CONTINENTAL BAILWAY INVESTIGATIONS.
-.f" _ . : .
R E P O R T S
TO THE
BOARD OF TRADE
ON
RAILWAYS IN BELGIUM,
FRANCE AND ITALY.
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1910.
CONTINENTAL RAILWAY INVESTIGATIONS.
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MWWST9., C C, REPORTS
TO THE
BOARD OF TRADE
ON
RAILWAYS IN BELGIUM,
FRANCE AND ITALY.
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PREFATORY NOTE.
The accompanying Reports on the Railway Systems of Belgium, France and
Italy were prepared in accordance with instructions issued by Committee C of the
Board of Trade Railway Conference that certain investigations should be made with
regard to continental railway conditions. The report on railways in Belgium was
»
prepared by Mr. Mervyn L. Chute ; that on railways in France by Mr. Nicholas S.
Reyntiens and Mr. Chute ; and that on railways in Italy by Mr. C. H. Pearson, then
of the Great Central Railway Company, and Mr. Reyntiens.
The first report of the series, dealing with German Railways, was published with
the Report of the Railway Conference (Cd. 4677), and a Report on the conditions
prevailing in Austria and Hungary, has since been issued as a separate Blue Book
(Cd. 4878).
The following Table gives the English equivalents of the measures, weights, and
côinage referred to in the Reports :—
1 metre
= 39*37 English inches.
1 kilometre (1,000 metres) ...
*62
55
mile.
1 square metre...
1*19
55
sq. yards.
1 hectare
= 2*47
5 5
acres.
1 kilogram
= 2*2
55
lbs.
1,000 kilograms (1 metric ton)
*98
55
ton.
1 franc (100 centimes)
= 9
55
coinage.
1 lira (100 centesimi) ...
= 9irf.
<w
55
55
Board of Trade,
January, 1910.
• • •
111
RAILWAYS IN BELGIUM, FRANCE AND
ITALY.
INDEX.
RAILWAYS IN BELGIUM.
Formation of the^ Railway System in Belgium.
Early History
Concessions
Reasons for purchase ...
Purchase of concessionised lines
Extent of State Lines ...
Railways worked by the Companies
Classification
System of Light Railways
Concessions.
Conventions
41 Cahier des charges
>»
Acquisition of Private Railways.
West Flanders Railways :—
Formation...
Motives for purchase
Law of purchase ...
Convention governing the purchase
Financial Assistance.
Guarantee of interest ...
Page.
1
1
1
2
2
2
3
3
3
5
10
10
10
11
15
Financial Results
18
Taxation
20
Tariffs.
General regulations ... ... ... ...
Special conditions
Annexes to General Regulations
General classification ...
General Tariff :—
Bases of the tariffs
Subsidiary charges
Special Tariff :—
Table of special tariffs ...
Combined rail and shipping rates
Ledger Accounts
Private Stations
Private sidings
Private wagons...
Weighing machines
General Remarks on the Goods Tariffs.
Competition
" Groupage"
Sufficiency of Rolling Stock
Insurance
Periods for delivery ...
Claims ...
Advice Notes ...
Export and import rates
(14712—4.) Wts. 13978—7221 & 21230—7293. 1000. 4/10. DAS.
21
36
47
48
49
51
52
54
55
55
57
58
58
59
59
59
60
60
60
61
61
a 2
iv
Passenger Tariffs.
Page.
General Regulations 6
Passengers' Luggage ... 61
... ... ... ... ... ... ... ... ..■ ... ... G3
... ... ... ... ... ... ... ... »>< ... ... 6*3
... ... ... ... ... ... . t î ... ... ... ... Gô
... ... ... ... ... ... ... ... ... ... 6*>
Passenger Fares
Season Tickets ...
Workmen's Tickets
Excursions
Train Services ...
Control Management and Staff.
Parliamentary Control
Railway Council
Organisation
Salaries :—
Salaries
xAnnual Staff list..
Promotion ...
Premiums
Allowances
Free passes
Uniforms
Luggage porters
Hours of work and rest
Pensions :—
Retiring Pensions
Light Railways.
History ...
Development ...
Present position
Gauere of lines ...
Waterways.
Extent ...
Ownership
Competition
Port of Antwerp
65
66
66
Administrative Control ... ... ... ... ... ... ... ... ... ... 66
67
67
68
69
69
70
72
74
75
Workmen's qualifications ... ... ... ... ... ... ... ... ... ... 75
76
r
i
Widows' and Orphans' Pensions 77
Workmen's Fund 78
... ... ... ... ... ... ... ... e« . ... ... 82
... ... ... ... ... ... i ' ■ ... ... ... ... 83
... ... ... ... ... ... ... ... ... ... ... 83
... ... ... ... ... ... ... ... b.. ... ... 84
Prospective development ... ... ... ... ... ... ... ... ... ... 84
Decree of the Institution of the National Society... ... ... ... ... ... ... 84
Statutes of the National Society ... ... ... ... ... ... ... ... ... 85
Administration... ... ... ... ... ... ... ... ... ... ... ... 88
Subscription of capital ... ... ... ... ... ... ... ... ... ... 88
Contributions to the capital ... ... ... ... ... ... ... ... ... ... 91
Concessions ••• ... ... ••• ... ... ... ... ... ... ... 92
" Cahier général des charges " .. 93
Regulations for working 96
Financial situation ... ... ... ... ... ... ... ... ... ... ... 98
Constructional expenses ... ... ... ... ... ... ... ... 99
Results of working ... ... ... ... ... ... ... ... ... ... ... 99
Method of working ... ... ... ... ... ... ... ... ... ... ... 100
Tariffs :—
Passenger tariffs regulations ... ... 100
Goods tariffs regulations... ... ... ... ... ... ... ... ... ... 101
Examples of passenger tariffs 102
Goods rates ... ... .. ... ... ... ... ... ... ... ... 105
Special tariffs :—
Classification... ... ... ... ... ... ... ... ... ... ... 109
Subsidiary charges ... ... ... ... ... ... ... ... ... ... 109
... ... ... ... ... ... ... ... ... ... ... 110
... ... ... ... ... ... ... ... ... ... ... i. « 110
... ... ... ... ... ... ... ... ... ... ... ... 110
Government policy ... ... ... ... ... ... ... ... ... ... ... 110
Rates ... ... ... ... ... ... ... ... ... ... ... ... ... 110
Antwerp barge traffic ..- ... ... ... ... ... ... ... ... ... ... Ill
Financial arrangements ... ... ... ... ... ... ... ... ... ... Ill
112
General Conclusions ... 112
V
RAILWAYS IN FRANCE.
Railways and the State.
Brief historical introduction
Classification ... ... ... ... ... ... ... ...
The "Grande" and " Petite Ceintures" of Paris
Concessions
Conventions (railways of general interest)
„ (Western Railway Company)
" Cahier des charges " ...
Conventions (railways of local interest) ...
Control exercised by the State over Railways
„ „ „ railways of general interest
„ „ „ railways of local interest
Acquisition of Private railways by the State
„ ,, railways of general interest
Financial Position
Financial Relations
„ „ (railways of general interest)
„ Subventions
„ Guarantee of Interest
„ Relations (railways of local interest) ...
Military organization ...
Taxation and public services economies
Railways and the Public.
Introductory note
General tariff " Grande vitesse "
Special tariff " Grande vitesse "
Special facilities
k Workmen's tickets
Reduced fare tickets ...
General tariff " Petite vitesse "
Special tariffs
Bases of the tariffs
Composition of rates ...
Consignments on one system only
„ „ including cartage charges...
Through rates
Export rates
Fixed rates ... ... ... ... ... ... ...
Division of Through rates ...
Private sidings
Private wagons
Inter-company competition
Competition with the waterways
Sheets ... ... ... ... ... ... ... ...
Packing regulations
" Groupage "
Advice notes
Ledger accounts
Weighing machines
Weighing of trucks
Tolls ... ... . j. ... . >. ... ... ...
Liability for loss and damage
Claims and rates
Complaints against railway companies
Period for transport ...
Speed of trains...
Railways and the Staff.
Classification
State system
Companies ... ... ... ...
„ salaries, premiums, fines, allowances ...
„ hours of work and rest ...
„ uniforms ...
„ conciliation boards
„ pensions
m
privileges ...
yî
RAILWAYS IN ITALY.
Page
Railways and the State.
History ... ... ... ... ... ... ... ... ... ... ... ... ... 219
Private lines ... ... ... ... ... ... ... ..." ... ... ... ... 220
Classification of lines ... ... ... ... ... ... ... ... ... ... 221
Concessions ♦ ... ... ... ... ... ... ... ... ... 221
Subsidies ... ... .. ... ... ... ... ... ... ... ... ... 221
Procedure for obtaining concessions ... ... ... ... ... ... ... ... 223
Sharing of profits by State ... ... ... ... ... ... ... ... ... ... 223
Purchase of lines ... ... ... ... ... ... ... ... ... ... ... 225
Leasing of railways ... ... ... ... ... ... ... ... ... ... ... 225
Administrative control ... ... ... ... ... ... ... ... ... ... 228
Executive control ... ... ... ... ... ... ... ... ... ... ... 229
Financial control ... ... ... ... ... ... ... ... ... ... ... 230
Control over private railways ... ... ... ... ... ... ... ... ... 230
Advisory councils ... ... ... ... ... ... ... ... ... ... ... 230
Railways and the Post ... ... ... ... ... ... ... ... ... 232
Taxes ... ... ... ... ... ... ... ... ... ... ... 232
Level crossings ... ... ... ... ... ... ... ... ... ... ... 232
General notes ... ... ... ... ... ... ... ... ... ... ... .. 232
Railways and the Public.
Goods tariffs ... ... ... ... ... ... ... ... ... ... ... ... 233
Rates on private lines... ... ... ... ... ... ... .. ... ... ... 235
Classification ... ... ... ... ... ... ... ... ... ... ... ... 235
Modifications in tariffs ... ... .. ... ... ... ... ... ... ... 236
Loading and unloading ... ... ... ... ... ... ... ... ... ... 240
Cranage ... ... ... ... ... ... ... ... ... ... ... ... ... 240
Time allowance for transit ... ... ... ... ... ... ... ... ... ... 240
Collection and delivery ... ... ... ... ... ... ... ... ... ... 241
Demurrage and warehousing... ... ... ... ... ... ... ... ... ... 242
Hire of sheets ... ... ... ... ... ... ... ... ... ... ... 243
Ordering of wagons ... ... ... ... ... ... ... ... ... ... ... 243
Weighing of goods ... ... ... ... ... ... ... ... ... ... ... 244
Tare of wagons... ... ... ... ... ... ... ... ... ... ... ... 245
Subsidiary charges ... ... ... ... ... ... ... ... ... ... ... 245
Packing regulations ... ... ... ... ... ... ... ... ... ... ... 245
Liability ... ... ... ... ... ... ... ... ... ... ... ... 245
Insurance ... ... ... ... ... ... ... ... ... ... ... ... 246
Penalty for exceeding time limit ... ... ... ... ... ... ... ... ... 246
Penalty for fraud ... ... ... ... ... ... ... ... ... ... ... 246
Claims ... ... ... ... ... ... ... ... ... ... ... ... ... 247
Export rates ... ... ... ... ... ... ... ... ... ... ... ... 248
Import rates ... ... ... ... ... ... ... ... ... ... ... ... 249
Returned empties ... ... ... ... ... ... ... ... ... ... ... 250
Experimental rates ... ... ... ... ... ... ... ... ... ... ... 250
Through rates ... ... ... ... ... ... ... ... ... ... ... ... 252
Rebates ... ... ... ... ... ... ... ... ... ... ... ... ... 252
Private sidings ... ... ... ... ... ... ... ... .... ... ... ... 253
Spediteurs ... ... ... ... ... ... ... ... ... ... ... ... 255
Interest in delivery ... ... ... ... ... ... ... ... ... ... ... 256
Alterations in tariffs ... ... ... ... ... ... ... ... ... ... ... 256
Credit accounts ... ... ... ... ... ... ... ... ... ... ... 256
Private wagons... ... ... ... ... ... ... ... ... ... ... ... 256
Competition ... 257
Nationalisation... ... ... ... ... ... ... ... ... ... ... ... 258
Passenger tariffs ... ... 260
Luggage charges ... 262
Return tickets 263
Circular tickets ... ... ... ... ... ... ... ... ... ... ... 263
Party tickets ... ... ... ... ... .. ... ... ... ... ... 264
Scholars'party tickets ... ... ... ... ... ... ... ... ... ... 265
Season tickets ... ... ... ... ... ... ... ... ... ... ... ... 266
\ Scholars' season tickets 269
^Workmen's tickets ... ... ... ... ... ... ... ... ... ... 269
Platform tickets ... ... ... ... ... ... ... ... ... ... ... 270
Excursion trains , 270
General notes . , ... ... 270
vil
Railways and the Staff.
Rates of pay 271
Locality allowance ... 271
Dwelling allowance ... ... ... ... ... ... ... ... ... ... ... 273
Hourly and kilometric allowance ... ... ... ... ... ... ... ... ... 274
Allowance for night duty 274
Travelling expenses 274
Subsidiary payments 275
Payment for working in malarial districts . ... ... 276
Bonus for satisfactory performance of duty ... 276
Payments for passing through tunnels 277
Hours of duty ... ... ... ... ... ... ... ... ... ... ... ... 277
Overtime 279
Privileges ... 279
Holidays ! 280
Uniform... ... ... ... ... ... ... ... ... ... ... ... ... 280
Entry into service 281
Pension funds ... ... 281
General notes ... ... ... ... ... ... ... ... ... ... ... ... 282
Conciliation Boards 282
RAILWAYS IN BELGIUM.
REPORT TO THE BOARD OF TRADE BY MR. MERYYN L. CHUTE.
FORMATION OF THE RAILWAY SYSTEM IN BELGIUM.
Early History.
The initial proposition for Railways in Belgium was made in 1832 for a line from
Antwerp to Liege, being the anticipated commencement of a line from Antwerp to
Cologne.
The development of the Railway System, however, dates from the year 1834, when,
on May 1st, a law was passed confirming the inauguration of a State constructed system
of railways.
The first section, that from Brussels to Malines, was opened to traffic in the following
year, and was subsequently extended to Antwerp, Verviers, and onwards to the Prussian
frontier, comprising in all 173 kilometres. From 1835 to 1840 the new lines were both
constructed and operated by the State, but an idea had arisen in the public mind that the
new mode of transit was altogether too costly to become general, or to allow of the
transport of heavy goods, owing to the competition of the waterways.
The low rates, rendered necessary as a matter of course, gave such unsatisfactory
financial results that, when the Government proposed fresh schemes of extension, the
Chambers refused to sanction a further outlay.
Thus an opportunity was given for private enterprise to carry on further
construction. ~
Concessions.
In granting concessions to private Companies the State followed one of two methods,
either :—
(a) the Company constructed the lines which were then operated by the
State, or :—
(b) both construction and operation were carried out by the Company.
In the latter case the Companies were naturally tempted to consider their own
advantage in preference to that of the nation, and by combining, were able to compete
actively with the old State lines.
Reasons for Purchase.
In addition to the foregoing considerations the fear that the Companies might come
under the control of foreign financiers induced the Belgian Government to enter upon the
policy of the acquisition of the railways, which has been consistently followed since the
year 1871.
This policy permits of a unification of tariffs and regulates such competition as exists
between the Railways and Waterways.
11712 A
formation of the railway system in belgium.
Purchase of Concessionised Lines.
• • •
• ft
• • •
• • •
• • •
• • •
• t •
• • •
• • •
a • •
• • •
• • •
Between the years 1857 and L900 the State has purchased 19 concessionised lines,
comprising the following
Mons to Manage
Luxembourg ...
Bassins-Houillers
Pepinster to Spa
Dendre-et-Waes
Lignes des Flandres ...
St. Grhislain to Erbisoeul
Anvers to the frontier
Marbehan to Yirton ...
Lierre to Turnhout
Anvers to Gand
Gand to Eecloo
Grand Central Beige
Liégeois - L im bourgeois
Siehem to Montaigu ...
Plateaux de Herve
Hesbay e - Condr oz
Liège-Limbourgeois to the Dutch frontier
Saint-Trond to Hasselt
In addition to these, the purchase of the West Flanders Railway was concluded on
the 1st of January, 1906.
• • i
« * §
• • •
• • •
• • •
t • «
• t •
1st January, 1857
1st January, 1873
1st January, 1871
16th September, 1872
1st May, 1876
1st January, 1878
16th September, 1879
1st July, 1880
15th March, 1881
1st March, 1882
1st January, 1896
1st January, 1897
1st January, 1897
1st January, 1896
1st July, 1898
7th September, 1897
1st January, 1900
1st January, 1899
1st July, 1900.
Extent of State Lines.
The following table shows the gradual extension year by year of the State system of
Railways. The last year, in addition to the total length of State lines, shows the length
of the recently acquired West Flanders Railway, which was purchased in 1906, but was
not taken over for State working until January, 1908.
- Table showing the Gradual Extension, Year by Year, of the
State System of Railways.
Mean length
Mean length
Mean length
Mean length
Mean length
Years.
of
lines.
Years.
of
lines.
Years.
of
lines.
Years.
of
lines.
Years.
of
lines.
Kilo¬
Kilo¬
Kilo¬
Kilo¬
Kilo¬
metres.
metres.
metres.
metres.
metres.
1835
13-5
1850
624-6
1865
749-2
1880
2,724*0
1895
3,298-8
1836
35-7
1851
624-6
1866
789-8
1881
2,869*5
1896
3,502-1
1837
90-8
1852
624-6
1867
862-7
1882
3,004-0
1897
3,991-6
1838
202-6
1853
631-4
1868
862-7
1883
3,074-1
1898
4,003-9
1839
273-3
1854
636*6
1869
862-7
1884
3,129-0
1899
4,039-9
1840
324-7
1855
652-4
1870
868-7
1885
3,173-1
1900
4,050-1
1841
340-5
1856
713-1
1871
1,422-2
1886
3,199-9
1901
4,048-5
1842
398-5
1857
744-6
1872
1,469-6
1887
3,216-6
1902
4,049-3
1843
485-5
1858
745-7
1873
1,871-1
1888
3,226-8
1903
4,053-0
1844
559-8
1859
745-7
1874
1,925-1
1889
3,235-4
1904
4,037-0
1845
559-8
1860
747-2
1875
1,966-5
1890
3,248-6
1905
4,047-5
1846
559-8
1861
748-6
1876
2,053-2
1891
3,269-4
1906
4,063-1
1847
569-6
1862
748-6
1877
2,144-7
1892
3,275-8
1907
/ 4,093-1*
1848
594-9
1863
748-6
1878
2,435-3
1893
3,278-7
\ 178-7f
1849
624-6
1864
748-6
1879
2,552-0
1894
3,288-6
* Represents figures exclusive of the West Flanders Company,
f West Flanders Company.
Railways worked by the Companies.
The extent of the lines worked by the companies calculated at the end of the year
1907 is given in the following table. In some cases the lines extend beyond the Belgian
frontier into France and Holland, also in reckoning these lengths the sections worked
jointly by more than one company are shown as being worked by each company
separately. At the end of the year 1907 the length of these joint sections amounted to
concessions.
88*370 kilometres, namely, 37*203 kilometres of double track and 51*167 kilometres
of single track :—
Year ending 31st December, 1907.
Length in Operation at end of Year.
Lines.
Total,
Belgium.
Foreign.
Per Line.
Per Company.
Chimay : Hastière to the frontier at Anor (France) ...
f Bruges to Conrtrai
j Courtrai to Poperinghe
West j Poperinghe to Hazebrouck (France)
Flanders * Ingelmunster to Deynze, via Thielt
Roulers to Ypres
„ Roulers to Menin
Gand to Terneuzen (Holland)
Hasselt to Maeseyck
Matines to Terneuzen (Holland) ...
( Charleroy to Erquelinnes
Nord j Mons to the frontier : at Hautmont (France)
Beige ] Namur to Liège
( Namur to Givet (France)
Taviers to Embresin
Termonde to Saint Nicolas
Kilo¬
metres.
59-868
52*046
43-511
5-933
25-438
22-030
15-012
26-488
40-567
43-900
30-801
15-890
72-634
46-301
9-433
21-146
Kilo¬
metres.
14-722
14-590
23-586
3-400
Kilo¬
metres.
52-0461
43-511
20-655 !
25-438
22-030
15-012 J
30-801 )
15-890 I
72-634 f
49-701 )
Kilo¬
metres.
59-868
178-692
41-078
40-567
67-486
169-026
9-433
21-146
J
Total length worked
530-998
56*298
587-296
It will be observed that the West Flanders Railway appears in both tables, since,
while belonging to the State, it was still being worked by the Company.
Classification.
From the foregoing remarks it will be apparent that the Belgium system of railways
may be divided into three categories :•—
(a) Lines constructed and worked by the State ;
(b) Lines constructed by Companies and worked by the State, which pays over a
portion of the receipts or a fixed sum by way of rent ; and
(c) Lines both constructed and worked by the Companies.
System of Light Railways.
Whilst the foregoing observations refer to the main system of railways constructed
writh a gauge of 1.435 metres and known as the " Chemins de fer à grande section," there
exists in Belgium a very extensive network of Light Railways called the " Chemins de
fer Vicinaux," which follow the course of roads, and are constructed with a general gauge
of 1 metre. Since their history and administration differ fundamentally from that of the
lines " à grande section," the consideration of the u Chemins de fer Vicinaux " will form
a separate section of the present report.
CONCESSIONS.
As has been seen, concessions were first granted to private enterprise for the
construction of railways in the year 1840, when, owing to the unsatisfactory financial
results shown by the existing State lines, the Chambers refused grants for the further
extension of State constructed lines.
In certain cases when granting concessions it was stipulated that the working should
be undertaken by the State, whilst in others the concession for both the construction and
working were granted.
Conventions.
The concessions were granted under conventions between the Minister of Public
Works and the Companies, ratified by Imperial Decree.
Attached to each Convention was a " Cahier des Charges " setting forth the
conditions regulating the construction and working of the line.
14712 A 2
4
convention
In the early days of the railways and during the granting of the earlier concessions
to private enterprise, there was no settled type of " Cahier des Charges," a new one being
drawn up for each concession.
The necessity for a general " Cahier des Charges " which should be made to apply
to all concessions was recognised, and a type was drawn up on the 20th of February,
1866, and attached to subsequent conventions for concessions, being occasionally modified
by special articles introduced into the Convention.
Appended is an example of a concession granted in 1868, including the special
convention and the " Cahier des Charges " type drawn up in 1866.
Concession for a railway branching from the line Namur to Arlon and running
towards the French frontier through or near the town of Yirton.
Convention.
Article 1. The concessionaire undertakes to construct the railway and operate it at his own
expense and risk under the clauses and conditions of the "-Cahier des charges " relating to the
construction and working of concessionised railways in Belgium, approved by the Minister of
Public Works on the 20th February, 1866. A copy of which "Cahier des charges" is attached
to the present convention, and is subject to additions and modifications introduced by the
hereinafter indicated provisions : The said railway to branch from the line from Namur to Arlon
and run towards the French frontier through or near the town of Yirton and to effect a junction
with the Eastern Railway of France, subject to the approval of the French Government.
The construction of the line between the frontier station and the French frontier shall not
be obligatory unless the French Government shall authorise the extension of the concessionised
line into French territory.
Article 2. -Unless by special authority from the Government the concessionaire is prohibited
from making over the concession which forms the subject of this present convention, to
amalgamate it with other concessions, or to lease or to concede the working of the railway.
Every convention, every contract for cession, amalgamation, leasing, operating, and in short
all conventions or contracts whatever which might have either the direct or indirect effect of
modifying the nature of this concession or of entrusting to third parties the fulfilment-of the
obligations entered into by the concessionaire, must be submitted for the approval of the Minister
of Public Works and may not be carried into effect until they have been so approved.
Article 3. The concessionaire shall bear the costs incurred by the appropriation and leasing
of the junction and sections of lines and offices to be rented from the Luxembourg Line at the
point where the concessionised line branches off therefrom.
Should the Luxembourg Company and the concessionaire not be able to agree on this point,
the latter shall have the right to establish at the point of departure of the concessionised line a
separate station connected by a track with the line of the Luxembourg Company.
Article 4. The conditions under which the two frontier sections to be eventually con¬
structed, the one on Belgian, the other on French territory, shall be linked, and the regulations
of International working, will form the subject of a convention to be concluded between the
Governments of Belgium and France.
Article 5. The concessionaire shall construct either at the frontier station, or at such other
point as the Government shall indicate, the necessary Custom House offices. He must conform
on all points to the conditions prescribed by the Government for the convenience of the Customs
service, and shall give free transport to the officials travelling on this service.
Article 6. The standards for gradients and curves shall be regulated in agreement with the
Chief Engineer of Bridges and Roads of the Province of Luxembourg ; the maximum gradient
is fixed at 16 millimetres per metre.
Article 7. The period within which the plan of the route and profile of the line must be
presented is fixed at six months.
Article 8. The line shall terminate at the frontier station, and shall be ready for traffic
within the period of 18 months dating from the approval of the plans.
At the same time, for that portion between Yirton and the frontier station, the above-
mentioned period may be extended by a year should the French Government delay in granting
the concession for the extension of the line to join the Eastern Railway of France.
Constructional works on the section to the French Frontier, with the extension to be
eventually constructed on French territory, must be completed by the date which shall be fixed
by the International Convention mentioned in Article 4.
Article 9. To indemnify himself for the expense in carrying out the clauses of the present
convention and the annexed " cahier des charges," and on the express condition that he fulfils
his contract, the Concessionaire shall be entitled to charge rates calculated on the same basis as
those on the Luxembourg Railway for a term of 90 years, which shall commence from the date
of the opening of the line to traffic.
Through rates, which are mentioned in Article 37 of the " cahier des charges," shall be
calculated on the basis of the same tariffs on the Luxembourg Railway.
Article 10. The annual charges for inspection of works of this line under the terms of
Article 28 of the "cahier des charges " are fixed as follows :—
1. 1,500 francs during construction ;
2. 500 francs during working.
Article 11. If the Government authorises the Concessionaire to form a company, the capital
for the construction, appliances and rolling stock, necessary for the working of the line, may not
exceed 180,000 francs per kilometre, if raised by the issue of shares.
If the capital is found by the issue of both shares and debentures, the share capital shall be
90,000 francs per kilometre, and the amount to be set aside annually for interest and paying off
the debentures which shall be eventually issued to complete the capital may not exceed
5,800 francs per kilometre.
"cahier des charges."
Article 12. After the first 15 years have elapsed the Government shall have the right to
purchase the concession at any time.
In order to fix the price of purchase a return shall be made by the Concessionaire of the net
annual receipts for the last seven years, from this shall be deducted the net receipts of the two
worst years, and the average receipts of the remaining five years shall be the amount of the
annuity which shall be paid to the Concessionaire for each of the years until the termination of
the concession.
If the purchase takes place before the expiration of the 25th year of working this annuity
shall be increased by a premium of 10 per cent.
In any case the amount of the annuity shall not be less than the net receipts of the last
seven years.
Should the Concessionaire request it, the State must take over the rolling stock and
appliances at expert valuation.
Article 13. To assure that the conditions laid down in this present convention are properly
carried out, the Concessionaire has paid over as caution money the sum of two hundred and fifty
thousand francs which amount will be repaid as laid down in Article 18 of the " cahier des
charges."
Article 14. Following the Law of the 1st of December, 1866, the Government guarantees
to the Concessionaire for a term of fifty years as a minimum interest, the sum of two hundred
and seventy-five thousand francs per annum, on that portion of the line which traverses Belgian
territory.
This guarantee will be paid to the Concessionaire or the Company formed for the purpose of
working the line, when the whole line is actually opened to traffic.
Should the section between the Luxembourg line and Yirton be opened for traffic before the
whole line, a proportionate guarantee shall be paid according to the length.
Article 15. A return shewing the gross receipts and working expenses shall be drawn up
jointly by the Government and the Concessionaire on the 31st of December of each year. The
Minister of Public Works shall débide on the items to be taken to account by the Concessionaire.
The Government shall have the right to examine at all times the books of the Company and
to verify the items which have been carried to the accounts of the gross receipts and expenses
respectively.
The working expenses shall not include the outlay for new construction and enlargement of
buildings, completion of line, extension of stations and tracks, increase in plant and the laying of
a second track ; in a word, any increase in plant and rolling stock, extension of stations, line,
constructional work and plant.
Article 16. The Government shall pay over the interest when the accounts of the working
expenses and receipts have been audited and certified. At the end of the first quarter of each
year the Government shall pay a sum on account of which it shall fix the amount.
It is expressly laid down that whatever may be the results shown in this account, the State
shall not under any circumstances pay an annual sum exceeding 275,000 francs by way of
guarantee.
Article 17. When the net profit from working exceeds 380,000 francs, the surplus shall be
paid into the Treasury to repay the sums advanced by the State as guaranteed interest in
previous years.
Article 18. The Minister of Public Works shall accept under Royal sanction, the conditions
and obligations set forth in this present convention.
" Cahier des Charges."
The " Cahier des Charges " governing the Construction and working of Railways
in Belgium for which concessions are granted.
Article 1. Each concession for a railway shall form the subject of a special convention and
shall be subjected to the general conditions hereafter laid down in so far as these shall not be
modified by the Articles of the Convention.
The latter shall determine the general direction of the line, the necessary points to be
touched, the maximum and minimum gradients, the period for the completion of the work, the
amount of security, the rate of charges to be paid for the cost of supervision during the con¬
struction and the working of the line respectively, as well as the duration and the conditions of
purchase of the concession or the taking over of the working of the line by the State, and those
relating to the appropriation and leasing of stations, sections of line and offices belonging to the
the State system or other Companies' lines.
Article 2. Lays down the rules to be followed when drawing up all plans for the approval
of the Minister of Public Works.
Article 3. Sets forth the regulations concerning the construction, equipment, stations and
offices and the ground plans of all properties whether built on or not, which it will be necessary
to acquire. Also maps of the district indicating the position of the constructional works, and
showing level crossings, watercourses, roads and highways.
Article 4. Before approving the plans submitted, the Minister of Public Works may
institute, at the cost of the Concessionaire, such examination of the plans as he may consider
necessary. He may also introduce such modifications in the plans as he may deem advisable,
so long as such modifications are not in opposition to the clauses and conditions of the special
convention of concession or of the present " cahier des charges."
He may indicate the points at which stations and stopping places shall be established.
The Concessionaire may not depart from the approved plans without the special permission
of the Minister of Public Works.
Before commencing the actual works of construction, the Concessionaire must deposit with
the Department of Public Works two duplicate copies of the plans which have received
Ministerial sanction.
Article 5. Lays down the regulations for the measurement of curves and the positions of
stations and viaducts relative thereto.
6
" CAHIER DES CHARGES."
Article 6. The Railway shall be constructed with double track.
Nevertheless, between stations and halts, a single line may at first be laid, provided that
crossing stations shall be constructed at those points where they may be deemed necessary by
the Department of Public Works.
In any case sufficient ground must be acquired and the necessary construction must be
carried out for the ultimate laying of the two tracks.
The Concessionaire must lay the second track either over the whole line or over those
portions which may be indicated to him, when the single track may be declared insufficient by
the Department of Public Works.
In cases where the Government grants a concession for a single line railway, crossing
stations shall be established wherever they may be considered necessary.
The Concessionaire in every case possesses the right to acquire the land necessary for the
laying of a second track by means of expropriation.
The distance apart of the rails shall be exactly the same as the gauge of the State Railways.
