----------------------+------------+----_Railway Rates: English and Foreign

| 1st Class.| 2nd Class.|3rd Class. |4th Class.

+------------+-----------+-----------+-----------

Basis of Rates. | General | | |

| goods | | |

| under | 5-ton | 5-ton | 10-ton

| 5 tons, | lots. | lots. | lots.

| minimum | | |

| charge as | | |

| for 8 cwt. | | |

+-----+------+----+------+----+------+-----+-----

| Per | Per |Per | Per |Per | Per |Per | Per

|1000 | ton |1000| ton |1000| ton |1000 | ton

| kg. | per |kg. | per |kg. | per |kg. | per

| per | mile.|per | mile.|per | mile.|per | mile.

| km. | |km. | |km. | |km. |

----------------------+-----+------+----+------+----+------+-----+-----

miles.|cts. | d. |cts.| d. |cts.| d. | cts.| d.

Up to 25 kiloms. (15) | 10 | 1·56 | 8 | 1·25 | 6 | 0·94 | 6 | 0·94

” 75 ” (46) | 10 | 1·56 | 8 | 1·25 | 6 | 0·94 | 4 | 0·62

” 100 ” (62) | 8 | 1.25 | 4 | 0·62 | 3 | 0·47 | 2 | 0·31

” 125 ” (77) | 8 | 1·25 | 4 | 0·62 | 2 | 0·31 | 1 | 0·15

” 150 ” (93) | 8 | 1·25 | 2 | 0·31 | 1 | 0·15 | 1 | 0·15

” 200 ” (124) | 6 | 0·94 | 2 | 0·31 | 1 | 0·15 | 1 | 0·15

” 350 ” (217) | 4 | 0·62 | 2 | 0·31 | 1 | 0·15 | 1 | 0·15

Over 350 ” | 4 | 0·62 | 2 | 0·31 | 1 | 0·15 | 2 | 0·31

----------------------+-----+------+----+------+----+------+-----+-----

The foregoing Tariffs do not include the following various

additional charges which are authorised and are, in fact, charged

over and above the ordinary tariff rates:--

----------------------------+------+------+------+------+------+------

|No. 1.|No. 2.|No. 3.|No. 4.|No. 5.|No. 6.

+------+------+------+------+------+------

| | | | | |

compulsory | | | 0.20 | | 0.20 | 0.20

| | | | | |

per 100 kilos.[125] | 0.30 | 0.30 | 0.30 | | |

| | | | | |

(3d.) per consignment | | | | 0.15 | |

| | | | | |

provided by the Railway | | | 10.00| | |

| | | | | |

_a_ ” | | | | | |

in Brussels ” ” [126]| | | 0.05 | | |

| | | | | |

_b_ ” in | | | | | |

localities ” ” [127]| | | 0.03 | | |

| | | | | |

per consignment | 0.25 | | | | |

| | | | | |

radius of delivery | 1.00 | | | | |

| | | | | |

to the Railway | | | 10.00| | |

| | | | | |

{Maximum charge | | | | | |

{ per 100 | | | | | |

{ kilos.-- | | | | | |

Delivery to { _a_ Goods in | | | | | |

consignees’ { casks [128] | 0.50 | 0.50 | 0.50 | | |

cellars. { | | | | | |

{ _b_ Goods in | | | | | |

{ sacks, cases | | | | | |

{or baskets[129]| 0.25 | 0.25 | 0.25 | | |

| | | | | |

100 kilos.[130] | | | 0.10 | | |

| | | | | |

100 kilos. | | | 0.01 | | |

| | | | | |

at the Station | | | 0.10 | | |

----------------------------+------+------+------+------+------+------

[125] The Rates for these services do not apply to packages weighing

more than 500 kilos. (10 cwt.) each.

[126] The Rates for these services do not apply to packages weighing

more than 500 kilos. (10 cwt.) each.

[127] The Rates for these services do not apply to packages weighing

more than 500 kilos. (10 cwt.) each.

[128] These Charges must be paid direct to the Carman.

[129] These Charges must be paid direct to the Carman.

[130] The Rates for these services do not apply to packages weighing

more than 500 kilos. (10 cwt.) each.

TARIFF NO. 1 applies to parcels carried by Passenger Trains, and

includes all charges for terminal services and delivery to domicile,

but not collection.

Parcels up to 5 kilos. (11 lbs.), the carriage of which is prepaid,

are carried at an uniform rate of franc 0.80 (8d.), irrespective of

distance, but if the carriage is not prepaid, they are charged as

for 10 kilos. (22 lbs.)

Parcels 6 to 10 kilos., whether the carriage is or is not prepaid,

are charged as for 10 kilos.

Parcels above 10 kilos. (22 lbs.) and up to 20 kilos., are charged

as 20 kilos.; above 20 kilos. fractions of 10 kilos. are charged as

10 kilos.

Parcels of no declared value sent by Passenger Train must in all

cases be prepaid.

In towns where there are cartage arrangements, delivery to

“domicile” takes place immediately after arrival of the trains up to

9.0 p.m.

Parcels to be delivered between 9.0 p.m. and 7.0 a.m. are charged

franc 0.25 extra each parcel.

TARIFF NO. 2 applies to packages up to 200 kilos. (4 cwt.) in weight

to be forwarded by Goods Train, unless a written order is given for

them to be sent by Passenger Train, under conditions of Tariff No.

1, or by Goods Train, under Tariff No. 3.

Prepaid parcels not exceeding 5 kilos. (11 lbs.) are carried at

an uniform rate of franc 0.50 (5d.) each parcel, irrespective of

distance.

Above 5 kilos. in weight the carriage is charged on the weight of

the consignment consisting of one or more packages, any fraction of

10 kilos. being charged as for 10 kilos.

Prepaid parcels of 5 kilos. and less, are delivered to “domicile”

on the morning following the day of forwarding, provided they

be handed to the Railway at least one hour before the departure

of the train. Other packages and goods sent under this tariff

are generally forwarded on the evening of the day they have been

accepted. They are delivered to “domicile,” in towns where there are

cartage arrangements, within six hours of the arrival (night hours

excluded), and provided this be not prevented by glut of traffic.

The rates of this Tariff include the loading charges, booking, and

delivery to “domicile,” but not collection.

TARIFF NO. 3 applies to goods traffic, and is divided into four

classes according to the nature and value of the goods as well as to

other considerations.

All goods not specified are charged at the first-class rate (the

highest), with a minimum of 400 kilos. (8 cwt.), as also are all

consignments of goods, irrespective of class, the weight of which

is less than 5 tons, unless it is more advantageous to pay as for

5 tons at the rate fixed for consignments of that weight. The

exceptions are:--Empty vehicles used at fairs the minimum charge for

which is as for 4,000 kilos. (4 tons) each. Flax and Hemp (raw),

4,000 kilos. (4 tons) per truck.

The minimum charges for the 2nd and 3rd classes are as for 5,000

kilos. (5 tons), and for the 4th class 10,000 kilos. (10 tons).

Consignments under 10 tons are charged 3rd class rate, unless they

pay as for 10 tons 4th class. The exceptions are for mining timber,

which is charged at 4th class rate, with a minimum of 5,000 kilos.

(5 tons). Above the minimum weights, fractions of 10 kilos. (22

lbs.) are charged as 10 kilos. Goods sent in bulk are accepted only

in lots of 5,000 kilos. (5 tons) for the 1st, 2nd and 3rd Classes,

and in lots of 10,000 kilos (10 tons) for the 4th Class.

If a consignment, carried under the conditions of Tariff No. 3,

consists of goods of different classes, the highest of such classes

is charged for the whole consignment.

Goods of the 4th class are carried in open trucks only; but if, at

the request of the consignors, they are carried in box or covered

trucks, they are charged at 3rd class rate unless the consignor

himself supplies the tarpaulin, or pays for hire thereof at the rate

of 2 frs. (1s. 7d.) each. Tarpaulins provided by Consignors are

returned free of charge, except 5d. for booking fee.

In the case of a sender requiring three trucks, he must give two

full days’ notice to the railway of such requirement.

Provided forwarding be not prevented by a glut of traffic,

consignments forwarded under this tariff are due at the arriving

station three full days after acceptance. Another full day is

required if the goods have to be carted to “domicile.”

Bulky goods weighing less than 200 kilos. per cubic metre, are

charged 50 per cent. in addition to the ordinary rate, with a

minimum of 200 kilos. per cubic metre, or half the tonnage capacity

of the truck used; the exceptions to the rule being in favour of

1. Flax and hemp, raw, the maximum charge for which is 4 tons

for a truck of 10 tons capacity.

2. Eggs, wool (except combed or carded), sheep skins, cotton

and wool waste, oakum, flax and waste thereof pressed in bales

or bundles, and live plants, which are charged at actual weights.

Goods sent in full truck loads may be loaded and unloaded at option

by Senders and Consignees respectively, but if loaded by Senders

they _must_ be unloaded and carted by Consignees. Consignments under

5 tons and goods insured against damage or loss _must_ in all cases

be loaded and unloaded by the Railway.

The charge made by the Railway for loading and unloading is 10d. per

ton of 1,000 kilos. If cranes or other loading appliances belonging

to the Railway are used by Consignor or Consignee, a charge of 3d.

per ton is made for their use.

The Railways on demand will verify the weight of the consignment as

far as the appliances of the station will admit, a charge of franc

0.05 per 100 kilos. being made if the difference in the declared

weight does not exceed 2 per cent. and the original charges are

maintained.

TARIFF NO. 4 applies to the conveyance of Bullion, Bonds,

Bank-notes, Title Deeds, &c., a false declaration of which, either

in regard to weight, value, or nature of contents, is considered a

fraud.

Carriage is charged upon 1,000 francs (£40) in value, any fraction

of which sum is charged as for 1,000 francs, but if the charge so

calculated is lower than it would be under the conditions of Tariff

No. 2 the latter will be charged.

Additional services, viz., loading, unloading, booking and delivery

to “domicile,” are included in the Tariff Rates.

TARIFF NO. 5 applies to carriages forwarded by Passenger Train;

but at the option of the Sender, Carriages, as also Vans, Carts,

Omnibuses, Tramway Cars, Engines and Threshing Machines, can be sent

by Goods Train at the 2nd Class rate of Tariff No. 3, the minimum

weight being:--

For 1 Vehicle--in pieces or on wheels--on one Truck 2,500 kilos.

” 2 Vehicles ” ” ” 4,000 ”

” 3 ” ” ” ” 5,500 ”

” 4 ” ” ” ” 7,000 ”

Vans, Carts, Omnibuses, &c., can also be charged at the 1st Class

rate of Tariff No. 3, with 50 per cent. added as for bulky goods, if

the latter is more advantageous to the Sender.

Loading and unloading are included in the Passenger Train rate, but

are performed at Sender’s risk. In the case of Goods Train, those

services are performed at the risk and expense of the Owner.

Carriages conveyed in covered Trucks specially provided for such

traffic are charged 25 per cent. over and above the Ordinary rates,

both by Passenger and Goods Train.

TARIFF NO. 6 applies to HORSES, CATTLE AND DOGS. Cattle is carried

exclusively by Goods Train; Horses, Colts, Mules and Ponies are

admitted for conveyance by Passenger Trains (Express Trains

excepted), only in the two following cases, viz.:--

_a._ When the distance of the journey is 75 kilometres (46

miles) or more.

_b._ When the departure and arrival stations form the extreme

points between which the Train runs.

The minimum charge for Horses, Colts, Mules or Ponies by Passenger

Train is as for three heads.

The Goods Train rates are divided into three categories, viz.:--

1ST CATEGORY.--One Horse or one Mule, one or two Colts,

Ponies, Oxen, Cows or Donkeys, one to five Pigs or Calves, one

to ten Sheep, one to thirty Sucking Pigs.

2ND CATEGORY.--Two Horses or two Mules, three or four Colts,

Ponies, Oxen, Cows or Donkeys, six to ten Pigs or Calves, eleven

to twenty Sheep, thirty-one to sixty Sucking Pigs.

