WORKING OF ENGLISH AND CONTINENTAL RAILWAYS--COMPARATIVE FACILITIES
AFFORDED BY THEM.
So much for the strikingly different modes in which the English and
continental railways have been constructed; the one system a history
of unaided private enterprise, the other a history of a policy
pursued by great States with the resources of Imperial Exchequers,
and with English experience as a guide. Had railways in this
country received the same assistance as foreign lines, the cost and
working expenses being the same, the demand that the former should
have rates as low as the latter would not be unreasonable. But a
comparison of the facilities afforded here and on the Continent
to trades and production will not be unfavourable to the English
companies. It will be seen that, in the words of the late Professor
Stanley Jevons, “Taking all circumstances into account, England and
Wales are better supplied with railways than any other country in
the world,” whether we have regard to extent or efficiency.
In the first place, it is well known that the time occupied in
the conveyance of goods is less in this country than on foreign
railways. In France, for instance, the time allowed by the orders of
the Minister of Public Works, before forwarding for the purpose of
loading, is one day; for the transit of goods over a distance of
93 miles, there is another clear day--making two days; and for a
distance of 170 miles, three days, exclusive of the time necessary
for collection and delivery. In other words, traffic delivered at
a station on a Monday, must be at the disposal of the consignee on
the Thursday morning following at any station within 150 kilometres
(93 miles) distant from the sending station. If the goods have to
be “delivered to domicile”--that is, at the consignee’s residence
or place of business--the time allowed by the tariff for delivery
is one day--that is, in the case supposed, they must be “delivered
to domicile” during the Thursday. No doubt, goods requiring speedy
transit can be forwarded by _grande vitesse_ (ordinary passenger
train), a service which is equivalent in respect of speed to a large
portion of the goods trains in England. But the rates charged for
conveyance by _grande vitesse_ in France are about three times as
much as the highest class rate by goods train.
In Germany, the general regulations prescribe the maximum time
for delivery of goods as follows: for “_Eilgut_” (goods carried
by passenger train), one day for loading and forwarding, and one
day for every 300 kilometres (186 miles) or part thereof. For
“_Frachtgut_” (goods train traffic), two days may be taken for
loading and forwarding, and for the first 100 kilometres (62
miles) one day; for every part of each subsequent 200 kilometres
(124 miles) one day. The time of transit is assumed to commence at
midnight following the date of the stamp on the consignment note.
In Holland, the time allowed for “express goods” before forwarding
is 24 hours, and for conveyance for each 186 miles or part thereof,
another 24 hours.[55] For general goods the time allowed before
forwarding is 48 hours and for the conveyance, 48 hours for each 186
miles or part thereof. As in Belgium, the time allowed for transport
commences at midnight following the stamping of the consignment note.
[55] For further particulars see Appendix III.
In Belgium all goods carried under the conditions of tariff No.
3[56] (which applies to consignments exceeding 4 cwt. in weight)
are due at the receiving station three full days after delivery of
the goods to the company. This does not apply if there is a glut
of traffic; and another full day is allowed if the railway company
deliver by cart.
[56] For particulars see Appendix III.
Goods may by law be kept in some of the countries which have been
mentioned for two days before being despatched; two clear days are
allowed for 186 miles or part thereof; and when rapid transit is
required, as in case of express goods, the rates are much higher
than those charged by goods train. In this country, on the other
hand, goods are, as a rule, forwarded on the day or during the night
of the day on which they are brought to the station; and between
important places within 200 miles, goods are usually delivered
the following day. As a matter of general practice, the maximum
time allowed abroad is not fully occupied; but it is recognised
by law. This advantage which the foreign railways possess implies
others, which can only be fully appreciated by persons practically
acquainted with the mystery of railways. The ample time allowed
before forwarding and in transit permits of considerable economy in
the use of wagons. Opportunities are afforded for making full wagon
and full train loads. This circumstance, too, reduces train mileage.
A further consequence is the diminution of claims for compensation
and in other items of expense. The speed of the trains being slow,
and the time allowed in transit being great, larger loads are
practicable.
