The Austin High Lot: London's Pioneering Cab

In the bustling streets of London during the early 20th century, the iconic black cab was yet to truly find its definitive form. The capital's taxi market was largely dominated by foreign imports, with French-made Unic taxicabs holding a significant share, a testament to their reliability and availability. However, a pivotal shift was on the horizon, driven by economic policy and the ambition of a forward-thinking British car dealership. This period marked the genesis of a truly British taxi, a vehicle that would lay the groundwork for the legendary London cab we recognise today. It all began with a crucial collaboration and a design that, while initially somewhat ungainly, perfectly met the unique demands of its time.

The story of the first dedicated Austin London taxicab is deeply intertwined with the fortunes of Mann & Overton, London's largest taxicab retailer and dealer. Since 1906, Will Overton, a director at Mann & Overton, had successfully sold Unic taxicabs, to the point where by 1924, nearly 80% of new taxicabs purchased in London were from their business. This dominance, however, was about to be challenged by protectionist economic measures. In 1925, the British government introduced the McKenna duties, effective from 1 May 1926. These tariffs were imposed on commercial vehicles with the explicit aim of protecting UK manufacturers from foreign imports. Despite Unic's efforts to establish a local assembly operation in Cricklewood in 1928, the economics of supplying French Unic taxicabs to London at a competitive price became unfeasible.

Faced with this significant market gap and the need for a viable British alternative, William Overton turned to Herbert Austin. His proposition was clear: modify Austin's existing Heavy Twelve-Four hire car chassis to comply with the stringent London Conditions of Fitness. These regulations, enforced by the Metropolitan Police, dictated everything from turning circle to passenger comfort and were crucial for any vehicle operating as a licensed cab in the capital. Fortuitously, in 1927, it had been announced that these regulations would be lightened with effect from 1928, making the task somewhat less daunting for Austin. Seizing the opportunity presented by the easing of police regulations and the enormous void left by imported vehicles, Austin duly adapted their hire-car chassis. Mann & Overton then arranged for the bodies to be built by three Greater London coachbuilders: Strachan, Vincent, or Jones, the latter offering a slightly more premium option.

The Birth of the "High Lot"

From 1930 to 1934, this inaugural Austin London taxicab quickly earned a distinctive colloquial name: the High Lot or Upright Grand. The nickname was a direct reference to its considerable overall height, which significantly surpassed that of its competitors. While perhaps not the most aesthetically pleasing design by modern standards, this elevated stature served a very practical purpose for the London clientele of the era. It provided ample headroom, a crucial feature for gentlemen who often wore top hats, allowing them to enter and exit the cab with ease and dignity. The design was ingenious in its simplicity and effectiveness, directly addressing a common passenger comfort issue.

The High Lot's design proved to be an immediate success in the competitive London market. Its practical advantages quickly resonated with both drivers and passengers, leading to it outselling established rivals such as the Beardmore and Morris-Commercial versions. This early triumph demonstrated Austin's ability to adapt and innovate, transforming a standard hire car chassis into a bespoke public transport vehicle that met the specific, often peculiar, demands of London's streets and its discerning populace. The vehicle was a true workhorse, robust and reliable, qualities essential for the rigours of continuous taxi service in a bustling metropolis.

Evolution to the "Low Loading"

Innovation, however, is a continuous process, and Austin was quick to refine its successful formula. In 1934, a significant revision was introduced, leading to the rebranding of the vehicle as the Low Loading taxi. The primary objective of this redesign was to reduce the overall height of the cab, making it more contemporary and visually appealing while retaining the essential qualities that made its predecessor so popular. This substantial reduction in height, approximately seven inches, was achieved through clever engineering modifications. The most significant change involved a redesigned back axle, where the final drive was switched from an overhead to an underslung configuration. Additionally, Austin incorporated a dropped, cross-braced frame, a feature also introduced in their new Light Twelve-Four and Light Twelve-Six cars. These changes not only lowered the cab's profile but also improved its stability and handling, making it a more comfortable ride for both driver and passenger.

