The Unsung Legacy of America's Sky-View Taxis

In the bustling tapestry of urban life, taxis serve as indispensable threads, connecting people and places with seamless efficiency. While the iconic black cabs of London or the familiar private hire vehicles across the UK come to mind for British readers, it's equally fascinating to explore the rich history of taxi services across the globe. This article delves into two distinct but related entities in the American taxi landscape: the contemporary operations of Allstar Sky View Somerville Transportation Inc and the remarkable, historically significant 'Sky-View' taxicabs pioneered by James F. Waters, predominantly in the United States.

Allstar Sky View Somerville Transportation Inc: A Modern Commitment

For residents and visitors in Somerville, USA, Allstar Sky View Somerville Transportation Inc represents a modern commitment to hassle-free travel. Their ethos, succinctly put as 'We Take You There. More', underscores a dedication to simplifying journeys. Whether it's a routine trip to the shops or a crucial airport transfer, this company aims to ensure a smooth experience. They pride themselves on providing top-tier vehicles, professional drivers, and exceptional service within the Somerville area, embodying the modern standards of reliable private transport.

The Visionary: James F. Waters and the Dawn of Sky-View Taxis

Far removed from today's digital convenience, the mid-20th century saw a different kind of innovation in American taxi services, largely driven by astute entrepreneurs like James Francis Waters. Born in Connecticut in 1895, Waters' journey into the automotive world was anything but conventional. After serving as a flight instructor in the US Army Air Corps during World War I, he initially ventured into aircraft sales in San Francisco. When that market proved saturated, he swiftly adapted, finding his true calling in selling used automobiles.

His aptitude for sales was undeniable, quickly attracting the attention of Chrysler. By 1929, despite the looming shadow of the Great Depression, Waters was entrusted with heading Chrysler’s new Northern California Plymouth-DeSoto distributorship. His business acumen saw him not only survive but thrive, expanding with satellite agencies across California. His enterprise, James F. Waters Inc., soon became the nation's largest Plymouth-DeSoto distributor. A testament to his ambition was the highly publicised chartering of a boat to transport 350 new DeSotos and Plymouths from New York to the West Coast via the Panama Canal in 1933 – a truly unprecedented move for an automobile dealer.

Waters' expansion continued eastward, acquiring a Manhattan Plymouth-DeSoto distributorship. It was here, in the bustling heart of New York City, that a monumental opportunity arose: a well-financed taxicab startup seeking a fleet of 2,200 new cabs. This was the catalyst for the birth of the iconic DeSoto Sky-View taxi.

Revolutionising Urban Mobility: The DeSoto Sky-View Design

New York City's strict regulations for taxicabs in the 1930s mandated vehicles capable of comfortably seating five adults in the rear compartment – a rule affectionately known as the 'five-in-the-rear' law. DeSoto's 7-passenger S-1 Airstream sedan proved to be an ideal candidate for modification. Waters, leveraging his position as Chrysler's largest distributor, struck a deal: he would convert stripped DeSotos into purpose-built taxicabs at a dedicated factory in metro Detroit, offering them through his dealerships. This shrewd arrangement allowed Chrysler to enter the lucrative taxi market without significant capital outlay, while Waters could provide vehicles with a full Chrysler Corporation warranty.

The defining feature of these new cabs, particularly those for the 'Sunshine Radio Service', was their revolutionary sliding sunroof. The 'Sunshine' element literally referred to this oversized sliding rear panel, designed to allow sunlight to stream directly onto the rear occupants. Early versions even featured a fixed glass panel over the driver's compartment, though this was later removed due to driver distraction. The roof's sliding, body-coloured steel cover retracted on bi-lateral rails, exposing the rear compartment to the elements and, ideally, to the Manhattan skyline. Contemporary accounts even mention passengers enjoying the view with arms and heads protruding from the roof!

Beyond the sunroof, these DeSoto cabs were packed with features aimed at comfort and safety. An instrument panel signal light alerted the driver to an open rear door, while sturdy grab bars and comfortable leather cushions enhanced the passenger experience. Heavy-duty Pullman-style jump seats were integrated into a divider, which also housed the meter-activated tube radio – the 'Radio' in 'Sunshine Radio'. The front bench seat was replaced with a Waters-built driver's bucket seat and a practical passenger-side luggage compartment. Later models even sported Waters-stamped hubcaps.

The manufacturing process was meticulously organised. Stripped 131-inch wheelbase DeSoto Series S-1 7-passenger trunk-less sedans, 'in-the-white' and without glass, were shipped from Briggs Body in Detroit to Waters' plant at 14431 Dexter Ave., Detroit. This Detroit facility, James F. Waters Motor Sales Corp., became the hub for their large-scale taxi conversion operation.

The Taxi Associations: A Network of Service and the Sunshine Radio System

The taxi industry in New York City was complex, often organised into associations like the Sunshine Radio System and Atlas-Liberty System. These were not single companies but rather consortiums of individual operators, each managing their own fleet of approximately 100 taxicabs. This structure allowed members to qualify for discounted insurance rates, based on the theory that smaller fleets had fewer accidents. The associations facilitated shared resources, including a common phone number, central dispatchers, and negotiated lower prices on fuel, insurance, and tyres from local vendors. They also offered special financing and fleet pricing on new taxicabs, such as the DeSoto Sky-Views.

The operational model for drivers was that of independent contractors. Upon starting a shift, a driver would be assigned a cab and a detailed fare card. At the end of the shift, the driver would typically deduct 40 percent of the collected fares and remit the remaining 60 percent to the garage manager. The garage owners, in turn, covered the costs of fuel, oil, maintenance, public liability insurance, and workmen's compensation.