In the sections with double lines, the wTidth between the tracks shall be at least 2 metres.
This width shall be increased at stations and halts as the Department of Public Works
may direct.
Clauses 7 to 16 of this article lay down the regulations in detail for the width and depth of
the ballast, ditches, trenches, and the slope of the embankments, &c.
Article 7. Prohibits the Concessionaire from interfering with the course of streams, roads,
and any other means of public communication, except where it may be considered unavoidable
by the Department of Public Works.
When crossing roads and highways, the railway company must construct bridges or tunnels
when possible.
Clauses 4 to the end of this article deal with the fencing of the line, the width of viaducts,
the width of roads and pavements passing under such viaducts, the height of bridges, refuge
niches in tunnels, measurements of masonry in tunnels and the testing of bridges, at the expense
of the Concessionaire. #
Article 8. The Railway shall be equipped with all the necessary buildings, offices, &c. for
ensuring regularity of working and public safety.
Clauses 2, 3, and 4, enumerate the necessary buildings, equipment, and plant both within
and outside stations and halts.
Article 9. This article deals with the size and construction of ticket and other offices,
waiting rooms, shelters, &c., also staff houses and accommodation to be provided at level crossings.
Article 10. Throughout the period of concession the Department of Public Works reserves
to itself the right of requiring the concessionaire to carry out, or to cause to be carried out at
his expense, such modifications or changes in the existing construction or any new construction as
experience may show to be necessary for the public safety and efficient working.
Article 11. Deals with the quality of the materials to be used, the weight of rails, sleepers,
ballast, &c.
Article 12. Regulates the general construction of locomotives, tenders, carriages and wagons
all of which must be so constructed that they may pass over the State lines and form portions
of its trains.
Article 13. Contains provisions for the length and accommodation to be provided at stations
and halts.
Article 14. The acquisition of property whether built upon or not, necessary for construc¬
tional works and the occupation of ground required for the extraction, transport and deposit of
earth and materials, shall be at the expense of the Concessionaire, and if necessary shall be in
conformity with the laws in force dealing with the expropriation of land for public purposes.
Unless authorised by the Minister of Public Works the Concessionaire is expressly prohibited
from making conditions in the deeds of purchase which would be prejudicial to the working of
the railway or to the public interest in general, and particularly from agreeing to any form of
service to the benefit of the vendor.
Article 15. Contains regulations concerning quarrying and woodfelling operations.
Article 16. The Concessionaire shall bear all expenditure arising from the construction,
upkeep, working, preservation and repair of the railway.
Artice 17. Works connected with the Concessionized railway must be completed within the
term decreed by the special convention of concession.
Article 18. A deposit, of which the special act of concession shall specify the amount, shall
be made by the Concessionaire and shall remain as a guarantee of the fulfilment of his engage¬
ments. Three-fifths of such deposit shall be repaid to the Concessionaire at three equal periods,
when it shall have been duly ascertained that land has been acquired or works executed up to
twice the value of the sum to be repaid.
The two remaining fifths shall be retained both as a guarantee of the fulfilment of all the
obligations incumbent on the Concessionaire and to be utilised, eventually, to pay off official
expenses debited to him, until it has been duly ascertained that all works connected with the
first establishment have been entirely completed, that they have been carried out in conformity
with the clauses and conditions of the special convention of concession and of the present
"cahier des charges," and that the Railway has been provided with all necessary equipment for
efficient and safe working.
Article 19. The Concessionaire shall be deprived of his right if the clauses and conditions
of the special convention of concession and of the present " cahier des charges " have not been
fulfilled concerning the time limits respectively decreed ; unless these periods have been
prolonged by the Government, in which case the Concessionaire will only be deprived of his
right in the event of his having failed to fulfil his obligations as regards the substituted
time limits.
Article 20. In the case of deprivation of right, an auction of the contract for the completion
of the work shall take place, both under the clauses of the special convention and of the present
" cahier des charges," and also according to valuation of the already completed works, materials
" CAHIEK DES CHARGES."
7
provided, ground purchased, and of sections of the railway already in operation with the
stores thereof.
The contract shall be assigned to the bidder tendering the highest figure for the articles
comprised in the valuation ; the Concessionaire must be satisfied with the amount produced by
the auction, even in the event of this being less than the valuation, and he may not raise any
claim or pretension on any excuse whatever ; moreover, that portion of the deposit made by the
late Concessionaire which has not been repaid or disposed of shall be definitely retained by way
of fine, and the contract shall only be granted on the deposit of a new security, equal to the
portion of that made by the evicted Concessionaire which is still in hand at the time of his
deprivation of right.
Should the first auction prove ineffective, a second shall be arranged on the same lines in the
course of the year, and if the latter is equally ineffective, the works already executed, materials
provided, ground purchased, sections of the railway already in operation with the stores thereof,
and that portion of the deposit not already paid back or disposed of, shall pass to the State
without any indemnity, and the Government may dispose of it as may be deemed advisable, the
Concessionaire being irrevocably deprived of all his rights thereto.
Article 21. Articles 19 and 20 shall not be applicable if the Concessionaire can substantiate
the claim that the delay in the completion, or the cessation of works, is the result of circum¬
stances or events of " force majeure," duly proved.
Article 22. Before opening to traffic any portion of the line the Concessionaire must submit
for the approval of the Department of Public Works :— " .
1. An order setting forth, together with the bye-laws, all the rules and regulations
necessary for the efficient and safe operation of the railway ;
2. A tariff of the rates of transport of all kinds from station to station ;
3. A pamphlet containing the conditions of transport.
The Department of Public Works shall make any changes and additions which it shall
judge to be necessary for the safe and efficient working of the railway, and these modifications
shall be binding on the Concessionaire.
Article 23. The Department of Public Works may decree that there be three passenger
trains per day in each direction on each section of the line. It reserves to itself the right to fix
the hours of departure and arrival of these trains, so as to connect with trains on other lines.
Article 24. The police regulations and laws in force on the State system apply to the
concessionised railway.
Article 25. During the whole period of concession, the Concessionaire must preserve and
maintain the railway, including all dépendances and plant, in efficient working order.
If the Concessionaire delays in acceding to the representations made to him on this matter,
the Department of Public Works may make suitable provisions, and in this case shall have the
right of appropriating all the receipts necessary to cover all the works carried out and plant
supplied, plus one-tenth for damages.
Should the Concessionaire suspend the operation of the line, the Department of Public Works
has the right to provide for the working, and to take over the plant. If within three months
after the Department of Public Works has found it necessary to provide for the operation of the
railway, the Concessionaire shall not have satisfactorily proved that he is in a position to continue
the working, or if he has not already taken if over, he shall be deprived of his rights according
to Article 19.
Article 26. The Concessionaire shall have the sole right of selecting Jand appointing the
officials necessary for directing and supervising the construction and maintenance works, as well
as those required for the working of the line and collecting and controlling dues.
Article 27. Deals with the staff for the policing of the line.
Article 28. The Department of Public Works shall supervise, by means of its officials, the
carrying out of all works, whether of the first establishment or of maintenance and traffic ; this
supervision shall be exercised at the expense of the Concessionaire. For this purpose the latter
shall pay annually, per kilometre of line conceded to him :—
1. A sum payable during the first quarter of each year, during the whole period of
construction, dating from the decree of concession.
2. A sum payable during the first quarter of each year during the whole period of working
the railway, and commencing from the 1st of January of the year following that
in which the whole line shall have been opened to traffic.
The Concessionaire shall place at the disposal of the Government agents who have charge of
the supervision of the works of construction, workmen, instruments, and any other necessaries
for this purpose.
Article 29. The supervision to be exercised by the Department of Public Works as set forth
in the preceding article, being for the sole object of preventing the Concessionaire from avoiding
his obligations, is wholly in the public interests, and in consequence must give rise to no
expenditure on the part of the State.
Article 30. The Department of Public Works shall have the power to examine the condition
of the line as well as the plant and stock whenever it may be deemed desirable. For this purpose
the officers of the Public Works Department, appointed to this duty, shall have access at all times
to the stations and halts, as well as to the whole length of the line, and shall also be carried free
in the public trains. The officials under the Concessionaire must give their assistance on every
occasion when required.
Article 31. If, during the carrying on of constructional works and even after their com¬
pletion, it shall be discovered that buildings and works do not conform to recognised rules
and to the clauses and conditions of the special convention of concession and the present
"cahier des charges" the Department of Public Works may have them pulled down and
reconstructed, either entirely or in part, at the expense of the Concessionaire, should the latter
fail to have pulled them down and reconstructed on his own account at the firbt intimation
from the Government.
" CAHIER DES CHARGES."
Article 32. The Public Works Department shall have the right to stop the construction of
any works for which the plans have not been approved.
The Concessionaire shall not hinder or impede traffic on the roads, highways, railways, or
waterways, unless with formal authorisation of the State Official entrusted with the supervision
of the work.
Under no circumstances shall he obstruct the waterways.
If necessary he shall construct means of communication or temporary water channels under
the instructions of the Department of Public Works,' which reserves the right of taking all the
necessary measures to ensure the free flow of waters and unobstructed traffic in roads, highways,
canals, &c., crossed or skirted by the railway, officially and at the expense of the Concessionaire.
Article 33. Deals with plans and valuations to be prepared by the Concessionaire and
deposited in the Archives of the Department.
Article 34. In order to recoup himself for the works which he undertakes to perform, and
the expenses which he contracts to bear, in carrying out the clauses and conditions of the present
" cahier des charges," and on the express condition that he shall exactly fulfil all the terms of
his contract, the Concessionaire may levy charges fixed on the bases hereinafter set forth, for his
own profit and during the period named in the special convention of concession.
Article 35. The period referred to in the foregoing article shall commence at the termination
of the time fixed by the special article of convention for the completion and commencing of the
traffic of the railway, whatever may be the actual date at which the line has been put into
operation either in part or wholly.
Should an extension of time be granted, the length of the concession shall only be considered
to commence from the end of this extension.
Article 36. The tariff mentioned in Article 34 shall be established on the same bases as those
of the State railways, in force at the time when the convention of concession is passed.
Article 37. The through rates which the Concessionaire may make with the State railways
or other Companies' lines shall be fixed for all classes of tariffs on the bases of those in use on
the State lines, which are in force at the time of the passing of the special convention of
concession, without increasing the fixed or subsidiary charges and according to the distance from
the point of departure to that of arrival.
Article 38. For the charges fixed by the above Articles, and save under the exceptional
conditions mentioned in the preceding and following Articles, the Concessionaire contracts to
transport efficiently without favour and at his own expense all description of goods, passengers,
passengers' luggage, carriages, horses and cattle, stock and valuables which shall be entrusted
to him.
Article 39. The Concessionaire may transport all description of freight at lower rates than
those agreed upon with the Department of Public Works, provided that such rates are made
applicable without exception to all parties who require them.
This reduction of rates may not be put into practice without the consent of the Minister of
Public Works, and on condition that the public is notified two weeks in advance, by means of
notices placed in the waiting rooms of the stations and halts, and by advertisement in the
newspapers.
The Department of Public Works has the right of determining the newspapers in which
these advertisements shall appear.
Should the Concessionaire convey certain goods at lower rates than those previously agreed
upon with the Department of Public Works without fulfilling one or other of the above-
mentioned conditions, the Minister of Public Works may apply the reduced rates to all goods in
the class of the tariff, and as in the case of reductions made by the Department of Public Works,
the rates thus lowered may not be subsequently raised except by special authority from that
Department, and on condition that the public is notified at least one month in advance by means
of notices and advertisements as set forth above.
Article 40. The Concessionaire must carry voters at the reduced fares granted by the
Government and must run trains to and from the required station as directed by the Department
of Public Works.
Article 41. Soldiers travelling in parties or singly shall be conveyed with their horses and
baggage at the fares in force on the State railways and under similar conditions.
Article 42. Should the Government require troops or military equipment to be conveyed to
a point served by the railway, the Concessionaire is bound to place at its immediate disposal all
the means of transport at half rates.
Article 43. At any time that the Department and Public Works may require the despatch of
a special train apart from the ordinary day or night service, the order must be immediately
obeyed.
The terms shall be mutually agreed upon by the Government and the Concessionaire either
privately or on expert advice.
Article 44. When required the Concessionaire must attach cell compartments for prisoners
to the ordinary trains.
Public servants, warders, police and prisoners travelling in these compartments must be
carried free.
Article 45. The Concessionaire shall convey free of charge on all trains, the postal vans,
letters, parcels, and other matter, with the postal employees.
A second-class compartment on all trains, where there is no special van, must be placed at
the disposal of the postal employees.
Article 46. The Concessionaire must grant a free site for the erection of offices at each point
on the line selected by the postal administration.
Until the completion of these offices the Concessionaire must grant, free of charge, a
convenient place for the provisional carrying on of the postal service, if the number and size of
the existing buildings permit. The Department of Public Works may set up all apparatus
necessary for the transfer of mails without stoppage of trains at its own expense and without
payment to the Concessionaire, on condition that such apparatus shall not interfere with the
" CAHIEE DES CHAKGES."
9
traffic on the line or the stations and stopping places. The Concessionaire must admit all postal
officials in the execution of their duty to the stations at all times.
Article 47. Deals with the upkeep of telegraph wires along the line, and lays down
regulations for the use of the apparatus which belongs to the State. All telegraphic appliances
and employees shall be carried free.
Article 48. After hearing the Concessionaire, the Department of Public Works may
authorise the construction of sidings to stations, and private sidings.
The construction and working of these lines and private sidings shall be subject to the same
conditions as obtained on the State System.
Article 49. The Government may authorise the construction of lines to or from the
concessionised railway without the Concessionaire being able to raise any claim whatever for
damages caused by the establishment of these lines.
Article 50. The Department of Public Works may give permission for rolling stock belonging
to other lines to travel over the concessionised railway and vice versâ.
The sum to be paid for these rights shall be fixed on the basis agreed upon by the State lines
for through traffic.
Article 51. The Government may also authorise the construction of canals, roads, railways,
or other means of communication, either in the districts traversed by the line, or elsewhere, during
the whole period of concession, without any claim whatever being made by the Concessionaire
under this head.
Article 52. In the event of the Government authorising the construction of roads, railways,
canals, &c. crossing the line of the concessionised railway, the Concessionaire may not offer any
obstruction nor make any claim under this head, unless it be for the eventual increase in main¬
tenance expenditure ; the Government undertakes all constructional works either permanent or
temporary to insure that the working of the railway be neither obstructed nor hindered, with¬
out charge to the Concessionaire.
The Concessionaire, however, remains responsible for the payment of salaries of gate keepers
in charge of the crossings which shall be established by the State, the Province, or the Commune,
in consequence of the construction of roads or other new means of communication or in
consequence of the alterations of those which already exist.
Article 53. The Government may make such alterations as may be deemed advisable in the
Customs tariff, gate tolls and dues, both on existing means of communication and on those which
may be constructed during the period of the concession, without the Concessionaire having the
right to make any claim.
Article 54. Should the Government deem it necessary for National Defence, the Concession¬
aire is bound at the first notification from the military authorities to remove or destroyiany portion
of the railway, and in urgent cases the same authority may itself remove or destroy such portion
at the charge of the Concessionaire without any claim for damage being allowed.
Article 55. No toll may be established on the concessionised railway for the benefit of the
State, a Province or one or more Communes.
Article 56. At the date of the expiry of the concession, the railway and appurtenances must
be in perfect repair, and to this end without prejudice to the conditions of Article 25, the Depart¬
ment of Public Works may appropriate the receipts for placing the line and appurtenances in a
proper state of repair should the Concessionaire during the last five years of his contract fail to
fulfil all the terms of his agreement.
Article 57. From the date of the expiry of the concession the Department of Public Works
shall be invested with all the rights of the Concessionaire and shall enter into immediate possess
sion of the line and plant. The price of the plant at expert valuation shall be paid over to the
Concessionaire.
Article 58. In no case shall the Concessionaire be able to plead " force majeure " unless
within thirty days following on the incidents or circumstances which caused the damage, he shall
have given notice of these to the Department of Public Works. In the same way any damage
attributed by the Concessionaire to the agency of the Department of Public Works or its
employees shall not form the basis of a plea unless the Concessionaire shall have registered such
damage when it occurred, or at the latest within the thirty days following. No claim may be
made arising from verbal instructions which may have been given to him.
Article 59. The expiry of the prescribed period, without the necessity of any legal act, shall
be sufficient and binding on the Concessionaire to fulfil his contract under the terms of the special
convention of concession and the present " cahier des charges."
Article 60. The Concessionaire shall give an address in Belgium where communications,
requisitions and instructions shall be sent to him from the Department of Public Works. These
communications shall be transmitted in the customary official manner, and shall bear a definite
date and seal, their delivery at the address shall be certified either by a receipt or by a declaration
made by an official of the Department of Public Works.
In the case of absence or refusal to sign a receipt for the communications, documents, &e. sent
to the Concessionaire or delivered at his address, the notification shall be valid and shall take
effect if made by registered postal letter.
Article 61. The Concessionaire shall be considered to have undertaken at his own risk and
expense and without cost to the State the execution of all works, foreseen or unforeseen, without
exception, as well as the provision at all times of the equipment necessary for the efficient working
of the line.
This clause shall be considered as the basis of the contract, the two parties recognising that
in all contingencies, it shall have the widest possible application.
Article 62. The Concessionaire accepts the above conditions and those of the special contract
of concession as his own, he makes declaration that he has verified the facts and calculations on
which the undertaking rests, has mastered the facts and has assured himself of the possibility of
carrying out all the necessary works ; in consequence the Government shall not incur any
responsibility under any circumstances for the mistakes, imperfections, and omissions in the plans,
nor the difficulties which may arise in the execution of them
lf712 B
10
acquisition of private railways.
Article 63. The Concessionaire may cede his concession to a private Company under the
laws and regulations which govern the transaction. After the articles shall have been approved
by the Government, the Company which will eventually be formed shall take over the rights and
obligations as though it had received the concession direct.
The Government reserves to itself the right either to repurchase the concession, or to take
over the working, in the period and under the conditions laid down by the special convention of
concession,
Article 64. Should any discovery of works of art, antiquities, coins, curiosities, &e. be made
during the excavations necessary for the railway constructional works, these shall be the property
of the State.
ACQUISITION OF PRIVATE RAILWAYS.
West Flanders Railway.
It will have been observed that the Belgian Government has pursued a steady
policy of reacquisition of railways since the year 1870, and has refused to grant any
further concessions to private enterprise.
In this connexion it may be of interest to set dowrn here extracts from the law of
the 18th August, 1907, relative to the purchase by the Belgian State of the West
Flanders Railway. This is the most recent example of the acquisition of a private
railway company's lines by the Government.
The purchase may be considered as having taken place on January 1st, 1906, but
the Company continued to work the railway for the State, during the years 1906 and
1907, according to Article 2 of the Convention of May 5th, 1906, which is given
herewith.
Formation.
The West Flanders Railway is built up of five coneessionised lines making a total
length of 178.692 km. of which 14.722 km. are in French territory. The first concession
(Bruges to Poperinghe via RouJers, Courtrai, Menin and Y près, with a branch line from
Ingelmunster to Deynze) was granted on May 21st, 1845 ; the second (Poperinghe to
the French frontier) by royal decree of the 3rd of April, 1864 ; the third (Roulers to
Ypres, a shorter route) by decree of the 25th of August, 1864 ; the fourth (from the
Belgian frontier to Hazebrouck) by Imperial decree of the 19th of December, 1866, and
the fifth (Menin to Roulers, a shorter route) by royal decree of the 14th of October,
1887.
The first concession was granted to private individuals who immediately formed a
private company, the Articles of which were sanctioned by the royal decree of the 4th June,
1845, and to which the later concessions were accorded.
At the time of the first concession the Government had despaired of seeing the
various large railway enterprises completed, and were glad to accept the assistance of
private capital even from foreigners.
Motives for Purchase.
Experience of private ownership, however, showed various grave disadvantages.
The completion of trunk lines, which are to some degree extensions one of another,
caused disputes between the proprietors as to tariffs, joint use of lines and stations, and
the regulation of train services. Again the inevitable result of the difference between fhe
methods of State and Company working was extremely prejudicial to the public interests
which were better served by the State lines.
Lastly in the case of the West Flanders Railway the international relations between
France and Belgium rendered it necessary to establish a double line between Bruges and
Courtrai for the express service between Paris and Lille in the one territory, and Ostend,
Blankenberghe and Iieyst, in the other, and the Government was not in a position to
enforce the construction of this line by the Company. For these reasons it appeared
desirable to the Government to incorporate the lines conceded to the West Flanders
Railway Company into the State system.
The Law of Purchase by the Belgian State of the Concessions granted to
the West Flanders Railway Company, dated the I 8th August, 1907.
By this law was approved the convention concluded on the 5th May, 1906, between
the Minister of Finance and Public Works and the Minister of Railways, Posts and
Telegraphs, on the one part, and the President and a member of the Board of Directors
of the Company on the other part, concerning the purchase by the Belgian State of the
concessions granted to the aforesaid Company.
purchase of the west flanders railways.
11
To this end the Minister of Finance was empowered to include in the budget for the
year 1906 :—
(а) Credit to the amount of 37,217*07 francs for the payment of interest at
3 per cent, for the year 1906 on the sum of 1,240,569 francs which
formed part of the purchase price.
(б) Credit to the amount of 797,325 francs to insure the payment, in 1906, of
interest and the redemption of the debentures of the West Flanders
Railway Company.
(c) Credit to the amount of 1,327,900 francs to insure, in 1906, the payment of
the interest and redemption of the shares of the above Company.
He was further empowered to include in the budget for the year 1907 :—
(a) Credit to the amount of 37,217*07 francs for the payment of interest at
3 per cent, for the year 1907 on the sum of 1,240,569 francs, as mentioned
above for the preceding year.
(5) Credit to the amount of 797,820 francs to insure, in 1907, the payment of
the interest and the redemption of the debentures of the West Flanders
Railway Company.
(c) Credit to the amount of 1,328,803 francs to insure, in 1907, the payment of
the interest and the redemption of the shares of the said Company.
Also he was empowered to include in the budget for extraordinary expenses for the
year 1907 :—
(a) Credit to the amount of 1,240,569 francs for the payment of part of the
purchase price to be paid in capital.
(b) Credit to the amount of 3,547,831 francs for the purchase of the locomotives
and rolling stock, plant and equipment of the Company's lines.
The Minister of Railways, Posts and Telegraphs was empowered to include in the
budget of this department for the year 1907 :—
(a) Credit to the amount of 861,000 francs for the purchase of stores and materials.
(5) Credit to the amount of 50,000 francs for the delimitation of lines other than
that from Menin to Roulers, taken over under the said convention.
Further, he was empowered to include a credit of 6,500,000 francs to be incorporated
in the budget for extraordinary expenses for the year 1907 :—
(a) For payment for works and equipment necessary for the immediate working
of the repurchased lines.
(b) For the repayment to the West Flanders Railway Company of sums disbursed
from the date of purchase, both for constructional works and for the
purchase and manufacture of plant and stock.
The Government contracted to take the necessary measures to audit the receipts and
expenditure account rendered by the Company during its administration of the railway
for the State from the 1st January, 1906, until the actual taking over of the working by
the State, and to pay over the balance to the Treasury.
The Government was similarly authorised to declare the method of accounting to be
adopted until the end of the year 1907.
A special account of administration was to be presented to the Chambers at the same
time as the account of the administration of the State railways.
Should the French Government take over the section from Hazebrouck to the
Belgian frontier conceded to the West Flanders Railway Company, or should the
concession of this section be transferred to another company with the approval of the
said Government, the Minister of Railways, Posts and Telegraphs would be authorised
to draw up conventions setting forth the conditions of transfer or taking over, and those
governing the use and working of the said section.
The Convention governing the Acquisition by the Belgian State of the
Concession granted to the West Flanders Railway Company, dated
the 5th of May, 1906.
The purchase comprises the concessions of the following lines :—
In Belgium :—
Bruges to Poperinghe through Thourout, Roulers, Courtrai, Menin and Ypres,
with the branch line from Ingelmunster to Deynze, viâ Thielt ;
Poperhinghe to the French frontier, in the direction of Hazebrouck ;
Roulers to Y près ;
Menin to Roulers ;
14712 b 2
12
<
PURCHASE OE THE WEST FLANDERS RAILWAYS.
and in France, subject to the approval of the French Government:—
Hazebrouck to the Belgian frontier ;
Property and Equipment.
also the handing over or cession to the State of all land, constructional work, rails,
buildings, workshops, outbuildings, &c., &c., in use or to be used on the railways
mentioned above and their dependencies, as well as the land and equipment not shown
on the plans approved by the Government lor the establishment of these lines. Surplus
land situated outside the limits fixed on the plans of construction and approved
boundaries, which have not been utilized, nor obtained for use on the railway, are not
included in the repurchase.
Also comprised in the cession are :—
(a) The building occupied by the Management of the Company at Bruges.
(b) The site used for the central stores, situated in the same city.
The Government undertakes to reserve in the building actually occupied by the
Company, and to place free of charge at the disposal of the latter, premises sufficient
for the liquidation offices, for the maximum period of two years commencing from the
date of the actual taking over of the lines by the State.
The cession also includes the rolling stock, plant and equipment of stations, work¬
shops, stores, offices, vans, trains, in fact all equipment and tools whatsoever belonging
to the Company and used for, or to be used for, the working of the railway, to be found
on the inventory jointly drawn up on the 31st December, 1905.
Stores, goods and articles in course of construction belonging to the Company on
the 31st of December, 1905, corresponding to the inventory jointly drawn up are further
included in the cession.
Date of Transfer.
The transfer shall be considered as having taken effect on the 1st of January, 1906,
whatever may be the date of actual taking possession by the State. This transfer must
be effected within two months from the date of the publication of the law approving the
present convention.
Temporary Working.
Commencing from the 1st of January, 1906, and until the actual taking over, the
West Flanders Railway Company shall continue to operate the system temporarily on
behalf of the future owners. The working shall be carried on under normal and regular
conditions in conformity with precedent.
An account, drawn up at the date of the actual taking over, shall set forth the
receipts and expenses of this period of operation and shall fix the balance to be paid over
on this head by the Company to the State.
The payment may be made in instalments, but must be completed within three
months at least from the date of the actual transfer. From the date of this convention
the State may proceed to audit the account relative to the working which has been carried
on on its behalf ; this verification must be made without the removal of the Company's
books.
From January 1st, 1906, the State will take full possession of the concessionised
lines, as if these concessions had expired.
Conditions of Transfer.
The land, rails, constructional works, buildings, workshops, offices, &c., &c., shall be
transferred to the Government in full ownership and free of all charges, according to the
plans approved by the Government and comprising any later additional works. The same
applies to all land, rails, constructional works, buildings, workshops, offices, &c., &c., not
shown on the approved plans.
The State shall be bound for the future to carry out all the agreements into which
the West Flanders Railway Company have entered regarding the traffic relations, as well
as conventions with private parties, provided that these have been concluded in accordance
with the legal conditions in force.
The Company shall advise the State within two months of the agreements which the
State will have to fulfil ; every agreement of which the State shall not have been advised
by the Company within this period shall be formally excluded from the transfer
agreement.
PURCHASE OP THE WEST FLANDERS RAILWAYS.
13
The Company herein engages itself to indemnify the State with regard to any
conventions excluded according to the above terms, and will be solely responsible to the
third parties for their discontinuance.
Purchase price.
The price of purchase is fixed as follows :—
1. Under the head of concessions, 43'26 annuities of 2,174,761 francs, the first
being due for the year 1906.
2 Under the head of rolling stock, tools, and plant, the sum of 3,527,651 francs,
it being understood that this amount will be corrected later according to
the result of the inventory to be drawn up for the transfer of this
equipment ; the value of any such, which may be found in addition to those
shown on the lists, forwarded by the Company to the State, will be added
at 38*355 per cent, of their purchase price, and the value of any object
found to be missing will be deducted from the purchase price in the same
proportion.
3. Under the head of stores, goods, and articles in course of manufacture, the sum
resulting from the inventories drawn up for these articles. The price of
these will be determined by the delegates of the two parties or by experts
nominated by them ; should a third expert become necessary he will be
nominated by the President of the Bruges County Courr.
Payment.
The payment of the purchase price will be made as follows :—
A.—By annuity.
1. The State is responsible for the payment of the interest and redemption of
34,834 debentures of 500 francs at 3 per cent, which remain to be redeemed on the
1st of January, 1906, according to the redemption lists.
Immediately after the definite taking over of the lines, the Company shall forward to
the State : (1) the said original redemption lists; (2) an authentic declaration showing
the drawings and dates on which they were held, with the winning numbers ; this
declaration shall be supplied by the Notary who keeps the minutes of the report of the
general meetings of the shareholders at which the drawings have taken place ; (3) the
ballot boxes containing the numbers of the shares not yet assigned for repayment.
2. Commencing from the 1st of January, 1906, the State shall pay on the 48,000
ordinary shares of the Company an annual interest of 21 francs, and repay these shares at
the rate of 700 francs per share, according to the redemption list to be drawn up by the
department of Finance ; the interest will be repayable up to the date fixed for the
repayment.
The payment of interest will take place on the 1st of July and 2nd of January
of each year ; the repayment on the 2nd of January and for the first time on the
2nd of January, 1907, will both take place at the National Bank at Brussels or its
provincial agencies.
Should the law approving this convention, however, not be published at least six
weeks before the 2nd of January, 1907, the interests and payment falling due on the
1st of July, 1906, and the 2nd of January, 1907, shall only be paid within six weeks after
the date of publication of the said law.
The drawings for the shares to be repaid shall be conducted by the State.
The shares of the West Flanders Railway Company shall receive a stamp showing
the price of their repayment and the amount of annual interest which shall be paid up to
the time fixed for their repayment according to the results of the drawings.
The deposit to be made to the National Bank by the contractors for works and plant,
for account of the State may be made by means of shares.
The State has the power at any date to repay at one time, at 700 francs per share,
all the shares which may not yet have been drawn to be repaid ; and the interest from
the preceding 1st of January up to the date fixed for the repayment will be taken into
account.
3. The State will repay to the Company a sum of 990,569 francs on the
1st of January, 1906, deduction being made of the sums of 250,000 francs and of
50,000 francs, of which mention will be made later.
Payment will be made in cash or in 3 per cent. Government Stock (at the option of
the Government) taken at par, and within one month from the date of the actual taking
over of the lines by the Government.
14
PURCHASE OF THE WEST FLANDERS RAILWAYS.
B.—For material, tools, plant, stores, &c.
The price of these shall be paid, at the option of the Government, in cash or
3 per cent. Government Stock taken at par of their nominal value within three months
commencing from the date of the actual taking over of the lines by the Government, and
with interest at the rate of 3 per cent, beginning from this date up to that of the payment.
The Company will nor be bound to accept the Government Stock for the tivo
payments mentioned above, unless it is quoted on the Brussels Exchange at more than
99*50 per cent.
As to the portion of the price of purchase mentioned above in A 3, the State will
retain :—
(A). A sum of 250,000 francs by way of guarantee :—
1. That the lines will be transferred free of all charges, that the specified
documents will be handed over and that the Company shall fulfil its engage¬
ment to indemnify the State with regard to the agreements with third
parties already mentioned. Any claim on the above counts must be made by
the State within two years after all the documents have been handed over.
2. That the sums which may be due for unforeseen eventualities shall be repaid to
the State.
At the end of the two years above mentioned, the guarantee of 250,000 francs shall
be paid over to the Company without delay, deduction being made of the sums necessary
to meet any claims which the Company may not have settled under 1, and of the sums to
be repaid according to 2.
