From Beardmore to Metrocab: London's Taxi Evolution

London's black cabs are more than just vehicles; they are an enduring symbol of the city, instantly recognisable and steeped in history. For decades, these purpose-built machines have navigated the capital's intricate streets, offering a unique blend of comfort, reliability, and unparalleled local knowledge. But behind the iconic silhouette lies a rich and often complex story of innovation, design evolution, and changing hands. This article delves into a pivotal chapter of that history, tracing the lineage from the venerable Beardmore Mk 7 taxi to its groundbreaking successor, the MCW Metrocab, exploring their origins, innovations, and lasting impact on the UK's taxi landscape.

The Unsung Predecessor: The Beardmore Mk 7

Before the Metrocab became a familiar sight on London's thoroughfares, another dedicated cab held sway: the Beardmore Mk 7. This robust and reliable vehicle was a product of Weymann's Ltd, a company with a long and distinguished history in coachbuilding, which later evolved into Metro Cammell Weymann (MCW). For years, the Beardmore Mk 7 served the capital diligently, ferrying countless passengers to their destinations. Its production continued until 1966, marking the end of an era for this particular model. Given that MCW had been the manufacturer of the Beardmore Mk 7, it was hardly surprising that they would seek to replace it with a design of their own. What was perhaps more astonishing was the considerable time it took for them to bring a replacement into full production, a testament to the complexities of vehicle design and manufacturing in the competitive world of London's taxi industry.

The Beardmore Mk 7, though less celebrated in modern memory than some of its successors, played a crucial role in maintaining the high standards expected of London's taxi fleet. It embodied the traditional qualities of a Hackney carriage: durability, practicality, and a design suited to the city's unique demands. Its eventual discontinuation paved the way for a new generation of cabs, but its legacy as a solid, dependable workhorse certainly influenced the design philosophy of its successors, ensuring that the core values of the British taxi remained intact.

Pioneering Design: The Metrocab's Genesis

The void left by the Beardmore Mk 7's departure eventually led to the birth of a truly revolutionary vehicle: the MCW Metrocab. The concept for this forward-thinking taxi wasn't an overnight revelation; its basic design principles can be traced back as far as 1970. A prototype, remarkably similar in overall profile to the Metrocab that would eventually launch 17 years later, was spotted undergoing rigorous London trials in Westminster during that year. This extended gestation period highlights the meticulous development process and the desire to create a vehicle that would not only meet but exceed the demanding standards of London's Public Carriage Office.

When the Metrocab finally made its public debut in early 1987, it immediately stood out. While the original 1970 prototype had sported a front grille borrowed from a Ford Cortina Mk II, the production version featured a more contemporary and integrated design, incorporating headlamps and a grille from the Ford Granada Mk 2. This clever use of existing components from other mass-produced vehicles was a common practice in the automotive industry, allowing for cost efficiencies and easier sourcing of parts. The taillight units were sourced from the Escort Cabriolet, while the dashboard moulding and various switches and controls were borrowed from the Austin Rover Maestro/Montego range. This amalgamation of parts from different manufacturers was a hallmark of the Metrocab's pragmatic design approach, balancing bespoke taxi requirements with readily available, proven components.

However, what truly set the Metrocab apart from its predecessors and contemporaries was its innovative design for passenger accessibility. It was presented with a particularly low floor, a groundbreaking feature meticulously engineered to make entry and egress significantly simpler for all passengers. This wasn't merely a convenience; it was a fundamental shift. The Metrocab proudly holds the distinction of being the very first accessible black cab in London, a monumental achievement that paved the way for a more inclusive public transport system. This commitment to accessibility would become a defining characteristic of future taxi designs and is a legacy for which the Metrocab should be rightly celebrated.

A Journey Through Ownership: From MCW to Kamkorp

The journey of the Metrocab was not just one of design evolution but also of changing corporate hands. Initially conceived and produced by Metro Cammell Weymann (MCW), the company decided to divest its taxicab manufacturing business. In 1989, just two years after its launch, the Metrocab production line was sold to Reliant, a British automotive company perhaps best known for its three-wheeled vehicles. Under Reliant's ownership, the Metrocab continued its production, solidifying its presence on London's streets.

