Journalist At Large—IV U.K. Motorist’s Big Burden Of Taxation

Press, Volume XCVIII, Issue 28894, 14 May 1959, Page 22

Journalist At Large—IV U.K. Motorist’s Big Burden Of Taxation

LBy

NORMAN MACBETH]

Mr Macbeth is commercial editor of “The Press.” Last year he spent 11 months abroad, with Mrs Macbeth, on a bursary awarded by the Imperial Relations The motorist is a favourite target for tax-gatherers the world over? As a beast of economic burden, the English motorist carries one of the world’s largest loads (and since the last Budget, the New Zealand motorist has shouldered nearly as heavy a load). One of the popular small cars produced in Britain costs £624 (including £209 purchase tax). The same car, New Zealandassembled, now retails at £BOO, compared. with £7OO before the last Budget. Today’s New Zealand price includes about £2OO sales tax and £lB duty. Petrol costs 4s 3d a gallon (low-octane) in Britain, compared with 4s 2d in New Zealand. The English price includes 2s 6d a gallon petrol tax, and the New Zealand price 2s 3d tax—ls more than before the last Budget. It costs less to buy a car in Britain, but running costs are about the same in the two countries.

Petrol costs are only one item in the total costs of maintaining a car. Of the other costs, depreciation is probably the largest, and—for any of the small, popular English makes—is much the same in the two countries. Although the Englishman’s capital outlay is lower, he sells a five-year-old car on a buyer’s market. The same car would sell at a much higher price in New Zealand, and the seller might have to find little more cash for his new car than the Englishman in the same situation. Insurance premiums are much higher in Britain than in New Zealand I could buy the same cover on the same vehicle in New Zealand for £lO 6s 9d, compared with £l5 in Britain. Registration and annual road fees are also higher in Britain. No Warrant of

No warrant of fitness is required to take a new car on the roads in Britain, but a scheme has just been introduced for the compulsory testing of pre-war cars. The English motorist thus saves 10s a year through not having to get his vehicle tested; though personally I have never grudged this small expense. In fact, Britain might well take a leaf out of New Zealand’s book and n.ake compulsory tests universal Garage bills for servicing and repairs are usually lower in Britain than in New Zealand—a saving of greater importance to the owner of an older car.

Motoring in Britain imposes more strain on the driver than in New Zealand, although the standard of driving is higher than in New Zealand, probably because of the more stringent tests imposed on learners. (In this field. New Zealand might well copy the British example). In the built-up areas, particularly London, there is a much higher traffic density and many of the thoroughfares are mere lanes. At peak periods a traffic jam may slow one’s progress to a few hundred yards in 20 minutes. But where road conditions permit, city traffic moves fast—even double-decker buses charge along at 35 miles an hour on some stretches. «

Hyde Park Corner is perhaps the most bewildering stretch of road in Britain to the new arrival from New Zealand. Traffic surges clockwise round the Artillery Memorial in four or five lanes, and the newcomer’s first impression is that all is chaos. He may circle the monument once or twice before persuading himself that it is possible to cross from

one lane to the next without!. being rammed, grazed or bumped' from behind. If he survives his I first experience, however, it will not be long before he learns the rules of the game and even, perhaps, comes to the war ‘ of nerves. Country Roads : Country roads vary from the ; narrow lanes so typical of Devon , and Cornwall to the modern i motorways now being developed i between the main cities. Picturesque as many of the country ! lanes are, they do not make for t easy driving. To one accustomed , to driving on the wide, straight roads of North Canterbury they , are positively frustrating, for i they appear to take a sharp bend round a blind corner at every I possible opportunity. I have a theory to account for this characteristic of English ' country lanes—a theory which I ■ don’t remember reading and i which is probably too simple to have much general validity. When ' the first rude, unsealed roads ■ were formed early in the coach- , ing era, the gradient was of more • importance than the elimination of bends, so the turnpike comi panies and roadmakers built their ; roads wending along boundary lines, or at least following hedges , and walls, to cause the least inconvenience to the landowners. Later, when macadamising was developed in the 19th century, these roads were sealed to reduce the dust and mud. By the time road transport became mechanised these well-consolidated, sealed lanes appeared quite capable of carrying the new vehicles, i and road expenditure tended to go on maintaining the surface rather than realigning the roads.

Whatever the historical explanation, the tortuous course of Britain’s country roads slows down modern traffic. On a long journey it is usually quicker to travel by the main roads, congested though these may be at peak times and in built-up areas. Many of these main roads are “dual carriageways’’—twin, one-way roads, carrying up to three lanes of traffic in each direction. Particularly in the north of England, these fine roads compare favourably in most respects with the German autobahnen and the Italian autostrade. Except when travelling on these new roads, one usually reckons to average about 35 miles an hour for a long journey in Britain.

The English motorist is well served by his motoring organisations, of which the largest are the Automobile Association and the Royal Automobile Club. Both provide much the same facilities —patrolmen on motor-cycles or in cars, a certification scheme for garages and hotels, and a wide range of services for members motoring on the Continent. I remain unconvinced of the need for two organisations providing the same facilities, as it seemed that big economies could be, made by halving overhead expenses. I must admit, though, that the element of competition assures the British motorist of excellent service from which ever organisation he joins. Continental Touring

Particularly impressive is the service provided by these organisations for the member planning a trip on the Continent. Having joined the Automobile Association on my arrival in Britain. T placed all the arrangements for my month’s trip on the Continent in the hands of the A.A. The technicalities to be attended to before such a trip are legion; ranging from “GB” plates to special insurance cover, from petrol coupons to international driving licences. They involve the tourist in form-filling and

trekking round insurance offices and consulates for weeks before his departure. The motorists’ organisations not only undertake much of this work on the motorist’s behalf but also draw his attention to the other details that he must attend to in person. The tourist who arranges his Continental trip through the A.A. or R.A.C. knows that nothing has been overlooked —that he will not be turned back at some border for the lack of a document, that he will be able to change travellers’ cheques, and so on. Venturing abroad with a car without previous experience can be quite a gamble; membership of the A.A. or R.A.C. removes most of the gambling element. Lest I should be thought to show the English organisations in too favourable a light compared with the New Zealand A.A., I shall conclude this article with a remark from an Englishwoman with whom I discussed the subject. A middle-aged woman who had made several visits to New Zealand she was travelling to join her husband in a fishing holiday at Lake Taupo. “Oh. but your A.A. is wonderful,” she told me. (To be continued)