The interest on the sum of 250,000 francs shall be paid half yearly to the Company ;
(B). A sum of 50,000 francs, by which the Company shall be exempted from making
boundary reports on lines other than that from Menin to Roulers.
Accounts.
All the accounts of through and international traffic, as also the accounts under the
O 1
head of agreements with private parties and the joint use of station, &c., for the year 1905
or the preceding years, shall be paid as if the present convention had not been concluded ;
all the expenses for the period before the 1st of January 1906, which have not been paid
off by that date, shall be charged to the Company.
In so far as concerns the traffic between the Belgian State System and the West
Flanders Railway Company exclusively, the accounts paid before this date can only be
rectified as regards clerical errors.
Contracts.
The orders given by the Company to third parties for Stores (rails, sleepers, coal,
&c.) and not completed at the time of the actual transfer of the lines to the State shall be
taken over by the latter.
The Company shall make a statement of current contracts to the State within one
month from date of the present convention, and shall not make any fresh contracts nor
renew existing ones without the consent of the Government.
The Company must hand over to the State at the time of the taking over those
records which would be of use for the future working. Should any difficulty arise on
this point it shall be submitted to two experts, each of the two parties concerned nomina¬
ting one of these, and in the case of disagreement, a third shall be nominated by the
president of the Bruges County Court.
Section on French Territory.
The cession to the Belgian Government of the concession for the section from Haze-
( »
brouck to the Belgian frontier is only granted under the reserve of the approval of the
French Government. To determine this point the Belgian Government shall approach
the French Government with a view to transferring the concession of the said section to
the latter. Should the latter Government accept this transfer, or approve the transfer of
the concession to another Company, the price of the stock, plant, stores, and equipment,
etc. bought by the French Government, or the Company taking over the concession, shall
be paid to the Belgian State.
Taxes.
In consequence of the taking over by the State of the conceded lines from the West
Flanders Railway Company, the Company shall be exempt from the 1st of January, 1906,
from all State taxes on property and traffic. The latter guarantees it against any claims
with regard to taxes on the said property and traffic by tbe province or communes. This
exemption and this guarantee does not apply to the tax under the head of profits resulting
from the purchase.
financial assistance.
15
Date of liquidation of Company.
The West Flanders Railway Company shall be wound up and liquidated immediately
after the publication of the law approving the present convention, and shall deliver to the
State, after the close of the liquidation, a copy of the original record of this liquidation.
Approval of Convention.
The present convention shall be submitted to the general meeting of Shareholders
of the West Flanders Railway Company, and to the two Chambers ; it will be null and
void and neither party can avail itself of it against the other if the approval of the
General Meeting of Shareholders has not been given by the 10th of July, 1906, and if
that of the Chambers has not been obtained during the Legislative Session 1906-1907.
FINANCIAL ASSISTANCE.
Guarantee or Interest.
When, after the year 1810, the Government ceased to devote large sums to the
construction and extension of railways, it enlisted private capital by granting concessions
to companies who undertook to carry on the work. When according concessions for
those sections of railway less likely to be remunerative, as in the case of lines in the
Limbourg, the Government guaranteed to pay a certain annual sum by way of
minimum interest.
As an example of the method followed in granting this guarantee the case may be
cited of the railway from Hasselt to Maeseyck. This is the only private company's
line in Belgium which is at the present date assisted in this manner by the State.
Extracts from the Convention of the 14th of May, 1870, for the Railway
from Hasselt to Maeseyck.
This convention lays down the conditions of the grant of a guarantee of a minimum
interest of 150,000 francs per annum. This guarantee expires in the year 1924.
Attached to the extract from the convention will be found a table showing the
sums paid by the State since the opening of the line to traffic by way of this guarantee ;
these sums have amounted each year to the full guarantee or nearly so.
In fulfilment of the law of the 1st of December, 1866, the Government guarantees
to the Concessionaire, for the section of the railway from Hasselt to Maeseyck for a
period of 50 years, an annual sum of 150,000 francs.
This guarantee will be paid to the Concessionaire or the Company which replaces
him, if it should so happen, from the daté of the opening to traffic of the said section.
In order to determine the net receipts of this section of the railway, the working
expenses and cost of maintenance over the whole of the line from Hasselt to Maeseyck
and the continuation to the Dutch line Yenloo to Maestricht shall first be ascertained,
and the expenditure on each section will be shown according to its respective length.
The whole of the gross receipts of the line from Hasselt to Maeseyck and the
extension will then be ascertained, and these receipts will be divided according to the
respective lengths of the two sections.
The guarantee of the minimum interest, when this question arises, will be granted •
under the following conditions :—
1. The account of the gross receipts obtained and the expenditure incurred in the
working and maintenance will be drawn up jointly by the Government and
the Concessionaire, on the 31st of December of each year.
The Minister of Public Works shall decide the justifications to be
made by the Concessionaire in support of his account.
The Government shall have the right to make a detailed verification,
by the examination of the books and accounts of the Company or by any
inspection which may be deemed necessary, of the items forming the said
account of receipts and expenses.
In the working expenses, those for new construction and enlargement
of buildings, completion of the line, station extensions, increase in rolling
stock, and the laying of a second track, shall not be included ; in a word,
all increases of equipment and rolling stock or the enlargement and
extension of stations, of the line, and of the constructional works and plant.
2. If the State exercises the privilege reserved to it and takes over the working of
the line, the share of receipts to be paid to the Concessionaire shall be
calculated on the net receipts taken as the basis of the application for the
guaranteed interest.
16
guarantee of interest.
3. The interest to be made up shall be fixed on examination of the account of the
receipts and expenses duly drawn up and certified.
At the end of the first half o£ each year, the Government shall pay, on
the production of a provisional account, an instalment of which it shall
determine the amount.
It must be expressly understood that, whatever may be the result of
this account, the State shall not be required under any circumstances to
pay as guarantee of interest an annual sum exceeding 150,000 francs.
4. Should the net receipts of the working of the section from Hasselt to Maeseyck
exceed 200,000 francs, the surplus shall be paid over into the Treasury, to
repay the sums paid by the State for the preceding years under thi&
guarantee of interest.
Railway from Hasselt to Maesevck.
Table of the Sums Paid by icay of Minimum Interest Guaranteed by the State.
Years.
Amounts taken as the basis of
the guarantee.
Surplus
Receipts.
Expenses.
of Receipts.
Minimum Interest.
Guaranteed.
Paid.
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
1907
Fr.
107,982
172,458
140,117
334,018
299,216
159,319
132,536
144,587
141,577
151,202
133,240
.137,476
139,973
144,640
153,197
145,021
155,989
168,914
163,814
163,603
171,977
167,627
171.905
172,608
179,305
190,659
213,236
217,731
226,975
218,996
228,710
240,067
255.138
312,603
c.
28
78
93
08
57
10
29
15
29
61
74
57
65
83
14
66
93
11
62
29
39
87
33
34
04
85
49
38
07
57
69
80
89
Fr.
121,303
.172,221
160,901
264,362
294,166
196,267
143,981
162,361
153,316
159,484
144,657
149,700
157,764
159,412
161,672
156,519
156,600
169,880
164,293
163,502
164,753
164,480
168,250
170,182
173,116
188,907
211,664
209,831
220,093
214,613
228,019
230,836
251,904
289,796
c.
57
63
74
48
86
49
85
10
02
78
49
84
01
02
25
47
92
99
20
00
79
11
64
06
92
76
51
72
87
22
22
95
55
95
Fr.
c.
237 15
69,655 60
5,049 71
101
7,223
3,147
3,655
2,426
6,188
1,751
1,572
7,899
6,881
4,382
691.
9,230
3,234
22,806
62
50
28
23
27
42
34
77
51
85
35
74
25
94
"FY c
20,321 29
20,783 81
36,948
11,445
17,773
11,738
8,282
11,416
12,224
17,790
14,771
8,474
11,498
611
966
479
39
56
95
73
17
75
27
63
37
42
33
26
06
09
Fr.
124,931
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150.000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
c.
50
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
TOTAXj
Fr.
124,931
149,762
150,000
80,344
144,950
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
150,000
149,898
142,776
146,852
146,344
147,573
143,811
148,248
148,427
142,100
143,118
145,617
149,308
140,769
146,765
127,193
c,
50
85
00
40
29
00
00
00
00
00
00
00
00
00
00
00
00
00
00
38
50
72
77
73
58
72
66
23
49
15
65
26
75
06
4,918,795 69
Extracts from the Convention for the Railway " Entre Sambre et Meuse,"
dated January the 31st, 1852.
The system of guarantee adopted by the State when granting the concession for the
Railway " Entre Sambre et Meuse " which formed a section of the Great Central Railway
of Belgium purchased by the State in January, 1897, differed from the above in that the
guarantee took the form of an annual percentage.
The following were the terms agreed upon :—
The State shall not be liable in any way, whatever may be the financial results,
either for those sections already open to traffic or for that portion of the principal trunk
line still to be completed.
With regard to branch lines not yet constructed, after due consideration and in order
to avoid any subsequent disputes the State consents to guarantee to the Company, for a
term of 50 years, a minimum annual interest at the rate of 4 per cent., exclusively on
guarantee of interest.
17
the capital to be expended on the construction ; this is henceforth definitely fixed at
ô million francs.
This capital will be divided between the branch lines to be constructed, in the
following manner :—
Walcourt to Saint-Lambert .... ... ... 1,700.000 francs.
Saint-Lambert to Florennes ... ... ... 1,300,000
Froidmont to Philippeville ... ... ... 1,000,000
Mariembourg to Couvin ... ... ... 1,000,000
5Î
55
55
Total Capital ... ... 5,000,000
The interest guaranteed to the branch lines will be paid to the account of ihe
Company according to the expenditure incurred in constructing each of these branches
from the date that working commences. In other respects, such as the receipts and
expenses account, the terms of the convention are similar to those already given for the
railway from Hasselt to Maeseyck.
The State does not always guarantee the same rate of interest to all sections alike
of a concessionised railway.
The sections Tongres to Glons and Tongres to Bilsen forming part of the Liégeois-
Limbourgeois Railway were cases in point.
It will be observed from the appended tables that in the former case only 4 per cent,
was guaranteed, whilst in the latter 5J per cent, was granted. In both cases the surplus
above 7 per cent, interest was to be paid into the Treasury to reimburse the State for
former sums paid out as guaranteed interest
The Liégeois-Limbourgeois Railway was, however, acquired by the Government on
the 1st of January, 1896, and the Company has repaid the amounts owing to the State
for guarantee of interest.
Liégeois-Limbourgeois Railway.—Section erom Tongres to Glons.
Guarantee of Interest.—Table of Advances and Repayments.
Items taken as the Basis of
Calculation,
Surplus.
Years.
Gross Receipts.
Expenses.
i
of Receipts.
of Expenses.
Advances by
the Government
as minimum
interest up
to 40,000 francs.
Repayments by
the Company.
(Profits exceeding
70,000 francs =
7 per cent, on the
capital of
1,000,000 francs.)
1864
1865
1866
1867
1868
1863
1870
1871
1872
1873
1874
1875
1876
1877
1878
1879
1880
1881
1882
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
Fr. c.
18,595 52
33,691 75
68,488 44
86,483 18
67,057 97
74,982 27
89,904 69
103,517 37
114,238 36
114,925 57
112,908 35
122,684 40
115,528 78
108,811 95
107,571 69
113,272 69
112,020 43
109,228 14
115,093 25
125,407 30
120,651 26
120,376 49
126,313 25
140,496 75
144,994 28
158,383 42
161,967 48
159,210 27
160,534 10
175,382 31
177,622 43
Fr. c.
18,975 06
35,491 06
51,363 36
53,811 04
47,440 88
48.746 47
36,811 14
66,132 11
78,427 42
71,726 40
88,543 73
72,349 23
68,713 58
69,417 70
70,531 69
67,874 06
70,010 01
79,141 40
82.747 03
70,141 96
74,931 11
72,857 46
71,188 78
70,899 67
71,845 36
80,475 77
86,494 75
102,937 27
94,842 13
85,776 90
89,972 28
Fr.
17,125
32,672
19,617
26,235
33,093
37,385
35,810
43,199
24,364
50,335
46,815
39,394
37,040
45,398
42,010
30,086
32,346
55,265
45,720
47,51.9
55,124
69,597
73,148
77,907
75,472
56,273
65,691
89,605
87,650
c.
08
14
09
80
55
26
94
17
62
17
20
25
00
63
42
74
22
34
15
03
47
08
92
65
73
00
97
41
15
Fr.
379
1,799
c.
54
31
Total ...
14712
Amount remaining to be paid Fr. 121,865 37
Fr.
20,821
40,000
22,874
7,327
20,382
13,764
6,906
2,614
4,189
c.
92
00
92
86
91
20
45
74
06
Fr.
c.
15,635 38
605
2,960
9,913
7,653
75
00
26
78
175,650 23
3,148 92
7,907 65
5,472 73
19,605 41
17,650 15
53,784 86
c
18
financial results.
Liégeois-Limbourgeois Railway.—Section from Tongres to Bilsen.
Guarantee of Interest.—Table of Advances and Repayments.
Years
Items taken as the Basis of
Calculation.
...
Surplus
Advances by
the Government
as minimum
Repayments by
the Company.
(Profits exceeding
92,890 francs =
-
Gross receipts.
Expenses.
of Receipts.
of Expenses.
interest up
to 73,000 francs.
7 per cent, on
the capital of
1,327,000 francs.)
Fr.
c.
Fr.
c.
Fr.
c.
Fr.
1863
4,441
39
17,367
31
__
12,925
1864
44,797
72
90,591
12
—
45,793
1865
71,263
09
92,878
35
21,615
1866
101,371
93
113,823
12
12,451
1867
115,350
21
145,707
95
30,357
1868
125,948
52
111,631
44
14,317
08
—
1869
160,485
19
118,255
06
42,230
13
—
1870
183,160
73
128,365
30
54,795
43
—
18 ?1
218,032
93
183,020
09
35,012
84
—
1872
229,144
69
124,837
23
104,307
46
—
1873
226,414
50
123,904
65
102,509
85
1874
244,555
85
131,766
49
112,789
36
—
1875
257,247
71
123,829
42
133,418
29
__
1876
247,908
03
133,363
16
114,544
87
1877
241,734
51
139,299
40
102,435
11
■
4878
253,088
04
130,471
46
122,616
58
1879
268,100
89
129,774
25
138,326
64
»
1880
242,469
04
132,377
40
110,091
64
1881
236,037
59
162,648
11
73,389
48
1882
243,140
25
153,768
32
89.371
93
1883
251,077
10
122,315
73
128,761
37
1884
239,175
91
134,383
61
104,792
30
_
1885
231,226
69
132,742
09
98,484
60
_
1886
234,547
02
130.759
15
103,787
87
_
1887
250,030
94
128,499
78
121,531
16
_
1888
248,569
74
126,170
61
122,399
13
—
1889
263,448
16
144,770
45
118,677
71
*
1890
246,753
55
154,541
71
92,211
84
1891
248,822
69
187,155
19
61,667
50
1892
259,132
54
181,233
40
77,899
14
___
1893
271,863
44
155,508
24
116,355
20
—
1894
271,855
87
164,928
15
106,927
72
To
TAL
•
• • • • •
• • •
...
c.
92
40
26
19
74
• f •
Fr.
10,600
73,000
73,000
73,000
73,000
58,682
30,769
18,204
37,987
c.
00
00
00
00
00
92
87
57
16
11,332 50
459,577 02
Amount remaining to be paid Fr. 68,840 16
Fr.
c.
11,417
9,619
19,899
40,528
21,654
9,545
29,726
45,436
17,201
35,871
11,902
5,594
10,897
28,641
29,509
25,787
46
85
36
29
87
11
58
64
64
37
30
60
87
16
13
71
23,465 20
14,037 72
390,736 86
c.
It will have been observed that a guarantee of interest is accorded in the concession
for the railway from Marbehan to Virton which runs from Marhehan on the line from
Namur to Arlon towards the French frontier and connects with the Eastern Railway of
1/
France, the convention and " Cahier des charges for which have been given in full under
the head of Concessions.
FINANCIAL RESULTS.
The re-purchase of the railways by the State was followed by a general reduction of
rates, both on the State lines and as a matter of course on those belonging to private
companies. Thanks, however, to the development of the commerce and industry of the
country the total receipts are sufficient to cover the interest and redemption of the
capital.
Whether the working expenses create a deficit or not is a disputed point ; at all
events the profit, if such exists, is small.
For instance in the year 1907, the capital utile," which represents the actual cost of
the railway system open to traffic and its equipment, amounted to 2,395,664,033*44 francs,
the net profit was 81,214,030*70 francs; deducting the share of receipts payable to the
Companies and the rent of the line from Spa to the frontier, which amounted to
5,742,625*65 francs, the actual net profit amounted to 75,471,405-05 francs, which gives
a dividend of 3*29 per cent., a strikingly small rate of interest for a line whose receipts
per kilometre amount to about 64,849*98 francs.
financial charges.
19
Appended is a table showing at intervals of five years the financial results of the
State Railways from- the commencement.
Year.
Total Capital.
Receipts Paid to
the Treasury.
Gross
Receipts.
Total Working
Expenses.
Net
Receipts.
Percentage
of Working
Expenses
to Receipts.
1835 ..
1837 ..
1842 ..
1847 ..
1852 ..
1857 ..
1862 ..
1867 ..
1872 ..
1877 ..
1882 ..
1887 ..
1892 ..
1897 ..
1902 ••
1907 ..
{
Francs.
4,914,458
26,400,676
123,976,405
160,236,777
168,920,020
199,878,748
217,142,582
261,165,938
359,547,928
900,925,335
1,171,291,096
1,257,689,300
1,339,193,033
1,775,492,522
2,072,646,940
A2,424,522,674
*B 55,803,400
Francs.
268,998
1,416,983
7,458,774
14,650,367
16,913,208
24,143,082
30,588,840
36,814 562
58,428,526
87,179,949
115,133,864
120,145,736
136,268,975
174,754,437
210,716,113
259,136,808
4,096,438
Francs.
269,363
1,417,875
7,501,862
14,776,388
17,408,068
25,743,490
32,703,237
40,352,035
68,590,318
90,549,291
119,434,741
124,280,452
140,853,452
180,105,784
215,605,721
265,439,867
4,096,438
Francs.
168,847
1,189,989
4,496,399
9,292,275
8,500,672
14,542,308
15,241,905
24,324,344
42,720,306
55,580,080
75,025,938
67,201,433
82,989,725
103,986,793
136,265,316
184,225,836
Francs.
100,515
227,886
3,005,463
5,484,113
8,907,396
11,201.182
17,461,332
16,027,691
25,870,012
34,969,211
44,408,803
57,079,009
57,863,727
76,118,991
79,340,405
81,214,031
4,096,438
62
83
59
59
47
54
45
60
60
61
62
54
59
61
63
69
68
93
94
94
46
53
80
29
57
25
59
07
27
02
23
40
In the annexed table are given at intervals of five years the charges on the capital,
the charges for rent of the line from Spa to the frontier, and payments due to concessionised
Companies.
Financial Charges from the commencement.
Year
Charges on the Capital.
.. . ,
Belgian Consolidated Debt.
Annuities for Repurchase.
Interest.
Redemption.
Total.
Interest.
Redemption.
Total.
Rate. Amount.
1835
1837
1842
1847
1852
1857
1862
1867
1872
1877
1882
1887
1892
1897
1902
1907
Per cent.
4
4
4
4
4'
4'
4'
4
4
4
3
3
3
3
3
A 3
*B 3
39
39
89
67
73
51
52
52
51
26
94
57
53
15
125
108
108
Francs.
121,963
874,833
5,504,153
7,203,336
7,620,229
7,795,240
8,300,513
9,976,248
12,736,581
22,408,114
30,085,964
33,515,483
34,888,343
39,970,644
47,101,067
54,976,720
77,139
Francs.
1,926
40,967
329,072
552,004
676,789
829,878
1,005,485
1,295,720
1,666,957
2,760,135
3,949,686
5,279,918
6,359,130
7,730,409
10,461,202
13,150,445
Francs.
123,889
915,800
5,833,225
7,755,340
8,297,018
8.625,118
9^305,998
11,271,968
14,403,538
25,168,249
34,035,650
38,795,401
41,247,473
47,701,053
57,562,269
68,127,165
77,139
Total from }
1835 to(
1907 (all f
years). )
1,491,646,279 253,590,653
1,745,236,932
Francs.
661,643
658,650
654,819
1,193,311
12,924,749
12,662,698
8,961,832
8,776,426
11,094,793
11,505,476
11,027,952
3,034,548
365,914,036
Francs.
10,687
13,680
17,511
51,269
960,073
1,170,699
809,635
988.116
2,099,678
2,418,676
2,895,120
1,217,300
49,754,240
Francs.
672,3i
672,35
672,35
1,244,55
13,884,85
13,833,35
9,771,4(
9,764,5^
13,194,45
13,924,15
13,923,05
4,251,8^
415,668,276
* West Flanders Railway.
14712
0 2
20
taxation
Financial Changes from the commencement—continued.
Charges on Capital.
Tear.
Total
Total.
Repayments
due to
Rent of the
Line from
Rent for
Line from
Grand Total.
Interest.
Redemption.
Conoessioiiised
Companies.
Spa to
the Frontier.
Antwerp to
Rotterdam.
1835
1837
1842
1847
1852
1857
1862
1867
1872
1877
1882
1887
1892
1897
1902
1907 |
Francs.
121,963
874,833
5,504,153
7,203,336
7,620,229
8,456,884
8,959,163
10,631,066
13,929,893
35,332,863
42,748,662
42,477,315
43,664,768
51,065,437
58,606,543
A66,004,672
*B 3,111,687
Francs.
1,926
40,967
329,072
552,004
676,789
840,565
1,019,165
1,313,232
1,718,226
3,720,208
5,120,386
6,089,554
7,347,247
9,830,087
12,879,879
16,045,565
1,217,300
Francs.
123,889
915,800
5,833,225
7,755,340
8,297,018
9,297,449
9,978,328
11,944,298
15,648,119
39,053,071
47,869,048
48,566,869
51,012,015
60,895,524
71,486,422
82,050,237
4,328,987
Francs.
46,368
424,031
1,509,080
2,000,941
3,372,307
9,988,803
3,261,685
4,210,746
4,054,735
4,495,229
5,282,707
4,663,395
5,742,626
Francs.
146,539
500,000
500,000
500,000
500,000
219,600
219,600
Francs.
497,800
497,800
497,800
Francs.
123,889
915,800
5,833,225
7,801,708
8,721,049
10,806,529
11,979,269
15,316,605
25,783,461
42,814,756
53,677,594
53,619,404
56,505,044
66,397,831
76,369,417
87.792,863
4,328,987
Total from )
1835 to (
1907 (all f
years). )
1,857,560,315
■
303,314,893
2,160,905,208
245,183,159
13,501,339
8,263,480
2,427,853,185
Although the receipts for the year 1907 show a surplus over working expenses of
81,214,030*70 francs, there was a loss on the railways for that year of 6,578,832*08 francs
due to the financial charges dealt with in the preceding table. It will be seen from the
annexed table, showing the profit and loss account for 1907, that redemption of consols
and purchase annuities are mé included in the expenditure. But for this the account
would show a profit of 9,466,733*04 francs.
Profit and Loss Account.
Debit.
Credit.
Approximate working expenses
Pensions for staff and employees
Consols—
Interest...
Redemption
Purchase Annuities—
Interest...
Redemption
Sums due to the Companies for
lines worked by the State and
the rent of the line from Spa
to the frontier.
Fr. c.
182,649,519 24
1,576,317 00
Traffic receipts ...
Other receipts ...
Fr. c.
264,879,433 71
560,433 23
54,976,719 82
13,150,445 12
11,027,952 19
2,895,120 00
5,742,625 65
Total receipts
Approximate loss for the
year.
265,439,866 94
6,578,832 08
Total expenses and charges
272,018,699 02
Total ... ... ... ...
272,018,699 02
TAXATION.
There is no direct taxation on the State railways. Also Article 55 of the "cahier
des charges " type attached to Conventions for Concessions since 1866, stipulates that no
taxes will be imposed on eoncessionised railways either for the benefit of the State, the
Province or one or more Communes, during the period of concession.
The railway estate is therefore not subject to taxation.
When it happened that a railway Concessionaire had to purchase additional land
which was not actually to be utilised for the construction of the railway, this extra land
became the property of the Concessionaire in his own name, and is taxed separatelv from
the railway.
No taxes are levied on either passenger or goods traffic.
# West Flanders Railway.
tariffs general regulations.
21
Railway Companies are subject to the same taxation as all private companies in
Belgium, namely, they are taxed on their profits.
The proceeds of this tax on profits are payable (a) to the State, (b) to the
Province, and (c) to the Communes through which the line runs.
TARIFFS.
The geographical position of Belgium as one of the great gates for the whole of the
North and Mid-European commerce, supplies a cogent reason for the reduction of rates
to the lowest figure, since France and Germany as well as Holland are formidable, trade
rivals, with a keen eye to the appropriation of as large a share of the transit traffic as
possible. The Belgian State, therefore, has adopted the consistent policy of making
Railway profits subservient to the development of National Commerce, besides that of
Home Industry and Agriculture, and has devoted very considerable sums to the extension
and improvement of its ports, especially that of Antwerp, whence diverge not only the
great railway routes, but also the important and efficient system of waterways, of which
more will be said later.
It may be well understood, therefore, that special export and import tariffs form a
large proportion of the whole body of rates.
The conditions governing the general tariff are primarily dealt with, upon which
follow a review of the special tariffs.
General Regulations.
Acceptance for Transport.
Consignments will be accepted at the departure stations during the following
hours :—
For Tariffs Nos. 1 and 4 and for No. 2 (in so far as it concerns goods exceptionally
carried by passenger trains) from the half hour which precedes the departure of the first
train until the half hour which precedes the departure of the last, so long as these hours
of acceptance are between 6 a.m. and 9 p.m.
For all other tariffs and for No. 2 (when applied to goods not allowed on passenger
trains) :—
6 a.m. to 7 p.m. from 1st April to 30th September.
7 a.m. to 7 p.m. from 1st October to*31st March.
However, station masters are authorised to accept consignments under tariffs 5 and 6
outside these hours, if they are to be forwarded by night trains.
These conditions do not apply to halts where goods are accepted. The Railways
reserve to themselves the right of limiting the hours of acceptance for these, according
to the service requirements.
On Sundays and Ascension day, the Assumption (15th August), All Saints' Day
(1st November), and Christmas day (25th December), consignments to be forwarded by
tariff No. 2 including parcels of 60 kilogrammes and under, prepaid by means of railway
stamps, and not necessarily to be sent by passenger train, as well as consignments
forwarded under tariff No. 3, and horses and cattle sent by "petite vitesse," are
not accepted.
The Local Goods Offices are open at all seasons from 8 a.m. to 7 p.m., and are
closed on Sundays and the above-mentioned holidays. The Brussels branch offices are
only open from 8 a.m. to 12 noon, and from 1 p.m. to 6 p.m., and the city office at
Louvain is open from 8 a.m. to 12 noon, and from 2 p.m. to 7 p.m.
The railways are not bound to accept for transport from or to stations or halts, not
provided with means of loading and unloading, and open to consignments under tariff
No. 3, parcels of over 200 kg. in weight, nor consignments of goods weighing more than
2,000 kg. or those requiring the use of a whole wagon.
The Local Goods Offices are only bound to accept consignments to be forwarded
under tariffs 1, 2 and 3, of which the maximum weight is 200 kg. per package.
The railway determine those offices, however, which are authorised to accept
consignments under tariff No. 3 per part load.
Vans and vehicles are only accepted for transport between stations provided with the
appliances for loading and unloading.
Placing of Wagons.
Any request for a particular site for the placing of wagons to be loaded is only
considered by the railways when the service permits.
22
CONDITION—ARTICLES EXCLUDED FROM TRANSPORT, ETC
The obligations of the railway are fulfilled as soon as the waggons have been put at
the disposition of the consignor, where loading is possible.
Condition.—Declaration of non-responsibility on the part of the railways.
Every case must bear a legible mark or address.
The address is compulsory for parcels of 60 kg. or less paid by means of railway
stamps. However, for these parcels the address may be replaced by a special mark and
label showing the office of destination, but, in this case, the consignors must send to
the departure office, at the same time as the consignment note, a separate ticket giving
their address and that of the consignee and reproducing the mark on the package.
Single prepaid parcels of 60 kg. or less, with marks or numbers, on which the
consignor refuses to put an address or which are not accompanied by a label or a ticket
as mentioned above, are charged at the fixed price for consignments " not prepaid by
means of adhesive stamps."
The address to be placed on the packages may be as short as possible ; if the
consignor so desires it may simply consist of the name of the consignee and the name of
the place where he resides.
The consignor is bound to pack the goods sufficiently to guarantee them against
damage in transport.
Nevertheless, goods enumerated in annexe 10, will be accepted for transport
unpacked.
Articles presented in bad condition or insufficiently packed will only be accepted
when accompanied by a waybill stating the non-responsibility of the railway in case of
loss or damage.
The packing will be considered, as insufficient when it is possible to extract articles
without exterior evidence being discernible.
If the railway requires a separate declaration of non-responsibility, a form is sent
free to the consignor.
The railways have the right to refuse parcels which may cause damage to other
goods with which they may come into contact.
Articles excluded from transport or accepted conditionally.
The following are excluded :—
1. Articles of which the ( postal authorities have a monopoly of carriage, except
express letters which are sent under the conditions and at the rate of
tariff No. 1.
2. Articles which by their size, weight, or condition cannot be dealt with by the
rolling stock and equipment of the railways.
3. Nitroglycerine not mixed with an absorbent, dynamite, cartridges and other
dangerous and explosive matter.
4. Newspapers, printed or unprinted documents, figures or pictures, books or
obscene publications.
Articles mentioned in Annexe No. 5 are only accepted for carriage under special
conditions.
If the special regulations are observed, the following are exceptionally admitted on
passenger trains :—
(a) In maximum quantities of 10 kg., sporting cartridges with rigid cases,
poisonous chemical products in powder or in crystals, dryers, varnishes
and colours.
(b) Silks, twisted, floss, &e., charcoal, meat, &c., and rennet.
With the exception set down in (a) above, explosives are not accepted for transport
at stations and halts which are not served by goods trains, and failing this, by mixed
trains. In any case, they may not be accepted for transport to stations on the "vicinaux"
railways.
The same products are not accepted in the local goods offices. With regard to the
carriage of explosives loaded and unloaded by the consignors and consignees, these may
not be accepted for or to stations and halts unprovided with suitable means of loading
and unloading.
The following consignments are excluded from the local goods offices :—
1. Fresh fish in general.
2. Bees, fry, fresh butter (excluding margarine), crabs, cream, shrimps, prawns,
snails, cut flowers and fruit for public exhibitions, cream cheeses, fresh
fruit, dead game, ice, lobsters, oysters, fresh milk, crawfish, fresh vegetables,
LOADING DIMENSIONS FALSE DECLARATIONS.
23
yeast, mussels, fresh bread, carrier pigeons, live plants for public exhibition,
live fish and chickens, empty milk cans, cream cans and cream cheese
cases, fresh meat of all descriptions, including pork and skinned rabbits,
dead poultry offered for carriage by passenger trains at the rates and under
the conditions of tariff No. 2, as well as provisions for the troops on
manœuvre offered for transport by ordinary passenger trains at the rates
and under the conditions of " petite vitesse."