The Low Loading model continued the tradition of offering high-quality features as standard. Each cab came equipped with a luxuriously upholstered Standard Cab Landaulette body, typically finished in a stylish cellulose blue. Essential features included a full windscreen, robust front and rear bumpers for urban resilience, a fire extinguisher for safety, a horn, number plates, a licence holder, and the distinctive taxi sign. Modern conveniences for the time, such as a Trico visional wiper and a speedometer, were also standard inclusions. All exterior fittings, from the door handles to the radiator grille, were chromium plated, adding a touch of elegance and durability. The list price for this refined vehicle was £395, a considerable sum at the time. Austin also offered attractive hire purchase terms, requiring a deposit of £50 followed by monthly instalments of £10, making the total price £472. A rebate of £18 was offered if the purchase was completed within 40 months, with a slight reduction in the rebate for each additional month.

The "Flash Lot" and Pre-War Developments

Just before the outbreak of the Second World War, Austin introduced one final variant of this pioneering taxi, colloquially known as the Flash Lot. This iteration saw further stylistic refinements, with both the grille and windscreen adopting a more raked, aerodynamic appearance. The grille and wings (or mudguards, as they are known in the UK) were flared, matching the contemporary design language of the Austin Twelve saloon introduced in 1934. However, the production run of the Flash Lot was limited, as the impending war brought an abrupt end to vehicle manufacturing for civilian purposes. These pre-war models also marked the end of an era for taxi design, as they proved to be the last to feature a landaulette body. New regulations issued soon after the war explicitly forbade this type of open-top body, ushering in a new generation of fully enclosed taxi designs.

The Enduring Legacy of Austin's Early Cabs

The journey of Austin's early taxicabs, from the "High Lot" to the "Low Loading" and the "Flash Lot," represents a pivotal chapter in the history of London's public transport. These vehicles were not merely modes of conveyance; they were a testament to British manufacturing prowess and adaptability in the face of economic challenges and evolving regulations. The initial success of the High Lot, despite its unconventional appearance, proved that a dedicated, purpose-built British taxi could not only compete but thrive against established foreign models. The continuous refinement, exemplified by the Low Loading, showed a commitment to innovation and passenger comfort that would become a hallmark of future London cabs.

The meticulous attention to detail, from the spacious interior designed for top-hatted gentlemen to the durable chromium-plated fittings and flexible hire purchase options, highlighted Austin's understanding of the unique demands of the taxi trade. These early Austin cabs laid the essential groundwork for the iconic black cab lineage that would follow, including the FX3 and FX4 models, which became synonymous with London itself. They proved the viability of a chassis specifically engineered for taxi service, incorporating features that prioritised durability, safety, and passenger experience. Without the pioneering efforts behind the High Lot and its successors, the landscape of London's taxis, and indeed its urban identity, would undoubtedly look very different today.

Comparative Overview: High Lot vs. Low Loading

Frequently Asked Questions

What was the first Austin taxicab called?

The first dedicated Austin London taxicab, produced from 1930 to 1934, was colloquially known as the High Lot or the Upright Grand.

Why was it called the "High Lot" or "Upright Grand"?

It received these nicknames because its overall height was significantly greater than that of competing vehicles. This design provided ample headroom, particularly useful for customers wearing top hats, allowing them to enter and exit comfortably.

Who designed the bodies for these early Austin taxis?

The bodies for the first Austin London taxicabs were designed by London's largest taxicab retailer and dealer, Mann & Overton. They were then manufactured for them by London coachbuilders such as Strachan, Vincent, or Jones.

What were the "Conditions of Fitness" and why were they important?

The Conditions of Fitness were stringent regulations imposed by the Metropolitan Police in London that all licensed taxicabs had to comply with. These rules covered aspects like turning radius, passenger space, safety features, and overall vehicle design. They were crucial in shaping the unique characteristics of London's black cabs.

How did the "Low Loading" taxi differ from the "High Lot"?

The "Low Loading" model, introduced in 1934, was significantly lower in height (approximately 7 inches) compared to the "High Lot." This was achieved through a redesigned back axle (switching from overhead to underslung final drive) and a dropped, cross-braced frame. It offered a more modern appearance while retaining the cab's core functionalities.

What were the McKenna duties and how did they impact the London taxi market?

The McKenna duties were tariffs imposed on commercial vehicles in the UK, effective from May 1926. Their purpose was to protect British manufacturers from foreign imports. For the London taxi market, these duties made imported vehicles like the French Unic taxicabs, which had previously dominated, no longer financially viable, thereby creating an opportunity for British manufacturers like Austin to step in.

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