The ownership changes didn't stop there. In 1991, ownership of the Metrocab production passed to Hooper, another name in British automotive circles. Hooper continued to refine and produce the vehicle, ensuring its continued relevance in a competitive market. It was under Hooper's stewardship that the Metrocab saw a significant update. In 1997, the Series II Metrocab was unveiled, bringing with it a raft of cosmetic changes. These included a refreshed grille, updated bumpers, and a new light design, giving the cab a more modern appearance and keeping it visually current.

The various ownership changes were often reflected in the vehicle's badging. Initially, Metrocabs sported the distinctive MCW logo. Following the sale to Reliant, a Reliant badge sometimes adorned the vehicles. However, with the introduction of the Series II facelift, a more consistent branding approach was adopted, with the full 'Metrocab' name prominently displayed on the leading edge of the bonnet, styled in a manner reminiscent of Land Rover's iconic lettering. This gave the Metrocab a stronger, more independent brand identity.

The final chapter in the Metrocab's direct manufacturing lineage began in 2000 when ownership transferred to Kamkorp. Under Kamkorp, the vehicle continued to be produced, with the model receiving the designation Metrocab TTT. Production of the Metrocab TTT continued until 2006, marking the end of an eighteen-year production run for a vehicle that had significantly reshaped the London taxi landscape.

Engineering Marvels: Under the Metrocab's Bonnet

Beyond its distinctive appearance and revolutionary accessibility, the Metrocab was also an engineering marvel, boasting a range of features that were innovative for a taxi of its time. At its heart, the Metrocab was powered by a robust Ford Transit 2.5 litre direct-injected diesel engine. This choice of engine was pragmatic, offering reliability, fuel efficiency, and readily available parts – crucial considerations for a vehicle designed for constant, heavy use in an urban environment. The engine's reputation for durability contributed significantly to the Metrocab's impressive longevity.

The vehicle's construction was another area where it excelled. The chassis was crafted from galvanized steel, providing excellent resistance to corrosion, a common issue for vehicles exposed to the elements and road salt. The bodywork, remarkably, was constructed from fibreglass. This choice offered several advantages: it was lightweight, resistant to minor dents and scratches, and perhaps most importantly for a taxi, easy to repair. The combination of a strong, rust-resistant chassis and a durable, easily repairable body contributed immensely to the Metrocab's famed resilience.

The Metrocab also introduced several safety and convenience features that were groundbreaking for a Hackney carriage. From 1992 onwards, it became the first Hackney carriage model to feature disc brakes as standard on all four wheels. This was a significant upgrade, offering superior stopping power and improved safety, particularly important given the stop-start nature of city driving. Furthermore, the Metrocab was designed with versatility in mind, offering a seven-passenger seat option, maximising its carrying capacity. Coupled with its pioneering wheelchair access, these features made the Metrocab an incredibly versatile and inclusive vehicle, capable of serving a broad range of passengers.

As previously mentioned, the Metrocab's design cleverly incorporated many parts sourced from other car builders. While the production front grille and headlights came from the Ford Granada Mk 2 (even though the Granada itself had been out of production for two years by 1987), and the rear lights from the Escort Mk 4 Cabriolet, this cross-pollination of components was a stroke of genius. It ensured that spare parts were relatively easy to come by and that mechanics familiar with mainstream British and Ford vehicles could readily service the Metrocab. This foresight in design contributed significantly to the vehicle's long operational life and cost-effectiveness for taxi drivers.

Beyond the Rank: Metrocab's Diverse Applications

While primarily known as a London black cab, the Metrocab's inherent design strengths and practical features led to its adoption in several other, less conventional roles. Its robust construction, reliability, and spacious interior made it suitable for tasks beyond simply ferrying passengers around the city. One notable example of its diverse application involved none other than His Royal Highness, Prince Philip. The Duke of Edinburgh was known to occasionally use an LPG (Liquefied Petroleum Gas)-equipped Metrocab for his travels around London. This choice not only highlighted the vehicle's practicality and ease of use but also underscored the growing interest in more environmentally friendly vehicle options, even for royal transport.

