War Cabs

FX

Developed by co-operation between Austin, the coachbuilders Carbodies of Coventry and London taxi dealers Mann and Overton as a replacement for the obsolete 12/4, this experimental prototype dates from 1945. The FX used a 1800cc sidevalve engine, and was fitted with a pre-war body for testing purposes.

FX2

The FX was underpowered, and was replaced by the FX2, which had an all-new chassis, a new 1.8 litre 14hp ohv petrol engine and a prototype coachbuilt body to exactly the same design as would be fitted to the FX3. It was registered as JXN 842 and worked in London for many years before being sold to York.

FX3

The FX3 was offered with a 2.2litre ohv petrol engine and an all-steel body from Carbodies. It was available from 1948-1958. The first prototype FX3, JXN 841 went on test alongside the FX2, JXN 842. Aftermarket Perkins and Standard diesel engine conversions prompted Austin to develop their own diesel engine which appeared in 1956. A series of automatic test vehicles in 1957-58, of which two are known to survive.

FL1

The hire car version of the FX3 had a front bench seat, forward facing tip up seats in the rear and with higher speed crown-wheel assembly. Four doors and no For Hire sign distinguish it.

FX4

The ubiquitous FX4 appeared in 1958 (prototype VLW 431?) with a 2.2 litre diesel engine and automatic gearbox as standard. It remained, albeit heavily modified, in production until 1997. With the Mini, it stands as one of the longest lived British motor designs.

FX4

Introduced in 1961, the gasoline powered version of the FX4 used a 2178 c.c. petrol engine.

FX4D

The diesel version was powered by a BMC K series (2.2 litre) or, from 1971, a British Leyland 25V (2.52 litre) engine. A manual gearbox was made available from 1961.

FL2

The hire car version of the FX-4, lacking the For Hire sign, and with higher speed crown-wheel assembly.

FX5

Carbodies developed this prototype independent of British Leyland and Mann and Overton during 1977-1979. It would have used a 2.5 litre Peugeot engine. Production was abandoned due to excessive tooling costs.

Carbodies

Carbodies bought the intellectual rights to the FX4 and produced the cab under their own name from 1982. The Company continued to make the FX4D until October 1982.

FX4R

The FX4D's old Austin diesel engine would not meet new European exhaust emission requirements and was sold to India. The FX4R built during 1982-1985 was fitted with the 2.25 litre Land Rover diesel, an optional 5-speed gearbox, power steering and full servo brakes

FX4Q

When the FX4R failed to sell as well as hoped, Carbodies began building the FX4Q, which used new and reconditioned parts in a cab powered by the old Austin engine, imported from India, alongside the FX4R. It was sold by Rebuilt Taxicabs in London's East End.

LTI Carbodies, London Taxis International

When Carbodies owner, Manganese Bronze plc, bought Mann and Overton, a new company, London Taxis International, was formed with two divisions: LTI Carbodies, to make the cabs; and LTI Mann and Overton, to sell them, principally in London.

FX4S

The first cab to bear the LTI name, this 1985-1987 variant of the FX4R was fitted with the 2.5 litre Rover diesel.

FX4S Plus

Available during 1987-1988, the 5-seater FX-4S Plus was fitted with more driver amenities, and is distinguished by its grey interior.

CR6 (City Rover 6)

Three experimental prototypes were built using the FX5 chassis, Rover SD-1 running gear, a Land Rover diesel engine and a modified Range Rover body. It was planned for a 1984 introduction, but due to ever increasing development costs was never produced.

Fairway

This version of the FX-4 went into production in 1989. It was powered by a Nissan 2.7 litre diesel, coupled to a choice of a Nissan 4-speed automatic or 5-speed manual. It was the first FX4 to be wheelchair accessible.

Fairway Driver

Introduced in 1993, the Fairway Driver featured all-new front suspension and brakes, with discs on the front. The last Fairway rolled off the production line October 1, 1997 and was immediately presented to the National Motor Museum at Beaulieu. It carries the registration number R1 PFX.

TX1

The TX1 was shown at the Motor Show, October 14, 1997, and the first TX1 plated by the Public Carriag0e Office is R948 VOB. The TX1 uses the same running gear as the Fairway Driver, under an all-new five-seat body. The model number was as a result of an idea by LTI to return to Austin's old numbering system. It is simply the word TAXI with the A removed.