Loading Dimensions.
The loading of wagons may not* exceed, without express permission, the sizes set
down in the appended table.
Loads not exceeding 9 m. 20 cm. in length.
-
Consignments not capable of shifting in
the journey.
Consignments capable of shifting in
the journey.
Railways.
Width.
Height above
rail level.
Maximum
height in the
middle of track
from rail level.
Width.
Height above
rail level.
Maximum
height in the
middle of track
from rail level.
State Railways ...
Nord-Beige
Chimay ...
Hasselt-Maeseyck
Malines-Terneuzen
Gand-Terneuzen...
Termonde-St. Nicolas ...
West Flanders ...
m. cm.
3 15
3 25
3 15
"N
!>3 15
m. cm.
3 23
3 25
3 20
3 23
m. cm.
4 60 1
4 28
4 30 {
r
4 60 J
m. cm.
2 85
m. cm.
3 23
1
m. cm.
4 10
For loads of more than 9 m, 20 cm. in length, as well as for consignments in
general for transport on the lines from Fleurus to Ransart, from Jamioulx to Vireux,
from Walcourt to Florennes (South), from La Planche to Charleroi (Banks of the
Sambre), on the branches connected with the State lines and on certain industrial lines,
the maximum limit set forth above cannot be adhered to, and consignors must conform
to the instructions given to them on this point at the departure stations.
The rate for consignments over 6 metres in length is calculated as follows : —
From 6 to 12 metres :
By gross weight, if at least 6,000 kg.
By gross weight plus 1,500 kg., if less than 6,000 kg., with this weight as
a maximum.
From 12 to 18 metres :
By gross weight, if at least 10,500 kg.
By gross weight plus 3,000 kg., if less than 10,500 kg., with this weight
as a maximum.
From 18 to 24 metres in length :
By gross weight if at least 15,000 kg.
By gross weight plus 4,500 kg., if less than 15,000 kg., with this weight
as a maximum.
Nevertheless, for consignments under tariff No. 2, the rate on the gross weight shall
only be reckoned according to this tariff, and the additions of rate according to the price
of the Jst class of tariff No. 3.
False Declarations.
The railways have always the right of verifying consignments to ascertain if the
nature of the goods corresponds with the waybill declaration.
The case arising, this verification is made jointly with the interested party, consignor
or consignee, duly advised by registered letter, or by any other method which would find
him. The letter of request for his presence must give the day, hour, and place where
the inspection will be made.
In the case of disagreement such samples as may be necessary shall be taken and
submitted to valuation or analysis, and the consignment is forwarded, unless it is held
that the goods belong to the category of those which are excluded from transportation on
the railway, or which are only accepted under certain conditions.
24
CONTRACT FOR TRANSPORTATION
If the doubts as to the correctness of the declaration arise at the destination station-,
the delivery to the consignee takes place after the carrying out of the formalities
mentioned above.
Should the interested parties not accept the invitation to attend the joint verification,
this would take place before an officer of the judicial police, who will make a report on
the result. The staff of the railway who are inspectors of judicial police, have the right
to carry out this duty. Should a consignor send goods excluded from transport on the
railway with a false or incomplete declaration, or should he fail to conform to the special
prescriptions laid down, he must pay a supplementary charge of 15 francs per kg. of
gross weight.
Should consignments, other than those mentioned above, be sent with false or
incomplete declarations of the nature of the goods, or the number of animals carried,
besides the deficit on the rate from the departure to the arrival station, a supplementary
charge of double the price of transport actually due, will be made.
The same holds good in the case of a false declaration of the place of departure or
destination of consignments in order to obtain a reduction of tariff.
With the exception of consignments forwarded under tariffs 1, 2, and 4, and to part
consignments under tariff 3, which do not include indivisible masses weighing more
than 100 kilogrammes.
Declarations of inaccurate weights are dealt with as follows :—
Except in the case of the overloading of rolling stock which is dealt with later, when
the difference observed on departure is not more than 2 per cent., no increase of rate
can be insisted upon, but the actual weight is written by the despatcher on the waybill,
and is taken as the weight on which the rate is based.
(See the exception for coal, coke, ores, marl, and sand loaded in the rough.)
If a difference either more or less, not exceeding 2 per cent., is noticed during the
journey or on arrival, the declared weight is taken as correct and the rate is not amended.
(See, however, the exception with regard to coke.)
When the difference either on departure, during the journey, or on arrival, is found
to exceed 2 per cent., the rate is fixed according to the weight ascertained, and in addition
a supplement equal to double the deficit shown by the verification is charged.
When a wagon is overloaded by the sender a supplement is chaïged for the whole
journey from departure to arrival of ten times the amount of overweight, whatever may
be the declared weight for the whole consignment. This supplement is independent of
that mentioned in the preceding paragraph. A wagon is considered to be overloaded
when the weight of the load is 5 per cent, in excess of the tonnage marked on the wagon.
The supplement mentioned in the two preceding paragraphs are not operative if the
verification of weights has been requested on the wraybill.
In any case consignments are not forwarded until the consignors have reduced the
overload.
If the overload is found during the journey the load is decreased by the railway,
which makes a charge for handling.
These conditions shall be applied without prejudice to proceedings which may be
taken under the laws of 6th March, 1818, and 1st May, 1849, and the Royal Decree of
6th March, 1900.
Contract for Transportation.
The contract for transport is concluded at the price and under the conditions of the
tariffs in force, when the consignment is accepted by the railway staff ; this acceptance to
be certified by the affixing of a station stamp mentioning the date on the waybill or on
the consignment note, or, failing the waybill, by the registration of the consignment.
The consignor has the right to demand that the stamping be done in his presence.
He has the right at all times to demand either a signature or a receipt giving the
date and hour, together wdth the number of parcels, the nature of the goods, the total
weight, the rate to be applied, the destination and, according to circumstances, the
declaration of insurance, the advances and the repayments.
For parcels of 60 kilogs. and less, prepaid by means of railway stamps, a note is sent
to the consignor acknowledging receipt. A receipt will, however, be given in the receipt
book presented by the consignor, but in this case no receipt or note will be sent him, but
the number of the latter is mentioned in the receipt book.
For goods to be loaded by the consignor without the special inspection of the
railway staff, the declaration on the waybill of the number of packages shall only be
binding on the railway when the checking has been carried out by the railway staff and
duly entered on the waybill.
POWERS OP DISPOSAL OP GOODS—WAYBILLS.
25
Power of disposal goods.
Except when stipulated to the contrary in the waybill, the consignor has the sole
power of disposal of goods during the journey, under the condition that he supplies the
departure station with written instructions in good time. The railway must be repaid
any costs occasioned by the consignor's instructions.
The right of the consignor ceases when the goods are being carted, or the advice
note has been sent to the consignee.
Waybills.
The waybill must show :—
(1.) The place and date of issue.
(2.) The departure station.
(3.) The destination station, the name and address of consignee as well as, when
necessary, the words " en gare " or " bureau restant."
(4.) The nature of the consignment, the weight and in addition, for goods in
parcels, the number, description of packing marks and numbers of parcels.
Waybills accompanying consignments under tariffs 1, 2 and 4 must show
the weight as calculated by the railway staff.
The latter clause applies also to consignments of part loads under
tariff No. 3.
(5.) The numbers of the wagons used, when the consignments are loaded by the
consignors, whether the goods have been counted or not.
(6.) Whether the consignment is to be forwarded by express, by accelerated
service, or by " petite vitesse."
(7.) The request by the consignor for the application of a special tariff.
(8.) The declaration of non-responsibility.
(9.) The amount of insurance, if such has been effected.
(10.) The detailed description of attached papers.
(11.) If the consignment is forwarded, carriage paid (" franco "), unless stipulated to
the contrary on the waybill, the word u franco " signifies that the
consignor pays the cost of carriage, the supplementary charges for
insurance, and all subsidiary charges. The latter, according to the
regulations and tariffs in force, must be paid at the departure station, and
comprise when such is the case, the provision to collect as advances the
cost of the advice-note and delivery. This does not apply to charges due
for customs, repairs to packing, &c., &c., which may arise on the journey.
The inscription " free of carriage and customs " signifies that the
consignor pays, in addition to the charges above mentioned and the
customs dues, the costs to be collected for the customs formalities.
(12.) The repayments still due on the goods and the expenses advanced by the
railway.
(13.) The name or firm of the consignor backed by his signature, as well as his
address.
The signature may be replaced by the stamp of the consignor.
It is forbidden to nominate an intermediary on the waybill.
All erasures or additions must be approved by the consignor.
Any condition not provided for by the present regulation and in that dealing with
the verification of weight, as well as any clause contrary to the conditions of the present
tariff, is considered as Dull.
The consignor is responsible for the accuracy of the declaration 011 the waybill,
except for the price of transport, which must be declared by the railway ; he must bear
the consequences of irregular, inaccurate and incomplete declarations.
The waybill need not be accompanied either by waybills of previous consignments
or any other papers, save those which are indispensable.
The waybill must be handed to the staff at the same time that the consignment
is offered for transport, or at the time of bringing the first part of a consignment, if
the loading is to be carried out, or supervised, or the packages numbered by the railway
staff.
The acceptance stamp will not be affixed to the waybill until the whole consignment
has been delivered.
The waybill is retained until the completion of the loading when this is done by the
consignor, or without the supervision or checking by the railway staff.
14712 D
26
EATING OF CUMBERSOME ABTICLES AND EXPLOSIVES.
The employment of the
The waybill must only include articles subject to one tariff and the same conditions
of carriage.
The following must be entered on separate waybills :—
(1.) Consignments with an insurance declaration.
(2.) Consignments bearing advances or repayments.
(3.) Consignments accepted under the conditions indicated in annexe 6.
(4.) Goods, the loading and unloading of which are carried out by the consignor
and consignee.
A waybill is not compulsory for consignments forwarded under tariffs Nos. 1 and 2
not included in the conditions given in 1, 2, 3 and 4 above, comprising three parcels at
most and with a maximum weight of 100 kg.
For packages of 60 kg. and less prepaid by means of adhesive railway stamps, the
consignment note takes the place of the waybill,
Customs formalities.
The price of the carriage does not include customs dues nor expenses arising from
customs declarations.
The consignor must attach to the waybill the papers necessary for the customs,
excise or police.
He is responsible to the Railway for all damage caused by the absence, insufficiency
or irregularity of the said papers.
Charges for demurrage or storing which result from the above causes must be paid.
The Railways are not bound to examine the papers to ascertain their accuracy and
sufficiency.
The customs charges, as well as fines, incurred by inaccurate or incomplete
declarations are charges against the consignor.
The customs formalities for consignments of which the railway guarantees the
delivery at address must be performed solely by the Railways at the price fixed by
the tariff.
Railways are not bound to perform the customs requirements on arrival, for
consignments which are not to be delivered to an address.
Payment of the price of transport.
The consignor may, at his option, pay a fixed proportion of the transport price.
Parcels of 60 kgs. and less accompanied by a consignment note, letters, funerals,
consignments of explosives and goods liable to rapid deterioration, or of which the value
is deemed insufficient to cover the price of transport, must be prepaid.
In case of an irregular application of a tariff or mistakes in calculating the price of
transport and subsidiary charges, the difference, either more or less, must be repaid.
Every claim for a mistake in rate must be produced within six months from the date
of payment. If made against the railway it must be accompanied by the waybill, or for
parcels of 60 kg. and less prepaid by railway adhesive stamps, the note or receipt which
was handed to the consignor when accepted.
Rating of cumbersome articles and explosives.
I. The articles mentioned in Annexe 6 are rated with a surcharge of 50 per cent, of
their actual weight, with a maximum of half the tonnage of the wagon.
However, application may be made of the conditions relative to goods not capable
of being loaded with others, should such a case arise.
The maximum weight to be rated for cumbersome goods loaded on wagons with a
tonnage of more than 10,000 kg. is exceptionally fixed as though it were used for
vehicles of 10 tons.
As regards small prepaid packages of 5 kg. or less, the following are only considered
as cumbersome
(a) Parcels measuring more than 1 m. 50.
(b) Parcels which, owing to their shape, are not easily packed with others ;
parcels requiring special precautions, such as : Plants or shrubs in baskets,
cages empty or with live animals, cigar boxes empty or full, furniture,
basket-work, perambulators, &c., &c.
CAETAGE—COLLECTION.
27
II. Explosives must be rated as follows :—
(1.) Transportation of powder and dynamite :—
(а) For consignments of 100 kg. or less (gross weight), the rate of the general
tariff on double the gross weight is applied ; this price must not be less
than the minimum by " petite vitesse," provided for in the general
table.
(б) For consignments of more than 100 kg. up to 400 kg. (gross weight), the
rate of the general tariff corresponding to a weight of 2,000 kg. per
wagon.
(c) For consignments from 400 kg. up to 10,000 kg. (gross weight), the rate of
the general tariff applied on 5 times the gross weight ; this rate must not
be less than that corresponding to 50 per cent, of the tonnage of
the wagon.
('/) For consignments of more than 10,000 kg. (gross weight) requiring a special
train, the rate of the general tariff applied on 5 times the gross weight ;
this rate must not be less than that corresponding to 50 per cent, of the
tonnage of the wagons used, including the empty wagons separating those
loaded, nor a minimum rate equal to 5"25 francs per train per kilometre.
(2.) Transport of detonators :—
(a) For consignments of 25 kg. and less (gross weight), the rate of the general
tariff applied on double the gross weight ; this rate must not be less than
the minimum by " petite vitesse " provided for in the general table.
(5) For consignments of 25 kg. up to 400 kg. (gross weight), thé same as (1)
(5) above.
(c) The same as (1) (c) above.
(d) The same as (1) ( d) above.
(3.) Transport of explosives not easily inflammable and fireworks :—
(a) For consignments of 500 kg. and less (gross weight), the rate of the general
tariff applied to the actual weight without surcharge.
(5) For consignments of more than 500 kg. up to 10,000 kg. (gross weight), the
rate of the general tariff applied to the actual weight, this rate not being
less than that corresponding to 50 per cent, of tbe tonnage of the
wagon.
(c) The same as for (1) ( d) and (2) (d) above.
(4.) Transport of " munitions de sûreté" ( annexe No. 5).
For consignments of any weight, the rate of the general tariff on the actual weight
without any surcharge.
Guards travelling with explosives are admitted free in the van of the train.
The cost of carriage without exception must be paid on departure. This condition,
however, does not apply to consignments of " munitions de sûreté."
Cartage.
At stations where cartage services are organised, and within the boundaries served,
the railways undertake the collection and delivery of goods and valuables, either on
their own account or by their agents. The special conditions of this service are
subsequently dealt with.
Collection.
General Conditions.—Collection is restricted to consignments loaded by the railway
staff. The railways do not undertake the collection of the following goods :—Furniture,
powder, dynamite, explosives not easily inflammable, detonators, fry of fish, live fish, live
animals except pigeons, birds and small farmyard animals, butchers' meat and offals for
public consumption, when the articles are unstamped or when the sacks have no official
mark, offals and butchers' residues, such as cleansed and dried bones, boiled bones, horns
without the frontal bone, hoofs (of cattle and pigs) dried, fresh, salted, or dried skins,
meat, offals, and residues of animals unfit for consumption.
All goods carried under the conditions of Tariff No. 5 ; furniture vans supplied by
the consignor.
The collection of indivisible masses of over 500 kilogrammes is not compulsory, and
is only effected at the option of the railways. The same holds good for goods exceeding
6 metres in length.
The railways do not undertake collection of cases of glass with a weight exceeding
300 kilogrammes, or of a size which prohibits their being placed in closed wagons.
14712
28
LOADING—ADVANCES AND KEPAYMENTS.
They will not undertake the collection of cases of glass ware or earthenware over
300 kilogrammes in weight.
The request for collection must be made 24 hours in advance. It may he made
either in writing or verbally at the despatching office.
Besides the address of the consignor the nature of the goods, number of parcels,
approximate weight, and destination must be given.
If the request is made by open letter to the station masters on the State system, or
those on the companies' lines who carry out the duties of station masters on the State
lines in the joint stations, it need not be postpaid.
Collection is not undertaken on the State lines on Sundays, Ascension Day, the
Assumption, All Saints Day, or Christmas Day.
Loading.
The goods are loaded according to the instructions of the consignor at the door of
the warehouse, or in the yards or other places easily accessible for the carts, not
exceeding 100 metres for the public road.
If the place indicated is not close to the address of the consignor, it should be
specially mentioned in the request for collection.
In buildings occupied by several tenants, parcels of 25 kilogrammes and less may be
collected at the door of the chambers occupied by the consignor, so long as this does not
cause inconvenience to the railway service, on which point the railway shall decide.
If desired, a memorandum is handed to the consignor stating the day and hour of
the loading of the goods, the number of articles, and the other conditions contained on
the request for collection.
This note is merely an advice as to the nature and weight of the goods, and may be
exchanged at the departure station for the receipt previously mentioned.
Special Conditions.—The charges for collection are always levied for consignments
under Tariff No. 3 handed in to the local goods offices.
F or bulky goods and goods exceeding the length of the vans, this charge is
calculated according to the weight on which the price for transportation is based.
Goods to be collected are loaded by the railways under the conditions of the tariff.
Railway Vans.
The taking of vans to the address of the consignor and the return under load to the
station is done by the consignor, unless when requesting the vans he has stipulated that
the cartage shall be done by the railway according to tariff within the radius served.
A period of eight hours of daylight is allowed for these operations, commencing
from the time of receipt of the advice note stating that the van has arrived.
If the van is put at the disposition of the consignor or consignee after 4 p.m., the
period commences on the following morning when the offices are opened.
25 centimes per hour is charged as demurrage after the period of eight hours.
Advances and Repayments.
Advances.—These represent additional charges incurred on goods during a journey,
the amount of which is to be collected by the railway.
The amount of these charges must be shown clearly in writing on the waybill and
consignment note.
Advances are not allowed :—
1. If the value of the articles to be carried is less than the total advances and the
price of carriage.
2. In the case of explosives other than " munitions de sûreté."
3. If the articles to be carried are subject to deterioration.
4. When the parcels are marked " To be left till called for," and accompanied by
waybills and consignment notes only showing the name of the consignee
and not his address.
Advances of 20 francs and less are subject to a uniform charge of 20 centimes.
Advances above 20 francs are subject to a charge of 25 centimes per consignment and per
indivisible fraction of 100 francs.
For parcels of 60 kilogs. and less prepaid by means of railway stamps and for
precious articles which may be forwarded as small packets, these charges are paid by way
of adhesive stamps affixed to the consignment note.
PERIOD FOR TRANSPORTATION.
29
The above charges do not apply to advances made by the railways for customs dues,
or to prior charges.
Repayments.—The repayments consist of sums paid on the goods by the consignor
which must be collected for him by the railway after receipt of the goods from the
consignee. The amount of the repayments should be written clearly on the waybill or
consignment note.
Consignments of explosives other than " munitions de sûreté " are not subject to
repayments. ✓
The following charges are made on repayments by the railway :—
(а) On repayments of 200 francs and less a uniform charge of 20 centimes.
(б) On repayments of more than 200 francs up to 1,000 francs a uniform
charge of 60 centimes.
(c) On repayments of more than 1,000 francs a charge calculated at the rate of
0*10 francs per 1,000 francs or fraction of 1,000 francs plus 0*50 francs
per consignment.
The charge which is payable by the consignor or consignee according to whether the
consignment is "franco" or " non-franco " is collected in full, even when the repayment
has been cancelled or reduced after the dispatch of the goods by order of the consignor.
For parcels of 60 kilogs. and less and for valuable articles which may be forwarded
as small parcels, this charge is made by adhesive railway stamps affixed to the consign¬
ment note.
For consignments readdressed on the journey or which, by later instructions from the
consignor, are directed to a station other than that originally shown on the waybill, no
additional charge for repayment is made.
Periods for transportation.
Consignments by express (tariff No. 1).—These consignments are forwarded by the
first passenger train starting at least half-an-hour after the arrival of the goods at the
station. They are delivered at the destination station at the same time as the passengers
arrive or, in case of changing, by the earliest train possible. Prepaid packets of 5 kilogs.
and less accepted by the postal office are forwarded by the first passenger train leaving at
least half-an-hour after the arrival of the goods at the railway station.
Parcels which are cumbersome, or not easily loaded, liable to interfere with the
running of passenger trains, are not allowed on these trains, and are not accepted
therefore under conditions of tariff No. 1.
Consignments by accelerated service (tariff No. 2).—When these are to be carted
to the residence of the consignee they are delivered within the following periods,
commencing from the first hour of the day following that on which they were accepted
for forwarding. As regards prepaid parcels of 5 kilogs. and less accepted at the Post
Office, the period commences from the first hour of the day which follows that of the
delivery to the railway.
(a.) For prepaid parcels of 5 kilog. and less, with the exception of dangerous parcels
which are not allowed in passenger trains, 24 hours.
As regards registered parcels or those to be delivered to the destination by the
post, this period is observed when the package has been posted before its expiry.
(ô) For all other parcels, 48 hours.
Consignments " to be kept till called for" deliverable at the request of the consignee,
and consignments, which for any of the causes mentioned in the general conditions must
be redelivered, are delivered within the 24 hours following the receipt of the request.
For consignments not deliverable, the period is observed when the advice-note has
been posted or the consignee advised by telegram or messenger, before its expiry.
Consignments by "petite vitesse " (tariff No. 3 and special tariff of "petite vitesse ").—-
Goods are handed over at the destination station within a period of four days commencing
from the first hour of the day following that on which the goods have been received, if
this period is not prolonged by the application of special tariffs.
The period is observed :
For goods to be delivered—by their presentation at the address of the consignee ;
For goods to be handed over at the station—by the despatch of the advice-note ta
the consignee or by the posting of this advice-note, or by telegraph, all before the expiry
of the above-mentioned period.
Consignments u to be kept till called for " deliverable at the request of the consignee,
and consignments which, for any of the reasons given in the general conditions must be
30
ADVICE NOTES
redelivered, are delivered within a period of 24 hours after the receipt of the request,
deduction being made of the hours during which the offices are closed.
Consignments of valuables, works of art, precious articles and other articles rated on
value ( tariff No. 4).—The conditions and periods relating to consignments by express,
apply equally to articles rated on value. However, when it happens that consignments
of works of art must go by goods train, owing to their great size, the period is
48 hours.
This period commences from the first hour of the day following that on which the
goods have been handed to the railway.
Carriages, motor vehicles and funerals (tariff No. 5) " Grande vitesse.''''—Consign¬
ments by " grande vitesse " are forwarded by the first ordinary passenger train starting
at least one hour after the acceptance of the goods.
Funerals, however, can be carried by certain international trains or " trains de luxe "
and similar trains, by means of previous permission and the payment of a supplementary
charge.
When carriages and motor vehicles and funerals by " grande vitesse " cannot arrive
by the trains on to which they were loaded, they are handed over at the junction to the
first train in connection, capable of continuing the transportation. They may, however,
be detained until the next train in connection if the requirements of the service render
it necessary.
" Petite vitesse."—Carriages and motor vehicles forwarded by " petite vitesse " are
subject to the same periods for transportation as consignments under tariff No. 3.
Live animals ( tariff No. 6) " Grande vitesse."—Horses, asses, mules, ponies and
foals are subject to the same periods for transportation as carriages by " grande vitesse."
" Petite vitesse."—Animals in general are carried by mixed trains or by goods trains,
leaving at least an hour after the receipt of the consignment by the railway.
The period for transportation allowed to the railways for handing over consignments
at the arrival station is 48 hours, reckoned from the first hour of the day following the
receipt for forwarding, not including the extra three hours allowed for each change
of railway.
Conditions applicable to tariffs Nos. 1, 2 and 3.—When a consignment is marked
" to be kept till called for " and directed to a consignee whose address is not given on the
waybill, the regulation as to period for transportation is fulfilled when the advice note is
drawn up and is ready for the consignee before the expiry of the period allowed.
Conditions applicable to tariffs Nos. 2, 3, 5 (" petite vitesse '), 6 (" petite vitesse ")
and to works of art {tariff No. 4), which on account of their size have to be carried by
goods train.—An extra 24 hours is added to the period for transport when this includes
a Sunday or legal holiday, and an additional 48 hours is allowed when the period for
transport includes both a Sunday and a legal holiday.
Legal holidays are 1st January, Ascension Day, 21st July, 15th August,
1st November, 25th December, Easter Monday and Whit Monday.
Conditions applicable to all tariffs.—The period for transport does not include the
time spent in customs, excise, or police formalities, nor temporary interruption of traffic
when this interruption is not the fault of the railways.
Advice Notes.
The consignee is advised of the arrival of the goods which are not to be delivered at
his address by the railways.
The advice note is delivered free under tariffs Nos. 1, 2 and 4, " to be kept till called
for," or addressed to stations where there are no facilities for cartage.
A charge of 10 centimes is made for advice notes on consignments of goods by
" petite vitesse" including those carried over private sidings belonging to the consignee.
No advice note is sent for carriages and motor vehicles by " grande vitesse," funerals,
consignments accompanied by a guard under tariff 6, or for consignments of which the
consignor and consignee is identical and attends at the arrival station to remove them.
For consignments under tariffs Nos. 1, 2, 3 and 4 the advice note is sent by post or
by hand, but the consignee has the option of requesting that the advice may be sent by
telegraph or by express at his expense.
For unaccompanied consignments under tariff No. 6, the advice is always sent by
express or telegram at the expense of the consignee.
If necessary the following supplementary charges are levied •.—
(a) for advising by telegraph, the price of the telegram.
CHARGES FOR DEMURRAGE AND STORAGE.
31
(b) for immediate advice by express, taking the station as a centre within a
radius of 3 km. and within the cartage limits, 0*50 francs per advice.
In the stations served by the Nord-Belge, except Huy (Nord), the
distance of 3 km. is reckoned on the postal roads.
Beyond these limits each advice note is subject to a charge of 0*20 francs per km.
reckoned from the station.
When the consignee resides in a foreign country the advice note is sent by post-paid
letter or telegram.
The postage is put down to the account for forwarding the goods.
Consignments which are not deliverable.—The consignee must identify the consignment
before paying the expenses and must sign a receipt.
Claims for apparent loss and damage, not pointed out by the railway, must be
formulated by the consignee in writing and must be made on the second day following
the delivery of the goods at the latest.
Claims for delay must be made in writing within seven days from the date of
delivery.
When a partial loss or apparent damage is pointed out to the consignee by the
railways at the time of delivery he must immediately make an examination. Every
facility must be given both for interior and exterior inspection.
The railways allow an interior examination of packages, which are to be handed over
in the stations, to be made by each consignee, and they decline all responsibility for
unaccountable damage or loss from the interior of packages which were not jointly
examined at the time of receipt.
Placing of wagons to be unloaded.—The conditions for the placing of wagons to be
loaded apply also to unloading.
Periods allowed for unloading and removal.—Goods which the railways do not
unload, and those which they do not deliver, must be removed from the station by the
consignee or his delegate between the hours fixed for the acceptance for forwarding unless
special authority is obtained to perform this outside those hours.
The period allowed for removal, including the unloading of the wagons, is fixed as a
general rule at eight hours, commencing from the time when the advice note was sent to
the consignee or his delegate.
This rule is subject to the following exceptions :—
(A.) When the consignee resides in Belgium in a district which is not usually
served by the station at which the goods arrive, or when he resides in a
foreign country, the above-mentioned period is calculated from the time of
the posting of the advice note, or of the despatch of the telegram at the
telegraph office.
(B.) Wagons sent to premises connected with the railway by means of private
sidings must be returned within a period of six hours for each loading or
unloading transaction, or 12 hours if the wagon sent loaded is returned
with a fresh load, unless other periods have been fixed in the general or
special conditions of the conventions for the private siding.
(C.) A period of 10 hours is granted for unloading fully loaded consignments
arriving at a warehouse. The consignee is allowed five days to remove
goods which are to be deposited in a customs warehouse, or to warehouse
them in his own name and to pay the forwarding and subsidiary charges.
In calculating the periods fixed by the present regulation only those hours during
which the offices are open to the public are taken into account, these are determined as
regards the railway by the general conditions and, for the customs, by the special
warehousing regulations of each town.
Neither Sundays nor legal holidays are included in these periods.
When at the request of the consignor or consignee the weight of the goods has to
be checked on arrival, the period allowed for unloading is suspended from the time when
the request for weighing is accepted up to the time when the operation is completed.
Charges for demurrage and storage.
Failing removal or warehousing of goods within the periods allowed, as set forth in
the preceding regulations, the following charges are made for demurrage of stock and
cost of storage
(A.) For goods not unloaded in the time allowed, 25 centimes per extra hour and
per wagon of any tonnage.
32
DELIVERY.
(B.) For goods unloaded but not taken away or warehoused within the period
allowed,
(1) If rated by weight, 5 centimes per day and per indivisible fraction of
100 kg.
(2) If rated 011 value, 5 centimes per day and per indivisible fraction of
100 francs.
(3) In the case of private wagons or carriages, 10 centimes per hour per
vehicle.
The charges set forth in (B) of the present regulation are equally due on goods to
be delivered which were not accepted when first delivered. When, at the expiry of the
periods mentioned above, the unloading has not been completed, the railway has the
right to effect this at the cost and risk of the consignee, and to store the goods ; in such
a case, in addition to the charges for demurrage and storage, a special charge will be
made of 5 centimes per 100 kg. for unloading.
Notwithstanding the charges for demurrage and storage quoted above, the railway
declines all responsibility for the goods left by the consignees at the stations after having
taken receipt.
Charge for deposit of goods.
Goods placed, with the authority of the railway, in the stores before the conclusion
of the forwarding agreement are charged according to (B.) of the preceding regulation.
Goods to be forwarded by railway, of which the railways authorise the deposit under
certain conditions in the station precincts but outside the stores, are exempt from all
rent for the first ten days, and are then charged at the rate of 1 centime per day per
1,000 kg., with a minimum charge of 10 centimes.
The railways do not assume any responsibility for the total or partial loss of the
goods from fire, theft, or any other cause whether due to the working of the rail¬
way or not.
I11 calculating the period for which the indemnities and charges for delay or for
deposit are payable, the following holidays are reckoned as working days after the expiry
of the periods fixed above :—1st January, Easter and Whit Monday, and 21st July. On
these days the loading and removal of goods are authorised, but not on Sundays and the
days of Ascension, Assumption, All Saints, and Christmas Day.
The day of deposit and that of the removal of the goods are reckoned as one day in
calculating demurrage and storage.
For goods to be delivered by the railway, the period for which these charges apply
is reckoned from the time of presentation to the consignee.
Indemnities for demurrage for delay in the return of wagons sent into private
sidings are not payable in the case where the wagons are returned in time to be attached
to the first suitable train.
If, however, the wagons which have arrived loaded are returned empty, the indemnity
for demurrage is due from the expiry of the period fixed for their return in all cases when
the said wagons might have been used at the station or private siding.
The indemnity for delay in unloading wagons at the station may not be collected
if the wagons could have been attached to a suitable train, and if, besides, the retention
has not caused any inconvenience to the service.
The railways may grant in exceptional cases the partial or total remission of
demurrage charges for storing and deposit where by force of circumstances, or " force
majeure," the consignee has been entirely unable to observe the period allowed above.
•The supplementary dues for demurrage of stock belonging to the Belgian State
Railways on private companies or foreign lines are the same as the charges for
demurrage on wagons on the State lines.
Delivery.
General conditions.—The railways only undertake to deliver consignments for which
the regulations for collection are applicable and within the limits fixed by these
regulations.
