number of half-inches which is equal to the number of units of registered axle weight of the axle to which the wheel is attached.” Taking a Wheel 3 ft. in diameter as a basis, the unit of registered axle weight is 712 cwt.: this unit increases in the proportion of 1 cwt. per 12 in. increase of diameter, and decreases at the rate of 1 cwt. for every 6 in. reduction in diameter below 3 ft. The speeds at which heavy motor-cars may travel vary from 5 m. an hour to 12 m. an hour. Heavy motor-cars fitted with tires of a soft or elastic material may travel at higher rates of speed than if they were not so fitted.
Any motor-car used for trade purposes, but whose unladen weight does not exceed 2 tons, is allowed to travel as fast as 20 m. an hour, and is regarded as an ordinary motor-car.
Motor-buses.—The first double-deck motor-bus, of the type of which upwards of 1000 are in regular service in London, was licensed by the police authorities in September of 1904. The type of chassis employed is practically identical with those used for loads of 3 tons in the goods-haulage branches of the industry, and the accompanying chart, which is prepared from data exclusively collected by the Commercial Motor (London), indicates the growth in the totals since the inception of this departure in the public conveyance of passengers.
The growth of motor-bus traffic has resulted in the displacement of some 25,000 horses and 2200 horse omnibuses, during the five years ending the 30th of June 1910, and it is estimated that there will be practically no horse omnibuses in London, except upon a few suburban routes, by the end of 1911. The inclusive working cost of a London motor-bus, with good management, varies between 9d. and 10d. per mile, which figures cover interest, depreciation and administration.
Successful provincial motor-bus undertakings, in the United Kingdom, are numerous, and those at Eastbourne, Keighley and Hull may be particularly mentioned of municipal undertakings, whilst the Great Western Railway Company alone has 130 such vehicles at work.
Motor-cabs.—Spasmodic efforts to introduce motor-cabs in London were made during the years 1905 and 1906. It was, however, only in the month of March 1907 that the General Motor-cab Company put the first 100 vehicles of its present large fleet into regular service. The growth of motor-cabs is indicated by the following numbers, for which the author is indebted to the Commercial Motor (London), and these are of vehicles licensed at the dates given: December 31, 1905, 19; December 31, 1906, 96; December 31, 1907, 723; December 31, 1908, 2805; April 30, 1909, 3203; April 30, 1910, 4941. It is estimated that, at the 30th of June 1910, there are only 1200 horse-drawn hansoms in regular use, and not more than 2500 horse-drawn four-wheelers, in London. In 1904 London had a total of 11,055 horse-drawn hackney carriages, and two self-propelled hackney carriages. The London hiring rate for motor-cabs fitted with taximeters is: for the first mile or part thereof, 8d., subject to an additional charge at the rate of 2d. per 212 minutes for any waiting time or travelling below the rate of 6 m. per hour; 2d. per additional 44012yds., or 212 minutes of waiting or of travelling below 6 m. an hour; with the addition of 2d. per package for any package carried outside, and 6d. for a bicycle and 6d. each for each passenger above two, for any distance. The horse-drawn hansom-cab is 1s. for the first 2 m., with 6d. for each additional mile or part of a mile, and with a charge of 8d. per 15 minutes of waiting, after the first 15 minutes completed. Taximeter cabs cannot be engaged by time in London, but horse-drawn cabs may be so engaged at 2s. 6d. per hour for a hansom, and at 2s. per hour for a four-wheeler. The taxicab rates apply throughout the Metropolitan Police area, which in some directions extends as far as 20 m. from Charing Cross, but horse-vehicle rates (except those of time) are doubled for any distance beyond a four-mile radius.
Steam Vehicles.—Steam wagons may, generally speaking, now be divided into three distinct types, and these are distinguished chiefly by the particular form of final drive adopted by the designer. There are in general use by the well-known
Figs. 6–9.—Standard and Representative Types of Present-day Steam-wagon Construction.