Specials

FX3 and FX4 chassis were available, and used as the basis for newspaper vans, hearses, flower cars, etc. At least two FX3 shooting brakes were constructed, one for the John O'Groats House Hotel, plus specials for oil magnate Nubar Gulbenkian. Two FX4 stretch limousines, one six door by hearse specialists Woodhall Nicholson and one four-door by Tickford, were constructed in the late 1980's.

Beardmore

Mark I

The first Beardmore taxicab, 1919-1923. Fitted with Beardmore's own 15.6 HP engine, it was in its time known as the Rolls-Royce of cabs. The steel and shipbuilding company of Beardmore was at this time the largest industrial conglomerate in Scotland. Production of the taxi was at Paisley, on the outskirts of Glasgow.

Mark II Super

The Super had few changes from the Mark I, limited mostly to a cleaning up of the original design, with more refined wing edges, etc. Production ended in 1926.

Mark III Hyper

Introduced in 1926, and produced until 1932, the Hyper was the first cab with four-wheel braking. It was substantially smaller and lighter than its predecessors, and was fitted with a 12.8 HP engine. It had a reputation for quickness and maneuverability, and was nicknamed the Farthing Cab.

Mark IV Paramount

Following the end of production of the Mark III in 1932, Beardmore's taxi division was bought out by its management and they moved taxi production from Scotland to the London service depot at Hendon. The Mark IV appeared from this site in 1934, powered by a 14 HP Commer engine.

Mark V Paramount Ace

In 1935 Beardmore's offered the Mark V, whose main difference from the previous model was a transmission with synchromesh on 3rd and 4th gears like the Austin TT and a longer wheelbase. This cab was sometimes called the Paramount, sometimes the Ace.

Mark VI Ace

The last pre-war Beardmore. It is notable that it was fitted with full synchromesh. Early conversion of Hendon to war production caused this cab to be discontinued in 1939.

Mark VII

Built from 1954 to 1967, the Mark VII was far more advanced than its traditional appearance would suggest. Constructed of aluminium and glassfibre with Ford Consul running gear, it was one of the first taxis with hydraulically actuated brakes. Approximately 650 were built in 3 production series.

Mark VIII

Never progressing beyond a working prototype, the planned Mark VIII became the basis for the Metropolitan-Cammell-Weymann Metrocab.

Bedford

Bedford produced several a taxi prototypes based on its small CA van.

Belsize

In 1907 Belsize introduced a 14/16 HP taxicab. Taxis became, and remained, a major part of the company's commercial output. When postwar production was resumed only the taxi and vans based on the 20 HP 4 cylinder engine were offered. Production was discontinued in 1925.

Bersey

Between September, 1897 and December, 1898 70 Bersey electric storage battery cabs, nicknamed "Hummingbirds", were put on London streets by the London Electrical Cab Company, Walter C. Bersey, General Manager. Berseys were built by the Great Horseless Carriage Company, fitted with Mulliner bodies and powered by 3-1/2 horse power Lundell type motors with a range of 30 miles, and a top speed of 9 mph. An improved version with larger batteries was constructed by the Gloucester Railway Waggon Company. Breakdowns, coupled with the high cost of batteries and tyres made operations unprofitable, and the company was closed down in August, 1899. A single Bersey is preserved at Beaulieu.

Birch

In 1954, cab operator Birch Brothers, Ltd. developed a prototype cab (SJJ 111) based on Standard running gear with body by Park Royal Vehicles. It was the first cab to be licensed in London with four doors. However, the layout was unconventional in that three passengers sat on the rear seat, and the fourth sat alongside the driver, facing rearwards. Luggage was carried in a rear compartment, which was accessed by a full height door on the nearside quarter of the body. Only the one prototype was made.

Brasier

The Brasier 10/12 HP vertical twin engined car with 3 speed transmission was marketed as a cab from 1908 to 1913.

Cape Cabs

This unique body style with transverse sliding passenger door appeared in 1929, the design of Mr. W. Gowan of Cape Town, South Africa - hence the name. The first prototype was fitted to a Morris Commercial chassis, later versions, some by Arthur Mulliner, rode Austin running gear. Some bodies were constructed by New Avon Body Company. In all, over 100 were built during 1929-1936.

Chinese Taxi

This name was given to Austins fitted from 1933 with bodies taken from London General's retired Citroen 11/4 cabs. [From Chinese Puzzle]

Citroen

Andre Citroen offered a 1.5 litre taxicab from 1923, and four wheel braking was standardised from 1926, when British assembly was commenced at Slough. In 1929, Citroen provided the mechanical components for a series of taxicabs built by the London General Cab Company.

