OPINIONS FROM OTHERS.
Page 26
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The Editor invites correspondence on all subjects connected with the use of commercial motors. Letters should be on. one side of the paper only and typewritten by preference. The right of abbreviation is reserved, and no responsibility for views expressed is accepted:
Punitive Taxation.
The Editor, THE COMMERCIAL MOTOR.
.[1,134] Sir,—I trust you will allow me space to call public attention to the very .serious consequences which will follow if the new systeincof taxing motors at fixed rates belestablished, instead' of taxing them by their actual usage of.the road. As the subjoined figures show, the new tokation is all in favour of a few groups of big-mileage motor interests, whilst a crushing .burden ',is-passed-on tcri.the small-mileage vehicles.
As a pioneer of coramercial motor traesport, I can say' that this :unjustmethod of taxation will have a very,grave effect.on the.many small motor transport concerns whichiare'in operation all over the country. Here are the figures, prepared by an expert on motor taxation, comparing, the present. taxation by mileage as-levied automatically by the petrol tax. Alongside, are placed' the fixed rate...3f vehicle ,tax which is to be imposed irrespective. of mileage :—
Present Now Tax. " Tax. Increase.
London bus 175 184 12%
" (36,000 miles.) • Country bus 238 270 64% (18,000 mil es.) • Commercial motor 225 225 (12;000 miles.)
Commercial motor 1121 125100% (6,000 miles.) .
o h.p, private motor ... 113 220 53% It is abiriaus • from these figures that-"the smallmileage country omnib'uses' and commercial motors and the majority of the private] motorists are being 'exploited in the interest of the.big-mileage motors. The injustice of this is evident when we consider that wear and tear of the roads is in proportion to the mileage and to the weight of the vehicles. Logically, the tax on each motor should be in direct relation to its actual mileage and weight; and, it we take a ton-mileage basis for comparison of taxation methods, we' get the following instructive figures, which completely disprove the fallacious statistics issued by the Ministry of Transport and its apologists : —
Present New tax per tax per ton-mile. ton-mile. Increase.
London motorbus ... .16d. .18d. 12% 20 h.p. private motor ... .60d. 60%
Here we see that at present the private motor pays three times as much in tax per tan-mile as the bigmileage motorbus. By the new taxation scheme, the private ear will paytmorec,than four times' as much per ton-mile as the big-mileage motorbus, and this tax_ must be paid by the private ear, whether it runs 1,00a miles or 6,000 miles per annum. It is thus clear that the malority of commercial and private motor owners Whose vehicles do low or moderate mileages are to be penalized in favour of a minority of big-mileage interests, although the greater Proportion. of road, wear, and damage to bridges, etc., is done by the latter class., Although the big-mileage interests have gained a selfish advantage bythrowing over their brother motorists, and siding with the bureaucrats, I warn them that they are playing a dangerous and foolish game. We areapproaching a most critical period in road transport, and I appeal to all motor owners' to join together and make common cause. By a flat rate of *I. per gallon on all imported petrol, and by an adjustment of the licence duties, every motor can B48. pay its fair share of tax in proportion to its use of the road. , The figures of petrol consumption to-day prove beyond all doubt that the moneycan be obtained from a flat rate tax.—Yours faithfully, H. G. BuRFORD, M.I.A.E. London.
The Agent and 'First Adjustments.
The Editor,. THE COMMERCIAL MOTOR.
[1,735] Sir,—The discussion as torwho should make the first adjustments to a new vehicle is undoubtedly
very interesting, but as it forms the keystone to the
service policy of any company, it cannot be treated according to its merits in a reply of this description. There are two distinct schools of thought in the matter, one that the agent does not only the first,
but all the adjustments, and gives the whole of the " after sales attention (as appears to be the leading policy in the States), and the other that the manufacturer undertakes the work himself, thus reversing the position.
We have, for a number of years, realized the fact that" after sales attention" is absolutely necessary and, therefore, must be provided for either by ourselves or by the agents, and our experience has shown f that, generally speaking, the agentvexpects the company to do this work. Naturally, to meet this necessity, there has been built up, in the larger motor works,organizations,
which provide for a periodical inspection covering a number of years and also covers any abnormal request. for adjustments • due to small faults or complaints. It will be noticed that firs4 adjustments are not. made distinct from the further " after care." given, as experience has 0c-wed that no very distinct line can be drawn, and it is easier to deal with both together thanto separate them, one organization covering the whole.
To this end, therefore, manufacturers should allocate to each chassis a certain sum to. cover this work, and, as Pointed out by "'Vim," it is essentially a business transaction, the whole question hinging on whether it is best for the manufacturer or the agent • to spend this money.
As shown before, in accordance with the general policy in this country, the manufacturer has undertaken this work, but it does not necessarily mean that it in the most advantageous for both parties.
The real advantage obtained is in respect of goodwill, though there are many others, such as eliminat
ing the cause of trouble in future designs, etc. The manufacturers must have this goodwill, either by dealing with the work direct as at present, or in directly through an agent, .who, in the latter ease, obtains an extra share of goodwill for his own direct business. This is the essential point. i
There is no doubt but that, n future years, there will be a revision of ideas and the -user will look more to the agent to do all his adjustments, until the complete work is carried out by him alone.
When that time arrives, then the money at present spent by the manufacturer will presumably be included in the agent's discount; and he will undertake all work that does not actually come under repairs rendered necessa,ry by fair wear and tear. The whole subject is one that would be well worth a general discussion amongst manufacturers, so that a standardized arrangement could be drawn up, as it is a 'purely monetary question and could be bracketed with such items as guarantee', discount,
etc.—Yours-faithfully, THE DAIMLER CO., ITE. ..Coventry.