Liability for compensation for delay or damage in transit is
another element to be taken into consideration in any comparison
of rates. In Belgium and Holland, where rates are especially low,
the liability to pay compensation is very limited. Belgian railway
companies are not responsible in the case of goods carried under the
conditions of tariff No. 2, unless specially insured, for a delay
of one day after the time allowed for delivery, or in the case of
goods carried under tariff No. 3 (all consignments above 4 cwts.),
for a delay of two days after the time allowed for delivery. Their
responsibility for delay in excess of these times is, moreover,
limited to one-tenth of the carriage for every day’s delay. Goods
are considered to be lost if not delivered after the expiration
of fifteen days. For loss or damage to merchandise, carried by
goods train, the companies are responsible only to the extent of
75 cents. per kilogramme (3½d. per lb.). The responsibility of the
companies in Holland, for delay to ordinary goods beyond 24 hours,
after the time allowed for delivery, is, up to 72 hours, limited to
one-fourth, up to 8 days one-third, and beyond that period one-half
of the freight. For whole or partial loss the maximum liability is
£2 10s. per cwt. To enable the public to recover, either in the case
of delay or loss, the full value of goods, they must be insured at
specified rates. These particulars show the advantages of foreign
railways in this respect; the difference may be made still clearer
by citing a few figures as to the working of this system of legal
limitation of liability in Belgium and Holland and of the virtually
unlimited liability in force in this country. In Belgium the amount
paid for compensation for delay or damage to merchandise traffic
carried on the State railways in the year 1884 was £7,772, or ·25
per cent. on a revenue of £3,088,109, and on the Dutch Rhenish
Railway it was £274, or ·16 per cent., on a revenue of £173,079.
In the United Kingdom the amount was £202,400, or, ·54 per cent.,
and in England and Wales £17,140, or, ·55 per cent., on a revenue
from merchandise and mineral traffic of £37,670,592 and £31,973,011
respectively. Of these last amounts £15,528,656 and £13,398,433 were
in respect of minerals on which no compensation is, in practice,
payable.[57]
[57] In Germany and France the law as regards liability is
practically the same as in this country.
The rates for merchandise in Holland and Belgium are the lowest
of any of the countries. Independently of the construction of the
lines being cheaper, the wages paid to servants less, and the
State being the principal proprietors, natural causes favour this.
From the flatness of those countries and their consequently having
exceptionally level railroads, the average loads far exceed what
can be carried in the United Kingdom. In Holland 450 to upwards of
500 tons are the usual train loads. Even on the Northern Railway
of France an average load of 400 to 450 tons is common. Owing
to the gradients of the lines and the speed of the trains, such
weights are rarely carried in this country. The consequence of the
paying load being less is, of course, that the working expenses are
proportionately greater.
Branch lines in this country have, as has been already stated, been
carried into sparsely populated districts to an extent unknown in
France, Germany, Belgium or Holland, and the English railways afford
greater facilities by reason of a larger proportion of the lines
being double.
The following table shows the state of things in 1884:--
-----+-----------------+-----------------+-----------------+----------
| | Double Line. | Single Line. |
Year.| |--------+--------+--------+--------+ Total
| | Length.| Per | Length.| Per | mileage.
| | |Centage.| |Centage.|
-----+-----------------+--------+--------+--------+--------+----------
1884 |United Kingdom | 10,239 | 54·28 | 8,625 | 45·72 | 18,864
1884 |England and Wales| 8,504 | 63·75 | 4,836 | 36·25 | 13,340
1884 |France | 7,470 | 38·84 | 11,765 | 61·16 | 19,235
1884 |Germany | 6,724 | 29·74 | 15,887 | 70·26 | 22,611
1884 |Holland[58] | 435 | 26·90 | 1,182 | 73·10 | 1,617
1884 |Belgium | 943 | 34·80 | 1,768 | 65·20 | 2,711
-----------------------+--------+--------+--------+--------+----------
It is well known that train service in this country is much more
frequent than in any other country. How great is the difference will
be seen by comparing the average number of train miles run per mile
of railway, per square mile of country, and per 1,000 people.
TRAIN MILES.[59]
----+------------------+---------------+--------+------+---------------
| | PER MILE | PER SQUARE | PER 1,000
| | OF RAILWAY. | MILE. | PEOPLE.
YEAR| +---------------+-------+-------+-------+-------
| |Pssngr.| Goods.|Pssngr.| Goods.|Pssngr.| Goods
----+------------------+-------+-------+-------+-------+-------+-------
1884| United Kingdom | 7,588 | 6,715 | 1,185 | 1,048 | 3,981 | 3,523
1884| England and Wales| 9,114 | 7,991 | 2,090 | 1,832 | 4,481 | 3,929
1884| France | 4,644 | 2,792 | 415 | 250 | 2,222 | 1,336
1884| Germany | 3,997 | 2,610 | 426 | 278 | 1,971 | 1,287
1884| Holland | 4,941 | 1,752 | 600 | 213 | 1,773 | 629
1884| Belgium | 4,819 | 4,783 | 1,149 | 1,140 | 2,258 | 2,241
----+------------------+-------+-------+-------+-------+-------+------
[58] Including 90 miles on German and Belgian Frontier.
[59] The mixed train mileage introduces a disturbing element, but
the calculations have been made as accurately as possible.