Cycle Cabs

Birmingham Small Arms Company (BSA)

In 1920-25, BSA built a limited number (frame numbers W1- W100) of small three wheeled cabs using their Model E 770cc V- twin engine. By 1924, their Model G 986cc engine was standard. CD8953, a Brighton Ba-Tax cab, survives and has been restored.

Dennis

This well known commercial vehicle builder constructed a few taxis in its early years before car production was discontinued in 1913.

Eurotaxi

In an project to further research into hybrid fuel vehicles, International Automotive Design of Worthing, Sussex, produced the Eurotaxi. Of van/MPV appearance, it was driven by a 50kw AC electric motor, which received its power via an onboard generator driven by a small diesel engine. Top speed was 65mph, and the range was 100 miles.

Fiat

In 1920 a few Fiat IT cabs were introduced in London, powered by a 1.8 litre engine

Hillman

Hillman offered a taxicab version of its 12/15 car with a 2.4 litre 4 cylinder L-head engine during 1909-1910.

Humber

In 1907, Britain's taxicab boom began, and Humber offered an Argyll-like cab-over design with seven foot wheelbase and 4 cylinder, 15 HP engines with coil ignition. In 1908, both cab- over and conventional designs were offered using the 10/12 HP engine, and a 2-1/2 litre Beeston-Humber with magneto ignition. In 1910, only the conventional 10/12 HP design was offered. Humber, Ltd. operated a fleet of 40 Humber cabs in London.

London Coach

London Coach was formed in May, 1984 to fill the need for purpose built cabs left by the 1982 decision by Checker Motors (USA) to discontinue cab production. EPA prototype testing was completed in August, 1985. These specialty vehicles were assembled in the US, using glider kits provided by Carbodies and fitted with 2.3 litre Ford engines and transmissions. Two models were available: The London Taxi and the London Sterling. The Sterling was a limousine version of the taxi. Both were available with or without air conditioning. Production for 1985-1986 was reported as 75 to the NHTSA, and estimated production for 1987 - 75. With the introduction of the Rover Sterling by ARCONA in 1987, London Coach was pressured to discontinue use of the Sterling name. Total production is estimated at 80-100.

London Taxis International

This subsidiary of Carbodies, Ltd. of Coventry was formed to produce the FX-4 when British Leyland discontinued taxi production in 1987. See discussion under Austin.

Lucas

Electrical equipment manufacturers Joseph Lucas introduced a prototype electric cab in October 1975. Several feet shorter than the FX4, it was powered by a 50bhp CAV motor, which gave it a top speed of 55mph. Its 100 mile range was somewhat limited by the battery technology of the day.

MEPWARD

The 1922 Mepward by Mepstead and Hayward of London was a truly bad cab. It had an all-wood body, which made the already inadequate 2178 cc engine work even harder. The late Simon Kogan, writing in Taxi

Metrocab

The Metrocab design was based on models and early work for the Beardmore Mark VIII by Metro-Cammell-Weymann in conjunction with the London General Cab Company.

MCW Prototypes

Two of three developmental protoypes survive today, "Edgar" POE 629R, and UOK 729H which actually worked as a taxi in the in London in the General's fleet.

MCW Metrocab

Introduced in 1987, this fibreglass-bodied cab was powered by a 2.5 litre- four cylinder Ford Transit direct injection diesel engine coupled to a Ford four-speed automatic or a five- speed manual gearbox. It was the first London cab to fully wheelchair accessible and to be licensed by the Public Carriage Office to carry four passengers.

Reliant Metrocab

Reliant bought the Metrocab from MCW in 1989, and moved the plant to Tamworth, Staffordshire.

Hooper Metrocab

When Reliant suffered financial trouble, Hooper bought Metrocab and began a steady programme of improvement. In late 1992 the Metrocab became the first London cab to be fitted with disc brakes as standard. Six- and seven seat versions followed. The restyled Series II was introduced in 1997 and featured a great many detail improvements. In 2000 a turbocharged Toyota engine replaced the Ford in the TTT model.

Mitsubishi

The Mitsubishi MMT taxi was a conversion on the L300 forward control van. It was powered by the standard 1600cc petrol engine, converted to run on LPG. The cab trade did not at the time consider a van conversion, even though 25% cheaper than an FX4, a suitable vehicle for London taxi use. The vehicle did not meet the PCO 25ft turning circle requirement and was not approved for use in London

Morris Commercial

Lord Nuffield's organisation produced a line of taxicabs under the Morris Commercial name during the late 1920s and 1930's.

