Goods Transport Taxed to the Hilt
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A CCORDING to a number of long1-1 distance hauliers interviewed in Germany, it is uneconomic to carry less than a 20-ton load, and this is barely profitable. Full loads of 24 tons,' comprising valuable goods at the higher rates, are required to meet the competition of the railways and of the favoured operators who have the pick of the traffic.
The rates schedule for road and rail is the same, and according to a new tax introduced in the past 12 months, the long-distance haulier must pay the Government 6i per cent. of the freight charge by rail. This applies to all operators, including C-licensees; the total number of vehicles licensed for carrying goods for distances over 30 miles is regulated by law to a maximum of 14,900. One C-licence operator with a large fleet of 24-ton trailer units pays tax at the rate of nearly £1,000 per vehicle, and this is excluding the normal vehicle tax.
Subsidizing the Railways ?
The official purpose of the tax is to obtain a contribution towards the upkeep of the roads, but no figures are made public showing how much is spent by the authorities on road maintenance. The popular opinion is that roadtransport operators are subsidizing the railways. The vehicle tax is about £150 a year for a two-axled tractor towing a three-axled trailer with a total capacity of 24 tons. The average tax for a bus is about £85.
The tax on oil fuel is approximately Is. Sid. per gallon, and the petrol tax is about 2s. 3d. per gallon. Fuel costs vary according to the supplier, the large oil companies charging about 3s. Id. for oil fuel and 4s. lid, for petrol. Oil fuel can be obtained from the smaller companies for about. 10 per cent. less than this.figure.and petrol at a 5-per-cent. reduction:
Goods are divided into seven categories for !Idea fixing. Machinery, instruments and /valuable fdodstiaffs, such as chocolate and coffee, are Grade B14 A, and coal and stone Grade G. Meat is in either Grade B or C; and oil is Grade D.
The rates for a given grade vary according to the weight carried for the consignee. A load of 5 tons or less is charged at the highest rate, a load of 10 tons at a lower rate, and one of 15 tons or more at the minimum rate. For consignments of 15 tons, the rates vary between 6.3d. per tonmile for Grade A goods, and 3.03d. per ton-mile for Grade G goods.
The volume of traffic carried has remained practically the same since 1948, but the average carrying capacity of the vehicle has increased from about 13 tons to nearly 24 tons. This excludes vehicles used for short-delivery runs and specialized traffic. The number of vehicles in service . has, therefore, decreased proportionately.
With the introduction of more powerful tractors, average speeds have increased from 1948 to 1952 by more than 25 per cent., the greater power-toweight ratio of the latest vehicles enabling them to climb the hills on the Autobahn at reasonable speeds. Formerly, operators often avoided the Autobahn because of the long gradients.
The most common type of tractortrailer unit to be seen comprises a twoaxled tractor carrying 8 tons towing a three-axled trailer with 16 tons. Power units with ratings of 200 b.h.p. or more are often employed.
Facing Bankruptcy Goods allocations appear to be almost completely under the control of forwarding agents, who generally possess one or two vehicles themselves. This enables them to take the cream of the traffic—the high-grade, easily packed goods—and reduces the profits of the hauliers. Most of the operators, excluding C-licensees, are "small men" with one or two vehicles, and many are facing bankruptcy. Obtaining back loads is sometimes difficult and ratecutting is general. The practice of the forwarding agents of running their own vehicles has aroused much ill-feeling.
The name of a well-known product prominently displayed on a vehicle does not necessarily indicate that it is owned by the manufacturer of the product, or that it is under contract to that particular concern. It may happen that the goods of a competitor are being carried, the advertising space having been sold to the highest bidder. .
The speed limit for commercial vehicles and cars in the towns is 25 m.p.h., and on the open road buses and lorries are restricted to 37 m.p.h. (60 k.p.h.). The maximum speed limit for cars is 50 m.p.h.
Impressions gained during 1,000 miles of motoring from North to South Germany and from the comments of operators, suggest that trailer units do not regularly exceed the upper limit by a wide margin. Drivers may stay at the wheel for 41 hours and continue for a further 41 hours after 'a 1-hour rest. The total for the day must not exceed 10 hours. Most trailer trains have sleeping accommodation, the usual form being a rectangular raised box at the rear of the cabin. Two or more drivers are generally carried, a driver's off periods when travelling in the vehicle being counted as "rest." When on continuous day-and-night duty, a driver must not, by regulation be required to remain on duty for tfOre than three to four days, according to the length of the previous duty.
In the summer months it is customary for drivers to be accompanied by members of the family, and at roadside cafés and hotels it is not unusual to see many women and chi ldren.
Among these establishments is the Autobahnhof Fernkraft, in Hamburg, a combined hotel, restaurant, filling station, spares depot and park which caters for visiting commercial-vehicle operators and their vehicles. It can accommodate 170 tractor-trailer units and a guard is on duty throughout the night. The nightly charge of 10d. per axle includes insurance cover for the vehicles, but not for the loads.
The hotel has 100 beds, with two or three beds to a room, each of which has running water and ample wardrobe facilities. The charge per night varies between 5s. and 8s. 6d. without breakfast. The adjoining cafe offers a varied menu, and good meals are available for 4s. to 5s. Alcoholic refreshment is freely obtainable, as it is in most German eating places.
Although the food prices are rather higher than those obtaining in this country, the portions are larger. The appointments of the restaurant, although simple, compare favourably with those of most roadside cafes and hostels on the roads of Great Britain.
Guides with an intimate knowledge of the city are in attendance at the restaurant and may be hired for about 18s. a day to pilot vehicles to their destinations and to help with loading.
Maintenance facilities in the park include a washing bay, which may be used by the driver for a charge of 4s. 3d. per vehicle, the high cost being necessary to meet the cost of emptying the mud tanks into which the water drains. It is illegal to allow muddy water to enter the municipal drains. A raised pit is also provided. Stocks of tyres bulbs and fan belts are carried.