In comparing the results of the working of the German and English
railways, Sir B. Samuelson states in the report already quoted,
that “The proportion of net to gross receipts is not unfavourable to
the German lines.” He adds that “it is all the more remarkable when
it is considered that the tariffs for both passengers and goods are
much lower; the cost of materials, generally speaking, higher; and
that large sums are in Germany defrayed out of revenue, which would
here be charged to capital.”[60] The meaning, apparently, of these
observations is that railways in this country ought to be worked
more cheaply than in Germany; that passenger fares and merchandise
rates are lower in that country, that nevertheless the receipts
are satisfactory; that the rates for goods should be here reduced;
and that, thereby, better results would ensue. Let us put these
statements to the test of figures,[61] and, first, as to cost of
working, no doubt a material element in the comparison of rates. For
the year 1884 the gross receipts of all the railways in the United
Kingdom and in England and Wales respectively amounted to--
-------------------+------------+------------
| UNITED | ENGLAND AND
RECEIPTS. | KINGDOM. | WALES.
-------------------+------------+------------
| £ | £
Coaching | 30,030,450 | 25,584,196
Goods and Minerals | 37,670,592 | 31,973,011
Miscellaneous | 2,821,601 | 2,541,804
+------------+------------
Total | 70,522,643 | 60,099,011
-------------------+------------+------------
[60] See page 5 of Sir B. Samuelson’s report. It is not known to
what the observation as to charges to capital can refer. The larger
(if not all) companies in this country charge to revenue portions
of the cost of improvements to stations, sidings, &c., which might
strictly be charged to capital. In the published returns of the
working of German railways, there is nothing to show to what extent,
if any, the cost of new works is charged to capital.
[61] The number of passengers, or tons of goods are not reliable for
the purpose of comparison, inasmuch as a passenger or a ton of goods
carried over two railways appears as two passengers or two tons,
and therefore after various lines are amalgamated, the returns may
show an apparent decrease when in fact there may have been an actual
increase in traffic.
United England and
Kingdom. Wales.
The working expenses to £37,217,197, £31,732,486
or 52·77 and 52·80 per
cent. respectively; and the
net receipts to £33,305,446, £28,366,525,.
The gross receipts yielded an average of--
------------------+-------------------+--------------------
| UNITED KINGDOM. | ENGLAND AND WALES.
------------------+---------+---------+---------+----------
| |Per Train| |Per Train
|Per Mile.| Mile. |Per Mile.| Mile.
------------------+---------+---------+---------+----------
| £ | s. d. | £ | s. d.
Coaching Receipts | 1,592 | 4 2 | 1,918 | 4 2½
Goods and Minerals| 1,997 | 5 11 | 2,397 | 6 0
------------------+---------+---------+---------+-----------
The gross receipts of all the French railways, except the small
local lines, for the same year amounted to:--
Coaching £16,214,240
Goods and Minerals 24,743,480
Miscellaneous (about) 960,000
-----------
41,917,720
The expenses to 56·45 per cent. of
the receipts 23,662,160
-----------
and the net receipts to £18,255,560
The results of the working of the French railways for the year may
be briefly shown thus:--
Per mile. Per train mile.
Coaching £889 3s. 10d.
Goods and Minerals 1,356 9s. 8½d.
The results of the working of the German railways for the year 1884
were as under:--
Total of
State Railways. Private Railways. all Railways.
Gross receipts £44,621,504 £4,127,569 £48,749,073
Expenses 24,267,185 2,206,937 26,474,122
----------- ---------- -----------
Net receipts £20,354,319 £1,920,632 £22,274,951
The expenses being 54·38, 53·47, and 54·31 per cent., respectively,
on the receipts--
The average amount per mile and per train mile of the following
receipts:--
Coaching receipts £12,989,912
Goods and Mineral 33,591,675
Miscellaneous 2,167,486
-----------
£48,749,073
being
Per mile. Per train mile.
Coaching receipts £575 3s. 4¼d.
Goods, &c. £1,486 9s. 10¾d.
The private railway companies in Belgium are not required to furnish
the Government with returns similar to those supplied to the Board
of Trade in this country. It is, therefore, difficult to obtain
complete information on this head. But the results of the working of
the State railways, which, as has been explained, form more than 71
per cent. of the whole system of the country, are accessible, and
may for this purpose be taken as fairly representative.
Gross receipts of the State railways for the year 1884, viz.,
Coaching £1,620,565
Goods and Minerals 3,088,109
Miscellaneous 98,970
----------
£4,807,644
and the expenses to 59·72 per cent. £2,871,268
----------
leaving net receipts £1,936,376
Thus, the average amount of the gross receipts per mile, and per
train mile respectively, is
Per mile. Per train mile.