Even more critically, Metrocabs found an invaluable role as patient transport vehicles for various ambulance services across the UK. Services in London, Mid Glamorgan, North Yorkshire, and Royal Berkshire all employed Metrocabs for this vital purpose. Their low floor and easy accessibility, originally designed for taxi passengers, proved equally beneficial for transporting patients, especially those with mobility issues or requiring wheelchair assistance. The spacious interior could be adapted to accommodate stretchers or specialised medical equipment, making them an efficient and cost-effective solution for non-emergency patient transfers. This demonstrates the versatility and adaptability of the Metrocab's core design, extending its utility far beyond its intended purpose as a public carriage.

The Enduring Legacy: A Testament to Durability

Despite production ending in 2006, the Metrocab's impact and presence have continued to resonate. Due to its innovative fibreglass construction and the remarkable durability of its Ford Transit engine, many of these vehicles proved to be incredibly resilient. It was not uncommon to see Metrocabs still in daily use on the streets of London and other UK cities more than 20 years after they rolled off the production line. This incredible longevity is a testament to the quality of their original design and build, proving them to be true workhorses of the urban environment.

The continued operation of these vehicles, long after their official production ceased, speaks volumes about their reliability and the affection they garnered from their drivers. While they are gradually being phased out by newer, more modern and often electric models, the sight of a Metrocab still evokes a sense of nostalgia and recognition. For those who still operate them, or for enthusiasts, spare parts and expert workshop advice remain available from a small number of specialist repairers. These dedicated individuals and businesses play a crucial role in preserving the legacy of the Metrocab, ensuring that these hardy machines can continue to serve, even if in diminishing numbers.

The Metrocab, following in the footsteps of the Beardmore Mk 7, carved out its own unique and significant chapter in the story of the British taxi. It was a vehicle that wasn't afraid to innovate, introducing features that would become standard for future generations of cabs. Its commitment to accessibility, its robust engineering, and its undeniable presence on the streets of London cemented its status as an iconic part of British transport history. From its origins in the drawing rooms of MCW to its final production as the TTT, the Metrocab truly embodied the spirit of adaptability and enduring utility that defines the very best of British engineering.

Frequently Asked Questions (FAQs)

Who manufactured the Beardmore Mk 7 taxi?

The Beardmore Mk 7 taxi was manufactured by Weymann's Ltd, which later became Metro Cammell Weymann (MCW). Production of this model ceased in 1966.

What was the MCW Metrocab?

The MCW Metrocab was a purpose-built taxicab manufactured between 1987 and 2000, and as the Metrocab TTT from 2000 to 2006. It was designed to replace the Beardmore Mk 7 and became notable for its accessibility and robust design.

When was the Metrocab first produced?

The Metrocab was first presented and entered production in early 1987 by Metro Cammell Weymann (MCW).

What made the Metrocab accessible?

The Metrocab featured a particularly low floor, which made entry and egress significantly simpler for passengers, including those with mobility challenges. It was the first Hackney carriage model in London to offer this level of accessibility, including wheelchair access.

Did the Metrocab have different owners?

Yes, the Metrocab had several different owners during its production run. It was originally produced by MCW, with ownership passing to Reliant in 1989, Hooper in 1991, and finally Kamkorp in 2000.

What engine did the Metrocab use?

The Metrocab was equipped with a Ford Transit 2.5 litre direct-injected diesel engine, known for its reliability and durability.

Are Metrocabs still in use today?

While their numbers have significantly decreased with the introduction of newer, often electric, taxi models, some Metrocabs were still in daily use more than 20 years after production due to their robust construction. Specialist repairers still offer parts and advice for these enduring vehicles.

What distinctive features did the Metrocab have?

Key features included a galvanised steel chassis, fibreglass bodywork, a low floor for accessibility, a seven-passenger seat option, wheelchair access, and from 1992, it was the first Hackney carriage model to have disc brakes as standard.

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