With the exceptions fixed in the special conditions hereafter, the delivery is
restricted to those districts where cartage is undertaken and within the area served.
Full loads are only delivered if the request is made on the waybill.
No deductions can be made on the rate for consignments forwarded under
tariffs 1, 2, and 4, when delivery does not take place, either because the consign¬
ment is addressed " bureau restant" or the destination is at a spot where no cartage
UNLOADING.
33
service is organised, or because the consignee lives outside the limits of the cartage area
served.
For consignments under tariff No. 3 per part loads to a destination where there is a
cartage service, the fee is charged as per tariff unless the waybill is marked either 44 to
remain at the office," or 44 at the station," or 44 till called for," &c.
The charge for the delivery of bulky goods or those longer than the ordinary
measurement of the wagons is fixed according to the weight on which the cost for
transport is calculated, with a minimum rate corresponding to 100 kg.
Consignments marked 44 to be kept till called for " may, at the request of the
consignee and under the restrictions herein set forth, be delivered on payment of
the charges set down in the Table of Subsidiary Charges.
The same charges are collected when, either in consequence of the request of the
consignee for a joint examination, or in consequence of his absence, or of any other
cause attributable exclusively to the consignee, the goods after having been returned to
the station have to be taken a second time to the house.
Consignments forwarded under tariffs Nos. 5 and 6 are not delivered.
With the special exceptions hereinafter set forth, consignments are delivered between
the following hours :—
From the 1st April to 30th September 7 a.m. to 9 p.m.
„ „ 1st October to 31st March 8 a.m. to 9 p.m.
As a general rule goods are not delivered on Sundays or on Ascension Day, the
Assumption Day, All Saints Day, and Christmas Day, except in the case of goods under
tariff No. 1 (goods delivered by express) or those under tariff 4, which must be delivered
in the same manner.
Unloading.
«y
Goods are deposited as requested by the consignee either at the door of the
warehouse or in the yard, vestibule, or enclosure, or other spot readily accessible to
the carts, provided that it is within a maximum distance of 100 metres from the public
cart road.
If this is not sufficiently near the house of the consignee it must be specially
mentioned on the waybill.
In the case of buildings inhabited by several tenants, packages of 25 kg. or less may
be delivered at the door of the chambers occupied by the consignee, provided that no
inconvenience to the service results therefrom, of which the railway is sole judge.
Deposit oj goods in cellars or vaults.—At the request of the consignee, goods for his
private consumption may be deposited in the cellar by the porters. The charges to be
paid to the porters are given in the Table of Subsidiary Charges.
Special Conditions.—Tariff No. 1.—In districts where no cartage service is
organised, the delivery of consignments under tariff 1 (express) is effected immediately
after the arrival of the trains, between the hours fixed by the general conditions, and
within a radius of 3 km. from the station.
Express parcels arriving outside the fixed hours are not delivered until the first
working hour of the following morning.
Nevertheless, if the request is written on the waybill, or on the address of the
package, the consignee may insure the package being delivered immediately, even if it
arrive outside the fixed hours. The charge is fixed according to the tariff to be paid
under this head on departure.
In districts where cartage is not undertaken, only parcels weighing 15 kg. or less,
and within a radius of 3 km. from the station, are delivered.
Prepaid parcels under tariff 1, weighing 5 kg. or less, may be expressed to any
distance on the written request of the consignee, at the supplementary charge set
down in the tariff for distances beyond the radius of 3 km. or beyond the recognised
cartage area.
This charge is distinct from that made for delivery after 9 p.m., and the railways
may demand a deposit.
For prepaid parcels of 5 kg. or less arriving at the postal office, the delivery is
free within a radius of 3 km. from the office ; outside this radius they may be delivered
by request of the consignor at a charge of 20 centimes per parcel per kilometre,
reckoned from the postal office.
When the consignor has not requested delivery by express on the consignment note,
parcels under tariff 1 weighing 5 kgs. or less, prepaid by means of railway stamps and
14712 E
34
SPECIAL CONDITIONS.
to be delivered outside the boundary within which express delivery is free, are dealt with
in the same way as prepaid parcels under tariff 2 weighing 5 kg. or less.
Deliverable consignments marked u to be kept till called for " are delivered
immediately ou the request of the consignee being received at the station, if between
the hours fixed for delivery.
Tariff No. 2.—Prepaid parcels of the maximum weight of 5 kg. in districts
where there is no cartage service, are delivered within 3 km. of the station without
special charges.
Beyond this distance, when there is no cartage service, the railways have the right
of sending an advice note of the arrival of the parcel, or of sending the parcel by post ;
no charge is made under this head.
Tariff No. 3.—Railway collecting vans.—The despatch of these to the residence is
done under the charge of the consignee, or cartage contractors.
Vans taken from the station to the premises and returned empty by the contractor
are subject to the charge fixed by the tariff.
From the time when the advice note announcing the arrival of the van is received
by the addressee eight hours of daylight are allowed.
If the van is only ready for removal by the addressee after 4 p.m., the prescribed
period is reckoned from the first hour of the day following.
A charge of 25 centimes per hour is made as demurrage after the period of eight
hours.
Tariff No. 4.— Valuables, ivorks of art, precious articles and others rated on their
value.—Articles charged on value are delivered within three hours of their arrival at
stations where there is a cartage service ; hours outside those fixed by the general
conditions of the present article are excepted.
Consignments marked " urgent " arriving within the fixed hours maybe delivered
express on arrival at the request of the sender, but only in districts where cartage is
undertaken and within the radius.
This provision does not apply to statues, pictures, bronzes and works of art in
general.
When for the consignments marked urgent " a request for delivery outside the
fixed hours is made, a subsidiary charge of 25 centimes per journey is levied.
Prepaid parcels of 5 kg. and less containing jewels, lace, watches, clocks, or
precious metals which arrive at a railway station where cartage is not undertaken, are
delivered under the following conditions : —
(a) Consignments charged at the ordinary rate of tariff 4—under the conditions
mentioned in the present articles for prepaid parcels of 5 kg. and less
under tariff 2 ;
(■b) Consignments charged^at the double rate of tariff 4 (urgent consignments)—
under the conditions laid down in the present article for prepaid parcels of
5 kg. and less under tariff 1.
Parcels which arrive at a station where cartage is undertaken are subject to the rules
for prepaid parcels of 5 kg. and less under tariffs 1 and 2 for delivery when the
consignee lives beyond the cartage area.
Consignments to be delivered at the residence.—The consignee is bound to give a
receipt for consignments forwarded at the rate and under the conditions of tariffs 1, 2, 3
and 4.
The receipt is written on the consignment note, in the porterage receipt book, on the
advice note, or in the cartage book.
For visible loss or damage not pointed out by the railways, the claim of the
consignee should be made in writing and applied for not later than two days after the
delivery of the goods.
Claims for delay must be made within seven days from the date of delivery.
When partial loss or damage is pointed out to the consignee by the railway at the
time of delivery, the addressee must immediately examine the goods.
Should a portion of the goods mentioned on the waybill be missing, the consignee
has the right of excluding these from the receipt.
In the case of hidden damage, or of articles missing from the interior of packages,
the claim must be made within seven days after the delivery of the goods, not including
the day of reception.
When the verification of the consignment has been proposed by the railway at the
time of delivery, the consignee forfeits all right to claim by the mere fact of refusal.
When this verification is not proposed by the railway, and the consignee requires a
joint examination of the goods which show no exterior sign of loss or damage, the
RESPONSIBILITY—NON-RESPONSIBILITY.
35
consignment must be taken back to the station and the verification take place before the
station master or his delegate.
Should the addressee then request redelivery he must pay the cost of second cartage
if there is no loss or damage to the goods attributable to the railway.
Undelivered Goods.
In the case of prevention of delivery of goods the consignor shall be advised ; if he
does not immediately give the necessary instructions, the goods are sold by auction, or
transferred to a public or private store, or retained by the railway for delivery to the
" Domaine," in conformity with the law of 28th February, 1860.
After the peiiod fixed for their removal, goods liable to rapid deterioration are sold,
on due notification to the consignee being given and without any other formality than
police inspection.
The proceeds of the sale, on which a report is drawn up, are announced to the
consignor and consignee.
Responsibility.
With the exceptions set forth in the following regulations, the railway is responsible
for loss and damage from the time of acceptance until delivery. It is also responsible for
the non-observance of the fixed periods for forwarding.
Loss.—In case of total or partial loss, the railway makes good the value of the goods
lost according to the current market price, and repays the customs charges and cost of
transportation on the undelivered goods.
Damage.—In case of damage the railway pays the amount of damage in full.
It also forgoes the charges for storage and second delivery which would result from
the request for joint inspection of the consignments delivered.
Late delivery.—In case of late delivery the indemnity is limited to a fifth of the price
of carriage for each day of delay, with a minimum of 50 centimes, and the amount of
indemnity must not exceed the price of transport, nor need loss be proved by the
claimant.
When only a portion of the consignment is late, the indemnity mentioned above is
reduced accordingly.
When the goods are not handed over within the 15 days which follow the expiry of
the period fixed, the consignor or consignee may claim the same damages as would be
given in case of loss.
When lost goods are recovered, the railway notifies the claimant who may have
them delivered free at the departure or arrival offices by returning the amount received as
damages for loss, but deducting the indemnity for late delivery.
The claimant is deprived of the option if he has allowed more than 15 days to pass
after receiving the notice from the railway without making his claim.
The indemnity for consignments under tariff No. 6 is the whole price of carriage
after a delay of more than 6 hours in handing over to the claimant.
Articles rated on value (valuables, works of art, &c.), coming under tariff 4, are only
accepted for forwarding under the conditions of responsibility especially set forth.
Insurance.—The consignor can insure for a greater indemnity in case of loss,
damage, or late delivery, by declaring in writing on the waybill the amount at which he
rates the prejudice which he would suffer by this loss, delay, or damage.
This declaration is made at a charge of 1 franc per consignment, and per 500 francs
and fraction of 500 francs.
In this case the claimant receives the amount of his valuation, indépendant of the
indemnity set forth above, but provided that he justifies the claim for damage.
If the valuation exceeds the prejudice actually proved, the indemnity is reduced
accordingly.
Non-responsibility.
The railways are not responsible either for loss, damage or risk to which the
following goods are exposed on their journey.
(1.) Goods contained in wagons travelling under the seal of the consignor and at
his request, provided that the seals are intact.
(2.) Articles placed in carriages in transport and goods which, by formal and
written request of the consignor, are forwarded in an uncovered wagon,
when the regulations prescribe their transport in closed or sheeted trucks.
(3.) Goods which, in virtue of the regulations, or according to conventions, are
convoyed by the consignor or his delegates.
14712 E 2
36
SPECIAL CONDITIONS;—TAEIEE NO. 1
(4.) Goods liable to damage by the mere fact of travelling by railway, such as
marble, or stone in slabs, crystals, glassware, earthenware, china, stove¬
pipes or pottery, terra cotta pipes not packed, meat and skins (fresh),
fresh fish, eggs, fresh fruit, and vegetables, ice, all merchandise subject to
spontaneous combustion, explosion, or decomposition. The railways will
not be responsible for the rusting of metals.
(5.) Live animals.—The railways expressly decline responsibility for accidents
by the way, such as escape, falls, suffocation, starvation, and other
mishaps that may occur to live animals.
(6.) Goods which, on the formal and written request of the sender, are carried
unpacked or insufficiently packed, when from their nature they should be
suitably packed.
(7.) Goods which have been loaded by the consignor except for the condition set
forth under the regulations for handling. If the unloading has been
performed by the consignee, the railway, contrary to the previous
conditions, is not responsible for damage or shortage in the number of
packages, or the weight of the goods, unless the damage or loss has been
jointly observed with the railway staff at the time of unloading or delivery
of the wagon to the consignee.
The joint inspection must be requested before the unloading commences, it being
understood that for wagons placed on the quays or docks at the request of the consignee,
the joint inspection can only take place if the wagons are unloaded within the periods
fixed by the tariff, or at any rate on the day that the wagons are put in position.
The railways reserve to themselves an allowance of 2 per cent, for losses in weight
on the journey of liquids, or goods forwarded in a damp condition, such as the following
dry goods :—Dye-wood bark, fruit, hops, roots, soaps, cut tobacco, fresh tobacco in
leaves, horns, leather, furs, grease, wool, hoofs, bones either whole or ground, skins, dried
fish, and fresh cement.
The allowance is 5 per cent, for coke, and 1 per cent, for all other dry goods.
When several parcels are entered on the same waybill the allowance is calculated
separately for each one, unless the respective weights cannot be ascertained.
The allowance is not due if the consignee proves that the loss does not arise from
the nature of the goods.
Special conditions.
Tariff No. 1 : Express.—This tariff applies, at the written request of the consignor,
to parcels of any weight, as well as to letters to be delivered by express. It includes
all subsidiary charges, with the exception of those laid down in the chart at the end of
the general table.
Letters by express are only carried within Belgium.
The prices are charged per parcel, arid for those weighing more than 10 kilogrammes,
rise per 10 kilogrammes ; the rate must not be less than the minimum fixed by
the tariff.
Prepaid parcels of 60 kilogrammes and less must be accompanied by a consignment
note of a type supplied by the railways.
The prepayment is effected by means of adhesive " railway " stamps to be placed on
the consignment note.
The rates for tariff No. 1 for parcels of 60 kilogrammes and less, prepaid by means
of adhesive " railway stamps, are as follows, to any distance j—
fr. c.
Parcels under 5 kilogrammes ... ... ... ... 0 80
Parcels from 5 to 10 kilogrammes
,, ,, 10 to 20 ,,
„ „ 20 to 30 „
„ „ 30 to 40 „
„ „ 40 to 50 „
,, „ 50 to 60 ,,
• •
• • *
1 00
1 50
2 00
2 50
B 00
3 50
Parcels classed as cumbersome, with a rateable weight less than 60 kilogrammes,
may be prepaid by means of adhesive " railway " stamps, and rated as above.
Cumbersome parcels and those exceeding 60 kg. in weight must not be prepaid by
means of adhesive " railway " stamps, nor may they benefit by the above rates.
Rates for parcels not prepaid by means of adhesive " railway " stamps whose weight
does not exceed 60 kg. are the same as those prepaid, plus 0*20 francs per parcel.
SPECIAL CONDITIONS—TARIFFS NOS. 2 AND 3.
37
The railways will not be bound to transport parcels by express tariff whose volume
exceeds 1 cubic metre, or with a weight of more than 150 kg. In case of acceptance for
transportation, and if the observance of the rules of the intermediary lines obliges it,
parcels of this sort are placed on goods trains during their journey.
Cumbersome parcels and those difficult to load, liable to delay the running of the
passenger trains, are not accepted under the conditions of Tariff No. 1.
The loading and unloading of parcels forwarded by Tariff No. 1 are carried out by
the railway staff.
Tariff No. 2 : Accelerated service.—Tariff No. 2 applies to parcels weighing up to
200 kg. per consignment (it must be understood that a consignment comprises one or
many parcels forwarded by one consignor and addressed to one consignee), unless the
consignor has expressly requested in writing the application of Tariff Nos. 1 or 3. It
includes all the subsidiary charges, with the exception of those which are set forth by the
chart at the end of the general table.
Under the reserve indicated in the first paragraph of the present regulation, oysters,
fresh fish, and yeast are forwarded at the rate and under the conditions of Tariff 2,
whatever may be the weight of the consignment.
The consignor is authorised to request in writing the forwarding under this tariff of
consignments with a weight of more than 200 kg.
Prepaid parcels of 60 kg. and less must be accompanied by a consignment note of a
type supplied by the railways. The prepayment may be made by way of adhesive
" railway " stamps affixed to the consignment note.
The rates for Tariff No. 2 for single parcels weighing 60 kg. and less, prepaid by way
of adhesive " railway " stamps and accompanied by a consignment note are as follows to
any distance :—
fr.
kilogrammes
Parcels weighing less than 5
from 5 to 10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55 # 55
Parcels considered cumbersome with
a
0
0
0
0
0
1
1
c.
50
60
70
80
90
00
10
rateable weight less than 60 kg. must
be prepaid by means of adhesive " railway " stamps, with the application of the
above rates.
Cumbersome parcels, or those exceeding 60 kg. in weight, may not be prepaid by
means of stamps nor benefit by the above tariff.
Consignments not prepaid by means of adhesive " railway " stamps to be forwarded
under Tariff No. 2 are rated as follows :—
(a.) Single parcels, and consignments of several parcels whose rateable weight
does not exceed 60 kg. :—
Parcels weighing: less than
K
0
kilogrammes
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
• • •
fr.
0
0
0
1
1
1
1
c.
70
80
90
00
10
20
30
from 5 to 10
10 to 20
20 to 30
30 to 40
40 to 50
50 to 60
( b.) Single parcels and consignments of several parcels with a rateable weight
of more than 60 kg. according to the gross weight, rounded up by 10 kg.
with a rate not less than the minimum given in the tariff.
The loading and unloading of parcels under Tariff No. 2 are carried out by the
railway staff.
For the calculation of the rate for consignments with a length greater than the
average length of the rolling stock (see regulations dealing with loading dimensions).
Tariff No. 3, " Petite Vitesse," General conditions, Classification.—Tariff No. 3
applies to goods forwarded by " petite vitesse." When a consignment by " petite
vitesse " comprises goods belonging to several classes, or to special tariffs, the rate of the
highest class or special tariff is applied to the whole consignment.
However, if it is to the advantage of the public, and if the waybill shows separately
the weight of the goods of each class, consignments composed of various classes, or
belonging to special tariffs, providing for a minimum of 10,000 kg. or less, may be
38
COVERING REQUESTS EOR WAGONS.
charged separately at the rate of the class or special tariff applicable to each class of
goods. In this case the whole consignment must be of at least the weight fixed for the
class or special tariff which gives the highest minimum weight. If this minimum is
not reached the weight of the goods rated at the class or special tariff with the lowest
price must be increased to make up the necessary minimum weight.
The special export tariffs and others give the conditions for their application,,
particularly as regards embarkation.
Method of transportation.—The classification table shows the goods of the fourth
class ; these goods are carried in open or uncovered wagons. It also shows the goods
which are only rated in the third class when forwarded in uncovered or open wagons.
The railways decline all responsibility for damage resulting from this mode of
transport.
Woods placed in Class 3 (timber, planks, boards, &c.) are only forwarded in sheeted
trucks on the formal request of the consignor or on the waybill.
The prices of the third class are applied to goods of the fourth class, when the
consignor, wishing to escape the responsibility of transport by open wagon, requests on
the waybill the use of closed or sheeted wagons.
At the request of the consignôr, ice may be forwarded in closed or sheeted trucks
at the price of the fourth class, without increased charge, if wagons are available at the
departure station.
Goods under Class 3, which, according to the classification table, are placed in the
second class, when the waybill requests the use of closed or sheeted trucks, as well as for
those ranged under Class 4, the consignor may obtain the transport in closed wagons at
the rate of the lowest class, if he supplies the sheets.
However, the responsibility only rests on the railways when this loading and
covering is undertaken under the superintendence of the special railway staff.
The railways place their sheets at the disposal of the consignors at the rate of
2.00 francs per sheet, to cover goods which are only rated under Class 3 when they are
consigned in uncovered wagons ; the same applies to the covering of goods of the fourth
class and for special tariffs, Nos. 2, 5, 13, 14, 15, 16, 20, 21, 22, 23, 24, 25, 26, 36, 37
and 40, as well as carriages and motor vehicles.
This condition is not, however, applicable to certain goods figuring in Annexe 5,
such as lime in bulk, dried manure not compressed, &c.
Each reconsignment made from the place where unloading should have been
performed must be considered as a separate journey, and will be charged as above.
The request for sheets on loan must he made at the same time as for the wagons.
It should be reproduced on the waybill.
By the fact of the letting of these sheets, the railway does not assume any
responsibility for loss or damage, unless the loading is done under the supervision of the
railway staff.
The railway requires a declaration from the consignors that the sheets are in good
condition when supplied.
Sheets belonging to consignors must be clearly marked with the name of the owner
and the name of the station to which they belong. They are handed over to the
consignee at the same time as the consignment.
The reforwarding of these sheets to the departure station is done on their
presentation by the consignee. Their return is effected by " petite vitesse," subject to a
registration charge of 50 centimes per consignment.
These sheets must be tied up crossways when being returned, and with the marks
on the outside.
Requests for wagons, conditions and periods for loading or return of the wagons, charge
for demurrage.
The consignor must show, on his request for wagons, the exact tonnage and the
destination of the consignment, as well as the nature of the goods.
In cases where the weight of the consignment does not correspond exactly to the
tonnage of the wagons all the wagons should be fully loaded, the last wagon only being
part loaded with the surplus.
The consignor must give notice, at least 48 hours in advance, for consignments
requiring the exclusive use of a wagon. This period is doubled for consignments
requiring more than five wagons.
CONDITIONS AND PERIODS FOR LOADING OR RETURN OF WAGONS,
39
However, these periods do not apply to consignments necessitating the employment
of special wagons. These are supplied in the order in which they are requested, and the
railways do not guarantee their supply on a particular day.
Open letters, with the inscription " request for wagons5' addressed to station
masters on the State lines, or to those of the companies who perform the duties of station
masters at joint stations, are post free.
Those requests which are made on the same day by one consignor, even when on
behalf of several consignees, are treated as one request.
The periods fixed above are reckoned from the hour of receipt of the request,
including on working days the hours when the railway offices are shut.
These periods are prolonged by 24 hours, if they include a Sunday or one of the
eight legal holidays.
The requests for wagons are noted in the special register kept for this purpose at
each station and, also, if the consignor requires it, by a note showing the day and hour of
the handing in of the request at the departure station.
A deposit of five francs per wagon may be demanded, as earnest money, at the time
of making the entry.
Any inconvenience caused by refusal or delay in accepting a request for transport,
or supply of wagons, must be made good by the railways.
No indemnity is payable, even in the case of insurance for delivery, if the refusal or
delay is due to circumstances beyond the control of the railway, or to " force majeure."
Unusually heavy traffic is considered as a case of " force majeure.55
The station master gives notice to the consignor or his delegate of the hour at which
the wagons requested will be placed at his disposal.
Goods, of which the railway does not undertake the loading, must be loaded by the
consignor or his agents during the hours fixed for the acceptance for forwarding, unless
a special authorisation is granted to effect this outside those hours.
The period for loading at the station is fixed generally at eight hours, beginning
from the time when the wagon is placed at the disposal of the consignor.
The same period is granted for bringing to the station the whole consignment,
forming a complete wagon load, or rated as such, the loading of which is done by the
railway.
Wagons supplied to premises connected with the railway by private stations or
private sidings must be returned within a period of six hours per operation of loading or
unloading, or 12 hours if the wagon supplied loaded is returned with a new load, unless
other periods have been fixed in the general conditions or in the special conventions or
agreements regarding the private sidings.
A period of 10 hours is granted for the loading of consignments of full loads which
are placed under the customs administration.
For calculating the periods fixed by the present regulation for the loading or return
of wagons, account is only taken of those hours during which the offices are open to the
public. These are fixed for the railway, by the general conditions, find for the customs,
by the special warehousing regulations of each town. Account is not taken of Sundays
and the eight legal holidays.
The consignor must pay an indemnity of five francs per wagon if the goods are not
delivered at the departure station on the day on which the wagons are supplied ; the
railway may dispose of the wagons, as may be deemed advisable.
This indemnity is not claimed, however, when the wagon may be loaded at the same
spot by another consignor ; in this case the deposit is repaid.
If the periods fixed are not observed, a charge is made for demurrage of 25 centimes
per hour of delay and per wagon of any tonnage.
The same charge is made when, failing the papers which the consignor must supply,
the wagon must be kept back over the period allowed.
In calculating the period for which the demurrage charges are due the following are
counted :—the holidays—1st of January, Easter and Whit Mondays, and 21st of July—
the working days during which the acceptance and loading of goods are authorised, and
the hours during which the offices are shut and open, both of the railways or customs ;
deduction only being made on Sundays, the days of Ascension, Assumption, All Saints
and Christmas Day.
This disposition is not applicable on the Nord-Beige Railways.
Contrary to the above, the indemnities for delay in loading wagons at the station
need not be charged if the wagons have been attached to the first suitable train, and if,
besides, the delay has caused no inconvenience to the railway service.
40 , HANDLING AND NUMBERING OE PARCELS.
The indemnity for delay in returning wagons supplied to private sidings to be
loaded need not be charged when the wagons are returned in good time to be attached
to the first train suitable for this purpose.
The railways may grant, in exceptional cases, the whole or partial remission of the
demurrage charges when, by circumstances over which they have no control, the
consignors have been entirely unable to observe the period allowed.
Goods which may not be loaded with others.—Goods which may not be loaded with
others (see Annexe No. 9), as well as goods of all kinds consigned in part Joads, and for
which the consignor makes use of a whole wagon, are only carried at the price of the
complete load (5,000 kg. for the first, second and third classes, and 10,000 kg. for the
fourth class), whatever may be the weight of the consignment.
Handling, numbering of parcels.—Loading consists in placing the goods on the
wagon, and, when necessary, in adjusting by means of wedges, cords, chains, and binding
ropes the goods deposited by the consignor on the quays or spots indicated by the
railway.
The reverse operation constitutes unloading.
The loading and unloading of full loads are undertaken by the railway unless the
consignor requires the sole use of a sealed wagon.
The loading and unloading are charged at the rate of 10 centimes for each 100 kg.
or part of 100 kg., besides the charges for handling if, failing instructions from the
consignee or at his request, the raising of the goods to floors of warehouses or their
deposit in cellars is done by the railway.
No reduction is made for assistance lent by the consignor or consignee in effecting
these operations.
Loading and unloading loose goods, forwarded in full wagon loads, must be carried
out by the consignor or consignee.
For other goods at full loads, the consignor and consignee have the option of doing
the loading and unloading themselves.
The railways may, at the request of the consignor, undertake these duties 'under the
conditions set forth above.
The charge is levied in full, even when the unloading is done by the consignee.
The railways are not bound to undertake the loading and unloading of whole or
part loads containing indivisible masses of more than 500 kg. in weight, or articles which
require the use of cranes, &c., when the station is unprovided with the equipment and
staff necessary.
The loading by the consignor carries with it the obligation of unloading and delivery
at the trouble and expense of the consignee.
When the loading or unloading is done by the consignor or consignee, the use of
cranes, &c., belonging to the railways is charged at 3 centimes per 100 kg. for each
operation. This rate is applied in 100 kg. rises on the gross weight.
The use of the lifting appliances made at the departure station is not necessary on
arrival. The lifting appliances may be used on arrival when they were not made use of
at the departure station.
The railways assume the responsibility for the loading risks, and for the sheeting
done at the station by the consignor, when he requests on the waybill the supervision
of the railway staff. A charge is made of 30 centimes per 1,000 kg. This charge
is applicable by 100 kg. rises, and includes the charges for counting the parcels and
weighing the goods, but not those for the use of loading appliances.
Where the loading is done by the consignor, not under this supervision, the railway
only undertakes to number the parcels when this can be done with ease and rapidity, and
when requested on the waybill.
In this case a receipt showing the number of parcels is sent to the consignor.
This checking is charged at 1 centime per indivisible 100 kg. of the gross weight.
Wedging, fyc.—The necessary wedges for goods loaded at the station by the
consignor or by the railway are supplied free by the railways. These dispositions are
not applicable in the through service with the Nord-Belge and Chimay Railways,
The ordinary wedges for loading done outside the station premises, and especially in
private sidings, must be supplied by the consignors.
The necessary rigging, such as the cords for lashing, the chains, cables for loads of
wool, &c., are supplied free by the railways.
The consignors may use their own rigging by giving notice to the railways.
Wedges of special pattern, such as large blocks of wood, frames, trestles, stands, &c.,
supplied by the consignor, are returned to him free of charge after having been forwarded
with consignments bv rail.
o «y
MINIMUM KATES—VERIFICATION OF WEIGHT.
41
The railways do not assume any responsibility for delay in return of these
articles ; the indemnities laid down under the head of 44 Responsibility ," are reduced by
50 per cent.
Minimum Rates.
The minimum rates under Tariff No. 3 are fixed as follows :—
For Class 1, according to price given in the table (see however 44 Furniture
in full loads "). These rates do not include subsidiary charges.
For Classes 2 and 3, at a weight of 55000 kg., consignments of less than
5,000 kg. are rated as Class 1, unless it is to the advantage of the
consignor to pay the price of the minimum weight of Classes 2 and 3.
For Class 4, at a weight of 10,000 kg. Goods of the fourth class to be forwarded
in less quantities than 10,000 kg. are classed in Class 3 and rated as
such, unless it is to the advantage of the consignor to pay the minimum of
Class 4.
As an exception, application is made of Class 4 to consignments of beetroot when
consigned in less quantities than 10,000 kg. when the consignment is in one fully loaded
wagon.
Beyond these minimum weights, the rates are calculated by indivisible fractions
of 10 kg.
With the exception of goods which cannot be loaded with others, all goods consigned
in part loads are rated in the first class, at a minimum weight of 400 kg., unless it is to
the advantage of the sender to pay the price of the minimum of the class to which the
goods belong.
Consignments from or to a private siding are subject to the prices and conditions of
the tariff of the station to which they connect, or to the price and conditions of the
special tariff for the siding in question.
However, for consignments of a less weight than 1,500 kg., a charge is made at the
siding on departure, and, it may be at the siding on arrival, of 3 francs per consignment,
when there is no advantage gained by paying the price of the tariff corresponding
to 1,500 kg.
Private connections may escape this supplementary charge by loading in a return
wagon several consignments for the same station, and which weigh together at least
1,500 kg., but the period allowed for the return of the wagon must not be increased
by this, that is to say, the wagons thus utilised wrill be considered as being returned
empty.
Empty packages and sheets which have been utilised for previous consignments,
requiring the entire use of a wagon, are also free from this supplementary charge of
3 francs both on departure and arrival.
Verification of Weight.
The consignor may request on the waybill the checking of the declared weight. The
railways do this when possible at the departure station, and, in this case, the ascertained
weight is written by the sender on the waybill, and the railways mention a second time
on this paper the weight found by them.
However, the waybill must not be altered if the difference found is not more
than 1 per cent, for coal and coke, 1^ per cent, for minerals, marl and sand, loaded in
the rough.
No allowance exists for other goods at the departure station.
When the checking of the weight is not done at the departure station, it takes place
either on the journey or on arrival, and is, as regards the later rectification of the price
of carriage, dealt with under 44 False Declarations," it being understood that the double
supplement laid down in that regulation is not charged.
The verification of the weight given is charged as follows :—
(a.) 0*01 franc per 100 kg., when requested at the departure office ;
(5.) 0*05 franc for 100 kg., when requested at the arrival office. This charge is,
however, reduced to 0*01 franc per 100 kg. for weighing wagons going on
to private sidings, when the shunting necessary to place them on to the
weighing machine is effected without delay by the locomotive or horses of
the siding company.
These charges are made per indivisible 100 kg.
For part loads under Tariff No. 3, including indivisible masses of more than 100 kg.
in weight, the request for the checking of the weight is compulsory, and must be
14712 F
42
EMPTY PACKAGES AND CASES
explicitly mentioned by the consignor on the waybill, when the latter does not show
the weight.
Liming.— Loads of coal and coke coming from private sidings connected with the
railway must be limewashed by the consignor, when the weighing cannot be carried out
at the point of transmission.
When weighing on arrival is requested for a wagon whose liming has been altered,
the charge for weighing is not collected even when the weight is found to be correct.