3RD CATEGORY.--Three Horses or three Mules, five or six Colts

or Ponies, a Truck load[A] of small or large Cattle, sixty-one

to one hundred Sucking Pigs.

Colts or Ponies exceeding 1 metre 30 (15 hands) in height are

considered and charged as Horses.

Senders may load as many head of Cattle into the Trucks as they

please, but the Railways are exonerated from all responsibility for

injuries, accidents on the road and loss of Cattle.

The rates of Tariff No. 6, 3rd Category, are increased by 25 per

cent. if a larger number of Cattle is loaded into a Truck[131] than

the quantity shown hereunder.

-------+-------+----------+----------+---------+----------+---------

-------+-------+----------+----------+---------+----------+---------

-------+-------+----------+----------+---------+----------+---------

8 | 8 | 10 | 10 | 20 | 30 | 100

-------+-------+----------+----------+---------+----------+---------

[131] The bottom floor of a Belgian Cattle Truck generally measures

14 square metres, equal to 16·75 square yards.

The loading and unloading of animals, whether carried by Goods

or Passenger Trains, is effected at the expense and entire

responsibility of Senders and Consignees respectively.

Horses and Cattle must be accompanied by a man in charge. One man

per consignment or per truck is conveyed free in the horse box or

cattle trucks, but if he travels in another carriage, he pays the

ordinary Passenger fare.

Dogs, irrespective of size, accompanying Passengers are charged 3rd

Class Passenger fare.

Small animals in cases, baskets or crates, are conveyed by ordinary

Passenger Trains on the conditions of Tariff No. 2.

The Company do not deliver to “domicile,” and undertake no

responsibility whatever in respect of these consignments.

SPECIAL TARIFFS.

The following statement shows the bases of the special tariffs:--

SPECIAL TARIFF NO. 1--For coal, coke, stones and earth sent direct

from pits for export.

1 to 84 kilometres, francs 2.20 per 1000 kilos. (minimum charge).

85 to 187 kilometres, franc 0.026 extra per kilometre.

188 to 300 kilometres, rate of 4th Class, Standard Scale, 1867.[132]

[132] See Note on pp. xl and xli.

301 kilometres and over, franc 0.02 extra per kilometre.

SPECIAL TARIFF NO. 2.--For coal, coke, stones, earth, iron, ore,

paving stones, gravel sand in bulk and 10 ton lots, for export

provided the sending stations are situated at least 100 Kilometres

(62 miles) from the Sea ports.

1 to 100 kilometres, francs 2.00 per 1000 kilos. (minimum charge).

101 kilometres and over, franc 0.02 extra per kilometre.

SPECIAL TARIFF NO. 3.--For paving stones, gravel, common bricks and

lime in 10 ton lots or more for export.

1 to 30 kilometres, rate of 4th Class, General Standard Scale.

31 to 84 kilometres, francs 2.20 (uniform rate).

85 kilometres and over, rate of Special Tariff No. 1.

SPECIAL TARIFF NO. 4.--For general export goods:--1st Category in 5

ton lots., 2nd Category in 10 ton lots.

1st Category, average between rates of 1st and 2nd Class of General

Standard Scale.

2nd Category, rate of 2nd Class, General Standard Scale.

SPECIAL TARIFF NO. 5.--For certain export traffic, such as beer in

casks, metal refuse, &c.

Average between 2nd and 3rd Class rates, General Standard Scale.

SPECIAL TARIFF NO. 6.--For castings, girders, zinc, &c., for export.

Rate of 3rd Class, General Standard Scale.

SPECIAL TARIFF NO. 7.--For rough steel, grindstones, sheet iron,

chalk, &c., for export.

Rate of 4th Class, General Standard Scale.

SPECIAL TARIFF NO. 8 (Import).--Marble in blocks, Sulphate of Soda.

Lots of 10,000 kilos. 4th Class Rate General Standard Scale.

Iron Ore--10 tons, 4th Class Rate, Standard Scale, 1867.[133] 100

tons, 4th Class Rate (reduced by 75 cents.) 200 tons, 4th Class Rate

(reduced by 1 franc).

Zinc, lead ores, pyrites--10 tons, 4th Class Rate, Standard Scale,

1867.[134] 100 tons, 4th Class Rate, Standard Scale, 1867 (reduced

by 50 cents.) 200 tons, 4th Class Rate, Standard Scale, 1867

(reduced by 75 cents.)

[133] See Note on pp. xl and xli.

[134] See Note on pp. xl and xli.

SPECIAL TARIFF NO. 9 is for import goods as per classification.

1st Category--Average between 1st and 2nd Class Rates.

2nd Category--Average between 2nd and 3rd Class Rates--General

Standard Scale.

SPECIAL TARIFF NO. 10.--All goods sent for Exhibition.--First

Journey--full rate. Return Journey--free.

SPECIAL TARIFF NO. 11.--For iron between certain specified stations--

1st Category, 4th Class Rate, General Standard Scale.

2nd Category, Terminal charge 1 franc. Mileage rate franc 0.03 per

ton per kilometre.

SPECIAL TARIFF, NO. 12.--For iron ore between certain specified

stations, in consignments of 10 tons, terminal charge, 1 franc.

Mileage rate franc O.02 per kilom. per ton, or at 4th Class rate,

General Tariff, whichever is more advantageous.

For consignments of 100 tons, 4th Class rate, General Standard

Scale, reduced by 1 franc 25 centimes.

For consignments of 200 tons, 4th Class rate, General Standard

Scale, reduced by 1 franc 50 centimes: Minimum charge being fr. 1.35

and 1.10 respectively.

SPECIAL TARIFF, NO. 13.--For iron ore and pyrites between certain

specified stations in consignments of 10 tons, 4th Class rate,

Standard Scale, 1867.[135] In consignments of 100 tons, 4th Class

rate, reduced by franc 0.50. In consignments of 200 tons, 4th Class

rate, reduced by franc 0.75.

SPECIAL TARIFF, NO. 14.--For coal between certain specified

stations, same basis as for Special Tariff No. 13.

SPECIAL TARIFF, NO. 15.--For coal from certain stations, for

shipment, uniform Rates without fixed basis.

SPECIAL TARIFF, NO. 16.--For coal from certain mines in 10 ton lots,

4th Class rate, Standard Scale, 1867.[136]

[135] The bases for 4th Class, General Standard Scale, 1867, are as

follows:--

1 to 25 kilometres, terminal charge franc 0.50, mileage rate franc

0.60 per kilometre.

26 to 50 kilometres, terminal charge 1 franc, mileage rate franc

0.04 per kilometre extra.

51 to 76 kilometres, terminal charge 1 franc, mileage rate franc

0.03 per kilometre extra.

76 and over, terminal charge 1 franc, mileage rate franc 0.01 per

kilometre extra.

[136] The bases for 4th Class, General Standard Scale, 1867, are as

follows:--

1 to 25 kilometres, terminal charge franc 0.50, mileage rate franc

0.60 per kilometre.

26 to 50 kilometres, terminal charge 1 franc, mileage rate franc

0.04 per kilometre extra.

51 to 76 kilometres, terminal charge 1 franc, mileage rate franc

0.03 per kilometre extra.

76 and over, terminal charge 1 franc, mileage rate franc 0.01 per

kilometre extra.

SPECIAL TARIFF, NO. 17.--For goods from certain stations in 5 ton

lots, Terminal Charge, franc 0.50. Mileage Charge franc 0.06 per

kilometre per ton.

SPECIAL TARIFF, NO. 18.--For articles of all descriptions sent

from or to the pits of Bascoup, the same rate of the four Classes

of the General Tariff, calculated according to distances fixed for

Mariemont, with franc 0.20, added apply.

SPECIAL TARIFF, NO. 19.--For traffic passing to and from a certain

branch line, 4th Class rate, General Standard Scale, reduced by

franc 0.20.

SPECIAL TARIFF, NO. 20.--For the conveyance of Goods to works

connected with the railway by a siding, _A._ Carriage in Trucks

provided by the Railway. Rate for the four Classes, franc 0.56 per

ton. _B._ Carriage in Owners’ Trucks. Rate for the four Classes,

franc 0.20 per ton.

SPECIAL CONTRACT TARIFFS, Nos. 22, 23 and 24, consist of rates for

import traffic from Belgian Ports to certain inland stations.

The Special Tariffs for export and import traffic interchanged

between different Belgian Railways are the same as those charged for

local export and import traffic Nos. 1 to 16, 20 and 22, with the

following two exceptions:--

(_a_) The rates of the Special Tariffs in which the Western

of Flanders Railway Company is concerned are uniformly increased

by the addition of franc 0·10, which is specially credited to

them, except in the case of Special Tariff, No. 7, the rates of

which are not increased.

(_b_) Whenever the Special Tariffs involve the application

of the 4th Class rates, the rates fixed for the 5th kilometre

have been adopted (the same way as in the case of the General

Standard Scales) for distances of from 1 to 4 kilometres.

LIABILITY.

The Belgian Railway Administration undertake no responsibility for a

delay of six hours or less to horses and cattle, beyond which their

responsibility is limited to the amount of the carriage; provided

that the delay does not arise from any accidents, accumulation of

traffic, or circumstances beyond the Companies’ control. For Goods

Traffic they are not responsible for

Tariff No. 1. (Passenger Train), a delay of six hours or less.

” 2. (Goods Train), a delay of one day or less.

” 3. (Goods Train), a delay of two days or less.

Their responsibility is limited to one-tenth of the carriage for

every day’s delay beyond the fixed time of transit. After the

expiration of 15 days the goods are considered lost. If they are

subsequently found Consignee is entitled to take delivery on

returning to the Railway three-fourths of the indemnity paid to him.

Senders may insure their goods against delay by payment of a premium

of 50 centimes per 1,000 frs. (5d. per £40), on the value upon which

they wish to be indemnified in case of delay.

In case of loss of, or damage to goods carried by passenger train on

the conditions of Tariffs Nos. 1 and 2, the Railways are responsible

to the extent of 4 frs. per kilogramme (1s. 6d. per 1 lb.), and in

respect of goods carried by goods train at the conditions of Tariff

No. 3, 75 centimes per kilogramme (3½d. per 1 lb.) The goods

can, however, be insured for their actual value, the premium for

insurance against damage or loss being 50 centimes per 1,000 frs.,

the same as for insurance against delay.

On payment of the two premiums the goods may be insured at the same

time against delay, damage or loss, but the indemnity is in no case

to exceed the actual loss sustained by the owner through the delay,

damage or loss.

The Railway Administration decline all liability for damage:--

(_a_) Unless it be stated at the time of delivery, or within

24 hours of advice of arrival of goods to order, or if the goods

are refused by consignee.

(_b_) If the case or packing shows no outward trace of

breakage or wet.

They decline all liability for chafage, waste or leakage, or for

rust to iron, steel or zinc goods.

Live animals, perishables and provisions of all kinds, chemical

products, works of art (more especially pictures), goods not packed

or imperfectly packed, are only carried at owner’s risk without any

guarantee whatsoever on the part of the Railway.

GERMANY.

The Tariff of Rates for the conveyance of Goods Traffic in Germany

is divided as follows:--

EILGUT.--Goods carried by Passenger Train.

STÜCKGUT.--Goods carried in consignments of less quantities than

Wagon loads.

CLASS A1.--General Goods in Wagon loads of 5 tons.

” B.--General Goods in Wagon loads of 10 tons.

SPECIAL TARIFF A2.--Goods in 5 ton lots included in Special Classes

I., II. and III.

Special Tariff I. }

” ” II. } Certain Goods specified in the Classification

” ” III. } in Wagon loads of 10 tons.

The rates for conveyance are based on a mileage scale per 100

kilogrammes and per kilometre.

In addition to the tariff rates a fixed charge called “Terminals” is

also made per 100 kilogrammes.

For local traffic carried over the Prussian State Railways or over

the railways worked by the State, the following rates and terminals

are charged:--

TARIFF RATES.

For the Eastern and Western Districts of the State Railways.

------------------------------------------------------------------------

Per 100 kilos and per kilometre in Mark Pfenning.