Coaching £840 3s. 1¾d.
Goods and Minerals £1,600 5s. 11½d.
On the State, Holland, Dutch Rhenish, Dutch Central, and Brabant
Railways, which comprise more than 90 per cent. of the whole railway
system of Holland, the gross receipts for the year amounted to--
Coaching £1,137,687
Goods and Minerals 859,797
Miscellaneous[62] 90,270
----------
2,087,754
the working expenses to 1,137,595
or 54·49 per cent. ----------
and the net receipts to £950,159
The gross receipts yielded an average of--
Per mile. Per train mile.
Coaching £744 3s. 0¼d.
Goods and Minerals 562 6s. 4¾d.
[62] It is assumed that some receipts for cattle traffic are
included in this item.
The foregoing figures are summarised for convenience of comparison
in the following tabular form:
----------------+-----------------------------+--------------+--------
| GROSS RECEIPTS. | |
+--------------+--------------+ PER CENTAGE |
COUNTRIES. | | per train | OF GROSS | % of
| per mile. | mile. | RECEIPTS.[63]|Expense
+------+-------+-------+------+-------+------+ on
| [64]| | [65] | | [66] | |Receipts
|Coach-| Goods,|Coach- |Goods,|Coach- |Goods,|
| ing. | &c. | ing. | &c. | ing. | &c. |
----------------+------+-------+-------+------+-------+------+--------
| £ | £ | | | | |
United Kingdom | 1,592| 1,997 | 4/2 |5/11 | 42·58 | 53·42| 52·77
England & Wales | 1,918| 2,397 | 4/2½ |6/0 | 42·57 | 53·20| 52·80
France | 889| 1,356 | 3/10 |9/8½ | 38·68 | 59·03| 56·45
Germany | 575| 1,486 | 3/4¼ |9/10¾ | 26·79 | 67·29| 54·31
Belgium (State) | 840| 1,600 | 3/1¾ |5/11½ | 33·71 | 64·23| 59·72
Holland. State, |} | | | | | |
Dutch Rhenish, |} | | | | | |
Holland, Dutch |} 744| 562 | 3/0 ¼ |6/4¾ | 54·49 | 41·18| 54·49
Central and |} | | | | | |
Brabant |} | | | | | |
Railways. |} | | | | | |
----------------+------+-------+-------+------+-------+------+--------
[63] In calculating these per centages, the “Miscellaneous” receipts
have been included in the gross receipts.
[64] Coaching receipts embrace receipts from passenger and such
other traffic as is carried by passenger trains, as nearly as can be
classified.
[65] Coaching receipts embrace receipts from passenger and such
other traffic as is carried by passenger trains, as nearly as can be
classified.
[66] Coaching receipts embrace receipts from passenger and such
other traffic as is carried by passenger trains, as nearly as can be
classified.
From the above table it appears that the percentage of the working
expenses upon the gross receipts on all the railways in Germany
is 54·31 per cent., and on the State lines in Belgium 59·72 per
cent. as compared with 52·77 per cent. in the United Kingdom. But
analysing these figures, we find that the relative proportion of the
whole receipts from the passenger traffic of the German railways
is 26·79 per cent., and of the Belgian State railways 33·71 per
cent., as compared with 42·58 per cent. in the United Kingdom. This
difference, due to the greater development of passenger traffic in
this country, considerably affects the comparison of the results of
working. The ratio of working expenses in the United Kingdom, where
the proportion of net revenue from passenger traffic is greater, and
that from goods is less than in Germany or Belgium, is reduced to
the advantage of the goods traffic. If the revenue from passenger
traffic in the year 1885, on the railways in the United Kingdom,
had only been the same per train mile as in Belgium, the working
expenses in the case of the former would have been raised to 59
per cent. The profits derived from passenger traffic are not only
advantageous to the shareholders, but beneficial to the trade of the
country. They have enabled the companies to pay moderate dividends,
and also to carry merchandise traffic at a less profit. Any
reduction in the revenue from passengers would cripple the railway
companies, and prevent them being in as good a position to provide
the accommodation, afford the facilities, and charge such rates as
are required to develop the trade of the country.