The behaviour of cabbies was monitored by third-party services like the United Taxicab Inspection Service, whose inspectors would ride incognito, noting driver conduct and cab condition. Unionisation also played a significant role. A significant poll in January 1939, for instance, saw the Transport Workers Union (TWU) win representation in major fleets like Parmelee and Terminal, though independent unions triumphed in many smaller companies, including the Sunshine Cab Corporation.

The initial success of the 2,200 DeSoto Sky-View cabs for the Sunshine Radio System was celebrated with a parade in Manhattan in 1936. However, challenges quickly emerged, including Mayor Fiorello H. LaGuardia's complaints about excessively loud taxi horns, leading to their replacement with quieter units. Eventually, due to a combination of union issues and investigations into ties between some fleet owners and organised crime, the Sunshine Radio System was dissolved and reorganised as the DeSoto Sky-View System, maintaining the same underlying firms but with a new identity and updated cab branding.

Evolution and Decline: The Post-War Era

Throughout the late 1930s and into the 1940s, the DeSoto Sky-View cabs continued to evolve with Chrysler's model updates. Wheelbases slightly increased, body styling was subtly revised, and features like concealed headlamps (briefly) and new grills were introduced. The distinctive rooftop lighting also changed, from the original chrome-plated sunburst design to a more sophisticated 'neon-look' in 1942, and then to a molded etched glass 'Sky-View' globe post-war. These lights, often featuring the DeSoto or Sky-View name, were a hallmark of the cabs' identity.

Waters' business continued to flourish, even attracting the attention of Time Magazine in 1941, which highlighted his remarkable success in the challenging taxi manufacturing sector. He famously avoided the pitfalls of operating his own fleets, preferring to focus on selling the cabs. Major clients included not only New York's Terminal Taxi Corporation but also W. Lansing Rothschild's Yellow Cab Co. in Los Angeles and San Francisco. Interestingly, Rothschild's California-bound cabs typically omitted the signature sunroof, as he considered it an unnecessary expense given the local urban landscape, and were painted yellow with 'Yellow Cab Co.' branding.

Tragically, James F. Waters passed away in 1941, followed by his brother Robert A. Waters in 1955. Control of the Waters enterprises transitioned to Robert A. Waters Jr., and parts of the business, such as Waters Equipment Co., were eventually sold off.

The ultimate demise of the DeSoto Sky-View taxi was largely sealed by a significant legislative change in New York City. For decades, the 'five-in-the-rear' law had necessitated the use of large, long-wheelbase vehicles. However, on 16th July 1954, the Police Department's Hack Bureau rescinded this requirement, implementing a new maximum wheelbase of 120 inches for all newly purchased taxicabs. This effectively outlawed the very design that had made the DeSoto Sky-View so successful, opening the market to standard four-door sedans from other manufacturers like Ford and General Motors, who had long been excluded from the lucrative Manhattan taxi scene. Despite producing thousands of cabs annually for NYC, the retooling costs to adapt to the new regulations proved prohibitive for DeSoto's long-wheelbase models.

The Enduring Legacy

Although the era of the purpose-built DeSoto Sky-View taxi ended in the mid-1950s, its impact on American urban transport, particularly in New York City, was profound. These distinctive cabs were not just workhorses; they became part of the city's fabric, even making numerous appearances in motion pictures. From Universal's 'Ma and Pa Kettle Go To Town' (1950) to MGM's 'Side Street' (1949), the Sky-View cabs, with their unmistakable silhouettes, carved out a place in cinematic history, a testament to their widespread recognition and unique design.

The James F. Waters story is a compelling narrative of innovation, entrepreneurial spirit, and adaptation within the dynamic automotive industry. While the Sky-View taxi, with its signature sunroof, may be a relic of a bygone era, its legacy lives on as a fascinating chapter in the evolution of urban transportation.

Frequently Asked Questions (FAQs)

What made Sky-View taxis unique?

The most distinctive feature of the original DeSoto Sky-View taxis was their large, sliding rear sunroof. This unique design allowed passengers to enjoy open sunlight and a view of the city skyline. They were also specifically designed to meet New York City's 'five-in-the-rear' law, comfortably seating five passengers in the rear compartment.

Who was James F. Waters?

James F. Waters was a highly successful American automobile distributor, initially for Plymouth and DeSoto in California and later in New York. He became a major player in the taxi manufacturing industry by setting up his own assembly plant in Detroit to convert DeSoto sedans into purpose-built taxicabs, becoming the primary supplier of Sky-View taxis.

What was the 'five-in-the-rear' law?

The 'five-in-the-rear' law was a New York City regulation, enacted in 1929, that required any vehicle used for taxi service in Manhattan to be able to carry five passengers comfortably in the rear compartment, separate from the driver. This significantly influenced the design of taxis of the era, favouring larger, long-wheelbase vehicles.

Did all Sky-View taxis have sunroofs?

No, not all Sky-View taxis featured the sunroof. While it was a hallmark of the New York City cabs, those built for clients like W. Lansing Rothschild's Yellow Cab Company in California often omitted the sunroof due to cost considerations, as it was deemed an unnecessary expense for their operations.

Why did Sky-View taxi production end?

Production of the specific long-wheelbase DeSoto Sky-View taxis largely ceased in 1954. This was primarily due to the New York City Police Department's Hack Bureau rescinding the 'five-in-the-rear' requirement and implementing a new maximum wheelbase of 120 inches for all newly purchased taxicabs. This change rendered the larger, purpose-built Sky-Views non-compliant, making them economically unviable to continue manufacturing.

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