---------------+-------------+-----------+----------------------+-------

| | Wagon | |Excptl.

| Stückgut | Loads. | Special Tariff. |Tariff

Eilgut. | (or small | | | Wood.

|consignments)+-----+-----+----+----+----+-------+-------

Train.) | Train.) | A1 | B | A2 | I. | II.| III. | in

---------------+-------------+-----+-----+----+----+----+-------+-------

| In Mark Pfenning per 100 Kilos per Kilometre. |

| | | | | | | |

for Stückgut | | | | | | | [137]|

or Piece Goods| 1·1 | 0·67|0·60 |0·50|0·45|0·35|0·26 | 0·30

| | | | | | | [138]|

| | | | | | |0·22 |

| | | | | | | |

|In English money per ton of 1000 Kilos per mile.|

d. | d. | d. | d. | d. | d. | d. | d. | d.

| | | | | | | [139]|

4·246 | 2·123 |1·293|1·162|·966|·869|·676|·502 | ·579

| | | | | | | [140]|

| | | | | | |·425 |

| | | | | | | |

---------------+-------------+-----+-----+----+----+----+-------+------

[137] _Up to 100 Kilometres_

[138] _101 Kilometres and more._

[139] _Up to 100 Kilometres_

[140] _101 Kilometres and more._

The terminals charged in the Districts of the Eastern States Railway

are as under:--

-----------------+--------------------------------------------------

| Per 100 kilos in Mark Pfenning.

+----+-----+---------+----------------------+------

| l | ü u +----+----+----+----+----+-----+--------

| g | c t.| | | | | | | Wood

| u | k | A1 | B | A2 | I.| II.| III.| Special

| t.| | | | | | | |Trff.II.

-----------------+----+-----+----+----+----+----+----+-----+--------

1 to 10 Km. | 20 | 10 | 10 | 8 | 6 | 6 | 6 | 6 | 6

11 ” 20 ” | 22 | 11 | 11 | 9 | 6 | 6 | 6 | 6 | 6

21 ” 30 ” | 24 | 12 | 12 | 10 | 6 | 6 | 6 | 6 | 6

31 ” 40 ” | 26 | 13 | 13 | 11 | 6 | 6 | 6 | 6 | 6

41 ” 50 ” | 28 | 14 | 14 | 12 | 6 | 6 | 6 | 6 | 6

51 ” 60 ” | 30 | 15 | 15 | 12 | 9 | 9 | 9 | 9 | 9

61 ” 70 ” | 32 | 16 | 16 | 12 | 9 | 9 | 9 | 9 | 9

71 ” 80 ” | 34 | 17 | 17 | 12 | 9 | 9 | 9 | 9 | 9

81 ” 90 ” | 36 | 18 | 18 | 12 | 9 | 9 | 9 | 9 | 9

91 ” 100 ” | 38 | 19 | 19 | 12 | 9 | 9 | 9 | 9 | 9

101 and over | 40 | 20 | 20 | 12 | 12 | 12 | 12 | 12 | 12

-----------------+----+-----+----+----+----+----+----+-----+--------

In English money and miles per ton of 1,000 kilos.

-----------------+----+-----+----+----+----+----+----+-----+--------

Up to 6·21 miles|2/- | 1/- |1/- |-/9½|-/7¼|-/7¼|-/7¼| -/7¼| -/7¼

” 12·42 ” |2/2½| 1/1¼|1/1¼|-/11|-/7¼|-/7¼|-/7¼| -/7¼| -/7¼

” 18·63 ” |2/5 | 1/2½|1/2½|1/- |-/7¼|-/7¼|-/7¼| -/7¼| -/7¼

” 24·84 ” |2/7¼| 1/3¾|1/3¾|1/1¼|-/7¼|-/7¼|-/7¼| -/7¼| -/7¼

” 31·05 ” |2/9½| 1/5 |1/5 |1/2½|-/7¼|-/7¼|-/7¼| -/7¼| -/7¼

” 37·26 ” |3/- | 1/6 |1/6 |1/2½|-/11|-/11|-/11| -/11| -/11

” 43·47 ” |3/2½| 1/7¼|1/7¼|1/2½|-/11|-/11|-/11| -/11| -/11

” 49·68 ” |3/5 | 1/8½|1/8½|1/2½|-/11|-/11|-/11| -/11| -/11

” 55·89 ” |3/7¼| 1/9½|1/9½|1/2½|-/11|-/11|-/11| -/11| -/11

” 62·10 ” |3/9½| 1/11|1/11|1/2½|-/11|-/11|-/11| -/11| -/11

over |4/- | 2/- |2/- |1/2½|1/2½|1/2½|1/2½| 1/2½| 1/2½

-----------------+----+-----+----+----+----+----+----+-----+--------

The Rates on the Western States Railway, and for Traffic passing

between the Eastern and Western States Railway system, are--

-----------------+----------------------------------------------------

| Per 100 kilos in Mark Pfenning.

+-----+-------+---------+-------------------+--------

| l | t g +----+----+----+----+----+----+--------

| g | ü u | | | | | | | Wood

| u | c t. | A1 | B | A2 | I. | II.|III.| Special

| t. | k | | | | | | | T. II.

-----------------+-----+-------+----+----+----+----+----+----+--------

1 to 10 km. | 20 | 10 | 10 | 8 | 8 | 8 | 8 | 8 | 8

11 ” 20 ” | 22 | 11 | 11 | 9 | 9 | 9 | 9 | 9 | 9

21 ” 30 ” | 24 | 12 | 12 | 10 | 9 | 9 | 9 | 9 | 9

31 ” 40 ” | 26 | 13 | 13 | 11 | 9 | 9 | 9 | 9 | 9

41 ” 50 ” | 28 | 14 | 14 | 12 | 9 | 9 | 9 | 9 | 9

51 ” 60 ” | 30 | 15 | 15 | 12 | 9 | 9 | 9 | 9 | 9

61 ” 70 ” | 32 | 16 | 16 | 12 | 9 | 9 | 9 | 9 | 9

71 ” 80 ” | 34 | 17 | 17 | 12 | 9 | 9 | 9 | 9 | 9

81 ” 90 ” | 36 | 18 | 18 | 12 | 9 | 9 | 9 | 9 | 9

91 ” 100 ” | 38 | 19 | 19 | 12 | 9 | 9 | 9 | 9 | 9

101 and over | 40 | 20 | 20 | 12 | 12 | 12 | 12 | 12 | 12

-----------------+-----+-------+----+----+----+----+----+----+--------

In English money and miles per ton of 1,000 kilos.

-----------------+-----+-------+----+----+----+----+----+----+--------

Up to 6.21 miles| 2/- | 1/- |1/- |-/9½|-/9½|-/9½|-/9½|-/9½| -/9½

” 12.42 ” | 2/2½| 1/1¼ |1/1¼|-/11|-/11|-/11|-/11|-/11| -/11

” 18.63 ” | 2/5 | 1/2½ |1/2½|1/- |-/11|-/11|-/11|-/11| -/11

” 24.84 ” | 2/7¼| 1/3¾ |1/3¾|1/1¼|-/11|-/11|-/11|-/11| -/11

” 31.05 ” | 2/9½| 1/5 |1/5 |1/2½|-/11|-/11|-/11|-/11| -/11

” 37.26 ” | 3/- | 1/6 |1/6 |1/2½|-/11|-/11|-/11|-/11| -/11

” 43.47 ” | 3/2½| 1/7¼ |1/7¼|1/2½|-/11|-/11|-/11|-/11| -/11

” 49.68 ” | 3/5 | 1/8¾ |1/8¾|1/2½|-/11|-/11|-/11|-/11| -/11

” 55.89 ” | 3/7¼| 1/9½ |1/9½|1/2½|-/11|-/11|-/11|-/11| -/11

” 62.10 ” | 3/9½| 1/11 |1/11|1/2½|-/11|-/11|-/11|-/11| -/11

over 62.10 ” | 4/- | 2/- |2/- |1/2½|1/2½|1/2½|1/2½|1/2½| 1/2½

-----------------+-----+-------+----+----+----+----+----+----+--------

All consignments under 20 kilos. are charged as 20 kilos., any

fraction of 10 kilos. above 20 kilos. being charged as 10 kilos.

The tariff rates are charged according as the goods are consigned,

viz.:--

1. As Eilgut (Ordinary Passenger Train Service).

2. As Stückgut (by Goods Trains).

3. As Wagenladungen (full wagon loads).

I. EILGUT.--(Passenger Train).

Goods of all descriptions, in less quantities than wagon loads,

consigned by Passenger Train are charged at the rates set out in the

tariff, but Goods forwarded by Passenger Train in wagon loads are

charged at double the general class rates for wagon loads by Goods

Train.

The minimum charge by Passenger Train is 0·50 mark (6d.) per

consignment.

For goods sent by Express Trains double the Passenger Train rates

are charged, with a minimum of 1 mark (1s.) per consignment.

II. STÜCKGUT.--(General Merchandise).

This tariff applies to all goods traffic not forwarded by Express or

Passenger Train, or in Wagon loads.

The minimum charge for Stückgut is 0·30 mark per consignment.

III. WAGON LOADS.

_A.--General Tariff._

The tariff rates provided for Classes A1 and B are charged for all

goods forwarded in wagon loads, which are not included in any of the

special tariffs or subject to special regulations. For consignments

of 5 tons or paying as for 5 tons per wagon, the rates of Class A1

are charged, and for 10 ton lots or paying as for 10 tons per wagon,

the rates of Class B.

_B.--Special Tariffs, I., II., and III._

The rates of the Special Tariffs are for certain goods specified in

the classification, if forwarded in 10 ton lots. The same goods, if

despatched in 5 ton lots or paying as for 5 tons, are charged at the

rates of Class A2, unless it is more advantageous to pay carriage as

for 10 tons at the rates of Special Tariff I., II., or III., as the

case may be.

Wagon loads may be made up by grouping goods included in different

classes, as far as their nature will permit, when forwarded by the

same sender to the same consignee, in one consignment; in which case

the tariff for the goods which pay the highest rate is charged for

the total weight of the consignment, unless it is more advantageous

to pay carriage, calculated on actual weight, and at the rate

provided for each class of goods.

Explosives and dangerous articles are charged at double the rates

of the general tariff for piece goods or wagon loads; the minimum

charge per consignment being the carriage for five tons of the

tariff rate of Class A1.

Milk, beer in casks, bread, fresh fruit, also grapes (except costly

hot-house fruits, or fruits imported from southern countries at

unusual seasons, which are considered as delicate fruit, and

chargeable at Eilgut rates) and returned milk cans, when consigned

by goods train, are conveyed by passenger train at goods rates, as

far as the train service and working arrangements will allow of such

traffic being so carried.

For the conveyance of Live Stock, the following rates are charged on

the Prussian State Railways:

Small animals in cages, crates, cases, sacks, &c., are charged

either in accordance with the Goods Tariff, or if forwarded by

Passenger Train, at the Parcels Rates. Dogs belonging to Passengers

are charged at 0·015 m. per head, and per kilometre, with a minimum

charge of 0·10 m. (1d·2) for each dog.

For Horses in Horse Boxes, the charge is:--

Per Kilometre. Per Mile.

for 1 horse 0·30 m 5·79

” 2 ” 0·40 ” 7·72

” 3 ” 0·50 ” 9·66

For each additional horse carried in same truck 0·10 m. per

kilometre, plus a fixed charge of 1·00 m. (1s.) per head for

terminals, the minimum charge for each consignment being 3 marks

(3s.).

In cases where the ordinary tariffs do not apply, the carriage

for the conveyance of Live animals in wagon loads is calculated

according to the space of the Railway Trucks. Any fractions up

to and including half a square metre (0·598 square yard) are not

charged for, but anything exceeding half a square metre is charged

as for one square metre.

The charge per square metre (1·196 square yards) per kilometre is--

d. {In the district

For horses--0·025 m. (0·30) {of Berlin and

{Bromberg.