Empty Packages and Cases.—Empty cases and packages which have been used for
goods forwarded on the railway by " petite vitesse " are rated on gross weight
and at the price of the 1st class per indivisible 10 kilogrammes with a minimum
of 100 kilogrammes.
This reduced rating is only obtained if the packages in question have been taken
away within the period allowed.
Failing the removal within this period, the packages are subject to the price of the
ordinary tariffs, independent of the charge for storage.
The charges for loading and unloading are per indivisible 100 kilogrammes.
These packages may equally be sent at the price and under the conditions of Tariffs
1 and 2 and according to their gross weight, if the consignor requests it in the waybill.
The waybill must show the good or bad condition of the cases.
New cases and packages, forwarded empty to be used for consignments by rail, are
carried under the ordinary tariff conditions. The consignor or consignee may get a
reduction to actual weight by a load of at least 5,000 kilogrammes.
Empty sacks must be tied together in bundles. A piece of wood or paper giving the
name and address of the consignee, as well as the destination station must be attached to
the ends of the cords. The railways are only responsible for the number of pieces and
total weight of the consignment.
Conveyance of Beer.—Ice reservoirs and ice supplied by the consignors to accompany
consignments of beer, per full load of at least 5,000 kilogrammes, or paying for such
weight, are carried free. In any case the joint weight of the beer, the ice reservoirs and
the ice must not exceed the normal tonnage of the wagon.
The consignors must show on the waybill the weight of the beer barrels to be used
for the application of the rate. Failing this notification, the rate is applied according to
the gross weight of the load.
When the consignment of reservoirs and ice takes place by " petite vitesse," it is
subject to a registration fee of 50 centimes per consignment.
Conveyance by Contract.—Contracts only apply to indivisible quantities of 5,000
kilogrammes for goods by Classes 1, 2, and 3, and for 10,000 kilogrammes for goods
in Class 4.
The contracts are granted to consignors who agree to use continuously for at least
six months one or more wagons, fully loaded, with goods of the same nature, to be carried
between two fixed stations and to the same address.
When a contract is asked for by a consignee, he must prove the agreement of
the consignor.
The consignee may change, at the end of each month during the contract, the places
of departure and arrival of the consignments. The agreement of a new consignor
is always required.
The contracts for one year or less are rated at the ordinary prices of the tariffs.
Contracts for six months to one year are subject to an increased charge of
25 centimes per ton.
A reduction of 25 centimes per ton is granted for contracts for the use of wagons in
both directions between the stations fixed upon.
The consignee has the option of using the wagons for goods of a different nature on
the return journey.
The prices in force at the time of making the contract are only agreed upon under
the understanding that they may be amended during the term of contract.
The railways fix the route of the wagons and the periods for loading and unloading.
These periods are reduced to four hours per day for each operation when the necessities
of the railway service require it.
The railways reserve to themselves the choice of the rolling stock to be used on
these contracts.
The contractor has the power to increase at the end of each month of contract the
tonnage fixed in the engagement, under the same conditions, and by means of the regular
use of additional wagons.
4
FURNITURE— ROLLING STOCK ON WHEELS.
The railways reserve to themselves the right to limit the tonnage to double that
fixed in the original agreement.
All requests for supplementary wagons on contract or for a changed route, must be
despatched to the station master in writing, eight days in advance.
In case of failure to supply according to the contract, the contractor may be liable for
50 per cent, of the price of the transport not effected unless he can prove that the failure
to supply was due to a fault of the railway, the closing of gates, the accidental extinction
of a furnace, the forced interruption of works or any cause of like nature.
The railways are equally freed from their obligation to the contractor, in the case of
blocks or other circumstances, similar to those liberating the contractor.
Furniture.
Use of furniture vans belonging to the railway.—Requests for vans.—Requests for
vans are received at all stations, and for all stations provided with loading ramps, on
deposit of 10 francs per van, which is repaid to the consignor at the time of departure.
They are granted on request and in the order these requests are received, but without
guarantee on the part of the railway to supply the van on any particular day. In cases
where use is not made of the railway vans requested, the deposit is retained by the
railway, independently of the indemnity for demurrage.
Application of the price for conveyance.—The price for conveyance is applied per van.
It is optional for the consignor to request on the waybill, carriage at the price of Tariff 2,
by means of adopting all the conditions of that tariff and paying the rate for 6,000 kg.
The weight to be loaded ijnto each van is limited to 3,000 kg.
The railways do not take part in the loading and unloading of furniture at the
residence ; they undertake, without special charge, the loading and unloading of the vaiL
at the stations of departure and arrival.
Use of furniture vans supplied by the consignor.—Acceptance.—The vehicles are only
accepted for transport if their dimensions do not exceed the loading limits. It is optional
for the consignor to dismount the van off its wheels, but he must remount it again on
arrival at his own risk and expense.
The railways are not bound to supply the lifting gear necessary for this purpose.
At the request of the interested parties the railways undertake these operations in
those stations equipped with the necessary staff and equipment.
A charge of 10 francs per vehicle and per operation of mounting and dismounting-is
made.
The conveyance of furniture vans is only undertaken to those stations open to the
receipt of vans. The loading and unloading of furniture vans is undertaken without
special charge by the railway.
Application of the transport price.—The price of transport is applied per vehicle. The
consignor may request on the waybill the application of Tariff No. 2, under the conditions
of that tariff and the payment of the rate for 6,000 kg. at the minimum.
The maximum weight of the vehicle and its load must not exceed 10,000 kg. for
transportation by the State railways, the Nord Belge, the Termonde St. Nicholas and the
Malines to Terneuzen Railways ; for all others the maximum load is 6,000 kg.
Vans whose total weight exceeds 6,000 kg. are rated on the gross weight under
Tariff 2 or under Class 1 of Tariff 3, according to circumstances.
Empty furniture vans used for the forwarding of furniture by rail travel free in the
interior of Belgium. On through services they only travel free on that portion of the line
traversed, or to be traversed, with a load.
Furniture in full wagon loads.—The consignments of furniture for which the con¬
signor makes exclusive use of one or more wagons are rated, either under Tariff 2 or under
Class 1 of Tariff 3, according to whether the waybill requests conveyance by accelerated
service or " petite vitesse." The minimum.weight to be rated on is fixed at 4,000 kg. per
wagon. Loose furniture is neither collected nor delivered. Consignments under Tariff 2
are loaded and unloaded by the railway when composed of packed furniture. The loading
and unloading of unpacked furniture forwarded under Tariff 2, the loading and unloading
of all furniture whether packed or not, forwarded under Tariff 3, are to be effected by the
consignor or consignee. The above conditions are equally applicable to furniture in crates
which must always be rated on a minimum weight of 4,000 kg. per wagon.
Locomotives, carriages and wagons on wheels.
Carriages and wagons on wheels.—a Grande Vitesse."—The consignor may request
the forwarding of passenger carriages by u grande vitesse," by the first regular passenger
14712 * F 2
44
TARIFFS NOS. 4 AND 5.
train, with the exception of international trains, " trains de luxe " and the local train in
conjunction with same, by paying double the rate for " petite vitesse."
The forwarding may, however, be done by international trains, " trains de luxe "
and the trains in connection, when previous authority has been obtained, and the payment
of an additional charge of 25 per cent, on the double rate. The conductor accompanying
empty carriages, if he occupies the carriage, must pay for a 1st class ticket.
" Petite VitesseP—The price by " petite vitesse " is fixed as follows :—
From 1-25 km., 1*25 francs fixed charge per axle and 0*15 franc per axle per
km. ; from 26-75 km., the rate corresponding to 25 km., increased by 0*10 franc
per axle per km. ; from 76-100 km., the rate corresponding to 75 km., increased
by 0*05 francs per axle per km. Above 100 km., the rate corresponding to
100 km., increased by 0*025 franc per axle per km. The tariff refers to wagons
on two axles. The rates are augmented by 50 per cent, for wagons, loaded with another
wagon or a passenger carriage. The transportation of carriages and wagons on wheels
cannot be undertaken without previous sanction.
Locomotives and tenders on wheels.—The transportation of these will not be under¬
taken without previous authority having been obtained. Consignments are charged
according to the table of classification of goods. Locomotives running on their own
wheels must be accompanied by an inspector supplied by the consignor to attend to the
lubrication. Free fare is granted to one inspector accompanying each locomotive, but to
obtain this benefit he must travel on the vehicle transported. Any other employees
travelling on the locomotives or tenders must pay the 3rd class fare.
Tariff No. 4.
Valuables, ivories of art, precious articles, <fc.—This tariff applies to consignments
of money, valuable papers, precious metals, jewels, precious stones, small clocks, lace,
statues, art bronzes, antiquities and objects of art in general. The value of each
consignment must be declared on the waybill and must never exceed the actual value.
The price for transport to any distance is made up of the following rates :—
(a) Rate at weight :—
Consignments of 5 kg. or less, 0*50 franc ; per 5 kg. or fraction in addition,
0*10 franc.
(b) Rate charged according to declared value :—
0*20 franc per 100 francs or fraction of 100 francs for statues, art bronzes,
antiquities, &c. ; 0*10 francs per 1,000 francs or fraction of 1,000 francs
for other consignments.
These prices include all the subsidiary charges with the exception of those shewn at the
end of the general table. A consignment which has been requested to be delivered at a
residence by express is termed "urgent" and is rated at double the price of the ordinary
consignment and must in no case be inferior to the price of Tariff 1. The request for
"urgent" is not allowed for statues, pictures, art bronzes, antiquities and objects of art
in general.
Responsibility.—Contrary to the previous regulations the railways repay, in case of
partial or total loss, the value of the lost article, according to the amount stated on the
waybill, as well as the cost of carriage and the customs charges paid after consignment.
In case of damage the railway pays the amount of the depreciation calculated on the
same basis.
Tariff No. 5.
Carriages and motor vehicles.—Carriages and motor vehicles are only accepted for
forwarding by " grande vitesse " if the distance to be traversed is at least 75 km., or if the
consignment is for the whole distance travelled by the train.
These consignments must be notified at the station 48 hours- in advance.
However, the railways do not guarantee to supply wagons within this period ; they
are supplied in the same order as the requests are received and are not guaranteed on any
stated date.
Carriages and motor vehicles by " grande vitesse " must be handed over at the station
at least one hour before the departure of the train. Consignments by " petite vitesse "
are regulated by the conditions governing full loads under Tariff 3.
The tariff shows the price of transport by " grande vitesse " the price includes the
loading and unloading charges.
Carriages and motor vehicles, whether on wheels or not, forwarded by " petite
vitesse " are charged at the price of Class 2 with a minimum of 2,500 kg. per vehicle,
LIVE ANIMALS.
45
with an increase of a minimum weight of 1,500 kg. per additional vehicle loaded on to
the same wagon.
The loading and unloading are to be carried out at the risk and expense of the
consignor and consignee.
The above conditions apply equally to carts, wains, trucks, lorries, omnibuses,
market carts, removal vans, not belonging to the railway, forwarded empty without
guaranteeing a return load by rail, train cart on wheels or not, wagons and carriages
belonging to light railways, gun carriages, fire engines on wheels, threshing machines,
agricultural machines, &c., forwarded by " petite vitesse " unless the rate of Class 1 of
Tariff 3 gives a reduced rate.
Carriages and motor vehicles carried in closed wagons, are rated both by " grande"
and " petite vitesse " at an increase of 25 per cent, on the tariffs.
When the forwarding is done by " grande vitesse " passengers may travel in their
vehicles. In which case they must pay the 1st class fares.
Market people and their families may travel in their market carts at the 3rd class
fare for each person.
A reduction of 50 per cent, is made for fire engines and fire appliances in case of
grave necessity by requisition from the communes.
Hearses to be transported must be notified to the railway 24 hours in advance and
handed over at least one hour before the departure of the train. They are rated as
carriages at u grande vitesse."
If more than one- coffin is carried at the same time, the price is increased by
25 per cent, for each additional coffin. If the forwarding is authorised by international
trains or " trains de luxe " and similar local trains, the rates are increased by 25 per cent.
A special wagon is allotted for the forwarding of coffins. Two persons are carried free if
they travel in this wagon, beyond this number the 1st class fare is charged per person.
Removal of carriages, motor vehicles, and hearses.—The removal must be effected
from the arrival station within six hours without previous advice. After this period a
charge of 0*25 francs per hour is made.
Live Animals,
Small animals, dogs, birds, goats, sheep, and pigs, cjr.—Small animals handed in for
forwarding in baskets or crates (the bottom of which must be completely closed except
for a small drainage opening) are forwarded at the price and under the conditions of
tariff 2. They may not be placed on passenger trains.
Dogs, sucking pigs, and small domestic animals.—These animals, sent in cages,
baskets, or cases, are accepted for transport under the conditions of tariffs 1 and 2.
The cages, baskets, or cases should be well ventilated and constructed so that the bottom
is full or covered with straw or matting so that the small animals may not have their
paws or hoofs damaged during handling operations.
Birds, pigeons, small farm-yard animals, bees in hives.—These are accepted for
transport under the conditions of tariffs Nos. 1, 2, and 3.
Attendants.—Free carriage one way is granted to a guard of a consignment of
pigeons and bees in hives weighing at least 1,000 kg. The attendant must travel in the
wagon allotted to the carriage of the pigeons or bees.
Returned empties.—The cages, baskets, and cases returned empty by " petite
vitesse," and within 48 hours from the time of delivery of the animals are only
charged a registration fee of 0*20 francs per consignment. This reduced charge is
only allowed if the removal of the parcels on arrival has been effected within the
period allowed.
Failing removal within this period the packages are charged at the rate of the
ordinary tariffs in addition to the cost of warehousing.
These parcels are subject to the rates and conditions of the ordinary tariffs if they are
insured for delivery, collected, delivered, or if the consignment carries with it advances or
repayments. Empty cases, cages, or baskets belonging to different consignments may not
be grouped so as to make one return consignment.
Empty packages must return by the same route as that by which the animals
were sent.
Packs of hounds.—Those carried in closed wagons are charged under the rates and
conditions of tariff NTo. 2 at a weight of 4,000 kg. per wagon. The railways reserve to
themselves the option of carrying packs of hounds by passenger trains or goods trains.
Small wild animals.—Savage animals, whose ages do not exceed four months, as well
O 7 o -
as other small wild animals, forwarded in cages, are rated on the weight of the animals
and their cages, under the price and conditions of tariffs 1 or 2.
46
TARIFF NO. 6,
Tariff No. 6.
Horses, large animals, wild animals, cjr.—Acceptance for forwarding.—The tariff by
ugrande vitesse" only applies to horses, asses, mules, ponies, and foals where the distance
is not less than 75 km., and when the animal travels for the whole distance run by the
train. These animals must be loaded at least an hour before the departure of the train.
Consignments must be notified at least 48 hours in advance. This period is doubled
for consignments requiring the use of more than five wagons.
The railways, however, do not guarantee to supply these wagons within this period ;
the requests are granted in the order of their receipt by the railway.
Application of the Tariff.
Conductor.—Free carriage is granted to one conductor when travelling in the wagon
or box.
Horses.—Transportation both by " grande " and " petite vitesse " is undertaken at
the prices fixed by the table.
When the consignment comprises more than three horses per wagon for " grande
vitesse," and more than eight horses for u petite vitesse," each horse beyond these
respective numbers is rated at 50 per cent, of the price fixed for one horse. Mules>
ponies, foals, and asses both by " grande " and " petite vitesse " are calculated together as
follows
one mule, one or two ponies, foals, equal to one horse ;
two mules, three or four ponies, foals, or asses, equal to two horses ;
three mules, five or six ponies, foals, or asses, equal to three horses ;
four mules, seven or eight ponies, foals, or asses, to four horses and so on.
Ponies and foals over 1 m. 30 in height go as horses.
If the consignor requests it, and if the distance does not exceed 75 km., horsesr
mules, asses, ponies, and foals are, so far as the service permits, carried by goods trains
for one part of the journey and by passenger the remainder.
Cattle.—The transport of these only takes place by " petite vitesse," and is divided
into three categories.
1. One or two bulls, oxen, young bullocks, cows, or heifers ; one to five fat pigs
or calves ; one to ten lean pigs, sheep, or goats ; one to thirty sucking pigs.
2. Three or four bulls, oxen, bullocks, cows, or heifers ; six to ten fat pigs or
calves ; eleven to twenty lean pigs, sheep, or goats ; thirty-one to sixty sucking pigs.
3. A wagon of big or small cattle (see the two last paragraphs of the present regulation),
Pigs weighing more than 50 kg. go as fat pigs ; those weighing from 20 to 50 kg.
as lean pigs ; and those weighing 20 kg. and under as sucking pigs.
The rates of the first, second, and third categories are charged for consignments of
cattle comprising different species, according as the quantity loaded into a wagon does
not exceed 30, 60, or 100 units respectively, it being understood that each head of cattle
represents the following number of units :—
■
Number of units to the category.
.
-ft
First.
Second.
Third.
1
i
Bulls, oxen, and cows
15
15
12|
•
Steers and heifers ... ... ...
15
15
10
Fat pigs and calves...
6
6
4
Lean pigs
3
3
2!
Sheep and goats
3
3
If
Sucking pigs
1
1
1
•
Consignors may load into a wagon the number of head that seems good to them>
but at their own risk.
However, the prices of the third category are increased for consignments of animals
comprising per wagon more than 100 units. For consignments not composed of different
kinds of animals, the number of 100 units corresponds to :—
8 bulls, cows, or oxen.
10 steers or heifers.
25 fat pigs or calves.
40 lean pigs.
60 sheep or goats.
100 sucking pigs.
wild animals annexes to general regulations.
47
This increase is fixed for each unit or fraction of a unit beyond 100 at one-half per
cent. of the price of the third category.
Wild animals.—Savage animals, such as lions, tigers, jaguars, panthers, bears,
wolves, hyenas, &c., must be shut up in solid and secure cages.
The railways reserve to themselves the right to refuse any consignment which does
not present the necessary guarantee of safety. The transport is effected by " petite
vitesse " and is rated at the price and under the conditions of the 3rd category of tariff
No. 6, per wagon.
Wild animals which by reason of their great size cannot be shut up in cages are
permitted by " grande " and " petite vitesse." They are rated as follows :—
By P. Ar. as— By G. V. as—
Elephants, rhinoceros, hippopotami ... ... horses horses.
Camels, dromedaries, giraffes, stags ... ... oxen horses.
Zebras, antelopes, and gazelles ... ... asses horses.
Conditions applicable to Consignments of Live Animals of every kind.
Admission for transport.—Live animals are only accepted for forwarding under
these prices and conditions. Animals severely hurt, especially those having one or more
limbs broken, are only accepted if the consignor gives a certificate from a veterinary
surgeon attesting that they are in a fit condition to travel on the railway.
Special trains.—Where a request is made to the railways 48 hours in advance
horses and other animals may be forwarded by special trains at the usual price .of
" petite vitesse " so long as the minimum price on the journey over each railway is not
less than 160 francs, nor a sum representing less than 5*25 francs per kilometre traversed.
This minimum is increased by the subsidiary charges, and also that for disinfection.
Handling and Removal.—The loading and unloading of animals must be done
exclusively by the consignor and consignee at their own risk and cost. The same holds
good for unloading, reloading and weighing when these operations are demanded by the
frontier Customs.
The railways forbid any loading or unloading during the journey. Animals
accompanied by a guard must be taken away within two hours after arrival ; those
unaccompanied must be removed at the latest two hours after the despatch of the advice
note to the consignee or his delegate. After this period they will be put in pound at
the cost and risk of the consignor, or if the railway allows their retention in the
wagon demurrage charges for stock will be made according to the conditions previously
laid down.
ANNEXES TO GENERAL REGULATIONS.
Annexe 5. '
Explosives.
General conditions applicable to the transport of explosives by railway.
Explosives are divided into the following classes :—
I. Powders. 2. Dynamites. 3. Explosives not easily inflammable. 4. Detonators.
5. Fireworks. 6. " Munitions de sûreté " (safety cartridges, Davey lighters and lamps,
railway fog signals, &c.).
The conditions of transport, packing, labelling, &c. form the subject of detailed
regulations.
No transport of explosive materials except those of the two last divisions can be
effected without special authority from either the Burgomaster or ' the Governor of the
Province. Each consignment must be accompanied by a special waybill.
Annexe 6.
Cumbersome Goods.
This annexe gives a list of cumbersome goods to be surcharged at an increase of
50 per cent, of their actual weight up to a maximum equal to 50 per cent, of the tonnage
of the wagons utilised. The list includes such consignments as :
Articles of millinery, such as feathers for ornament, artificial flowers of all kinds,
cages of birds, wooden chairs, hats, carts on wheels, sponges, new casks, agricultural
machines, impressed hops, feather bedding, chandeliers, sewing machines, carved
furniture, boats, pigeons in baskets, skins of animals unpressei, motor cycles,
perambulators, bath chairs, &c.
48
general classification of goods—general tariff
Annexe 9.
Goods which may not be loaded with others are shown in this annexe, such as :
Refuse from towns, and the following goods when loaded loose :—beetroot,,
empty bottles, gas and coal tar, resin, cinders, lime, gravel, dead horses, cement,
coke, creosote, earthenware, manure, green fruit or any dried fruit, ice, fats, guano,
coal, macadam, marl, minerals, grain, turnips, nuts, stone and earth, plaster, apples
and pears both fresh and dried, quartz, sand, salt, glassware, &c.
Annexe 10.
This annexe gives a list of goods for which no declaration of responsibility is
required when consigned unpacked. Examples :
Common chairs ; straw hats ; common sponges ; ironware, such as pails and
pans ; gardening tools, forks, rakes, &c. ; agricultural tools ; copper or lead pipes ;
common baskets, &c,, &c.
Annexe 14.
Special rolling stock which the railway's do not guarantee to supply on a fixed date
is shown in this annexe. A few examples may be given such as :
Funeral wagons, horse boxes, vans, special wragons used for the transport of
horses to Germany by " grande vitesse," of ice, butter, food provisions, chicory, all
wagons specially constructed for particular purposes and all descriptions of wagons
which number less than 1,000 in use.
GENERAL CLASSIFICATION OF GOODS FORWARDED BY
" PETITE VITESSE."
Goods forwarded by " petite vitesse " are divided into four classes. Examples of
each division are given, in order that a general idea of the method of classification
may be obtained.
Class I.—Alcohol in barrels, weighing machines, butter, biscuits, Prussian blue,
beverages, candles, brushes, cocoa, coffee, empty cases, india-rubber, chairs, hats, pork,
bees, needles, almonds, fireworks, moist sugar, footwear, cigars, cider in casks, wax, glue,
preserves, cutlery, provisions, tusks, drapery, drugs, ink, felt, fresh cheese, fruit, dead
game, toys, lard, fresh vegetables, linen goods, carved and polished marble, haberdashery,
furniture, empty baskets, paper, perfumery, pianos and organs, hardware, toilet soap.
Class II.—Zinc, carriages, glassware, iron cooking utensils, iron or steel pipes, zinc
sulphate, copper sulphate, sugar, unperfumed soap, returned empty sacks, dried peas, fresh
pears, live plants, iron hinges, nickel, circus vans, polished marble, iron beds, dried vegetables,
carriage grease, lead wire, ironmongery, worked iron, un worked tin, iron screws, mineral
waters, copper in blocks, screw jacks, raw cotton in bales, cast iron columns, chicory in
powder, carbonate of potash, iron chains, white lead, cherries, worked steel.
Class III.—Arrowroot, asphalt, bicarbonate of soda, beer in casks, bitumen, corn,
timbers, empty bottles, cement bricks, cabbages, cement, vegetable glue, paving stones,
staves, tow, flour, green fodder, horse beans, seeds, granite (dressed), fuel economisers,
oatmeal, locomotives on wheels, tenders on wheels, malt, poles, planks, onions, straw in
trusses, common pottery, iron and steel girders.
Class IV.—Tiles, cement and terra cotta, drain pipes, earthenware, turf, earth and
mould, sulphate of soda, sulphate of iron, soot, sand, salt, ashes, quartz, iron pyrites,
plaster, stones (rough), bones for manure, turnips, ores, marl, macadam, guano, gravel,
ice, manure, cast iron, coke, coal.
GENERAL TARIFF.
The tariff on the State system of railways and the through services with the
concessionised railways, the Nord-Belge, Chimay, Hasset-Maeseyck, Malines-Terneuzen^
Gand-Terneuzen, Termonde-St. Nicolas, and the West Flanders railways for the transport
of merchandise, vans, valuables, works of art, precious articles, carriages, hearses, and
live animals.
The tariffs on the Belgian railways are divided as follows :—
Tariff Number 1 . Express.
„ 2 ... ... ... " Service accéléré."
,, 3 ... ... ... " Petite vitesse."
,, 4 ... ... ... Valuables, pictures, works of art, &c.
,, 5 ... ... ... Carriages by " grande vitesse."
5 ?
6 ... ... ... Horses and cattle.
general tariff.
49
The rates of these tariffs are strictly kilometric except for the parcels traffic for parcels
up to 100 kilogrammes in weight.
The parcels traffic of 60 kg. and less will be dealt with first, and not included in
the general table.
The tariff No. 2 u service accéléré " is u grande vitesse " by goods train.
Parcels of 60 Kg. and less.
Tariff No. 1.
Parcels of 60 kg. and less prepaid by means of adhesive " railway " stamps for any
distance :—
When weighing 5 kg. and less ...
,, from 5 kg. to 10 kg.
33
33
10 „
„ 20
33
33
20 „
„ 30
33
33
30 „
„ 40
33
33
40 „
„ 50
33
33
50 „
„ 60
35
33
53 *
33
33
Fr. c.
0 80
.1
1
2
2
8
3
00
50
00
50
00
50
For parcels of 60 kg. and less not prepaid by means of adhesive "railway " stamps
are charged 0'20 francs additional on the above figures.
Tariff No. 2.
Parcels of 60 kg. and less prepaid by means of adhesive
any distance :—
u
railway " stamps for
Fr.
c.
5 kg. and less ...
0
50
from 5 to
10 kg.
0
60
» 10 »
20 „
0
70
» 20 „
30 „
0
80
» 30 ,,
40 „
0
90
» 40 „
50 ,,
1
00
» 30 „
60 „
1
10
Parcels of 60 kg. and less not prepaid by means of adhesive " railway " stamps are
charged 0*20 francs additional on the above figures.
Tariff No. 4.
Valuables, works of art, <fc.
When rated on weight (valuables) to any distance :—
Fr.
Parcels of 5 kg. and less ... ... ... ... ... ... ... 0
Per 5 kg. or fraction of 5 kg., additional ... ... ... ... ... 0
When rated on value (pictures, statues, &c.) to any distance, per 100 francs 0
When rated on value (other articles), to any distance, per 1,000 francs ... 0
c.
50
10
20
10
14712
G
50
BASIS OF THE TARIFF.
C
THE BASIS OF THE TARIFFS.
The following table shows the basis on which the tariffs are calculated. For
distances of less than 5 km. the charge for 5 km. is made in the cases of tariffs
Nos. 1 and 2 and classes 1, 2 and 3 of tariff 3, for vans and for tariffs 5 and 6.
For tariff 1, a charge of 3 francs for delivery is made per 100 kg., and
For tariff 2, a charge of 0*30 francs is made per 100 kg. for delivery, in both
cases compulsory.
Tariff
No. 1.
Distance.
m
a
03
f-i
ta
o
Co
to
rH
©
Tariff
No. 2.
00
a
c3
U
bo
o
r—I
• r*
M
o
o
u
©
Ph
a
a
a
•i—«
a
Tariff No. 3.
Per 1,000 kilograms.
•
CO
CO
c3
©
CO
CO
c3
r—4
©
•
CO
CO
c3
l-H
©
CO
CO
c3
rH
©
43
a
CO
u
43
rH
CO
HM
02
r—4
©
©
A
a
o
to
a
o
bL
c3
£
a
o
ta .
c3 to
M
M «
© o
a £
43
O rfl
• rH 43
M •£
Ph £
Vans
(per vehicle).
©
43
c3
•i-4
m
pm
a
o
ta
e3
*
Charges varying according to Distance.
1 to 25 kilometres, per kilometre
Fr.
• Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
0-03
0*02
0*04
,
o-io
0-08
0-06
0*06
0-30
0*60
0*702
0-60
Fixed Charges.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
1-05
0-40
0*40
1-00
1-00
1-00
1-00
5-00
6-00
7-02
6-00
—
o-io
0-04
o-io
"1
■
■ '
T
0-60
0-70
0-60
Charges varying according to Distance.
76 „ 100
>»
11
101 „ 125
!>
11
126 „ 150
11
11
151 „ 200
11
11
201 „ 350
11
11
351 kilometres and above
11
in addition
5)
11
»>
11
s>
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
0-03
0-02
0-04
o-io
0-08
0-06
0-04
0-20
0-60
0-702
0-60
0-02
0-016
0-032
0-08
0-04
0-03
0-02
o-io
0-48
0-5616
0-48
0-02
0-016
0-032
0-08
0-04
0-02
o-oi
0-05
0-48
0-5616
0-48
0-02
0-016
0-032
0-08
0-02
o-oi
o-oi
0-05
0-48
0-5616
0-48
0*016
0-012
0-024
0-06
0-02
o-oi
0-01
0-05
0-36
0-4212
0-36
0-012
0-008
0-016
0-04
0-02
o-oi
o-oi
0-05
0-24
0-2808
0-24
0-012
0-008
0*016
0-04
0-02
o-oi
0-02
0-05
0-24
0-2808
0-24
Tariff No. 6.
Horses.
Distance.
" Grande vitesse."
Per consignment
and per wagon.
©
CO
m
O
A
CO
©
CO
1-4
o
.a
<n
CO
©
CO
o
.a
co
u
Petite vitesse."
Per consignment and per wagon.
©
CO
m
o
.a
CO
©
CO
>4
o
A
CO
©
CO
m
o
.a
CO
co
©
CO
m
o
■a
CO
©
CO
*H
o
iO
•
•
•
to
03
03
©
©
©
02
u
2
03
M
o
o
O
A
A
A
to
CO
Cattle
(" Petite vitesse.")
u
43 O
© ta
1-4 ©
43
c3
©
n
Tl O
a ta
©
c3
o
l to 75 kilometres
f6 to 150 kilometres, per
kilometre in addition.
L51 to 200 kilometres, per
kilometre in addition.
200 kilometres and above,
per kilometres in ad¬
dition.
Fixed Charges.
Fr.
5-00
Fr.
7-50
Fr.
10-00
Fr.
3-00
Fr.
4-50
Fr.
6-00
Fr.
7-50
Fr.
9-00
Fr. 1
10-50
Fr.
12-00
Fr.
13-50
*
Fr.
3-00
Fr.
4-50
Fr.
6-00
Charges
varying according to distance.
Fr.
0-26
0-20
Fr.
0-39
0-30
Fr.
0-52
0-40
Fr.
0-12
0-09
Fr.
0-18
0-135
Fr.
0-24
0-18
Fr.
0-30
0-225
Fr,
0-36
0-27
Fr.
0-42
0-315
Fr.
0-48
0-36
Fr.
0-54
0-405
Fr.
0-12
0-09
Fr.
0-18
0-135
Fr.
0-24
0-18
0-12
0-18
0-24
0-06
0-09
0-12
0-15
0-18
0-21
0*24
0-27
0-06
0-09
0-12
0-08
0-12
0-16
0-04
0-06
0-08
0-10
0*12
0-14
0-16
0-18
0-04
0-06
0-08
subsidiary charges—special tariffs. 51
Subsidiary Charges not included in the Tariff.
Tariff Numbers.
1.
2.