Type G "International"

From 1929, Morris offered a cab powered by its 4 cylinder 1.8 litre Oxford car engine, based on the unsuccessful Empire Oxford car.

G2

This smaller version of the G, introduced in 1931, was known as the "Junior".

G2S

Introduced in 1932, a 15hp side valve 6 cylinder engine was fitted. A well-built cab, it was popular with owner-drivers.

G2SW

A newer version of the G2S introduced in 1937, this cab had a 1.8 litre overhead valve six-cylinder engine rated at 14hp. To date, the Morris is the only maker of London cab to fit six-cylinder engines.

Oxford

Approximately 1800 Oxfords were built from 1947-1955 based on a 1940 prototype, which accumulated 100,000 miles during wartime service. Built at the Wolseley factory in Birmingham, the Oxford was the first new cab to be offered on the London market after WWII. It was powered by a 1.8 litre dry-sump industrial engine, derived from a contemporary MG unit. Three successive models were introduced: the MkI, the 1949 MkII with a six-light body and the 1950 MKIII, distinguished by its pressed steel wheels, instead of the artillery wheels of the previous models. When Morris and Austin merged to form the British Motor Corporation in 1952, the new organisation found that it was making two competitive vehicles for the same market, the Oxford and the Austin FX3, so in 1953 the older Oxford was dropped.

Napier

D. Napier & Son, Ltd., of Acton, produced a taxi which from 1908-1911 was their primary commercial vehicle offering and which very substantially exceeded car production. These cabs featured an L-head engine, 3 forward speeds and shaft drive. They were offered in either a 1.3 liter 2 cylinder form, or 2.7 litre 15 HP 4 cylinder form. The 4 cylinder taxi was extensively exported.

PRUNEL

The French built Prunel had the distinction, in 1903, of being the first motor cab to be licensed to work in London. Operated by the Express Motor Service Company, it had a two-seat Hansom body, a 12hp Aster engine and chain drive.

Renault

This old French maker supplied taxis to Paris. In 1907 the General Motor Cab Company of Brixton bought 500 2-cylinder Renault cabs. With a 2-cylinder engine of 8-9hp they were somewhat underpowered. They ran until the General began replacing them with Unics.

Winchester

This fibreglass taxi was developed and built by Winchester Automobiles (West End) Ltd., a subsidiary of the Westminster Insurance Group, after consultation with cabmen. The result was a conservatively styled low maintenance vehicle, which was manufactured in several models from 1963-1972.

Mk I (1963)

The Mark I was powered by a Perkins 4.99 diesel and had two-tone grey paint.

Mk II

The Mk II shared the same body as the MkI, but had a 1.7 litre Ford Transit petrol engine.

Mk III

Using the Ford Transit engine, this version had an all- new chassis by Keewest.

Mk IV (1968)

The MkIV had an all-new body on the MkIII chassis and its Fords Transit engine.

Unic

This French cab was extremely popular with London operators for 25 years (1907-1932). It started life in London in 1907, powered by a 2-cylinder engine. Post war versions were little different from their Edwardian predecessors, although now fitted with four-cylinder engines. High import duties and the sheer antiquity of the cab prompted Unic's dealers, Mann and Overton, to seek a replacement, which they found in the Austin 12/4.

A new model from Unic, built in Britain by United Motors, the 1930 KF1 was heavy and expensive. Few were sold.

Vauxhall

In 1905, Vauxhall offered a 3-cylinder Motor Hansom for taxi service.

In 1990 a taxi conversion of the Midi van was produced for the NEC Motor Show. Whilst its interior complied with the PCO specifications, it did not have the mandatory 25ft turning circle

Vulcan

In 1922 Vulcan introduced a 2.6 litre, T-head taxicab. In 1928, car production was abandoned, and by 1931 Vulcan was in receivership.

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Looking back at the history of James Bond to uncover the appeal of the super spy...

James Bond - The History & Appeal (1)
15th August 2004

Can you name a famous spy? James Bond, perhaps? Little did Ian Fleming know when he created James Bond, 007, the culture and phenomenon that would be created along him. It's a truly remarkable from his first scenes in Casino Royale, James Bond will take a leap into the movies and will last over three decades and continue his legacy into the future, strong as ever before.