Sir Bernhard Samuelson’s reference to passenger fares calls only
for a few remarks. Taking the average fares charged in this country
per mile to be 2d. first, 1½d. second, and 1d. third class,
with a reduction in return tickets, there is no very substantial
difference between those fares and the fares charged in Holland and
Germany (except that in the latter country there is a fourth class
on some trains). Nor do fares here (including the Government duty),
materially differ from those charged on the railways in France. The
fares in Belgium are, for the reasons already stated, lower than
those in this country. But if to the nominal fares is added the
charge which would be made for the same weight of luggage as that
which is carried free in this country, the difference is reduced.[67]
The receipts per train mile from coaching traffic are 3s. 1¾d.
and 3s. 4¼d. in Belgium and Germany respectively, as against
4s. 2d. in the United Kingdom; a difference which, assuming that
only the same receipts per train mile on the present train mileage
were earned by the railways in this country, would involve a loss of
revenue from £6,000,000 to £7,000,000 per annum. On the other hand,
the receipts per train mile, from merchandise and mineral traffic,
in the other countries, compare very favourably with those in the
United Kingdom; they are 9s. 8½d. in France, and 9s. 10¾d.
in Germany, as compared with 5s. 11d. in the United Kingdom. Even
in Belgium and Holland, where rates are low, the receipts are 5s.
11½d. and 6s. 4¾d. respectively; results which, considering
the low transit and other rates in the former, and the transit and
special bargain rates in the latter, are satisfactory. Such figures
show that, in addition to the advantages of better gradients and
slower speed of trains, wagons and trains are more fully loaded
than in this country; they show, too, that notwithstanding the low
tariff rates in many cases, the additional charges referred to in
Appendix I., page vii--over and above the tariff rates--must yield
a substantial revenue. Nor should we lose sight of the fact that
traffic receipts in this country include, to a much greater extent
than in those countries, charges for loading and unloading.
[67] The passenger fares, excluding and including the charges for
luggage, are:--
SCALE PER MILE OF PASSENGER FARES,
Excluding charge for luggage.
----------+--------------+-----------------------------
Distances.| FRANCE. | BELGIUM.
----------+----+----+----+--------------+--------------
| | | | Express. | Ordinary.
| | | +----+----+----+----+----+----
| 1st| 2nd| 3rd| 1st| 2nd| 3rd| 1st| 2nd| 3rd
| | | | | | | | |
10 Miles | 191| 143| 105| 150| 110| 080| 117| 095| 065
50 Miles | 191| 143| 105| 148| 109| 073| 116| 088| 059
100 Miles | 191| 143| 105| 147| 109| 073| 116| 087| 058
----------+----+----+----+----+----+----+----+----+----
----------+--------------+----------------------------------
Distances.| HOLLAND. | GERMANY.
----------+----+----+----+--------------+-------------------
| | | | Express. | Ordinary.
| | | +----+----+----+----+----+----+----
| 1st| 2nd| 3rd| 1st| 2nd| 3rd| 1st| 2nd| 3rd| 4th
| | | | | | | | | |
10 Miles | 160| 130| 080| 176| 129| 091| 153| 117| 082| 017
50 Miles | 160| 130| 080| 169| 127| 089| 150| 113| 075| 038
100 Miles | 160| 130| 080| 169| 127| 089| 150| 113| 075| 038
----------+----+----+----+----+----+----+----+----+----+-----
Including charge for luggage.
----------+--------------+-----------------------------
Distances.| FRANCE. | BELGIUM.
+----+----+----+--------------+--------------
| | | | Express. | Ordinary.
| | | +----+----+----+----+----+----
| 1st| 2nd| 3rd| 1st| 2nd| 3rd| 1st| 2nd| 3rd
| | | | | | | | |
10 Miles | 225| 177| 105| 197| 157| 127| 165| 142| 112
50 Miles | 216| 160| 105| 176| 129| 083| 145| 107| 069
100 Miles | 215| 159| 10 | 175| 129| 078| 145| 107| 063
----------+----+----+----+----+----+----+----+----+----
----------+--------------+----------------------------------
Distances.| HOLLAND. | GERMANY.
+----+----+----+--------------+-------------------
| | | | Express. | Ordinary.
| | | +----+----+----+----+----+----+----
| 1st| 2nd| 3rd| 1st| 2nd| 3rd| 1st| 2nd| 3rd| 4th
| | | | | | | | | |
10 Miles | 220| 180| 110| 204| 148| 094| 181| 136| 082| 047
50 Miles | 202| 165| 101| 197| 146| 089| 179| 132| 075| 038
100 Miles | 202| 165| 101| 197| 146| 089| 178| 132| 075| 038
----------+----+----+----+----+----+----+----+----+----+----
In the passage which we have quoted it is said that “the cost of
materials” on the Continent is, “generally speaking, higher.” One
cannot help observing the inconsistency of maintaining that the
competition of the other countries by enjoying low railway rates
injures the export trade of this country, and that the railways
here have the advantage of obtaining fuel and rails cheaper. Is
the latter statement clearly well-founded in view of the fact that
German rails have been laid on some of the English lines, and that
engines have also been supplied by Continental firms competing with
home makers? The truth, probably, is that for the purposes of the
present comparison the prices of coal and materials at the pits
and works in each country may be taken to be about the same; that
here, as abroad, there is great diversity of circumstances; that
in each country some companies, whose railways are near collieries
and ironworks, have the benefit of the lowest prices, while others
obtain their supplies by sea or rail at an enhanced cost.