” 0·03 m. (0·36) In other districts

For other live stock--

0·020 m. up to 100 kilometres (0·24)}

0·0175 m. 101 to 200 ” (0·21)} In the districts

0·015 m. 201 to 300 ” (0·18)} of Berlin and

0·010 m. over 300 ” (0·12)} Bromberg.

0·020 m. (0·24) In other districts.

For small live stock in composite trucks the above tariff of charges

are increased by 33⅓ per cent. The fixed charge for terminals is

0·40 m. (4d·8) per square metre of the floor of the trucks.

Among other exceptional tariffs which are in force on all German

Railways, there is one for European wood, which is charged at 0·30

pf. per 100 kilos, per kilometre (or 0·579d. per ton of 1,000 kilos

per mile), plus the terminals shewn in the foregoing table. There

is also an exceptional tariff for coal from the Ruhr district, as

under:--

Tariff rate 0·22 pf. 100 kilos per kilometre (0·425d. per ton of

1,000 kilos per mile) with terminals of--

1 to 10 kilometre 6 pf. equivalent to 6·21 miles 7·2d. per ton.

11 ” 20 ” 7 ” ” 12·42 ” 8·4d. ”

21 ” 30 ” 8 ” ” 18·63 ” 9·6d. ”

31 ” 40 ” 9 ” ” 24·84 ” 10·8d. ”

41 ” 50 ” 10 ” ” 31·05 ” 1s. ”

51 ” 60 ” 11 ” ” 37·26 ” 1s. 1d. ”

61 & over ” 12 ” ” and over ” 1s. 2·4d. ”

For services which are distinct from the actual conveyance, such

as marking, weighing, counting, warehousing, demurrage of wagons,

and use of tarpaulins, the railway companies are entitled to make

separate and additional charges. For the hauling of wagons to or

from sidings, connecting coal pits or other works with the railway

system, a special charge also is made by agreement.

* * * * *

LOADING AND UNLOADING OF GOODS.--The loading and unloading of

_grande vitesse_ and piece goods are effected by the railway

company, those services being included in the tariff rates.

Packages which weigh more than 750 kilos (15 cwt.) or the dimensions

of which exceed the space of a truck, may, at the discretion of the

railway company, be required to be loaded by the sender and unloaded

by the consignee.

The loading and unloading of all other goods has to be performed

by senders and consignees respectively, unless the service is

undertaken by the railway company, for which a charge of 10d. per

ton is made; in which case however the staff who perform the service

are considered as employed by the sender or consignee respectively,

with whom all responsibility rests.

* * * * *

COVERING OF GOODS IN OPEN TRUCKS.--It is understood that the railway

company, in the absence of instructions to the contrary, convey

the goods included in the Special Tariffs--except certain articles

specially provided for--in open wagons, the railway being exempted

from all responsibility in case of damage arising from such mode

of transit. If instructions are given on the consignment note to

forward in covered wagons, such goods as the railway company is

entitled to convey in open wagons, the tariff rates are increased by

10 per cent.

Senders may supply their own tarpaulins for the covering of the

goods, and they are returned free of charge, at owners’ risk, or at

the company’s risk on payment of the ordinary carriage.

* * * * *

ARTICLES OF UNUSUAL SIZE.--Articles which, owing to their

extraordinary size, cannot pass the side doors of the wagons, are

charged at the ordinary rates for _grande vitesse_, if forwarded

by Passenger Train, and at the piece goods rates if sent by Goods

Train, with a minimum as for one ton for every wagon used, unless

the charge calculated at the rates of the tariffs for wagon loads is

more advantageous.

* * * * *

BULKY GOODS are charged 50 per cent. above the ordinary rates both

by _grande vitesse_, and by Goods Train. In the case of timber,

girders, and such articles which necessitate the use of guard

wagons, a charge 15 pf. (1¾d.) per wagon per kilometre is made

in addition to the mileage rates; but no part of the articles must

actually rest on the guard wagons.

The general regulations of the Goods Tariff in Germany prescribe the

maximum time for delivery of goods as follows:--

(A.) For EILGUT (Goods carried by Passenger Train), one day

for forwarding, and one day for every 300 kilom. (186 miles) or

part thereof.

(B.) For Goods Train traffic (STÜCKGUT), two days for

forwarding, and for the first 100 kilom. (62 miles), one day;

for every part of each subsequent 200 kilometres (124 miles),

one day.

The time of transit commences at midnight following the date of the

stamp on the consignment note; and the Companies are relieved from

responsibility if within the stipulated time, delivery is made to

the consignee’s “domicile,” or if an advice note of the arrival of

the goods is posted or otherwise sent to the consignee. The time

allowed for delivery does not include the time occupied for Customs’

formalities or other delay over which the Railway Companies have no

control.

THE PRUSSIAN AND GERMAN LAW AS TO RATES.

By Article 33 of the Prussian Law relating to railway undertakings,

dated 3rd November, 1838, the Commissioners were empowered, in

certain events, to fix the maximum tariff. If after deducting

working expenses and a fixed amount for the reserve fund, as

sanctioned by the Ministers, the net profits yielded more than 10

per cent. on the capital expended, the railway rates were to be

reduced so that the net receipts should not exceed 10 per cent. If,

on the other hand, the receipts did not reach the maximum of 10

per cent. (Article 39), railway rates might be increased by 10 per

cent. until the receipts yielded 10 per cent. on the total capital.

Subject to these conditions, the fixing of the tariff rates was left

to the railway companies.

Article 45 of the Constitution of the German Empire (dated 16th

April, 1871) provides that the Government should secure, as much as

possible, the adoption of uniform and reduced tariffs, especially

for long distances for the carriage of coal, coke, wood, ore,

stones, salt, rough iron, manure, and similar goods, and that such

low rates should be adopted as might be required to further the

interests of the trade of the country. Article 46 enacts that the

railway companies in case of need, as for instance, the outbreak

of a famine, should carry provisions, such as grain, flour, and

potatoes, &c., at such a reduced rate as circumstances might

require, and as directed by the Bundesrath Auschuss. Such special

rates are not, however, to be below the lowest rates charged by the

respective railways for “raw materials.”

By the terms of the early Concessions granted to railway companies

the greater part of the private railway companies in Prussia had

no power to fix or alter the tariff rates; reductions have to

be sanctioned by the Minister. For instance,--Clause 10 of the

regulations of the Crefeld-Threis-Kempener Industrie Railway Company

(concession granted 6th October, 1868) provides that--

“The State reserve a right to control the tariff rates for

goods, as well as passengers, and the alteration of the same.”

In the same way Article 5 of the concession for the Dortmund Granan

Euscheder Railway Company of the 8th January, 1872, stipulates--

“That the Ministers of the Royal State reserve their right to

control the fares and rates for goods and passenger traffic, as

well as any subsequent modifications in respect of the same.”

Clause 3 of the regulations of the Bergish-Märkische Railway, which

was transferred to the State on the 1st January, 1882 (concession

dated 12th February, 1884), states that--

“The tariff for goods, as well as passengers, must undergo

no alteration without the sanction of the Royal Ministers of

Finance.”

In the more recent concessions the same rights have been reserved

to the State Ministers; but greater freedom is now granted to the

railway companies than was permitted during the first years of

working the lines. Maximum rate tariffs are fixed by the Minister

of Public Works for the various classes; and, as in England, the

companies may adopt rates, and modify them as they please, as long

as the maximum figures, fixed by the State, have not been exceeded.

For the Prussian States railways the tariffs are now fixed by the

Royal Railway Administration, which is a species of a Provincial

Court; but before they can be put in force they must be submitted

for the approval of the Minister of Public Works. The Railway

Administration consist of a Chairman and eleven Directors, and

there are eleven Boards of Directors to manage the Prussian States

railways. For private railways the arrangements are of a similar

character. The application for rates and conditions other than those

published in the official tariffs is prohibited by Prussian Law of

the 3rd November, 1838, relative to the working of railways. The

granting of special conditions to any particular sender or consignee

is therefore legally inadmissible. Any alterations in the tariff

system must be submitted to the Permanent Tariff Commissioners of

the German Railway Administration, appointed to study the interests

of trade. They consist of thirteen members of German railways, four

elected members for the protection of agriculture and trade, and (in

accordance with stipulations made by Bavaria) of, a representative

of the Bavarian trade interests. On the proposals discussed at these

Assemblies resolutions are passed by the General Conference of

German Railway Administration, and the resolutions are submitted for

the approval of the Courts of Judicature.

FRANCE.

There is no uniform scale of rates in France; each railway has its

own tariff and classification. The following tables, however, are

illustrations of the basis of the old tariff in force on the Western

of France Railway, and of the reformed tariff adopted by the Paris,

Lyons and Mediterranean Railway.

WESTERN OF FRANCE RAILWAY.

----------------------+------------------------------------------

| CLASSES.

+------+------+------+------+------+-------

Distances, Kilometres.| I. | II. | III. | IV. | V. | VI.

+------+------+------+------+------+-------

| Rate per 1,000 Kilos. per Kilometre.

----------------------+------+------+------+------+------+-------

Up to 100 Kilometres | 16 | 14 | 12 | 10 | 8 | 8

” 300 ” | | | | | | 5

Above 300 ” | | | | | | 4

----------------------+------+------+------+------+------+-------

MILES. | Rate per ton per Mile.

----------------------+------+------+------+------+------+-------

Up to 62 miles | 2d.50| 2d.19| 1d.88| 1d.56| 1d.25| 1d.25

” 186 ” | | | | | | 0d.78

Above 186 ” | | | | | | 0d.62

----------------------+------+------+------+------+------+-------

PARIS, LYONS, AND MEDITERRANEAN RAILWAY.

-------------+-----------------------------------------

| Rate per 1,000 Kilos. per Kilometre.

DISTANCES. +--------------------------------

| CLASSES.

+------+------+------+------+------+------

Kilometres. | I. | II. | III. | IV. | A | V.

-------------+------+------+------+------+------+------

Up to 25| 0.16 | 0.14 | 0.12 | 0.10 | 0.09 | 0.08

26 ” 30| 0.16 | 0.14 | 0.12 | 0.10 | 0.09 | 0.08

31 ” 50| 0.16 | 0.14 | 0.12 | 0.10 | 0.09 | 0.08

51 ” 100| 0.16 | 0.14 | 0.12 | 0.10 | 0.09 | 0.08

101 ” 150| 0.15 | 0.13 | 0.11 | 0.09 | 0.08 | 0.08

151 ” 200| 0.15 | 0.13 | 0.11 | 0.09 | 0.08 | 0.07

201 ” 300| 0.15 | 0.13 | 0.11 | 0.09 | 0.065| 0.04

301 ” 400| 0.14 | 0.12 | 0.10 | 0.08 | 0.065| 0.04

401 ” 500| 0.14 | 0.12 | 0.10 | 0.08 | 0.05 | 0.04

501 ” 600| 0.13 | 0.11 | 0.09 | 0.07 | 0.05 | 0.04

601 ” 700| 0.12 | 0.10 | 0.08 | 0.06 | 0.05 | 0.04

701 ” 800| 0.11 | 0.09 | 0.07 | 0.05 | 0.04 | 0.04

801 ” 900| 0.10 | 0.08 | 0.06 | 0.04 | 0.04 | 0.04

901 ” 1000| 0.09 | 0.07 | 0.05 | 0.04 | 0.04 | 0.04

1001 ” 1,100| 0.08 | 0.06 | 0.05 | 0.04 | 0.04 | 0.04

-------------+------+------+------+------+------+------

-------------+-------------------------------------------

| Rate per 1,000 Kilos. per Kilometre.

DISTANCES. +-------------------------------------------

| CLASSES.