3.
4.
5.
e.
r*
**
*©
M
VD
•
•
©
r—-f
43
N<D
O
o
Qi)
m
GQ
4=>
c3
o
•
m
m
©
u
ft
M
<
©
Q
• H
>
*4
©
m
•r-t
>
©
.15
"©
CD
©
i t
.O
c3
d
'cS
02
©
bo
c3
•H
u
c3
d
c8
m
©
m
M
O
m
v»
v*
V*
>
O
S
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Registration.—Per consignment (compulsory)
—
0
20
0 20
0 20
Collection :—
per consignment and per indivisible fraction of
0 30
0 30
0
30
100 kg.
of money per indivisible fraction of 1,000 frs.
—
0 15
with a minimum of 0*30 fr. per consignment.
vans, supplied by the railways ...
—
10
00
Delivery :■—
Parcels of 500 kg. at a maximum, per indivisible
fraction of 10 kg.
at Brussels ...
—
0
05
at other stations
—
.
0
03
___
Yans, supplied by the railways ...
—
10
00
—-
Advances.—Payment of advances on departure—
(a) of 20 francs and less
0 20
0 20
0
20
0 20
(b) of more than 20 francs, per consignment
0 25
0 25
0
25
0 25
and per indivisible fraction of 100 francs
Repayments :—
of 200 francs and less
0 20
0 20
0
20
0 20
—_
of more than 200 francs up to 1,000 francs
0 60
0 60
0
60
0 60
1
—
Advice Note.—Postage ...
—
0
10
Insurance for delivery.—Per consignment and per
1 00
1 00
1
00
1 00
1 00
1 00
indivisible part of 500 francs.
Hire of Sheets.—Per sheet ...
—
—
2
00
—
Return of Sheets supplied by Consignor:—Per
—
0
50
—
—
—
consignment.
Handling :—
Loading and unloading, per indivisible fraction
—
0
10
—
—
of 100 kg.
Use of loading appliances belonging to the
—
0
03
—
railway, per 100 kg. and per operation.
Charge for supervision of loading done by
—
0
30
consignor, per 1,000 kg.
Numbering of packages, per 100 kg.
—
0
01
—
Verification of Weight :—
fWhen requested at the
0
01
Per 100 kg. with a J departure office.
minimum of 0*10. J When requested at the
—
0
05
v. arrival office.
Private Siding Charge :—Per consignment of less
—-
3
00
.—
than 1,500 kg.
Disinfection Charge :—
Horses and cattle :—
Per wagon with single floor...
1 25
„ „ several floors
2 50
Poultry in cages or baskets, or at liberty, per
1 25
1
25
full wagon, or rated as such, with the excep¬
tion of pigeons going to shows.
i
<
i
SPECIAL TARIFFS.
The number of special tariffs is considerable, these include 56 special tariffs,
about 20 exceptional tariffs, some provisional special tariffs and a limited number of
special transit tariffs.
It is not within the scope of this report to enter into the International Traffic in
detail, but it must be mentioned that in addition to the above rates, special reduced
tariffs are in force in Belgium to meet the demands of the traffic to North and
Mid Europe. For instance, there are no less than 28 special tariffs for the Belgium-
14712 g 2
52
SPECIAL TABIFFS.
Holland Traffic, and four exceptional tariffs ; and the General Tariff for the France-
Belgium-Holland Traffic is similar to the Belgium-Holland tariffs, with the addition of
the five special tariffs based on the Belgium-Holland special tariffs mentioned above and
the common exceptional tariffs of which there are two for "grande vitesse" and six for
"petite vitesse." Similarly there is an extensive list of special and exceptional tariffs for
other countries, such as the Belgium-Germany traffic. The five combined sea and rail
rates with certain shipping lines will be touched on later.
Special Tariffs.
The following list shows the goods carried under each special tariff, together with
the purpose for which it was granted.
Special Tariff No. 1—Export—Coal, stone, and earth, per 10,000 kg.
2 ,, Coal, ores, sand, &c., per 50,000 kg.
4 ,, Dross and slag for iron works, rolling mills, &c.,
per 10,000 and 100,000 kg.
5 „ Various goods per 10,000 kg.
6 „ „ „ „ 5,000 kg.
7 „ „ „ „ 10,000 kg.
8 „ „ „ „ 10,000 kg.
9 „ Manufactured metal goods per 10,000 kg.
10 ,, Animals for shows, horses for race meetings, &c,
11 ,, Glassware per 7,000 kg. minimum.
12 ,, Manufactured metal goods per 10,000 kg.
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
1 3
55 55 55 5 5 55 55 55 55 55 55
55 55 55
55 55 55
55 55 55
55 55 5?
55 55 55
55 55 55
]4—Import—Kaolin, china-clay, &c.. per 10,000 kg.
15 ,, Weapons, lead, copper, per full loads.
16 ,, Rock-salt, sea salt, per 50,000 kg.
17 ,, Various goods, per 5,000 kg.
18 „ „ „ „ 10,000 kg.
19 „ Oats per 10,000 kg. imported by Belgian ports,
for France and beyond.
„ ,, ,, 20—Private sidings, &c.
21—Import—Slats and boards.
22 ,, Tar per 10,000 kg.
23 ,, Ores, pyrites, blends, slag, &c., per 10,000 kg. and
50,000 kg.
24—Same as last, but not imported.
25—Same as last, per 50,000 kg., from all sources consigned to
Belgian Works.
26—Ores, pyrites, &c., for Belgium.
27—Embarkation—Coal per 100,000 kg. minimum.
28—Steel ingots, &c., cast iron per 10,000 kg.
29—Coal, per 50 and 100 tons, consigned to zinc and lead
furnaces.
30—Manure, agriculture produce, colonial provisions per
200 kg. minimum.
31—Coal per 10,000 and 50,000 kg.
32—Coal per 10,000 kg.
33 and 34—Collieries.
36—Consignments of 10,000 kg. of goods for road repairs, cattle
food, &c.
37—Manure and refuse.
38—Manure and refuse per 100,000 kg.
39—Beetroot per 50 tons, minimum.
,, „ ,, 40—Tar, per 10,000 kg.
41—Sand, per 50 tons, minimum.
42—Hard coal.
43—Cast Iron, per 50 tons, minimum.
44—Private sidings at Charleroy.
45—Rough cotton, in bales, per 10,000 kg., minimum, between
Antwerp and Ghent.
46—Cerials—between Antwerp and certain stations.
47—Charleroy private sidings.
55 55 55
55 55 55
55 55 55
55 55 55
55 55 55
•55 55 55
55 55 55
55 55 55
55 5 5 5 5
55 55 55
55 55 55
55 55 55
55 55
55 55 55
55 55 55
15 55 55
55 55 55
55 55 5)
55 55 55
55 55 55
55 55 5 5
55 55 55
55 55 55
55 55 55
SPECIAL TARIFFS.
53
55
55
55
55
55
5?
55
55
55
55
55
55
55
55
55
55
55
55
Special Tariff No. 48—Export—Lean pigs, per full load.
49—Pure milk and cream for butter-making and dairy produce,
per " petite vitesse."
50—Same but by " grande vitesse."
51—Export and Import—Various goods by the Port of
Terneuzen.
53—Export—Dynamite, powder, &c.
54—Import—Coal per 10 tons.
56—Metal work for the construction and repair of ships, &c.
Subsidiary Charges to be added to the price of transportation.
Registration, per consignment—0*20 francs.
Delivery of advice notes, per advice—OTO francs.
The rate bases of some of the more important of the above special tariffs are here
given ; for the description of goods see the above list.
Special Tariff No. 2.—Per ton (Export).
1 to 25 km. : price of the 4th class of general table.
25 to 100 km : fixed rate of 2*00 francs.
101 and above : 0*02 francs per km. additional.
Special Tariff No. 5.—Per ton (Export).
1 to 30 km. : price of the 4th class of general table.
31 to 187 km. : 0*026 francs per km. with a minimum of 2*20 francs.
188 and above : price of the 4th class of the 1867 tariff.
The31867 tariff was very similar to the present tariff already given ; the rates for
tariff No. 5 work out as follows :—
20 km.
30
80
55
t • •
• • •
5)
Fr. c.
1 70 pev ton.
2 20
2 20
55
55
55
55
100 km.
150
200
55
55
• • •
Fr. c.
2 60
3 90
5 00
per ton.
55
55
5)
55
Special Tariff No. 9 (Export).—Consignments by this tariff go at the rate of the
3rd class of tariff No. 3 of the general tariff.
The rates working out thus
Fr. c.
20 km. ... 2 20
40 „ ... 3 40
50 „ ... 4 00
100 ... 6 25
per ton.
55
55
55
55
55
55
150 km.
200
250
300
)>
55
55
Fr. c.
7 00
7 50
8 00
8 50
per ton.
55
55
55
55
55
55
Special Tariff No. 11 (Export) goes at the same rates as the above tariff No. 9, but
with a reduction of 0*50 franc per ton, with a minimum of 2*20 francs per ton.
Special Tariff No. 12 (Export) is based on the 4th class of tariff No. 3 of the
general tariff.
The rates working out as follows :—
Fr. c.
50 km. ... 3 00 per ton.
100 „ ... 4 50
150 „ ... 5 00
55
55
55
55
200 km.
250
300
55
55
Fr. c.
5 50
6 00
6 50
per ton.
55
55
55
55
per km.
55
55
55
55
additional.
Special Tariff No. 13 (Export) is the same as the above, but with a reduction of
0*90 francs per ton, with a minimum of 1*70 francs per ton.
Special Tariff No. 15 (Import) is at the normal rate for the 3rd class of general
tariff No. 3.
Special Tariff No. 16 (Import).—Per ton :—
Fr. c.
Fixed charge ... ... ... 0 50
1 to 25 km. ... ... ... 0 04
26 to 75 km. ... ... ... 0 03
76 and above .. ... ... 0 01
Special Tariff No. 18 (Import).—Per ton :—
Fr. c.
Fixed charge ... ... ... 1 00
1 to 5 km.... ... ... ... 0 35
6 to 75 km. ... ... ... 0 07
76 to 100 km. ... ... ... 0 035
101 to 125 km. ... ... ... 0 03
126 and above ... ... ... 0 015
55
per km., additional.
55
55
55
55
55
55
55
55
55
54
combined rail and shipping rates.
Special Tariff No. 19 (Import).—Same as 3rd class of the general tariff No. 3, with
a reduction of 1*00 franc per ton.
Special Tariff No. 23 (Import).—Per 50 ton lots :—
Fr. c.
Fixed charge ... ... ... 0 40
1 to 11 km. ... ... ... 0 04 per km.
12 to 30 km. ... ... ... 0 85 Fixed charge.
31 to 49 km. ... ... ... 0 02 addititional per km.
50 and above, price of the 4th class of the general table less 1*75 franc.
Special 'Tariff No. 39 :—
1 to 12 km. ... Price of class 4 of general tariff.
13 to 100 km. I charge 1-00 fmnc.
( 0*02 per km.
101 and above ... The price of 100 km., increased by 0*01 franc per
additional kilometre.
COMBINED RAIL AND SHIPPING RATES.
The following is the list of combined tariffs for the transportation of goods by
certain shipping lines, and their date of application.
Combined rate with the—
44 Forenede Dampskibs-Selskab " ... ... 1st November, 1898.
44 Oestlandske Lloyd " and the 44 Gotha " ... 1st March, 1899.
"Kosmos" ... ... ... ... ... 15th June, 1899.
64 Red Star Line " ... ... ... ... 15th June, 1899.
44 Johnston Line " ... ... ... ... 1st February, 1899.
Let us consider the combined rate with the 44 Red Star Line " running from
Antwerp. This tariff refers to the transportation of goods despatched from Belgian
railway stations and directed to Philadelphia and New York by the 44 Red Star Line,'7
as well as to the interior of the United States of America ; it became applicable from the
loth June, 1899, and cancels and replaces that of the 1st of October, 1895.
Extracts are here given from the conditions governing this tariff.
Regulations Governing the Application of the Tariff.
General Conditions of Transportation.
The transport of goods is effected from the stations in the interior of Belgium to
Antwerp, and by the steamers of the 44 Red Star Line " to destination.
The 44 Red Star Line " undertakes the forwarding of consignments from the port
of disembarkation to the localities in the interior of the United States shown in the
tariff.
For all conditions not specially laid down herein, the general regulations applicable
to the transport of goods in Belgium must be adhered to.
Condition of Goods.
The consignor must supply the goods packed sufficiently to guarantee their safe
carriage. Goods presented at the station and judged to be insufficiently packed are only
accepted if the consignor specially mentions on the waybill the lack or defective condition
of the packing.
All parcels must carry legible marks and the name of the destination port must be
marked on all the cases, casks or bales. The parcels must be stamped outside 44 made in
Belgium," in conformity with the requirements of the American Customs. Packages
capable of damaging others with which they may come in contact are not accepted.
Customs Formalities.
The agents of the 44 Red Star Line " do not undertake the fulfilment of the Customs
formalities on entering the destination country.
In Belgium these are undertaken by the railway staff, when necessary.
Method of Consigning Goods.
No case must exceed 2,000 kilogrammes in weight.
In the journey to Antwerp, the forwarding is done either by 44 service accéléré
or by 44 petite vitesse " ; however, failing special direction on the waybill, consignments
weighing over 200 kg. are forwarded by 44 petite vitesse."
' ir
LEDGER ACCOUNTS—PUIVATE STATIONS.
55
Payment of the Charge for Transportation.
The rate includes the following :—
(a) The rate by rail from the station of despatch and the cartage charges to the
" Red Star Line " Quay at Antwerp.
(b) The embarkation charges at Antwerp and the rate for sea carriage, including
the disembarkation charges at the places in the interior of the United
States, mentioned in the tariff.
The following are not included in the charge for sea transit :—
(а) Insurance ;
(б) Cost of repairs to packing ;
(c) Cost of certificates and attestations ordered by foreign authorities ;
(d) Customs charges, &c.
Cumbersome Goods.
Cases weighing less than 200 kg. per cubic metre are rated according to actual
weight plus 50 per cent., with a maximum of 200 kg. per cubic metre.
Periods for Transport.
The periods for transportation to Antwerp, and delivery to the agents of the
■" Red Star Line " are the same as those laid down in the general regulations.
Insurance for Delivery and Maritime Assurance.
The insurance for delivery at Antwerp by railway is the same as laid down in the
general conditions.
The " Red Star Line " undertakes, at the request of the consignor, the assurance of
the goods against loss or damage after their delivery at Antwerp.
Responsibility of the Railway.
The railway is only responsible for delay, loss or damage from the time of
accepting the goods at the departure station until after delivery of the same to the agent
of the " Red Star Line " at Antwerp.
Subsidiary Charges.
Fr. c.
" Service accéléré." J Collection per indivisible 100 kg..., ... ... 0*30
(Optional.) ( Insurance for delivery per 500 kg. ... ... l'OO
"Petite Vitesse"... Registration ... ... ... ... ... 0'20
(Compulsory.)
Any other subsidiary charges are the same as those laid down in the general tariff.
These combined rail and shipping rates are not extensively used, the low export
rates by rail and the reduced steamship rates very frequently leave little or no advantage
to be gained by the application of this tariff.
LEDGER ACCOUNTS.
The usual custom in Belgium is to pay all the railway charges daily ; but there are
certain firms who have ledger accounts, and in these cases the full estimated cost of
carriage must be deposited in advance with the railway concerned. On this matter
of deposit the railways are very particular, and it is necessary to find a guarantor for
each deposit.
PRIVATE STATIONS.
The construction of a private station connected with the principal State lines is only
sanctioned when preliminary official investigation has shewn :—
(A.) What objections arising from the extent and nature of the necessary works
may be put forward against the connexion of the factory with an existing
private or public station.
(B.) That the establishment of the required station cannot constitute a cause of
danger or hindrance to the general traffic.
(C.) That the establishment of the station is justified by the probable extent of
the goods traffic.
56
private stations.
These conditions being satisfactory the sanction asked for is granted by the Minister
of Railways, Posts and Telegraphs. Attached to the sanction are the following conditions
which are binding on the grantee :—
Construction and Working of Private Stations connected with the Belgian
State Lines.
Article 1.—The private station not including the connecting lines, and lines inside the works
or yard shall be constructed according to the annexed plan.
Article 2.—The work must be completed within the period prescribed by the chief of the
Way and Works Department. If at the end of this period the private station is not ready for
working the sanction is annulled.
Article 3.—The private station, connecting lines, and lines within the factory cannot be
extended without special authority.
Articles 4 and 5.—Deal with the curves and gradients of the lines joining the private station
lines to those of the State system.
Article 6.—All expenditure incurred by the construction of the station and connexions shall
be borne by the grantee.
These expenses shall include :—
The purchase of site, embankments, constructions, weighbridges, and the construction of a
cabin for the private station, lines and ballast, signals, gates, enclosures, stop blocks, &c., for the
private station and connexions. If necessary the grantee must pay for the alteration of position
of the telegraph lines.
Article 7.—The material for construction shall be obtained at the State Railway Stores, or
shall be absolutely in conformity with the latest type adopted by the latter. In the last
instance it must be passed by the officials of the State lines before being used.
Article 8.—The lines shall be laid by the Administration at the cost of the grantee, who must
deposit with the station master at the sums for the labour and material supplied
by the State. A copy of the receipt for these sums to be given to the chief of the section of the
line before the commencement of the wrork.
Article 9.—The upkeep of the private station shall be effected at the care and expense of the
Administration.
Article 10.—The branch line, outside the station precincts shall be constructed as the grantee
may judge most convenient, so long as his method satisfies the following conditions. Here
follow 9 clauses dealing with the gauge, curves, weight of rails and other technical conditions.
Article 11.—The maintenance of the lines beyond the station precincts will be effected at
the care and expense of the grantee.
Article J 3.—Alterations to the station equipment must be carried out in conformity with
plans supplied by the Administration.
Article 14.—The rent shall be paid annually in advance on the 1st of January to the station
master for the land occupied by the private station.
Article 15.—The grantee must carry out at his own cost all safety works and others which
shall subsequently be considered necessary. He must also alter the lines in any way which may
be judged necessary by the Administration to the benefit of the service.
These works shall be regulated by Articles 4 to 11.
Article 16.—Plant and appliances along the lines over which the State stock runs must not
interfere in any way with the traffic.
Loading platforms must be 0m. 90 from the nearest rail.
Loading bridges must be 3m. 25, at least in height from the top of the rails.
Article 17.—The private station may only be opened to traffic on the completion of all works
appertaining thereto, and when approved by the Administration.
Article 18.—The supervision of the private station is entrusted to a State official who directs
the service according to the orders of the Administration.
Article 19.—Wagons may not be placed or shunted on State lines by the employees of the
grantee, consequently the relation of the private station with the State railway station shall be
exclusively under the management of the Administration. Those of the private station with the
factory shall be under the direction of the grantee at the hours fixed by the Administration.
Article 20.—The grantee shall pay, for the working and maintenance of the station by the
Administration, a toll of 0*20 franc per ton of goods brought into or despatched from the station
by the State railway.
The toll may not amount to less than 2,000 francs nor to more than 5,000 francs per year.
This toll however shall not be claimed more than once even when several factories make use
of the station as in Article 35.
Article 21.—The wagons may only be used for goods travelling by the State lines and not
for private purposes in the factories. A fine of 50 francs per wagon is levied for each infraction
of the above.
Article 22.—The load of wagons shall not exceed that fixed by the State. Each case of
overloading is to be dealt with under the regulations for the transport of goods, without prejudice
to any proceedings which may be taken under the Royal Decree of 10th November, 1880. - —J
Article 23.—The grantee shall restore the rolling stock in the same condition as he Took
it over.
In case of damage the grantee pays for repair.
If wagons are damaged beyond repair or destroyed the amount is to be fixed as follows ;—
(1.) From, the inventoried value of the vehicle the cost of each pair of wheels
is deducted.
(2.) A sixth of the remainder is allowed for the pieces returned.
(3.) Of the remaining five-sixths a depreciation of 1 per cent, per year of service is
allowed. The remainder is the price to be paid not including damage to the
wheels.
PRIVATE SIDINGS,
57
Article 24. —The grantee is responsible for all accidents or damage on his lines ; in case of
accident or damage on the State lines the grantee is responsible, if these are attributable to his
negligence or that of his employees.
Article 25.—Wagons must be provided with brakes if the gradient of the sidings renders
it necessary.
The Administration indicates the portion of line over which wagons with brakes must be
used, also the number of brakes and their design.
Article 26.—Wagons must not be stopped by scotches placed between the spokes of the
wheels and the axle guards. Any infringement of this regulation is subject to a fine of 50 francs
Article 27.—Wagons, whether loaded or empty, most be returned to the Administration
within the periods fixed or to be fixed by the general Regulations.
The infringement of the above rule is dealt with under the regulations for the delay in
loading and unloading wagons at stations.
Article 28.—Sheets, chains, and other loading accessories shall be returned with the wagons
under penalty of the following fines :—
Sheets : 0*50 francs per day per sheet.
Chains : OTO francs per day per piece.
Ropes : 0*05 francs per day each.
Article 29.—All accessories not returned within two months are reckoned as lost and are
charged against the grantee.
Sheets are charged according to the time which they have been in use.
Article 30.—Consignments coming to or going from the private siding are rated according
to the tariff regulations -in force or any other regulations which may be decreed.
The Administration is not responsible for damage or loss in number and weight of goods
sent on to sidings, unless the damage or loss has been proved before the acceptance of the wagon
by the representative of the factory jointly with the representatives of the State railway
Administration.
Article 31.—The Administration shall inspect the condition of the siding and its appurtenances.
The grantee shall conform to all orders from the Administration.
Article 32.—The Government may suspend the traffic of the private station temporarily and
even may finally suppress it without any claim being allowed to the grantee.
Article 33.—In the case of the closing of the private station the sums paid out under Article 8
for material shall be restored to the grantee, deduction being made for the labour involved in the
removal of those parts of the line constructed of this material.
Article 34.—No connection may be made w7ith the private station or the siding without
Government sanction.
Article 35.—The Government may authorise the extension of the branch line and the
construction of new connections attached thereto, and also the use of the private station by other
parties. In the latter case the original grantee comes to an agreement with the new grantees, and
failing an agreement the Government will decide.
Article 36.—When the Government erects a private station at a station opened for public
traffic the grantee shall be exonerated from the payment of the toll fixed by Article 20, if he
agrees to hand over to the State, free, the land acquired and works completed by him at the
station, and the siding shall be considered as a private siding.
PRIVATE SIDINGS.
When a private siding is required, application is made to the Minister of Railways
Posts and Telegraphs for the necessary sanction. The Minister then institutes an inquiry
into the following conditions : —
(1.) The plans for the siding and the probable alteration or extension to the lines
of the station which it may involve.
(2.) The amount of traffic from the works or factory to be served and the
pecuniary advantage in view of which the siding is requested.
(3.) The advantages or disadvantages to the service at the station and amongst
other things the increase or diminution of the expense of working which
will result.
The conditions attached to the decree for a private siding are in most cases identical
with those previously given for a private station, if for the words " private station " are
substituted the words "private siding."
The articles which differ are as follows :—
Article 4.—Which deals with the radii of curves.
Article 6.—All constructional expenses are to be borne by the grantee, including any
necessary alteration to telegraph wires.
Article 18.—The grantee shall take over the wagons in the station and on the line indicated
by the station master and return them in the same way, arranging them in the order of
destination. These operations shall take place at the hours fixed by the station master.
Article 19.—In special cases, when State locomotives are used for placing and fetching
wagons on the connecting lines beyond the station precincts, the grantee shall pay a supple¬
mentary ton kilometre rate on the goods shunted.
Article 20.—When the station has no means of effecting the above the grantee must supply
the men and power necessary to take over the wagons on arrival and to arrange them on
departure in accordance with the directions of the station master.
A special authorisation is necessary for the use of a locomotive.
The last clause of Article 30 and Article 36 are omitted.
14712 H
58
PRIVATE WAGONS WEIGHING MACHINES.
PRIVATE WAGONS.
Decree.
The sanction requested is granted under the following conditions for the use of
private wagons :—
Article .1.—Any private individual may be permitted to make use of his wagons for the
transport of goods in full loads.
The railway is not bound to accept part loads in these wagons.
A load is considered "full " when it weighs at least 2,000 kg., or when it requires the use of
a whole wagon.
Article 2.—Private wagons must be appropriate to the kind of goods to be carried.
Article 3.—In general, wagons from 10 to 20 tons must be built in accordance with the
latest models adopted by the State Railways. At the same time other designs may be allowed
for the frame and body ; in this case the plans must be submitted for State approval.
Article 5.—No wagon is permitted to be used unless approved by the State authorities.
This sanction is certified by the Belgian Arms being placed on the side.
The wagon must bear a number, its tare, capacity, the name of proprietor, as well as the
name of the station, halt, or private station to which it is attached.
Article 6. —Unless damaged by an accident, wagons must be retained in use for at least a
year, and may not be withdrawn except after six months' notice to the Minister of Railways,
Posts and Telegraphs.
Article 9.—Wagons may be used for through and international* traffic, as well as the local
traffic on the State railways, on condition that they are admitted by the lines in conjunction with
the State railways as its own rolling stock.
Article 10.—The transport of goods loaded on the wagons is subject to the tariff rates and
regulations.
At the same time the fine under the said regulations for demurrage of private wagons does
not apply when this demurrage takes place on a private siding outside the railway precincts.
Article 11.—Wagons are, as far as possible, used for regular consignments following a route
of which the timetable is fixed in advance.
Article 13.—The Railway may use wagons running empty on condition that they are not
diverted from their route.
Article 16.—With the exception laid down in Article 18, second paragraph, the maintenance
and repair of private wagons are at the expense of their owners.
The authorised rolling stock must be maintained in the same manner as that of the State
Lines.
Private wagons must be lifted and examined under the instructions applicable to the
State Lines.
Article 17.—Wagons must always be in a fit state to run, at the time of departure, and have
their axle boxes properly filled with oil.
Article 18.—During their journey private wagons are examined and greased by the State
railway employees.
The State is responsible for accidents and damage to private wagons when on its system
under the following restrictions :—
The owner of the wagon must accept :
1. Damage to axles, hubs and tyres of wheels ;
; 2. Damage due to decay or the length of use of the rolling stock, or from the employ¬
ment of defective materials ;
3. Damage resulting from the nature of the goods loaded by the owner.
The State will assume no responsibility for loss from loads on wagons, which results from
their construction or the use made of them.
Article 19.—The State undertakes any repairs for damage for which it is responsible.
Article 20.—The State undertakes, by special arrangement, the maintenance of wagons and
assumes the responsibility which under Articles 16 and 17 falls upon the proprietor.
Article 21.—Except in the case mentioned above, the condition of wagons is inspected on
their return jointly by a delegate from the owner and an official of the State railways.
The State goods rolling stock is lifted once every three years and has the boxes
examined every nine months.
WEIGHING MACHINES.
Article 29 of the Royal Decree of trie 6th October, 1855 lays down that :
Weights and measures used in the public service are inspected periodically.
Article 1 of the Royal Decree of the 1th January, 1856, sets forth that :
The inspectors shall attend at the offices of the State railways during their
periodical rounds to inspect the weights and measures in use at the stations.
The inspectors shall notify the station masters of their visit of inspection at
least two days in advance.
Article 2—
The inspectors shall also attend at the said offices to examine the scales and
other weighing machines according to Article 4 of the Royal Decree of the
9th October, 1855.
This decree was extended to the eoncessionised railways by the ministerial
decree of the 29th April, 1856.
general remarks on the goods tariefs
59
Article 8 of the Royal Decree of the 20th October, 1888 lays down that:
Weighing machines for luggage and parcels, and weigh-bridges must be
thoroughly repaired every two years by the railways. All readjustment must be
completed by the 1st October.
The Inspectors of Weights and Measures shall proceed, without preliminary
notice every two years from the 1st October to the inspection of the above apparatus
which are in use in the stations included in their district.
Their inspections must be completed before the 1st December following.
In the year 1895 it was decided by the Government that the cost of inspection,
of weighing machines hitherto payable by the railways, should be included in the
non-recoverable expenses and should not hereafter be charged against the stations
concerned.
When the accuracy of a weighing machine is doubtful, either before or after the
periodical visit of inspection, the re-examination may be requested and the inspectors may
adjust the weights at any time of the year.
GENERAL REMARKS ON THE GOODS TARIFFS.
Competition.
From the extent of the State ownership of lines in Belgium it is evident that no
extensive competition can exist between the full gauge railways.
Shortest Route.
The policy adopted throughout Belgium is that goods must go by the shortest
available route.
Light Raihcays.
As regards the Light Railways, no active competition exists owing to the State
supervision of the rates to be charged on the light railways ; so that when a section of
a light line comes into competition with any portion of the State lines, the rates to be
charged on the former are kept at a higher figure.
Waterways.
The competition between the State lines and the waterways will be touched upon
later. The Rivers Sambre and Meuse and the waterways of the district certainly offer
some competition to the Nord-Beige Company.
Uniformity of Rates.
The Rates charged in Belgium are practically uniform, and whenever a lower rate
is proposed, the proposition is forwarded to the other Company or Companies concerned
for their consideration and adoption or the application of a similar tariff.
" Groupage."
There is only one Company in Belgium which has a concession for this. The
Convention between the State Railways and this agency dates back to 1867. This
convention only applies to small parcels which all go under one tariff, namely Tariff
No. 3.
The goods are not even declared at the railway, but loaded in wagon lot loads ; the
loading and unloading is effected by the agency, the actual transport only being under¬
taken by the railways, who further take no responsibility whatever for the goods.
Sufficiency of Rolling Stock.
From enquiries in many directions amongst traders at the ports and big centres,
it appears evident that the supply of wagons maintained by the railways is sufficient or at
any rate all that can reasonably be expected.
" Beetroot Season.
A shortage of wagons frequently occurs at the beetroot season which lasts for a
period of about one month of each year. The general opinion amongst the traders in
Belgium is that when the wagons belonging to the Belgian Government pass with
14712 h 2
60
general remarks on the goods tarifes.
international traffic into an adjoining country, they are detained there to assist in the
beetroot traffic.
Even under these circumstances the railways are acknowledged to do everything in
their power to place the necessary number of wagons at the disposal of the traders.
At times of shortage the custom is for the railways to deal absolutely fairly with all
applicants for rolling stock without undue preference, by supplying trucks in the order of
their request and in proportion to the demand.
Winter Coal Traffic.
A shortage occasionally arises for a brief period owing to the large demand for coal
wagons, but this period lasts but a short while.
Insurance.
It will have been noticed that a system of insurance is in force on the State railways
whereby the traders are enabled to insure the delivery of their goods in good condition
and within the period allowed for the consignment according to the tariff used. This
insurance is granted at the rate of 1 franc for every 500 francs or portion of 500
francs of estimated prejudice that would be incurred by the consignor through late
delivery, &c.
This insurance is very widely used in Belgium, and many of the coal merchants even
make it their practice to effect this insurance, as it means that the goods are better looked
after and come to hand earlier than they otherwise might.
A merchant who carries on a very considerable coal business stated that he had never
had cause to apply for his insurance, his coal consignments always coming within the
period allowed, but he was of opinion that he received his consignments earlier by effecting
this insurance.
Periods for Delivery.
These periods within which the State and other railways undertake to hand over
at their destination or deliver the goods, as the case may be, are set forth in the
general conditions.
It is evident from investigation that it is a very rare occurrence for any claim to be
made against the railways for delay.