The chief item of expense in the working of railways, and that which
is of the greatest importance in making any comparisons intending
to show that railway rates in this country should be reduced,
is that of wages; an item of expenditure ignored in the above
statement. Here they are generally higher, and the hours of labour
are fewer, than in any of the other countries referred to. It is
difficult to make an absolutely trustworthy comparison of the actual
sums paid in salaries and wages. Different systems of payment exist;
the allowances made to the staff on the Continental lines in the way
of house rent, &c., and the amounts contributed by the companies
to the superannuation and other benevolent funds ought not to be
forgotten; such contributions, especially in France, amount in a
year to a considerable sum. On the whole, however, we may arrive at
an approximately correct estimate by taking the total amounts paid
in salaries and wages and the average amount paid per man per year.
The following is the percentage of wages as compared with the total
working expenses.[68]
[69] England 60·33 per cent.
[70] France 46·75 ”
[71] Belgium 57·92 ”
[72] Holland 48·57 ”
[68] GERMANY.--The “Statistische Nachrichten Von den Eisenbahnen”
shows the expenses for salaries and wages paid by the German
railways (exclusive of 38,166,114 marks under the heading of
shunting expenses, as it is not known whether this item includes
anything for wages) to be 48·46 per cent. of the gross working
expenses, but as this information differs from that otherwise
obtained, and it is not known whether the latter includes any staff
expenses in respect of new works, it is not considered desirable
to base any conclusions on either set of figures until they are
verified.
[69] These figures may not be absolutely accurate, but every effort
has been made to make a fair comparison. To obtain them, each of the
twelve largest companies, owning in the aggregate 11,538 miles, have
supplied the information.
[70] The six great companies.
[71] The State railways, from the published report.
[72] The State, Holland and Dutch Rhenish railways, from information
kindly supplied by them.
The hours of labour are an element in the matter. We do not go into
detail, or endeavour to make a precise comparison. But it will
not be disputed that, as a rule, they are fewer here than on the
Continental lines. Here, too, there is, comparatively speaking, very
little Sunday duty, which is far from being the case abroad. On
most of the railways in this country it is the practice to provide
at the company’s own cost clothing for such of their staff as wear
uniform. The Dutch companies also supply some members of their
staff with clothing. But in France, Belgium, and, generally, in
Germany, the cost of clothing supplied to the uniform staff, which
has been omitted in the comparisons, is deducted from their wages by
instalments.
For the reasons already stated, there is no small difficulty in
comparing the rate of wages per day or per week. Although in this
country annual allowances such as bonuses for good conduct are
known, wages are, as a general rule, fixed sums per day or per
week, increasing according to the importance of duties and service.
On some of the Continental railways the allowances are in some
instances a considerable percentage of the fixed wages.[73]
The following table has been prepared from the best information that
could be obtained on the subject, and it may fairly be taken as an
approximate estimate of the average wages paid:--[74]
[73] See Note on page 136.
[74] NOTE.--There is a difference between the statements of revenue
receipts and working expenses given in the “Statistische Nachrichten
Von den Eisenbahnen” and those otherwise obtained, but not of a
material character for the present purpose.
---------------------------+--------------+---------------
GRADE. | ENGLAND. | FRANCE.
---------------------------+--------------+---------------
Engine Drivers per day | 5/0 to 7/6 | 4/0 to 4/8
| |
Firemen ” | 3/0 to 4/6 | 3/0 to 3/4
| |
Guards, Passenger per week | 21/0 to 40/0 |}
| |} 20/0 to 38/6
Guards, Goods ” | 22/0 to 32/6 |}
| |
Signalmen ” | 18/0 to 30/0 | 18/6 to 32/0
| |
Porters, Passenger ” | 15/0 to 17/6 |}
| |} 14/0 to 17/0
Porters, Goods ” | 18/0 to 24/0 |}
| |
Shunters ” | 16/0 to 26/0 | 14/0 to 17/0
| |
Platelayers ” | 15/0 to 23/0 | 12/8 to 20/0
---------------------------+--------------+---------------
--------------------------+--------------+---------------+--------------
GRADE. | GERMANY. | BELGIUM. | HOLLAND.