+------+-------+-------+------+------+------

Kilometres. | B | C | D | VI. | E | F

-------------+------+-------+-------+------+------+------

Up to 25| 0.08 | 0.08 | 0.08 | 0.08 | 0.08 | 0.08

26 ” 30| 0.08 | 0.08 | 0.05 | 0.04 | 0.04 | 0.04

31 ” 50| 0.08 | 0.08 | 0.0425| 0.04 | 0.04 | 0.04

51 ” 100| 0.06 | 0.045 | 0.0425| 0.04 | 0.03 | 0.02

101 ” 150| 0.06 | 0.045 | 0.0425| 0.035| 0.025| 0.02

151 ” 200| 0.06 | 0.045 | 0.0425| 0.035| 0.025| 0.02

201 ” 300| 0.04 | 0.0375| 0.04 | 0.035| 0.025| 0.02

301 ” 400| 0.035| 0.0325| 0.0325| 0.03 | 0.025| 0.02

401 ” 500| 0.035| 0.0325| 0.0325| 0.03 | 0.025| 0.02

501 ” 600| 0.035| 0.0325| 0.0325| 0.03 | 0.025| 0.02

601 ” 700| 0.035| 0.0325| 0.0325| 0.025| 0.025| 0.02

701 ” 800| 0.035| 0.03 | 0.03 | 0.025| 0.025| 0.02

801 ” 900| 0.035| 0.025 | 0.025 | 0.025| 0.02 | 0.02

901 ” 1000| 0.03 | 0.025 | 0.025 | 0.02 | 0.02 | 0.02

1001 ” 1,100| 0.03 | 0.025 | 0.025 | 0.02 | 0.02 | 0.02

-------------+------+-------+-------+------+------+-----

PARIS, LYONS AND MEDITERRANEAN RAILWAY.

----------------+-----------------------------------------

| BASIS OF TARIFF PER TON PER MILE.

DISTANCES. +-----------------------------------------

| CLASSES.

----------------+------+------+------+------+------+------

Miles. | I. | II. | III. | IV. | A | V.

----------------+------+------+------+------+------+------

Up to 15 miles| 2d.50| 2d.19| 1d.88| 1d.56| 1d.41| 1d.25

16 ” 18 ” | 2d.50| 2d.19| 1d.88| 1d.56| 1d.41| 1d.25

19 ” 31 ” | 2d.50| 2d.19| 1d.88| 1d.56| 1d.41| 1d.25

32 ” 62 ” | 2d.50| 2d.19| 1d.88| 1d.56| 1d.41| 1d.25

63 ” 93 ” | 2d.35| 2d.04| 1d.72| 1d.41| 1d.25| 1d.25

94 ” 124 ” | 2d.35| 2d.04| 1d.72| 1d.41| 1d.25| 1d.10

125 ” 186 ” | 2d.35| 2d.04| 1d.72| 1d.41| 1d.02| 0d.62

187 ” 248 ” | 2d.19| 1d.88| 1d.56| 1d.25| 1d.02| 0d.62

249 ” 310 ” | 2d.19| 1d.88| 1d.56| 1d.25| 0d.78| 0d.62

311 ” 372 ” | 2d.04| 1d.72| 1d.41| 1d.10| 0d.78| 0d.62

373 ” 435 ” | 1d.88| 1d.56| 1d.25| 0d.94| 0d.78| 0d.62

436 ” 497 ” | 1d.72| 1d.41| 1d.10| 0d.78| 0d.62| 0d.62

498 ” 559 ” | 1d.56| 1d.25| 0d.94| 0d.62| 0d.62| 0d.62

560 ” 621 ” | 1d.41| 1d.10| 0d.78| 0d.62| 0d.62| 0d.62

622 ” 683 ” | 1d.25| 0d.94| 0d.78| 0d.62| 0d.62| 0d.62

----------------+------+------+------+------+------+------

----------------+-----------------------------------------

| BASIS OF TARIFF PER TON PER MILE.

DISTANCES. +-----------------------------------------

| CLASSES.

----------------+------+------+------+------+------+------

Miles. | B | C | D | VI. | E | F

----------------+------+------+------+------+------+------

Up to 15 miles| 1d.25| 1d.25| 1d.25| 1d.25| 1d.25| 1d.25

16 ” 18 ” | 1d.25| 1d.25| 0d.78| 0d.62| 0d.2 | 0d.62

19 ” 31 ” | 1d.25| 1d.25| 0d.66| 0d.62| 0d.62| 0d.62

32 ” 62 ” | 0d.94| 0d.70| 0d.66| 0d.62| 0d.47| 0d.31

63 ” 93 ” | 0d.94| 0d.70| 0d.66| 0d.54| 0d.39| 0d.31

94 ” 124 ” | 0d.94| 0d.70| 0d.66| 0d.54| 0d.39| 0d.31

125 ” 186 ” | 0d.62| 0d.58| 0d.62| 0d.54| 0d.39| 0d.31

187 ” 248 ” | 0d.54| 0d.51| 0d.51| 0d.47| 0d.39| 0d.31

249 ” 310 ” | 0d.54| 0d.51| 0d.51| 0d.47| 0d.39| 0d.31

311 ” 372 ” | 0d.54| 0d.51| 0d.51| 0d.47| 0d.39| 0d.31

373 ” 435 ” | 0d.54| 0d.51| 0d.51| 0d.39| 0d.39| 0d.31

436 ” 497 ” | 0d.54| 0d.47| 0d.47| 0d.39| 0d.39| 0d.31

498 ” 559 ” | 0d.54| 0d.39| 0d.39| 0d.39| 0d.31| 0d.31

560 ” 621 ” | 0d.47| 0d.39| 0d.39| 0d.31| 0d.31| 0d.31

622 ” 683 ” | 0d.47| 0d.39| 0d.39| 0d.31| 0d.31| 0d.31

----------------+------+------+------+------+------+------

Classes A, B, C, D, E, F, apply generally to full truck loads only,

and for Classes I, II, III, IV, V, and VI. The minimum charge is

as for 40 kilos. (88 lbs.), fractions of 10 kilos. being charged

as 10 kilos. For consignments under 40 kilos. the rate charged is

25 cents. per 1,000 kilos. per kilometre, including terminals,

irrespective of distance, equal to 3d.92 per ton per mile; but

the charge so calculated must not exceed what would be charged

for 40 kilos. at the ordinary Class rates. The minimum charge for

consignments up to 40 kilos. is 25 cents. (2½d.), and above 40

kilos. 40 cents. (4d.), inclusive of loading and unloading and

station terminals.

Plated Goods, Quicksilver, Embroidery, Lace, Articles of Art

(Statues, Paintings, Bronze Figures) are charged at the highest

Class rates, plus 50 per cent.

Explosives, Inflammable and Dangerous Articles, for the conveyance

of which special precautions have to be taken, are charged the

highest Class rate plus 50 per cent.

* * * * *

BULKY GOODS, specified in the Classification, which do not weigh

200 kilos. (4 cwt.) per cubic metre (1.308 cubic yard), are charged

50 per cent. in addition to the ordinary Class rates. The carriage

so calculated must not, however, exceed the amount chargeable at a

computed weight of 200 kilos. per cubic metre.

* * * * *

PACKAGES OF EXTRAORDINARY SIZE OR WEIGHT.--The Class rates are

increased by 50 per cent. for packages weighing from 3 to 5 tons,

and by 100 per cent. for packages weighing over 5 tons, but not

exceeding 10 tons, with a minimum in the latter case of 25 cents.

per 1,000 kilos. per kilometre (3d.92 per ton per mile). Packages

which weigh over 10 tons, or the dimensions of which exceed those

of the ordinary rolling stock, are not carried except under special

contract.

The loading or unloading of packages weighing over 5 tons must be

performed by the sender or consignee respectively, and at their own

risk and expense at stations which are not provided with hoisting

gear.

* * * * *

TERMINALS.--The charges for the two services of loading and

unloading and station terminals are:--

---------------------------+--------------------+--------------------

| GOODS CARRIED IN |

| TRUCK LOADS. | IN LESS QUANTITIES.

+----------+---------+----------+---------

| Per 1000 | Per ton.| Per 1000 | Per ton.

| kilos. | | kilos. |

+----------+---------+----------+---------

| cts. | s. d. | cts. | s. d.

Loading at sending station | 30 | 0 3 | 40 | 0 4

| | | |

Unloading at destination | 30 | 0 3 | 40 | 0 4

| | | |

Station terminals at | | | |

sending station | 20 | 0 2 | 35 | 0 3¼

| | | |

Station terminals at | | | |

destination station | 20 | 0 2 | 35 | 0 3¼

+----------+---------+----------+---------

Per 1000 kilos. |fcs. 1·0 | 10d. |fcs. 1·50 | 1 2½

---------------------------+----------+---------+----------+---------

Fractions of 10 kilos. are charged as 10 kilos.

Full truck loads may be loaded or unloaded by sender and consignee

respectively at their option, risk and expense; in which case a

reduction is made in the terminal charges of 30 cents. per ton, for

each service, either loading or unloading. The station dues are

charged in any case, viz.: 20 cents. per ton at sending station, and

20 cents. at destination station.

If the traffic passes over different lines a further charge of 40

cents. per ton is made for transfer at the junction, which amount is

apportioned in equal proportions to the two Companies between which

the traffic is exchanged.

* * * * *

BOOKING.--A charge of 1d. is made for each consignment.

WEIGHING.--Goods, which at the request of sender or consignee have

to be weighed in addition to, and irrespective of the weighing by

the railway company for the purpose of calculating the carriage, are

subjected to a charge of 10 cents. (1d.) per 100 kilos. (2 cwt.)

or part thereof. If weighed over the weigh-bridge, the charge is

30 cents. (3d.) per ton with a minimum of frs. 1·50 (1s. 2½d.)

per truck or cart. If the re-weighing proves that an error in

the invoiced weight was committed by the railway company to the

prejudice of sender or consignee, the above charges are not made.

* * * * *

WAREHOUSING.--For the Warehousing of Goods, consigned to wait orders

at the station, the delivery of which for some cause or other is

not taken within 48 hours from the time the advice note is posted,

the following charges are made:--5 cents. (one halfpenny) per 100

kilos. (2 cwt.) or part of 100 kilos. per day for the first three

days after the expiration of the time fixed above, minimum charge 10

cents. (1d.), and for every subsequent day 10 cents. (1d.) per 100

kilos. or part of 100 kilos. per day.

Goods consigned to “domicile,” and which are not delivered in

consequence of consignee being absent or unknown or refusing to

accept delivery, are subject to the same warehouse charges, provided

an advice of the cause of the non-delivery is immediately addressed

by the railway company to the sender. In this case the company are

entitled to charge return cartage of the goods to the station.

The same warehouse charges are made at sending stations if the goods

for some cause or other cannot be despatched within 24 hours after

delivery to the station; besides which, the Railway Company can

decline to receive goods at their stations or quays unless they are

ready for immediate dispatch.

DEMURRAGE.--For truck loads, which may be loaded or unloaded by

sender and consignee respectively at their option, the following

regulations apply:--At sending stations the trucks must be loaded

within 24 hours from the time they are held at the disposal of

sender, after which 10 frs. (8s.) per truck per day is charged. At

destination stations, the trucks must be released during the day

following the date of the advice sent by the railway company to

consignee, provided such advice can be delivered before 5.30 p.m.

on the day it is sent, failing which one day more is allowed. After

the time allowed has elapsed, the railway company can at their

discretion unload the trucks, and make a charge of 30 cents. (3d.)

per ton, the goods unloaded being subject to the general regulations

and warehouse charges; or the goods may be allowed to remain in the

trucks and a charge made, after the stipulated time allowed, of 10

frs. (8s.) per truck per day. Sundays and fête days are not taken

into account in the time allowed for the loading or unloading of the

trucks.

* * * * *

CARRIAGES.--The rates charged for the conveyance of carriages are as

follows:--

Per carriage.

Per kilometre. Per mile.

Carriages with 2 or 4

wheels, and one seat in the

interior 0·25 cents. (3d.85.)

Carriages with 2 seats in

the interior, omnibuses, stage

coaches, &c. 0·32 ” (4d.94.)

Furniture vans empty are

charged at the rate of 0·20 ” (3d.08.)

If loaded, an additional charge is made of 14 cents.

per 1,000 kilos. per kilometre (2·16d. per ton per mile)

for the contents of the van.

HORSES AND CATTLE.--The following rates apply to the conveyance of

horses and cattle by goods train:--

Per head Per

Per kilometre. mile.