After the release of the first movie Bond fans started emerging from all over the world. Each movie thereafter would only create more and more fans desperately wanting to see the next installment of 007. It was here the Bond culture began.

For over four decades Bond fans have been going to the cinemas to see their favourite spy save the world. Children play with toys based on vehicles or gadgets in the movies. Children and grown men act and pretend to be James Bond, saying behind those dark sunglasses looking into the shiny mirror, "The name's Bond..... James Bond".

Yet, why do people do this - pretend to be James Bond? Why does James Bond appeal to us? And do these people really know who James Bond is - the history behind him?

To answer these questions, let's first look at James Bond, and the history of the Bond movies.

James Bond's literary father, Ian Lancaster Fleming was born in London on May 28, 1908. As young man, Fleming tried journalism as a career and achieved fame with his coverage of a spy trial in Russia during the 1930's. He later moved away from journalism and into a career in banking only to become bored and to rejoin the newspaper as a journalist. Fleming was sent to Russia to cover news for The Times, but in actual fact was working undercover as a spy for the British government.

With the start of World War II, Fleming joined the British naval intelligence, excelled and gained a position of commander. As the war prolonged he continued to excel in his work and later headed a secret commando squadron which performed numerous high profile missions which he had developed. Towards the end of the war, Fleming visited Jamaica only to fall in love with the island. It was here, where Fleming after the war, would settle down with his newly brought gold plated typewriter in 1953, and write his first novel, Casino Royale in which James Bond entered the world.

Within the pages of Casino Royale, James Bond appears for the first time as a sophisticated and sensitive man and he has great anxieties for being a killer. His darker side becomes clear throughout the book as being "emotionally cold and distant to the opposite sex and his views on women are strong and chauvinistic". Casino Royale also shows the violent and most ruthless side James Bond. These characteristics however were not seen in the movies.
Albert R. 'Cubby' Broccoli along with Harry Saltzman purchased the screen rights to produce the 007 movies. Broccoli then created Eon Productions and secured a deal with Arthur Krim, president of United Artists for one million dollars to produce the first in a series of 007 movies. From this Broccoli creates a legend and will continue to work on all of the James Bond movies until his death in 1996.

The first James Bond movie, "Dr. No", was released on October 5, 1962 in the UK (May 8, 1963 in the US) and starred Sean Connery as James Bond. Connery continued to be make another four movies of James Bond: "From Russia with Love" (1963 UK, 1964 US), "Goldfinger" (1964 UK & US), "Thunderball" (1965 UK & US), and "You Only Live Twice" (1967 UK & US).

The first two Bond movies, "Dr. No" and "From Russia with Love" showed the more realistic James Bond by placing him in realistic situations. "Goldfinger" was the turning point to the James Bond movies as it was the first time when James Bond saw more emphasis on gadgets and weapons. Humour was also added to the script and the real-life spy stories were removed from the movie. Unfortunately, Ian Fleming passed away only a month premature to the "Goldfinger" release date and never saw the new portrayal of James Bond.

Over the years, James Bond has changed faces as new actors replace the previous ones. Each time a face changed, the portrayal of Bond changed as each actor brought difference characteristics to Bond. The first face change 007 saw was in 1969 in the movie, "On Her Majesty's Secret Service" and was played by an Australian model, George Lazenby. Lazenby who had no previous acting experience impressed the producers in a screen test and won the role of Bond. "On Her Majesty's Secret Service" screenwriter Richard Maibaum downplayed the use of gadgets and stuck more closely to the original novel written by Ian Fleming. This allowed Lazenby to develop Bond's character on screen and allows further character building for future Bond movies to come. Broccoli offered Lazenby another role within the next Bond movie but was turned down. The first time actor felt the Bond scene "was all too intense". Without a James Bond, and movie waiting for production, the producers set out looking for another James Bond.

Broccoli and Saltzman wanted Sean Connery to play James Bond again and with the rejection from Lazenby offered Connery a chance to play Bond. Connery had had a series of movie flops of non-James Bond movies and needed money to fund The Scottish International Educational Trust. Therefore Sean Connery came back to the sets for the seventh installment of 007. Connery received a record salary of $1,250,000 in addiction to a portion of profits from the movie. He gave the entire amount to the Educational Trust. "Diamonds are Forever" (1971 UK & US) saw more humour than the previous movies and once again sending the Bond movies away from the original character written by Fleming, and this will continue for over a decade