--------------------------+--------------+---------------+--------------
Engine Drivers per day | 3/3 to 5/0 | 3/3 to 3/7 | 3/4 to 4/2
| | |
Firemen ” | 2/6 to 3/3 | 2/0 to 2/5 | 2/2 to 2/11
| | |
Guards, Passenger per week|} | |
|} 15/0 to 26/0| 18/6 to 34/0 | 13/0 to 21/0
Guards, Goods ” |} | |
| | |
Signalmen ” | 16/0 to 23/0 | 12/0 to 17/6 | 14/0 to 22/0
| | |
Porters, Passenger ” |} | |
|} 16/0 to 20/0| 13/0 to 17/6 | 14/0 to 17/6
Porters, Goods ” |} | |
| | [76]|
Shunters ” | [75] | 15/0 to 29/0 | 15/0 to 22/0
| | |
Platelayers ” | 12/8 to 14/6 | 12/0 to 17/6 | 12/0 to 14/0
--------------------------+--------------+---------------+--------------
[75] Shunting Masters 20/0 to 26/0.
[76] Includes Foremen.
Passing over the fact that in this country porters to attend
to passengers’ luggage are provided by the companies, that the
class goods rates here include loading and unloading, which they
frequently do not abroad, and that, generally speaking, a greater
number of men are employed on the railways in this country, there
remains the fact, that the difference between the percentage of
wages paid on foreign railways, as compared with the total cost
of working the railways, and the percentage of wages paid in the
United Kingdom is upwards of £4,000,000. There is, moreover, a
great difference in the amount paid per person in England, as is
shown by the returns of the twelve companies who have supplied the
information, viz.:--[77]
£ s. d.
England 62 10 0
France 47 12 0
Belgium 41 2 3
Holland 34 3 10
[77] NOTE.--ENGLAND--On some railways the 1st Class drivers are
allowed a premium of £10 a year for good conduct, and both drivers
and firemen are allowed lodging money, and also Sunday labour at
the rate of 8 hours per day. Signalmen are allowed bonuses for good
conduct from £1 to £5 per annum, and guards are allowed travelling
expenses from 1/6 to 2/6 per day and night.
FRANCE--Premiums to drivers and firemen are allowed for economy of
fuel, regularity of service, and lodging expenses. Guards receive
lodging money when they have to sleep out and a percentage on the
excess fares collected, amounting together to about £4 15s. a year.
Sums varying from £2 to £10 per annum are allowed to the inferior
grades of staff who have to reside in Paris and other large towns
where living is dear.
GERMANY--The staff are classified into 5 divisions, all of which
(except Class 1, which includes Ministers, Presidents, &c., who do
not receive allowances), in addition to their fixed wages, receive
allowances for house rent, which vary according to the town in which
they reside. The towns are also classified into six divisions as
under:--
---------------+----+---------+-------+-------+-------+-----
| A | 1 | 2 | 3 | 4 | 5
---------------+----+---------+-------+-------+-------+-----
Staff in Class | £ | £ s. d.| £ s.| £ s.| £ s.| £
Do. 2 | 60 | 45 0 0 | 36 0 | 30 0 | 27 0 | 27
Do. 3 | 45 | 33 0 0 | 27 0 | 24 0 | 21 0 | 18
Do. 4 | 27 | 21 12 0 | 18 0 | 15 0 | 10 16 | 9
Do. 5 | 12 | 9 0 0 | 7 4 | 5 8 | 3 12 | 3
---------------+----+---------+-------+-------+-------+-----
Head guards are in the 4th Class, under guards 5th, 1st Class
Signalmen 4th, and Porters and shunters 5th. Engine drivers, firemen
and guards are allowed expenses when away from home. Porters are
not paid by the railway companies, but are allowed to charge the
passengers fixed fees.
BELGIUM--Engine Drivers and firemen are allowed premiums for economy
of fuel and regularity of working, amounting to as much as £20
a year for drivers and £10 for firemen. Guards are also allowed
bonuses for regularity of working.
HOLLAND--Enginemen and firemen are allowed premiums for economy in
fuel, varying from 3d. to 2/-per day; and a mileage allowance in
addition. Guards also receive an allowance over a certain number
of miles travelled. Porters are not employed by the companies; but
in return for the privilege of being allowed on the stations, they
clean windows, sweep offices, &c., and perform other services for
the companies.
The amount paid per person by the English railway companies, whose
lines comprise 11,538 miles, a gross revenue of £52,904,920, and
the total aggregate expenses of which amount to £27,731,876, would
probably be too high an average for the United Kingdom. Assuming,
however, the difference in the amount per person paid in England as
compared with the other countries to be an average of only £10,
and that the cost of wages in this country could be reduced to that
extent, there would be a saving of about £3,500,000 per annum.[78]
So much for the grounds put forward to justify a reduction of rates.