Oxen, cows, bulls, horses,

mules, donkeys, and ponies 10 cents. (1d.54.)

Calves and pigs 04 ” (0d.61.)

Sheep, ewes, lambs, and

goats 02 ” (0d.30.)

Drovers, who accompany the cattle, pay the

ordinary 3rd class fare.

Animals, the declared value of which is over

5,000 frs. (£200), are charged 50 per cent. in addition

to the ordinary rates.

In case of any accident the Company’s

liability is limited to 5,000 frs. (£200) per head,

unless a higher value is declared on the consignment

note.

Small animals such as Sucking Pigs, Cats, Rabbits,

&c., packed in crates or baskets, are charged at 1st

class rate calculated on double the actual weight.

Dogs, even if in crates, are carried by Passenger

Train only.

* * * * *

For Carriages, Horses, and Cattle the following terminals are

charged:--

Booking 10 cents. (1d.) per consignment.

Loading and unloading, for carriages, frs. 2

(1s. 7d.) each.

For Oxen, Cows, Bulls, Horses, Mules,

Donkeys, and Ponies, fr. 1 (10d.) each.

For Calves and Pigs, 40 cents. (4d.) each.

For Sheep, Lambs and Goats, 20 cents. (2d.)

each.

No charge is made for station dues.

For carriages, which for some cause or other are not taken delivery

of within 48 hours from the time of the advice being posted by the

Railway Company, a charge of fr. 1 (10d.), per carriage per day is

made for warehousing.

Cattle and horses, which cannot be delivered on arrival at the

destination, are fed and taken care of by the Railway Company at the

risk and expense of the Owner.

* * * * *

The time allowed for the conveyance of traffic by Goods Train on

French Railways is calculated at the rate of 24 hours for every

125 kilometres (77½ miles), or a fraction thereof. Any fraction

of and including 25 kilometres (15½ miles) in excess of this

distance (125 kilometres), is not taken into account. Thus 150

kilometres are calculated as 125 kilometres, as shewn hereafter.

-----------------------------+-------------+------------+--------------

| | |Total number

DISTANCES. | Time | Time | of days,

| allowed | allowed | station to

---------------+-------------+ for loading | for | station,

| | and | conveyance | exclusive of

Kilometres. | Miles. | dispatch. | by rail. | day of

| | | | delivery.

---------------+-------------+-------------+------------+--------------

| | Days. | Days. | Days.

1 to 150 =| 1 to 93 | 1 | 1 | 2

151 ” 275 =| 94 ” 170 | 1 | 2 | 3

276 ” 400 =| 171 ” 248 | 1 | 3 | 4

401 ” 525 =| 249 ” 326 | 1 | 4 | 5

526 ” 650 =| 327 ” 403 | 1 | 5 | 6

651 ” 775 =| 404 ” 481 | 1 | 6 | 7

776 ” 900 =| 482 ” 559 | 1 | 7 | 8

901 ” 1,025 =| 560 ” 637 | 1 | 8 | 9

1,026 ” 1,150 =| 638 ” 714 | 1 | 9 | 10

1,151 ” 1,275 =| 715 ” 792 | 1 | 10 | 11

1,276 ” 1,400 =| 793 ” 870 | 1 | 11 | 12

1,401 ” 1,525 =| 871 ” 947 | 1 | 12 | 13

1,526 ” 1,650 =| 948 ” 1,025 | 1 | 13 | 14

---------------+-------------+-------------+------------+--------------

For the conveyance of animals and goods paying the two highest class

rates to stations on the main lines, the time of transit is fixed as

follows:--

----------------------------+-------------+------------+--------------

| | | Total number

DISTANCES. | Time | Time | of days,

| allowed | allowed | station to

--------------+-------------+ for loading | for | station,

| | and | conveyance | exclusive of

Kilometres. | Miles. | dispatch. | by rail. | day of

| | | | delivery.

--------------+-------------+-------------+------------+--------------

| | Days. | Days. | Days.

1 to 200=| 1 to 124 | 1 | 1 | 2

201 ” 400=| 125 ” 248 | 1 | 2 | 3

401 ” 600=| 249 ” 372 | 1 | 3 | 4

601 ” 800=| 373 ” 497 | 1 | 4 | 5

801 ” 1,000=| 498 ” 621 | 1 | 5 | 6

1,001 ” 1,200=| 622 ” 745 | 1 | 6 | 7

1,201 ” 1,400=| 746 ” 869 | 1 | 7 | 8

1,400 ” 1,600=| 870 ” 994 | 1 | 8 | 9

1,601 ” 1,800=| 995 ” 1,118 | 1 | 9 | 10

--------------+-------------+-------------+------------+--------------

For traffic which has to pass from one line to another one day in

addition to the time specified above is allowed for transfer if the

transfer station is a joint station, and two days if the transfer

stations are apart from each other.[141]

[141] NOTE.--In converting Foreign money and distances into English

money and miles, the following have been taken, viz.:--

25 francs £1 1 mark 1s. 100 pfenning 1s. 1 florin 1s. 8d. 1

kilometre ·621 of a mile. 1,000 kilogrammes 2,200 lbs.

TOLL AND MAXIMUM RATE CLAUSES IN RAILWAY ACTS.

The following are illustrations of the Tolls and Rates which Railway

Companies have been authorised to charge in this country:--

Tolls authorised by the Stockton and Darlington Railway Act, 1821--1

and 2 Geo. IV., cap. 44, s. 62.

“And in consideration of the great Charge and Expense which the

said Company of Proprietors must incur and sustain in making

and maintaining the said Railways or Tramroads, and other

the works hereby authorised to be made and maintained: be it

further enacted, That it shall and may be lawful for the said

Company of Proprietors, from time to time, and at all Times

hereafter, to ask, demand, take, recover, and receive, to and

for the Use and Benefit of the said Company of Proprietors

for the Tonnage of all Goods, Wares, and Merchandise, and

other Things which shall be carried or conveyed upon the said

Railways or Tramroads, or upon any part thereof, the Rates,

Tolls, and Duties hereinafter mentioned: (that is to say),

“For all Limestone, Materials for the Repair of Turnpike Roads

or Highways, and all Dung, Compost, and all sorts of Manure,

except Lime, which shall be carried or conveyed upon the

said Railways or Tramroads, such sum as the said Company of

Proprietors shall from time to time direct or appoint, not

exceeding the Sum of Fourpence per Ton per Mile.

“For all Coal, Coke, Culm, Cinders, Stone, Marl, Sand, Lime,

Clay, Ironstone, and other Minerals, Building Stone, Pitching

and Paving Stone, Bricks, Tiles, Slates, and all gross and

unmanufactured Articles, and Building Materials, such sum

as the said Company of Proprietors shall from time to time

direct and appoint, not exceeding the Sum of Fourpence per

Ton per Mile.

“For all Lead in Pigs or Sheets, Bar Iron, Wagon Tire, Timber,

Staves, and Deals, and all other Goods, Commodities, Wares

and Merchandises, such Sum as the said Company of Proprietors

shall from time to time direct and appoint, not exceeding the

Sum of Sixpence per Ton per Mile.

“For all the Articles, Matters, and Things for which a Tonnage

is hereinbefore directed to be paid, which shall pass the

Inclined Planes upon the said Hail ways or Tramroads, such

Sum as the said Company of Proprietors shall appoint, not

exceeding the Sum of One Shilling per Ton.

“And for all Coal which shall be shipped on board of any vessel

or vessels in the Port of Stockton-upon-Tees aforesaid, _for

the purpose of exportation_, such Sum as the said Company

of Proprietors shall appoint, not exceeding the _Sum of One

Halfpenny per Ton per Mile_.”

By the Liverpool and Manchester Railway Act, 1826, that Company were

empowered to charge maximum rates for the whole distance, 31 miles 6

chains, viz.:--

“For all Lime, Limestone, and all sorts of Dung, Compost, and

Manure, and all materials for the repair of the public roads

and all Stone, Sand, Clay, Building, Pitching and Paving

Stones, Tiles and Slates, and also for all Timber, Staves and

Deals not exceeding Eight Shillings per Ton.

“For all Sugar, Corn, Grain and Flour, Dyewoods, Lead, Iron, and

other metals not exceeding Nine Shillings per Ton.

“For all Cotton and other Wool, Hides, Drugs, Groceries and,

manufactured goods not exceeding Eleven Shillings per Ton.

“For all Wines, Spirits, Vitriol, Glass, and other hazardous

goods not exceeding Fourteen Shillings per Ton.

“And for any distance short of the whole length, not exceeding

a rateable proportion of such several sums according to

distance.

“And for all Coals, Coke, Culm, Charcoal and Cinders carried

or conveyed along the same or any part thereof any sum not

exceeding Twopence Halfpenny per Ton per Mile.

“And for all Persons, Cattle and other Animals, such reasonable

charge as shall from time to time he determined by the said

Company.”

In 1835 the Toll Clauses sanctioned by Parliament were generally as

follows:--

Great Western Railway Act, 1835, 5 and 6 William IV., cap. 107, s.

164, 166, 167.

“And be it further enacted, That it shall be lawful for the

said Company to demand, receive, and recover, to and for the

Use and Benefit of the said Company, for the Tonnage of all

Articles, Matters and Things which shall be conveyed upon or

along the said Railway, any Rates or Tolls not exceeding the

following: (that is to say,)

“For all Dung, Compost, and all sorts of Manure, Lime, and

Limestone, and Salt, and all undressed materials for the

Repair of Public Roads or Highways, the Sum of One Penny per

Ton per mile;

“For all Coals, Coke, Culm, Charcoal, Cinders, Building,

Pitching, and Paving Stones Dressed, Bricks, Tiles, Slates,

Clay, Sand, Ironstone, Iron Ore, Pig, Bar, Rod, Hoop, Sheet,

and all other similar Descriptions of wrought Iron and

Castings not manufactured into utensils or other Articles of

Merchandise, the Sum of Three Halfpence per Ton per Mile;

“For all Sugar, Grain, Corn, Flour, Dyewoods, Earthenware,

Timber, Staves, and Deals, Metals (except Iron), Nails,

Anvils, Vices, and Chains, the Sum of Twopence per Ton per

Mile;

“For all Cotton and other Wools, Hides, Drugs, manufactured

Goods, and all other Wares, Merchandise, Articles, Matters,

or things, the Sum of Threepence per ton per Mile.

“And be it further enacted, That it shall be lawful for the said

Company, and they are hereby empowered to provide Locomotive

or Stationary Engines or other Power for the drawing or

propelling of any Articles, Matters, or Things, Persons,

Cattle, or Animals, upon the said Railway, and also along

and upon any other Railway communicating therewith, and to

receive, demand, and recover such Sums of Money for the Use

of such Engines or other Power as the said Company shall

think proper, in addition to the several other Rates, Tolls,

or Sums by this Act authorised to be taken.

“And be it further enacted, That it shall be lawful for the said

Company, and they are hereby authorised, if they shall think

proper, to use and Employ Locomotive Engines or other Moving

Power, and in Carriages or Wagons drawn or propelled thereby

to Convey upon the said Railway and also along and upon any

other Railway communicating therewith, all such Passengers,

Cattle and other Animals

Goods, Wares, and Merchandise, Articles, Matters and Things, as

shall be offered to them for that Purpose, and to make such

reasonable Charges for such Conveyance as they may from Time

to Time determine upon, in addition to the several Rates or

Tolls by this Act authorised to be taken: Provided always,

that it shall not be lawful for the said Company or for any

Person using the said Railway as carriers to charge for the

Conveyance of any Passenger upon the said Railway any greater

Sum than the Sum of Threepence Halfpenny per Mile, including

the Toll or Rate hereinbefore granted.”

By the Great Western Railway Company’s Act, 1847, the power of the

Company in regard to rates and charges was reduced and limited,

“For all Coals, Coke, Culm, Cannel, Ironstone, Iron Ore, Pig

Iron, Bar Iron, Rod Iron, Sheet Iron, Hoop Iron, Plates

of Iron, Slabs, Billets and Rolled Iron, Limestone, Lime,

Bricks, Salt, Sand, Fire-clay, Cinders, Slag and Stone, per

ton per mile One Halfpenny; and if conveyed in carriages

belonging to the Company an additional sum per ton per mile

not exceeding One Farthing.

