The black cab story

(Read at Daily Telegraph newsletter in August 2010)

The black cab's story begins not on roads, but on the Thames. From Anglo-Saxon times, watermen charged a small fare to row customers across the river. For instance, Christopher Wren took a "water taxi" daily from his home in Bankside across to St Paul's when he was building the cathedral

In the seventeenth century, the building of bridges and concentration of business in the City area jeopardised the waternmen's living. The hackney coach became increasingly used, and even challenged the popular sedan chair. By 1635, the first taxi rank had been established.

By 1694, there were around 1,200 hackney coaches on London's streets. But cab design was constantly evolving. The "cabriolet" was designed by Mr David Davies in 1823. By 1834, there were 800 in the capital. The French word "cabriolet" was later shortened to "cab.

The speedy hansom cab was also named "gondola of London". Because of the congestion in London, the modern London taxi's speed is lower than the average hansom's, which could travel at 17 miles per hour.

A government paper of 1895 read: "By constant contact with all kinds of people, cabmen become very observant and often know more about those they drive than the latter imagine. Many a doubtful piece of business is transacted under their eyes."

By 1897, the first mechanically propelled cab had arrived, and by 1906, manufacturers such as Vauxhall, Ford and Herald had been licensed. There was also the Renault cab, 500 of which were introduced in March 1907. At the time, the Renault cab order was the biggest single order placed anywhere in the world for a motor vehicle, and provoked many accusations of cabbies "going foreign". By 1914, some 38 different motor manufacturers had vehicles working as taxis.

Taxi fares, which were controlled by Parliament, were static from 1907 until 1920, meaning many families became able to afford their services. The lack of fare increases was unpopular among cabbies, however, many of whom struggled to make a living.

After the First World War, there was a shortage of cabs in London, and far more drivers than cars available.

The Beardmore Mark I was the first taxi to be manufactured after the war, and the most popular cab on the market until the arrival of the Austin series in the 1930s. The popular Austin "low loader " from 1934, so-called because of its low floor pan, was a common sight in London up
until the Second World War. Austin FX3 model, first produced in 1948, was one of the most popular London taxis of all time. In 1987, the Metrocab was introduced, and was produced till 2006 when the company closed down. The sturdy TX1, known affectionately as "the Noddy car", was introduced to London in 1997. It was designed to replace the Austin FX4.

At the outbreak of the Second World War, Britain had insufficient vehicles to cover civilian emergencies. Many London taxis were requisitioned and converted into firefighting engines, ambulances and army personnel carriers.

There are now over 20,000 cabs in London. A recent survey of tourists hoping to come to Britain revealed that travelling in a London cab was their top ambition for their stay.