London Buses and Cabs

Antiques from London on eBay

ANTIQUE PRINT 18th C THE CHARTER HOUSE LONDON
11 May 2012 at 6:06am

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MARITIME BRASS SUNDIAL COMPASS ~ ROSS LONDON Compass
13 May 2012 at 7:03am

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Arthur H. Beavan continued his survey of London's public transport at the turn of the twentieth century in Imperial London, published in 1901, with a look at buses and cabs:

On July 4, 1829, the first omnibus ever put on the London streets was started by a Mr Shillibeer (who had borrowed the idea from Paris), and conveyed passengers at a shilling per head, including the use of a newspaper, from the "Yorkshire Stingo," Marylebone Road, to the Bank.

Carrying twenty-two "insides," and drawn by three horses abreast, it beat the ordinary Paddington stages by several minutes, while the fare was exactly half that charged by the coach-proprietors, who in course of time started omnibuses of their own, and finally by combination drove Shillibeer off the road.

As long ago as 1791, it was suggested that "long coaches" with six wheels, and drawn by four horses - simply the omnibus in disguise - should run between London and Brighton, and in due course vehicles of this kind were put on the Brighton and Bath roads; while one, known as the "Land Frigate," ran between London and Portsmouth, its chief use being the conveyance of sailors, who, in moments of hilarity, were given to tumbling off the roof of the ordinary coach.

It was not until 1849 that the "knifeboard" was added to the omnibus, while during the next ten years many improvements were made.

The monkey-board and strap for the conductor, the door which had to be opened and shut for each passenger, the slamming of it serving as a signal to the coachman that progress might be continued, were characteristics of the old omnibus.

The London Conveyance Company, established in 1836, was the first Association of the kind, and succeeded so well, that many private owners banded themselves together and formed similar enterprises.

That vast concern, the London General Omnibus Company, was originally floated in France as a Societe en Commandite; but in January 1856, it was made into an English Company, bought out most of the other concerns, and ran off the road the Saloon Omnibus Company (started in 1857).

On the launching of the Road Car enterprise, with its popular garden-seated vehicles, keen competition arose between the two lines, and fares were reduced; other companies, opening up new routes, came into the field, and now omnibuses have multiplied to such an extent that they threaten to monopolize the chief roadways of London.

In the 3000 and more omnibuses and 1300 and odd tramcars of Greater London, it has been estimated that upwards of 500,000,000 passengers travel annually, while over 300,000 horses are employed to convey them.

The London General Omnibus Company is represented by about 1300 vehicles, 16,816 horses, and 96,000,000 travellers per annum.

Besides these two principal lines, there are the Star Omnibus Company, Messrs. Tilling's well-known Atlas and Waterloo Association, the Associated Omnibus Company (a combination of several private ventures), and the City and Suburban Company, which has specially inaugurated a service of conveyances much improved in construction.

It has had the courage to break away from the hitherto unchallenged "six-a-side" pattern, the seats being arranged crossways, and so designed that, in some cases the occupants sit back to back.

The seats are of perforated birch, and without cushions, the idea being that the latter are liable to carry infection; and there are blinds to protect passengers, when necessary, from the sun's rays.

On the roof the arrangement is of the "garden-seat" variety, but there is accommodation for two more occupants than on the ordinary omnibus, the vehicle giving room in all for twenty-nine.

Though an inch or two wider than the more old-fashioned omnibus, it weighs 6 cwt. less, so that unless the additional passengers are exceptionally portly, there is a slight gain in favour of the horses.

At Liverpool Street - the destination and starting-point of an immense proportion of the Metropolitan traffic - there is quiescence only from half-an-hour after midnight until seven o'clock the next morning; the last bus leaving for Kilburn at 11-4 pm, Shepherd's Bush, 11.35 pm, Putney, 12.14 am, and Hammersmith 12.17 am.

On the journey citywards, they start as early as 7.10 am from Putney, 7.10 am from Shepherd's Bush, 7.25 am from Kilburn, and 7.45 am from Hammersmith.

Therefore it can be well understood that the men's days are long; even on Sundays they average 12.5 hours.

Some men get a Sunday off work every fortnight, some once in three weeks, some not oftener than once in four or five weeks; and there have been cases where the men have not had a free Sunday for months.

The week before Christmas Day, it is the custom for the drivers and conductors of all the principal omnibus companies to sport the racing-colours (dark blue and amber) of Baron Rothschild in acknowledgment of his gift to each one of them of a brace of pheasants; the men on the Hammersmith line, near Gunnersbury (with which place the Baron's family was associated), receiving in addition the sum of five shillings and a bottle of wine apiece.

Sir J. Blundell Maple, MP, also gives the men who work the lines near his business premises in Tottenham Court Road and his residence in Regent's Park, a Christmas present of a fine piece of beef, about 10 lbs in weight.

There is no doubt that some day the whole question of the bus in our crowded streets will be drastically taken in hand, that electric power will be adopted, and the continual pulling-up and starting of these cumbersome vehicles prevented by a system of fixed stopping-places, as in Paris.

The four-wheeler (first introduced in 1841) has improved but little during its sixty years' experience of sullen toleration, and it is difficult to explain why, in the World's Metropolis, comfortable and comely four-wheeled cabs, well-horsed, and driven by decently-clad men, cannot be had.

There are still far too many crazy old "growlers," whose frames are afflicted with innumerable gaps, chinks, and crevices, and are neither wind nor water-tight, while their horses are miserable creatures, and their drivers little better.

It is true there are a few electric cabs, and some with a door at one side, which look like truncated omnibuses, and there are a few open four-wheelers, suggestive of barouches gone wrong.

There are also a certain proportion - far too small - of really excellent four-wheelers, clean, comfortable, and even luxurious; these are seldom in the ranks, but are generally plying in the streets for fares.

At long intervals one hears of the organization of Brougham-cab companies, Clarence companies, Chesterfield companies, and so forth, and one is led to believe that a general service of neat little coupes may be forthcoming.

And, indeed, the new cabs do make their appearance, and are approved of; any quantity of patronage is ready to be bestowed upon them; but, in some unaccountable manner, after a brief season, they disappear from public view - swallowed up in the whirligig of Modern Babylon.

The cabby whom John Leech drew, who promised to "stand a pint" to the railway-porter if he would provide him with a lady and children with lots of luggage, or, in default thereof, "a cupple o' furreners," is seldom met with nowadays.

It has been suggested that all the disputes about fares, and the grumbling about the cabs, might be prevented by "grading" them.

Just as there are first-class, second-class, and third-class railway fares, so should there be first, second, and third-class cabs, with fares proportionate to the accommodation.

Thus, we should be able to enjoy, together with the vastly improved hansom, the cosy and well-appointed little coupe, the light and elegant small victoria, and, finally, a substantial and comfortable four-wheeler, capable of carrying a reasonable number of passengers and a fair quantity of luggage, and from which the licence should be withdrawn unless the vehicles were kept in good repair, with sound horses, and neatly-dressed drivers.