“For all Dung, Compost, and all sorts of Manure, and all

undressed materials for the Repair of Public Roads or

Highways, Charcoal, Stones for building, pitching, and

paving, Tiles, Slates, and Clay (except Fire-clay), and for

Wrought Iron not otherwise specifically classified herein,

and for heavy Iron Castings, including Railway Chairs per

ton per mile, not exceeding One Penny; and if conveyed in

carriages belonging to the Company an additional sum per ton

per mile not exceeding One Farthing.

“For all Sugar, Grain, Corn, Flour, Hides, Dyewoods,

Earthenware, Timber, Staves, Deals and Metals (except Iron),

Nails, Anvils, Vices and Chains, and for light Iron Castings

per ton per mile Twopence; and if conveyed in carriages

belonging to the Company an additional sum per ton per mile

not exceeding One Halfpenny.

“For Cotton and other Wools, Drugs and Manufactured Goods, the

sum of Twopence Halfpenny per ton per mile; and if conveyed

in carriages belonging to the Company an additional sum per

ton per mile not exceeding One Halfpenny.

“For Fish and all other Wares, Merchandise, Articles, Matters

or Things, per ton per mile not exceeding Threepence; and if

conveyed in carriages belonging to the Company an additional

sum per ton per mile not exceeding One Halfpenny.

“And be it enacted, That the Toll which the Company may demand

for the use of Engines for propelling the Carriages of other

parties on the said Railways shall not exceed One Penny per

mile for each Passenger or Animal or for each Ton of Goods

or other Articles, in addition to the several other tolls or

sums by this Act authorised to be taken for the use of the

said Railways.

“And with respect to the conveyance of Goods, the maximum rates

of charge to be made by the Company for the conveyance

thereof along the said Railways, including the Tolls for

the use of the said Railways, and Wagons or Trucks, and

Locomotive Power, and every expense incidental to such

conveyance, except a reasonable sum for loading, covering

and unloading of Goods, and for Delivery and Collection,

and any other services incidental to the Business or Duty

of a Carrier, where such services or any of them are or is

performed by the Company, shall not exceed the following sums

(that is to say):--

“For every Horse, Mule, and other Beast of Draught or Burden,

Threepence per mile.

“For Horned Cattle, the sum of One Penny Three Farthings per

Head per Mile.

“For Calves, Pigs, Sheep and small Animals, One Halfpenny each

per Mile.

“For every Private Carriage, Fourpence per mile.

“For all Coal, Coke, Ironstone and other Articles hereinbefore

classed therewith, conveyed any distance not exceeding Fifty

Miles, the sum of One Penny and One-eighth per ton per mile;

and the sum of Seven-eighths of a Penny per Ton per Mile

for the whole distance travelled, if conveyed a Distance

exceeding Fifty Miles.

“For all Dung, Compost and other Articles hereinbefore classed

therewith, conveyed any distance not exceeding Fifteen miles,

the sum of One Penny Halfpenny per Ton per Mile, and the sum

of One Penny and One-eighth per Ton per Mile for the whole

distance travelled, if conveyed a distance exceeding Fifteen

Miles.

“For all Sugar, Grain, and other Articles hereinbefore

classified therewith, conveyed any distance not exceeding

fifty Miles, the Sum of Twopence Halfpenny per Ton per Mile,

and the Sum of Twopence per Ton per Mile for the whole

distance travelled, if conveyed a distance exceeding Fifty

Miles.

“For all Cotton and other Articles hereinbefore classified

therewith, conveyed any distance not exceeding Fifty Miles,

the Sum of Threepence per Ton per Mile; and the Sum of

Twopence Halfpenny per Ton per Mile for the whole distance

travelled, if conveyed a distance exceeding Fifty Miles.

“For Fish and all other Wares, Merchandise, Articles, Matters

and Things conveyed any distance not exceeding Fifty Miles,

the Sum of Threepence Halfpenny per Ton per Mile; and the

Sum of Threepence per Ton per Mile for the whole distance

travelled, if conveyed a distance exceeding Fifty Miles.”

By the Regulation of Railways Act, 1844 (7 and 8 Vic. cap. 85), the

Government were given the right, on certain conditions, to _revise_

the scale of Tolls, Rates and Charges as follows:--

“Be it enacted, by the Queen’s most excellent Majesty, by and

with the advice and consent of the Lords, spiritual and

temporal, and Commons in this Parliament assembled, and by

the authority of the same, That if at any time after the

end of twenty-one years from and after the first day of

January next, after the passing of any Act of the present,

or any future Session of Parliament for the construction of

any New Line of Passenger Railway, whether such New Line

be a Trunk, Branch, or Junction Line, and whether such New

Line be constructed by a New Company, incorporated for

the purpose, or by any existing Company, the clear annual

profits divisible upon the subscribed and paid-up Capital

Stock of the said Railway upon the average of the three then

last preceding years shall equal or exceed the rate of _Ten

Pounds_ for every _Hundred Pounds_ of such paid-up Capital

Stock, it shall be lawful for the Lords Commissioners of Her

Majesty’s Treasury, subject to the provisions hereinafter

contained, upon giving to the said Company three calendar

months’ notice in writing of their intention to do so, _to

revise the scale of tolls, fares and charges_, limited by

the Act or Acts relating to the said Railway, and to _fix

such new scale of tolls, fares and charges_, applicable to

such different classes and kinds of Passengers, Goods, and

other Traffic on such Railway as in the judgment of the said

Lords Commissioners, assuming the same quantities and kinds

of traffic to continue, shall be likely to reduce the said

divisible profits to the said rate of Ten Pounds in the

Hundred: provided always that no such revised scale shall

take effect, unless accompanied by a guarantee to subsist as

long as any such revised scale of tolls, fares, and charges

shall be in force, that the said divisible profits, in case

of any deficiency therein shall be annually made good to the

said rate of Ten Pounds for every Hundred Pounds of such

Capital Stock, provided also that such revised scale shall

not be again revised or such guarantee withdrawn otherwise

than with the consent of the Company for the further period

of twenty-one years.”

When the earlier Railway Acts were passed, Parliament provided that

the rates were to be charged equally throughout the railway.

The following is a copy of one of the Clauses that were inserted:--

“Provided always, and be it further enacted, that the aforesaid

rates and tolls to be taken by virtue of this Act shall at

all times be charged equally, and after the same rate per ton

per mile throughout the whole of the said Railway in respect

of the same description of articles, matters or things, and

that no reduction or advance in the said rates and tolls

shall, either directly or indirectly, be made partially or

in favour of or against any particular person or Company, or

be confined to any particular part of the said Railway, but

that every such reduction or advance of rates and tolls upon

any particular kind or description of articles, matters or

things, _shall extend to and take place throughout the whole

and every part of the said Railway_, upon, and in respect

of the same description of articles, matters and things

so reduced or advanced, and shall extend to all persons

whomsoever using the same or carrying the same description

of articles, matters and things thereon, anything to the

contrary thereof in anywise notwithstanding.”

In the year 1845, however, Parliament by a Public Act cancelled the

prohibition against differential rates by the following Clause.

“And whereas it is expedient that the Company should be enabled

to vary the tolls upon the Railway, _so as to accommodate

them to the circumstances of the traffic_, but that such

power of varying should not be used for the purpose of

prejudicing or favouring particular parties, or for the

purpose of collusively and unfairly creating a monopoly,

either in the hands of the Company or of particular parties;

it shall be lawful, therefore, for the Company, subject to

the provisions and limitations herein and in the special Act

contained, from time to time, to alter or vary the tolls by

the special Act authorised to be taken, _either upon the

whole or upon any particular portions of the Railway as

they shall think fit_: provided that all such tolls be at

all times charged equally to all persons and after the same

rate, whether per ton, per mile or otherwise, in respect of

all passengers, and of all goods or carriages of the same

description, and conveyed or propelled by a like carriage or

engine, passing only over the same portion of the line of

Railway under the same circumstances; and no reduction or

advance in any such tolls shall be made either directly or

indirectly in favour of or against any particular Company or

person travelling upon or using the Railway.”

By Clause 15 of the Railway and Canal Traffic Act of 1873, it was

provided that:--

“The Commissioners shall have power to hear and determine

any question or dispute which may arise with respect to

the terminal charges of any Railway Company, where such

charges have not been fixed by any Act of Parliament, and to

decide what is a reasonable sum to be paid to any Company

for loading and unloading, covering, collection, delivery

and other services of a like nature; any decision of the

Commissioners under this section shall be binding on all

Courts and in all legal proceedings whatsoever.”

* * * * *

RAILWAY RATES:

ENGLISH AND FOREIGN.

J. GRIERSON,

GENERAL MANAGER OF THE GREAT WESTERN RAILWAY.

SYNOPSIS OF CONTENTS.

INTRODUCTION.--The principle upon which Rates should

be based--Cost of Service--Equal Mileage Rates--Differential

Rates--Grouping, here and on the Continent--Differential

Rates on the Continent--The Interest of Consumers in

Rates--The real Basis of Rates--New Classification--Terminal

Charges--The Construction of Railways in England and

on the Continent--Working of English and Continental

Railways--Comparative facilities afforded by them--High Rates

and their effect on Trade--Proposals for fixing Rates by Railway

Commission--Conciliation Courts--Railway Amalgamation--Railways

and Canals--Conclusion--Appendices--Comparison between English and

Foreign Rates--Comparison of Railway receipts from Merchandise

and Mineral traffic--Tariffs and Conditions for the conveyance of

Merchandise traffic in Holland, Belgium, Germany and France--Toll

and maximum rate clauses in Railway Acts.

LONDON:

EDWARD STANFORD, 55, CHARING CROSS, S.W.

1886.

PRICE 5s.

* * * * *

OPINIONS OF THE PRESS.

“There may be a difference of opinion as to some of the conclusions

expressed in Mr. Grierson’s interesting book; there can be but one

opinion as to its value and its opportuneness.... The vast foreign

literature relating to railways, of which too little is known in

this country, has been made use of. Obviously, the volume is by

far the best statement of one side of the railway problem; it is

in every respect the clearest and ablest exposition of the railway

companies’ case.... To members of Parliament and others interested

in this subject the volume will be very valuable. It may not alter

their present opinions; but henceforth the subject must be discussed

with somewhat new arguments and in the light of new facts.... It

is enough to say that the book will probably be consulted by all

persons claiming a right to speak on these questions; that the

critics of railway administration in England will be ready to own

that they have profited by it; and that the case of the railway

companies has never before been stated so clearly, consecutively,

and reasonably.”--_Times, December 14th, 1886._

“To an economic question which yields to few in its pressing

importance, a valuable contribution has been made in a work by Mr.

Grierson, General Manager of the Great Western Railway Company,

entitled ‘Railway Rates: English and Foreign.’ (Edward Stanford.)....

Whether in regard to argument or statistics the volume is one which

no railway reformer can afford to neglect.”--_Daily Telegraph,

December 10th, 1886._

“Certainly no better contribution could be readily made from the

side of the Railways, so clear is the writing of this little book,

and so well arranged are the facts.... On the whole, the book will

no doubt serve its purpose of hastening a reasonable settlement.