Far from proving that working expenses are less on lines in this
country, and that this forms grounds for reducing the rates, these
figures clearly prove the opposite to be the case.
[78] The “Statistische Nachrichten Von den Eisenbahnen” shows an
average of £39 6s. 5d. per person on the German railways, whereas
the other information, referred to at foot of page 133, gives the
following average per person:--
Traffic and General Services. £ s. d. Superintendence, Clerks, &c.
76 18 0 Workmen 34 4 0 Workshops. Superintendence, Clerks, &c. 95 0
0 Workmen 45 12 0 An average of £53 8s. 0d. per person.
NOTE.--In Great Britain the costly systems of interlocking and
signalling, and the block working, so as to interpose between trains
an interval of space instead of time, are in operation to a very
much greater extent than on the Continent, thus involving a larger
staff of trained men.
_Rates and Taxes on Railways in England and on the Continent._
A large item in the expenses of railway companies in this country is
the amount paid for rates and taxes other than the Government duty.
The matter is too important to be passed over in general terms. In
the United Kingdom the amount paid by all the railway companies
for rates and taxes in the year 1884 was no less than £1,937,691.
This is exclusive of Government duty to the extent of £398,577 and
of income tax on the net receipts amounting to about £800,000.
Including these items the total sum paid for rates and taxes for the
year was £3,136,268. In England and Wales alone the amount paid for
that year was for
£
Rates and Taxes 1,664,660
Government Duty 369,677
Income Tax (about) 700,000
----------
£2,734,337
==========
From the year 1871 inclusive to the end of 1884, the following sums
were paid in the United Kingdom for
£
Rates and Taxes 19,995,570
Government Duty 9,313,678
Income Tax (about) 7,600,000
-----------
£36,909,248
===========
No such payments as these are made to the Governments or parishes
by the railway companies in Belgium or Holland, or in respect of
the State lines, in Germany. In Belgium, for instance, the railway
companies pay no rates and taxes of any kind except small sums to
towns for local rates (which amounted in the aggregate to only
£1,468 for the year 1884), and a license duty or income tax to the
State of 2 per cent. on the annual profits amounting for the same
year to £4,406, a total of £5,874 for the year.
In Germany the whole amount paid by the railways for rates and taxes
in the same year was £261,221, together with a State tax of £26,209,
paid under the head of “tax on profits,” by the independent and
semi-independent companies only, and not by the State railways. This
made a total for the year of £287,430.
The railway companies in Holland do not pay any rates and taxes,
except a license duty to the State of 2 per cent. on the dividends
paid to the shareholders. Indeed, Article No. 8 of the Convention of
the 24th and 25th May, 1876, for the working of the State railways
by the Dutch Company, stipulates that the railways shall be exempt
during the period of the Concession, from all Government taxation or
payments to towns or parishes.
In France the condition of things is different.[79] Although there
is no taxation on merchandise traffic, the payment in respect of
passenger and _grande vitesse_ traffic, which is added to and levied
with, the railway charges, is heavy, and amounted in the year to
£4,683,937.
The other taxes paid by the railway companies themselves, or by the
holders of shares, &c., amounted to £1,490,415, making together a
total for the year of £6,174,352.[80]
[79] See “Aucoc, Cours d’Administration,” vol. 3, p. 345.
[80] The taxes in France consist of:--
1. A duty of frs. 23·20 per cent. on passenger fares and _grande_
_vitesse_ traffic, added to the railway charges, amounting to
£3,436,164. 2. A stamp duty of 35 cents. on “_recépissés_” and 70
cents. on consignment notes, also charged in addition to the rates,
amounting to £1,116,588. 3. A stamp duty of 10 cents, for every
receipt of 10 frs. and above, amounting to £60,328. 4. A charge of
15 cents. for postage of advice note of arrival of goods, amounting
to £70,857. 5. A tax of 10 frs. per kilometre for double lines and 5
frs. per kilometre for single lines, plus 5 per cent. on the value
of the premises occupied by Agents, and 2 per cent. on warehouses,
workshops, &c. 6. License, excise, stamp, customs, and bond duties.
7. A tax of 120 to 150 frs. per kilometre worked, for the expense of
auditing and superintendence. 8. A stamp duty on shares and bonds of
1 per cent. of the nominal capital. 9. An income tax of 3 per cent.
on interest and dividends.
Such are a few of the differences in the position and rights of
English and Continental railways, and those who depreciate the
former should explain whether they wish to adopt all the practices
of foreign lines--the features unfavourable to traders as well as
the advantages, slow transit, very limited liability for loss of
goods or damages to them, and exemption from fiscal burthens which
English railways bear--and how the cost of working, especially in
the item of wages, can be reduced.