The sooner the public understand that the point of view of the

directors is tenable, the sooner will the inevitable compromise be

sanctioned.”--_Daily News, December 15th, 1886._

“It would be an advantage if, before the question of railway rates

is again brought before Parliament, as it will be in the course

of next session, all who are to take part in its discussion would

read with care the case for the railway companies as it has been

presented by Mr. Grierson in the book now before us.... Mr. Grierson

writes with such an abundant knowledge of his subjects, and sets

forth so clearly the difficulties attending any attempt to regulate

rates, that no one who reads it intelligently can fail to rise from

the study of his book with a better understanding of the complex

problem with which it deals, and better able to assist in its

solution.... Of Mr. Grierson’s book as a whole, it may be said that,

although it is not a vindication of the railway companies, it shows

that, in the main, they are serving the country well, and abundantly

proves that any active interference by outside authorities in the

details of their management is far more likely to prove harmful than

beneficial.”--_Economist, 18th December, 1886._

“As the best that can be said on behalf of the Companies, this

volume is invaluable: it is the ablest statement of the case which

we have seen.... It is full of useful information, and by reason of

its facts, figures, and appendices, it is a volume which we cannot

too highly esteem.”--_Bullionist, 25th December, 1886._

“Mr. Grierson’s book on ‘Railway Rates: English and Foreign,’

cannot be regarded as other than a valuable contribution to a most

important subject. The book bristles with facts and figures, that

are of unquestionable interest.”--_Scotsman, December 20th, 1886._

The much vexed question of terminals, mileage and uniform rates,

differential and other charges in connection with railway management

are discussed from a thoroughly practical point of view, and the

facts and conclusions brought forward cannot but have a most

salutary effect in removing unfounded prejudice, and creating a

sounder public opinion with respect to the railways of the United

Kingdom.... The work now before us will, at all events, leave the

critics without excuse if they are not better informed on the

subject upon which they speak and write with such copious fluency

and limited knowledge.”--_Railway News, December 11th, 1886._

“In the mass of publications on the subject of railways, both

at home and abroad--the magnitude and character of which tend

to bewilder rather than enlighten--this book of Mr. Grierson’s,

although conceived in a spirit of defence simply, has developed into

a powerful instrument in the cause of justice--a careful compilation

of facts, many of which have hitherto been inaccessible, and an

exponent of opinions which cannot fail to carry weight, even though

it may be said that they emanate from an interested source. Such

is the wide survey which the author makes of the situation, that

although he disclaims any idea of removing the many misconceptions

in circulation, or of affording an answer to all the charges which

have been made against railway companies, he has taken a step which

will go far towards accomplishing both these objects.... We may

commend the work with its appendix to the careful reading of all

who are desirous of arriving at a sound and equitable solution of

the great railway problem, which at this moment is a matter of

importance and interest to all sections of society.”--_Railway

Times, December 18th, 1886._

“The publication of a volume entitled ‘Railway Rates: English

and Foreign,’ by Mr. J. Grierson, the General Manager of the

Great Western Railway, in which the case for the Railway

Companies is fully and ably stated, is a matter for genuine

satisfaction.”--_Manchester Guardian, December 21st, 1886._

“On all such points as terminal charges, high rates, and their

effect on trade, railway amalgamation, equal mileage rates, grouping

here and on the continent, Mr. Grierson’s volume will be found of

much value, while it will undoubtedly help to clear up certain

misconceptions, and ought to prevent the adoption of theories as to

the fixing of rates, which could only be injurious to trade, as well

as contribute to an equitable and satisfactory settlement of many

railway questions now much discussed.”--_Liverpool Mercury,

December 25th, 1886._

“Mr. J. Grierson, General Manager of the Great Western Railway,

has just rendered a really excellent service to the mercantile

community and to those outside that category--if there be any

such--who are interested in the question of railway rates and

charges and the numerous cognate subjects which evolve out of that

vastly important question.... To appreciate the work that the author

has accomplished, the book requires to be studied in its entirety,

especially by all who aim at thoroughly comprehending one of the

most important subjects of the day.”--_Glasgow Herald,

December 17th, 1886._

“Mr. Grierson’s book will be useful to all who desire to understand

what can be said in favour of the existing system,”--_Bristol

Evening News, December 10th, 1886._

“Under this title Mr. Grierson publishes an exhaustive, able and

dispassionate _resumé_ of all the conflicting statements, claims,

and interests verging round the much vexed question of Railway

Rates.... We have drawn freely on the materials which Mr Grierson

has so seasonably brought together, and we can only hope that the

many who take an interest in the question will thereby be tempted to

seek the further information at first hand.”--_Herapath’s Journal,

December 11th, 1886._

“No doubt he will fail to satisfy all who believe that the present

rates require revision, but he must convince every reasonable

person--everybody who is not blinded by ignorant prejudice--that

there is a great deal to be said on behalf of the railway

companies.”--_Figaro, December 25th, 1886._

“This is not an attempt to prove that all is for the best in the

best possible of railway systems; but simply to shew that some of

the charges brought against the companies are erroneous, others

exaggerated, and many of a contradictory character. We are further

reminded that the question of reform is extremely complicated, and

warned against that ‘vague, uninstructed notion’ that ‘something

must be done,’ which has been the bugbear of statesmen as well as

directors. Hasty legislation should the more be deprecated that

there is ‘a fashion in so-called railway reform’.... As to details,

Mr. Grierson certainly brings out a number of facts which make for

caution in drawing conclusions. Thus the figures quoted on pp.

144-48 seem to offer reasonable evidence that the exportation of

iron and coal is not prejudiced by the railway rates charged in

England as compared with those charged abroad.... Another fact to

be borne in mind: the average dividend on English railways amounts

to no more than 4·02 per cent., or two-fifths of the dividend which

in 1844 it was considered the railways should pay.”--_St. James’s

Gazette, January 1st, 1887._

“His figures have been procured from many sources at home and

abroad, and they are so handled as to afford very material support

to the case of the British Companies. As a defence of these

companies Mr. Grierson’s book is by far the best statement of

that side of the question which has appeared, consequently it is

entitled to respectful and serious consideration at the hands of

those who are not counted amongst the thick-and-thin partisans

of such companies as at present managed. In saying this, we do

not desire to convey the impression that Mr. Grierson’s facts and

figures represent solely _ex parte_ advocacy of the companies; on

the contrary, the book contains a large amount of information as to

foreign rates, which has not previously been succinctly presented to

English readers.”--_Ironmonger, December 26th, 1886._

“In his able and exhaustive work just issued Mr. Grierson has stated

the case for the companies completely, though concisely. He has,

in fact, produced a book which must take rank as an authority upon

the subject, and one with which it behoves everyone who pretends to

an opinion upon the matter to be well acquainted.... There are in

this book arguments which must be answered, and facts and figures

that will have to be faced by those who urgently call for measures

of railway reform and reduction of railway rates. The work, indeed,

though full is fair, and its publication should and will do much

towards settling a long-vexed question upon some reasonable terms

of compromise.”--_Liverpool Guardian Society’s Weekly Circular,

December 31st, 1886._

“The work which Mr. Grierson, the General Manager of the Great

Western Railway Company, has just published on railway rates is

a particularly able production, and its appearance now is very

opportune.... Mr. Grierson’s contribution to the discussion of the

question abounds in facts and arguments, stated with a clearness

and fairness which do much to prepossess the reader in favour of

the cause which is so ably and reasonably represented. Many people

will on reading this book obtain for the first time something like a

correct view of the position really taken up by Railway Companies,

and the arguments with which they are prepared to support it. Many

misconceptions will be removed, and the most energetic opponent of

the present policy of the Companies will feel that there are, at any

rate, two sides to many phases of the controversy.... On the whole a

strong case for the Railway Companies is made out.”--_British Trade

Journal, 1st January, 1887._

“The most effective contribution to the controversy that has yet

been made from the Railway Managers’ point of view, is a work on

‘Railway Rates, English and Foreign,’ by Mr. James Grierson, the

General Manager of the Great Western Railway, recently issued by

Mr. Stanford. Mr. Grierson, it is needless to say, is a skilled

exponent of official views, and he has fortified himself with an

immense mass of information drawn from Germany, France, Belgium and

Holland, which he marshals in the most effective manner possible,

with a view to rebutting the arguments of those who hold up the

continental systems as models for England to copy, or who contrast

continental railway rates with British rates to show under how much

more favourable conditions continental manufacturers work than

their competitors in England. It may be frankly confessed that Mr.

Grierson shows that no close comparison can with justice be made

between the charges upon railway systems that have been brought into

existence, and are worked under conditions differing widely in every

respect from those that have prevailed in England.... Mr. Grierson’s

comments and criticisms are weighty and practical, and in the matter

of differential rates and terminal charges, those who dissent from

his opinions will not find his arguments easy to meet.”--_Liverpool

Daily Post, 8th January, 1887._

“This is a very fine work by Mr. J. Grierson, General Manager of

the Great Western Railway. It is essentially a merchant’s and

shipowner’s book, and a copy of it should be in every counting

house. If such works were studied by merchants and merchants’

clerks a little more, a good deal of ignorance which prevails on

the subject of British and Foreign Railway rates would be cleared

away.... We cannot too highly commend this work to the mercantile

community.”--_Hull Times, 8th January, 1887._

“Now the public have the opportunity of hearing the Railway

Companies’ counsel. Mr. Grierson’s position enables him to back his

arguments with a copious array of facts.... On the _audi alteram

partem_ principle all the assailants of the present rates and

working should make it a point of duty to read what Mr. Grierson has

to say, for those who undertake to judge a righteous judgment it is

absolutely essential to be acquainted with his facts and references,

and even for those who prejudge, it is convenient to know what is

the line of defence.”--_Birmingham Daily Post, 7th January, 1887._

“Quite worthy of the position and traditions of the line he manages

is Mr. Grierson’s recent book on ‘Railway Rates, English and

Foreign,’ which from its admirable arrangement, lucid language

and courteous if vigorous tone of controversy, deserves to become

a commercial classic.”--_Birmingham Daily Gazette,

10th January, 1887._

“To an economic question which yields to few in its pressing

importance a valuable contribution has just been made by Mr.

Grierson, General Manager of the Great Western Railway, entitled

‘Railway Rates, English and Foreign.’”--_Wednesbury Herald,

18th December, 1886._

“Mr. Grierson now comes forward in a new character, the literary

champion of British Railway Companies in reply to the severe

criticisms on our own Railway Rates, in comparison with those

prevailing on the Continent.... He has said much and said it well;

and indeed he has shewn himself an able advocate for the great

interest he represents. The volume is a complete storehouse of facts

and figures.... He has clearly defined the lines of the controversy,

he has told with admirable effect what the Companies have to

say.”--_Weekly Bulletin, 25th December, 1886._

“Mr. Grierson’s contribution to the controversy respecting Railway

Rates is of a valuable character, stating the case on behalf

of the Companies plainly and clearly, and adducing very strong

arguments and a vast array of facts and figures in support of the

position they have taken up.... The subject of differential rates

is treated most exhaustively.... The question of Terminal Charges

is exhaustively discussed by Mr. Grierson.”--_Bristol Mercury,

8th January, 1887._

Mr. J. Grierson has written a most interesting defence of the

present system of Railway Management.... It is seldom that so

readable a work is issued on a subject so apparently dry.... There

are many other interesting features in this work, and none more

so than the comparisons of the workings of English and Foreign

Railways.”--_Bristol Times and Mirror, 6th January, 1887._

“I should advise all who can to obtain this little work and read

it. It is quite a text book of railway management, and I must say

that while I sat down to read it with a strong prejudice against

the railways, I found it had gone long before I had finished it.

It gives, in very fair style, that ‘_other side_’ which Englishmen

always like to hear.”--“_H. F. M. Farmer’s Column_,” _Bristol Times

and Mirror, 15th January, 1887._

“Mr. Grierson has done excellent service to the railway interest as

well as to the public, by the preparation of this very useful and

complete work.... The opinions expressed as to the principle upon

which railway rates should be based are indisputably sound.... For

more complete information and facts upon other matters of great

importance to the railway companies and the public generally,

we commend to our readers--notably to those who profess to be

dissatisfied with the present state of affairs--a careful study of

this work. Some chapters on the comparison of the working of English

and Continental railways are specially deserving of attention, and

the facts given are well calculated to remove much misapprehension

which appears to exist on the subject.”--_Railway Record,

15th December, 1886._

“Mr. James Grierson has laid the railway world under a deep

obligation by the publication of ‘Railway Rates, English and

Foreign.’ ... The facts and arguments, presented in clear, firm,

incisive language, cannot fail to impress, instruct, and interest

whoever this vast question in any way affects.”--_Railway Official

Gazette, January, 1887._

End of Project Gutenberg's Railway Rates: English and Foreign, by J. Grierson

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