The traders are satisfied, however, that the periods allowed under the various tariffs
are not excessive, and in the case of export goods the shipping agents find that the
consignments arrive well within the periods.
Claims for Damage to Goods.
The conditions regarding the packing of goods and claims for damage are set forth
in the general regulations.
These rules, however, are somewhat leniently enforced, and the State is always ready
to make good any damage which may have happened on the journey even when the
packing was not up to the standard required. It is only on rare occasions that the State
takes advantage of the regulations to evade paying a reasonable claim for loss or damage.
Claims for Demurrage.
The State railways deal generously with the traders in the matter of demurrage.
They do not hesitate when a reasonable excuse is offered to reduce their demand,
frequently not pressing the claim.
General Claims.
Claims against the railways are looked into by the State Administration, and if
justifiable are paid without difficulties being raised.
Impartiality.
The Railway Administration is impartial and grants no preference to one trader over
another. It is the custom for the Administration when granting a reduced rate to an
applicant for any commodity, to circularize all other firms likely to be interested in the
same rate advising them of the reduction made.
New Rates.
The rates of the tariffs on the railways give general satisfaction to the trading
community and requests for a reduction of rate are not frequent. When, however, a new
passenger tariffs
61
and reduced rate is required to enable any particular trade to be carried on with reasonable
profit, the State Administration is always ready to consider the application particularly
with regard to export rates.
Advice Notes.
The regulations concerning the despatch of advice notes by the railways are laid
down in the general regulations. The State, however, frequently exceeds its obligations
in the effort to facilitate the traffic.
At the ports, especially, where the railways place the trucks on the quays, the usual
system adopted is for the railways to telephone to the shipper and advise him that a
certain number of wagons are coming to hand containing such and such goods and ask
for instructions as to where they should be placed. The shipper replies by telephone
specifying on which quay he requires the consignment to be placed. The advice note is
later sent by the railways per messenger advising the shipper that the trucks have been
placed on the required siding.
Export and Import Rates.
•
In many classes of goods the difference in price between the export and import rates
is considerable. For instance, in the case of " raw pig iron" the rates for 10 ton lots
between Antwerp and Liège are :—
Export ... ... ... ... 3• 83 francs per ton.
Import ... ... ... ,.. 4*73 francs per ton.
The waterway export price per ton is 2*60 francs, but the smallest consignments
usually sent by water are 180 to 200 tons.
PASSENGER TARIFFS.
General Regulations.
Ticket Offices.
Ticket offices open for passengers half-an-hour before the scheduled time of departure
of the train at stations and halts.
The issuing of tickets ceases two minutes before the departure of the train.
Children.
Children under three years of age who do not occupy a seat in a compartment are
carried free. Children from three to eight years of age are granted a reduction of 50 per
cent, on the ordinary ticket. Two children less than eight years of age travelling
together are carried on one ticket.
Passengers' Luggage.
f
Luggage must bear a legible address and be presented at least a quarter of an hour
before the departure of the train. Luggage handed in later goes by the train following.
Rate.—The price for luggage is 6 centimes per 100 kilogrammes per kilometre.
The charge is made for 10 kg. with a minimum of 50 centimes per consignment
and must be paid for on departure.
The value of jewellery and lace contained in luggage must be declared, and is subject
to an additional charge of 2 francs per indivisible fraction of 1,000 francs.
Loss.—In the case of total or partial loss, the railway repays the value of the lost
luggage and the cost of carriage.
Damage.—In the case of damage the railway repays the actual depreciation of the
value.
Jewellery and Lace.— For these articles the railway repays a sum, in the case of
whole or partial loss, based on the declared value at starting. The same applies to damage.
Delay.—Should delay occur the passenger has the right to repayment of all justified
expenses, arising from this cause, but the amount must not exceed 10 francs per day
of 24 hours and 5 francs for a delay of less than one day.
When the delay exceeds eight days the passenger has the right to the same
compensation as if the luggage had been lost.
Insurance for delivery.—The consignor may assure for himself a higher indemnity
than that mentioned above by declaring, when handing in the goods for transport, the
amount at which he estimates the inconvenience which he would suffer through loss,
damage or delay.
This declaration may be made at a charge of 1 franc per indivisible fraction of
500 francs. If the valuation exceeds the proved actual inconvenience suffered, the
amount to be repaid is reduced to the latter.
62
passengers' luggage.
Lugqage Offices.—The stations accept luggage handed in to these offices before
the departure or after the arrival of trains, at a storage charge of 5 centimes per parcel
per day, with a minimum of 10 centimes. Jewels and lace contained in left luggage must
be declared at value and are subject to an additional charge of 10 centimes per indivisible
fraction of 100 francs.
The depositor may, however, insure his luggage against loss or damage by paying
1 franc per indivisible fraction of 500 francs of declared value. If the valuation exceeds
the justified actual inconvenience suffered, the amount to be repaid is reduced to the latter.
Failing the removal of the luggage by a depositor within one month, the railway
may hold a sale under warrant, according to the legal provisions in the matter, or
hand them over to the " Domaine " after six months, according to the law of
28th February, I860.
Luggage porters.—Porters, approved by the railway, carry the luggage, free of
charge, both on arrival and departure, to or from the trains, public carriages and luggage
office.
The outside porters' charges are fixed as follows :—
Per journey, in town or suburb, without luggage
with 25 kg. of luggage and less
26 to 50 kg. of luggage...
55 55
55 55 55
51 75
55 55 55 55 1 u 55 55 •••
55 55 55 55 100 55 55 ##*
• •
• t
• •
Fr. c.
0 50
0 60
0 75
1 00
1 50
And above the last weight 0'01 francs per kilogramme.
For journeys made during the night time between 11 p.m. and 5 a.m., the above
rates are increased by 25 centimes.
The porters must hand to any passenger who may require their services a card
showing their numbers and tariff.
Delivery.—The price is applied by 10 kgs., any fraction of 10 counting as 10, and
is fixed as follows :—
(a) Requests made between 7 a.m. and 8 p.m. : 10 centimes, with a minimum of
50 centimes per consignment.
(5) Requests made between 8 p.m. and 7 a.m. : 20 centimes, with a minimum of
1 franc per consignment.
Delivery is made within three hours of the request and exclusively within the
cartage radius.
Luggage allowed free in the carriages.—The passenger may take into the
compartment with him without any charge being made, articles of personal use, with
a weight not exceeding 25 kg., so long as he places them in the rack or on his knees
and does not occupy the space allotted to another passenger or cause any inconvenience.
Dogs and other small animals.—Dogs accompanying passengers must be paid for
by a 3rd class ticket.
With, the exceptions mentioned hereafter dogs are placed in the luggage vans and
on arrival handed over to the passenger without any formalities.
The owner must see his dog into and out of the van.
In the season, sporting dogs which accompany sportsmen are allowed in specially
eserved 3rd class carriages.
Dogs are admitted into carriages so long as they are held on the owner's knee
or carried in baskets, with a total weight not exceeding 3 kg., and on condition that the
passengers do not complain.
If the passengers complain, or if the weight exceeds 3 kg. the dogs are put in
the van.
Dogs in baskets are accepted at the 3rd class fare for each dog, at the luggage
tariff or at the 1st and 2nd goods tariffs, at the choice of the owner.
Other small animals in cages, cases, or baskets, &c., not exceeding 0*55 m. in length,
0*30 m. in width and 0*30 m. in height are allowed in the carriages, on the payment
of the 3rd class fare, if the other occupants do not object. These packages must be
placed under the seats or held on the knees of the owner. They must not be placed on
the racks.
Free carriage is granted under the same conditions for small birds and pigeons.
Bicycles and Tricycles.—These articles, unpacked and accompanying passengers, are
accepted as luggage at the following prices :—
Fr. c. Fr. c.
Local service ... 1 seat ... 0 70 2 or more seats ... 1 40
Through ,, ... ,, ... 1 00 ,, ,, „ ... 2 00
passenger fares—season tickets.
63
The handling of the machines in the station must be done by the consignor, who
must co-operate in the loading and unloading. The rate is fixed for the machine itself,
the satchels, &c. may only be allowed to remain on the machine so long as the luggage
rates are paid for the same. *
The accessories (lamps, pumps, &c.) are not charged for, but the railway takes no
responsibility for their loss.
The transport of bicycles packed, or unaccompanied by passengers, as well as motor
cycles, &c., are subject to the ordinary conditions of the goods tariffs.
Associations travelling in parties.—Members of well-known and regularly constituted
societies (associations, clubs, &e., &c.) when travelling in parties, obtain a reduction of
50 per cent, in the price of the single 2nd and 3rd class tickets :
' (1) When at least 20 tickets are taken.
(2) When a distance of at least 30 km. is paid for, not including return.
The reduction is not allowed to persons casually forming a company.
Associations are not granted any reduction on the price of the supplements to be
paid for the use of 1st class carriages or saloons. The whole price of the supplement is
charged in addition to the 2nd class fare reduced by 50 per cent.
The President of the society should send to the departure station, 48 hours in
advance, a list of the members participating, affirmed by the burgomaster, the
commissioners of police of the neighbourhood or tbe headquarters of the society.
The members should be at the station 15 minutes before the departure of the train.
They may only occupy places indicated by the station master,
The club tickets are only available for the date and train shewn on the stamp.
Validity of return tickets.—The period of validity of return tickets on all the Belgian
railways (with the exception of the light railways) is fixed at two working days for all
distances.
The date of issue counts as a full day when such is a working day.
The return journey must be commenced, at latest, at midnight on the last day of
validity.
For example a return ticket issued on Monday is available for return until Tuesday
midnight. A return ticket issued on Saturday is available until midnight on Monday.
A return ticket issued on 25th December (Christmas Day) is available until 28th
December at midnight.
Passenger Fares.
The prices of tickets for all classes do not vary during the first 5 kilometres. A
table is appended giving the fares in advances of 10 kilometres up to a distance of
100 kilometres. _ _
Single.
1 5
Return.
!
Distance
in
Class.
Class.
Kilometres.
. .. ■ i ■ •
1.
2.
3.
h
2.
3.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
5
0 55
0 35
0 20
0 95
0 55
0 35
10
0 95
0 65
0 40
1 55
1 05
0 65
20
1 90
1 30
0 80
3 05
2 05
1 25
30
2 90
2 00
1 15
4 60
3 10
1 85
40
3 80
2 60
1 55
6 10
4 10
2 45
50
4 70
3 20
1 90
7 60
5 20
3 05
60
5 70
3 90
2 30
9 10
6 20
3 65
70
6 60
4 50
2 65
10 60
7 20
4 25
80
-7 60
5 20
3 05
12 10
8 20
4 85
90
8 50
5 80
3 45
13 60
9 20
5 45
100
9 40
6 40
3 80
15 10
10 30
6 05
SEASON TICKETS.
(A.) Ordinary and school season tickets on the State Lines. \
Requests for these must be made 8 days in advance. Ordinary season tickets for 3, 6, 9
or 12 months, and school season tickets for 3 and 6 months only, commence from the 1st
and 15th day of each month.
Pupils must produce (1) a certificate from the principal of the school showing the
dates of the opening and closing of the terms, as well as the days of the week on which.
64
SEASON AND REDUCED FARE TICKETS.
they attend ; (2) a certificate of residence from the burgomaster or the commissioner
of police.
Guarantee.—The season ticket holders must deposit, at the time of receiving their
ticket, a sum of 10 francs for ordinary season tickets of 3, 6, 9 or 12 months and 5 francs
for the pupil's tickets, as a guarantee for the return of the ticket at the end of the period.
jReturn of tickets.—The tickets must be returned to the railway, at the latest, on the
day following their expiry. After this period the guarantee is definitely retained by the
railway, except in the case of late return when the season ticket has been renewed
without interruption.
The railway has the right of refusing the issue of a new season ticket to anyone who
has not returned his out of date ticket.
(B) Season tickets available for 12, 9, 6 or 3 months over all the Railways of Belgium.
Under the above conditions season tickets available over all lines in Belgium are
issued at the following prices :
Duration.
1st Class.
2nd Class.
3rd Class.
Fr.
Fr.
Fr.
12 months ...
985
655
375
9
«7 • j ••• •••
785
525
300
0 • » » •*•
590
395
225
3 i> » » • •••
330
220
125
Yearly season tickets payable per fraction quarterly.
3rd Class.
Fr.
1st Quarterly payment... ... ... ... ... 125
2nd ,, ,, ... ... ... ... ... 120
3rd ,, ,, ... ... ... ... ... 90
4 th . . a a ... ... ... ... ... 80
Total price
...
...
... 415
Tickets available for 5 days and for 15 days over all the railways in Belgium are
issued at the following prices :
1st Class.
2nd Class.
3rd Class.
5 days
15
»
Fr. c.
30 75
61 50
Fr. c.
20 50
41 00
Fr. c.
11 75
23 50
Validity.—These tickets are available over all the railways in Belgium and up to the
frontier stations.
Ordinary season tickets.
A table giving the price of ordinary season tickets between two or more points on
the system for 12 months and 6 months for all classes, is appended here.
The price is the same for all distances up to 5 kilometres.
Distance
in Kilometres.
12 Mouths.
6 Months,
1st Class.
2nd Class.
3rd Class.
1st Class.
2nd Class.
3rd Class.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
10
201
134
77
120
80
46
50
438
292
167
264
176
100
100
557
371
212
335
223
127
111 to 120
599
399
228
360
240
137
151 to 160
675
450
257
405
270
154
201 to 210
765
510
291
459
306
175
241 to 250
828
552
315
497
331
189
WORKMENs' TICKETS TRAIN SERVICES. 65
Pearly 3rd Class Season Tickets Payable Quarterly.
Kilometres.
1st Quarter.
2nd Quarter.
3rd Quarter.
4th Quarter.
Total Price.
Fr.
Fr.
Fr.
Fr.
Fr.
15
30
28
22
19
99
30
40
33
28
28
145
60
59
55
42
38
194
90
68
64
48
44
224
100
74
68
54
48
244
150
83
76
62
54
275
200
95
80
72
61
314
250
106
96
78
67
347
Workmen/ s Weekly Tickets.
The request for this ticket should be made 8 days in advance at the residential
station of the applicant, and should be accompanied by :—
1. À certificate of residence from the burgomaster or the local commissioner of
police ;
2. A similar certificate from the employer.
All local trains are accessible to passengers of all classes, with certain exceptions.
A table showing the price of these weekly tickets is attached :—
Distance in
Kilometres.
For one double journey per day.
6 days.
7 days.
For one double
journey per week.
Fr. c.
Fr. c.
Fr. c.
5
0 95
1 15
0 35
10
1 25
1 45
0 55
30
1 75
2 00
0 90
50
2 25
2 60
1 10
70
2 60
3 05
1 30
90
2 95
3 45
1 45
100
3 15
3 60
1 55
150
2 00
200
2 90
Excursions.
There are in addition to the above a number of official excursions at cheap rates to
visit ruins, lakes, cathedrals, and other sights of interest in Belgium.
TRAIN SERVICES.
The service of passenger trains between the cities and large towns in Belgium is
good, especially that between Brussels and Antwerp.
Between these cities the State has recently instituted what is termed a Block
Service, which is a service of trains running eight times to Antwerp and returning eight
times to Brussels, making the journey in each direction without a stop in 36 minutes
with great punctuality ; The distance is 44 kilometres, giving a speed of, approximately,
44 miles per hour.
These Block trains are run in addition to about 35 others running from Brussels to
Antwerp either for international or local traffic, and a similar number in the contrary
direction.
These do not include those trains which only make the journey as far as Malines.
The Block trains have already attained great popularity, and for the most part
appeared to be crowded, so much so that it is very necessary to be at the station some
considerable time before the departure of the train as the seats are rapidly filled.
All classes are carried on this service.
The passenger service between Brussels and Liege, which is the great manufacturing
centre of Belgium, is also good, there being more than 20 trains running in each direction
daily over the whole distance.
The fast local service from Brussels stops only once between these two cities in a
distance of 100 kilometres, making the journey, including the stop at Ans, in 92 minutes ;
this speed compares very favourably with that of the fast international trains, being
slightly higher than the booked speed of the Ostend to Berlin express, which performs
the journey from Brussels to Liege in 96 minutes ; the Ostend-Vienna express is
scheduled to make the journey in 88 minutes.
14712 I
66
control, management and staff of railways.
On the return from Liège the timing is slightly quicker than on the outward journey
being 91 minutes, including the stop at Ans. The 5.35 p.m. return train does not stop
on the journey, making the run in 89 minutes.
Similarly the service of trains to other chief towns is good.
THE CONTROL, MANAGEMENT AND STAFF OF RAILWAYS.
Parliamentary Control.
The chief control of the Belgian railways is vested in the Minister of Railways,
Posts and Telegraphs, who is responsible for their administration to the Legislative
Chambers.
The Minister submits to these bodies an annual report, in which are shown the
general condition of the railway system, its balance sheet, details of recent purchases of
lines and other transactions, with a list of the new tariffs introduced, a statement relating
to staff matters and statistics of accidents during the past year ; it also includes numerous
tables, by which the development and general progress of the railways as regards finance,
extent of lines, and traffic may be ascertained.
The Minister also presents the Annual Railway Budget, which is examined by both
Chambers and is usually discussed at length in the Lower House. This debate and the
privilege of addressing questions to the Minister on the allotted weekly day form the
chief means of redressing grievances and improving the service.
There are no advisory councils whose members are drawn from the unofficial
community, but the Royal decree of the 7th of June, 1901, instituted a Railway Council.
Railway Council.
The composition of this Council is as follows :—
(1) The Secretary-General of Railways, Posts and Telegraphs, who acts as
President ;
(2) Three members chosen from the administrative staff, who have the title of
Railway Councillor ; and
(3) An Administrative Secretary.
In certain cases the heads of departments, inspectors general, inspectors of
management, and other officers chosen by the Minister, may be attached to the Council.
The heads of departments with the title of Administrator have a right to act on the
Council.
The functions of the Council are advisory and deliberative ; they discuss important
questions on which the Minister judges it necessary to consult them ; for instance,
Parliamentary Bills which concern the railways, the organisation of the service, the
general traffic regulations, general reform of the conditions of transport, general plans for
extension works, new designs of rolling stock and plant, important legal cases, the
financial position of the railways, benevolent and insurance institutions, &c.
Administrative Control.
The Secretary-General of the Department of Railways, Posts and Telegraphs super¬
vises the State Railways, and is directly responsible to the Minister for the smooth
working of the whole.
He is assisted by an Administrative Secretary.
The Inspectors-General are entrusted with the chief active supervision of the railway
service ; they ascertain whether the laws, decrees and regulations are observed, whether
the railway service meets the demands of the public, and is conducted with the greatest
possible economy, and whether the staff is adequate and satisfactory ; they also inspect
the condition of the buildings, works, permanent way, plant and rolling stock, with a
view to the public safety and interest.
The General Management Department assists the Secretary-General in his examina¬
tion of the business submitted to him by the heads of departments and questions of
general administration.
The heads of departments have the rank of Administrators.
Special Officers.
A high official of the Administration is entrusted with the examination of business
relative to the acquisition of conceded railways.
One of the Inspectors-General is also delegated to supervise the lines in course of
construction either by the State, private companies, or the National Society of Light
Railwavst
organisation salaries.
67
He has also the technical supervision of conceded lines and light railways open to
traffic.
A special sub-department is attached to that of the Secretary-General for tfie chief
inspection of electric traction and the State railways, the principal concessionised lines,
the light railways, and the tramways.
ORGANISATION.
Each department of the State railways is organised into numerous bureaux, respon¬
sible for particular sections of the work coming under the jurisdiction of their respective
departments ; for instance, the traffic department is divided into 23 bureaux, 1 to 3
being concerned with the staff matters, 4 and 5 with translations from and into
Flemish and foreign languages, 6 with the legal results of accidents, 7 to 9 the cause of
accidents and the passage service, 10 and 10 bis the goods traffic, 11 and 11 bis opening
of new lines, upkeep of stations, cartage, joint stations and lines—their expenses, &c. ;
12 to 14, rolling stock; 15, passenger and luggage tariffs; 16, claims; 17, claims on
international traffic; 18, conceded lines open to traffic ; 19. light railways ; 20 to 22,
goods rates ; 23, commercial enquiries.
SALARIES.
Appended is a list of the salaries, both maximum and minimum, in force on the
State railways. These salaries may temporarily be altered for officials of re-purchased
private lines.
Salaries of Staff.
Rate of Salary.
Grading.
- ■
Rate of Salary.
Maxi¬
Mini¬
Rank.
Maxi¬
Mini¬
mum.
mum.
mum.
mum.
be
a
• !—(
c3
O
Rank.
1
1
2
2
4
5
4
5
5
6
6
5
6
7
8
7
7
8
8
7
8
5
6
7
8
6
7
!
Railway Councillor
Administrator
Inspector-General...
Director of Administration
Administrative Staff.
Inspector of Control and
Director of Service.
Inspector ...
Head of Division
j 1st class
| 2nd „
1st
99
99
99
99
2nd
Principal Chief Clerk
Chief Clerk
Chief Draughtsman
Principal Controller
\ 1st class
Controller ... <
(3rd
Assistant Chief Clerk
Assistant Chief Draughts¬
man.
Principal Clerk
Principal Draughtsman ...
Head of Main Depot or
Running Shed Manager,
tt -C ti a, \ 1st class
Head of Depot j
Principal Station Master...
1st class
2nd
Station Master </ 3rd
99
59
4th
1st
99
Chief Accountant j "
Fr.
13,200
13,200
10,000,
10,000
9,000
7,000
6,000
7,000
6,000
6,000
5,500
5,500
6,000
5,500
4,000
3,500
4,500
4,500
4,000
4,000
5,000
4,000
3,100
5,500
5,000
4,000
3,100
2,300
5,500
4,000
Fr
12,000
12,000
9,000
9,000
8,000
7,000
6,000
6,500
5,500
6,500
5,500
6,000
I 5,000
| 4,500
5,000
4,500
6,000
j 5,000
| 4,500
4,000
3,500
4,000
4,000
3,500
3,500
4,500
3,500
2,700
5,500
4,500
3,500
2,700
2,000
1,700
4,500
4,000
11
12
12
12
12
8
8
4)
5 !
6, 7,
6 8.
Administrative Staff—
continued.
Accountant
Clerks
\ 1st class
•i 2nd „
3rd „
j 1st „
J 2nd „
Draughtsman
Chief Guard
Guard
Principal Head Station
Porter.
Head Station Porter
Porters at Principal Stations
Porters
Principal Policeman
Policeman and Interpreter
Technical Staff.
Director of Department ...
Chief Engineer
j 1st class
( 2nd
1st
2nd
1st class
2nd
Engineer ...
Head of Princi¬
pal Section.
j 1st
Section Head \ 2nd
(3rd
Principal Archi- i 1st
tect I 2nd
( 1st
Architect ... \ 2nd
( 3rd
Chief Chemist j
Chemists
99
99
99
99
99
99
99
" )
99
99
99
99
99
99
Fr.
4,000
3,100
2,000
1,400
3,100
2,000
2,400
2,000
3,200
2,400
2,200
2,000
2,200
2,000
9,000
7,000
6,000
5,500
4,000
6,000
5,500
4,500
4,000
3,100
2,300
6,000
5,500
4,500
4,000
3,100
2,300
7,000
6,000
5,500
Fr.
2,700
2,300
1,700
1,200
2,300
1,700
2,000
1,200
2,600
2,200
2,000
1,200
2,000
1,200
14712
7,000
6,500
5,500
4,500
3,100
6,000
5,000
4,000
3,500
2,700
2,000
6,000
5,000
4,000
3,500
2,700
2,000
6,500
5,500
2,000
I 2
68
annual staff list.
Workmen's Salaries Paid Monthly.
-
Salary.
Rate of Increase
of
Maximum.
Minimum.
Salary
per Month.
Permanent Way Department.
Fr.
Fr.
Fr.
Ganger ... ... ... ••• ... ... ...
Timekeeper at important posts
Timekeeper at less important posts
260
240
200
150
130
130
10
10
10
Mechanical Department.
Works Foreman ...
Leading Machinist ... ... ... ... ... )
Carriage Inspector ... ... ... ... ... (
Leading Overseer of Westinghouse Brakes and Steam (
Heating and Lighting. !
Foreman of Lamps ... ... «.. ... }
„ of Gas House ... ... ... ... (
„ Electrician ... ... ... .. f
„ Inspector of Stock J
Electrician
Engine Driver
Leading Cleaner
„ Shunter ... ... ...
Storekeeper ... ... ... ... ... ... ...
Checker
Firemen
Gas Stoker
400
280
200
150
200
140
140
140
140
120
120
310
180
140
110
120
100
110
90
90
90
90
30
20
10
10
20
10
10
10
10
10
10
Daily Paid Employees.
Traffic Department.
Class of Station.
•
.
■
1st Class.
2nd. Class.
3rd Class.
Minimum.
Maximum.
Minimum.
Maximum.
Minimum.
Maximum.
Fr. c.
Fr. c.
Fr, c.
Fr. c.
Fr. c.
Fr. c.
Chief Loader
3 40
5 00
3 20
4 20
3 00
3 80
Loader ... ... )
2 60
3 20
2 50
3 00
2 40
2 80
Packer ... ... 1
Weigher ...
3 00
4 00
2 80
3 40
2 80
3 40
Overseer ...
5 00
6 00
5 00
6 00
5 00
6 00
Leading Shunter
3 60
5 00
3 40
4 20
3 00
3 80
Shunter ... ...
2 80
3 60
2 60
3 40
2 40
3 00
Brakesmen
2 80
5 00
2 80
5 00
2 80
5 00
Conductor
2 80
3 40
2 60
3 00
2 40
2 80
Ticket Sorter
2 40
3 00
2 40
3 00
2 40
3 00
Watchman ... 1
2 60
3 00
2 40
2 80
2 40
2 60
Cleaner ... ... )
Messenger ...
1 20
2 20
.1 00
2 20
1 00
2 00
As a general rule the salaries are increased by 10 francs, 20 francs, and 30 francs for
employees paid by the month ; by 0'20 francs for those daily paid ; and by 0*02 francs
per hour for those paid by the hour.
Annual Staff List.
An annual list is circulated amongst the officials showing the exact position of each
with respect to promotion and status.
This list secures to them a certain means of control as well as those guarantees of
impartial treatment to which they are entitled.
Copies are obtained by subscription.
promotion premiums.
69
Promotion.
By the Royal Decree of loth November, 1877, and other decrees, the following
conditions are laid down :—
Ordinary promotion is granted within the limits of the salaries fixed for each
grade or class according to seniority, merit, attention to duty and good conduct.
Exceptional aptitude and important services may be rewarded by promotion
for which a special decree is passed.
Any official whose salary has not been increased for six years at least, may,
within the limits of the estimates, obtain either the salary of the grade immediately
above him or a supplement of a tenth, i£ there is no means of promoting him
according to his deserts.
This does not apply to clerks of any grade, whose promotion is fixed by a
special system.
When, in consequence of age or infirmity, the head of a station has no longer
the necessary activity to fulfil his duties, he may be placed in charge of an office of
a lower grade retaining his rank and salary.
An annual report is drawn up concerning each official for the instruction of the
Administration, as to his merit, attention to duty and good conduct.
The following details are certified on the report by his immediate chief, and the
head of his department ; general education, intelligence, activity, attention to duty,
character, private conduct, appearance, constitution, physical defects, for what duties he
is fitted, whether deserving of promotion, leave, absence through illness since the last
report, punishment since the last report and general remarks.
PREMIUMS.
Premiums eor the Running oe Trains.
The following are eligible for premiums :—
(A.) The staff of stations, halts and private stations who are directly concerned
with the train service.
(B.) Officials on the trains (head guards, guards, train crews and enginemen)
excluding officials of the permanent way department accompanying trains
over the line.
A quarter of the sum allotted by estimate is divided quarterly amongst those eligible,
in proportion to the period during which they have been attached to ihe train service,
and according to the units of work per day or per attendance.
The value of the unit of work is variable ; it is the quotient of the division of the
number representing the sum to be divided by the total number of the units of work
assigned to all the employees concerned.
Station Staef.
Stations are divided into six series according to their respective importance, and the
officials interested in the premiums are divided into five classes ; halts and private
stations are all included in the sixth series.
The following table shows for each of these five categories of employees the number
of units of work which is assigned to each per day of effective traffic service :—-
Number of Units of Work for each.
Number of
the series.
Station Master.
Assistant
Station Master.
Leading
Shunter.
Clerk, Porter,
Loader.
Workman.
1
2
3
4
5
6
16
13
9
6
3
2
9
8
6
4
H '
UJL
°2
3
3
3
2i
2
2
2
4
2%
2
H
H
i
A certain number of units of work to be determined by the Traffic Manager may be
granted as supplementary premium to certain officials entrusted with specially important
service.
For special attention to duty the number of units may be increased.
allowances,
Train Staff.
- A table of units of work is also prepared dealing with the train staff showing their
participation in the sum to be allotted as premiums.
Economy of Fuel and Stores.
r 4 #
; Quarterly premiums are paid to the engine drivers for economy of fuel and stores
on locomotives.
For this purpose certain quantities of fuel and stores are allotted per unit of work
performed by the locomotive.
When the quantity of fuel and stores consumed during the quarter is less than that
allotted, the employees concerned have a right to a share of premium.
If the quantity consumed is more than that allotted, the employees concerned not
only do not share in the premiums, but are also subject to penalties if the amount
consumed is considerable.
Running and Punctuality.
Premiums for engine drivers, firemen, and brakesmen are allowed for running and
punctuality. The rates are fixed per 100 kilometres traversed.
Engine drivers and firemen share in the premiums for running and punctuality
according
(1) to the handling of trains of all descriptions and light engines ;
(2) to the time made up when trains have been delayed on departure or during
the journey for some cause not attributable to the locomotive crew.
Conversely in the case of late arrival at a junction or terminus, when a delay or
increased delay is attributable to the locomotive crew, except in the case of fog, a deduction
in proportion to the time lost by their fault is made.
When it is in their power to make up all or part of a delay and they fail to do so,
engine drivers and firemen may also suffer a deduction from their benefits.
Premiums for economy may be retained from drivers running on down gradients at
excessive speeds.
In addition to the above premiums many classes benefit by such additions to
their salaries.
The employees distributing tickets on the mail packets between Ostend and Dover,
employees who ascertain false declarations either as regards the nature, the weight, or the
place of departure or destination of goods, certain carters in the Brussels district, and
others, benefit by premiums.
ALLOWANCES.
Travelling and Lodging Allowances.
The officials of the Central Administration are divided into seven classes with
respect to travelling and lodging allowances.
Class.
Title of Official or Employe.
Per 5 km. distance
On Roads and
Waterways.
On Railways
Allowance
per
Night.
1
2
3
4
6
7
Councillors
Directors General
Administrators ...
Heads of Departments...
Inspectors, Heads of Divisions
Chief Clerks
Private Secretary
1st and 2nd Class Clerks
Clerks ... ...
Fr.
c.
2 50
2
1
i
i
00
50
00
00
Fr. c.
1 25
1
1
00
00
0 75
0 75
Fr. e.
20 00
15
12
10
8
00
00
00
00
The above officials only receive the lodging allowance for each night which they
spend away from their residence. However, half of this allowance is granted when the
return is made 011 the same day as the departure. No distance less than five kilometres
will receive any lodging or travelling allowance.
.ALLOWANCES.
71
The following1 allowances for travelling are granted
Title of Employee.
Minimum number
of days of
absence giving
the night to the
maximum.
Annual maximum,
whatever may
be the number of
days absent on
service.
Allowance
per
sojourn.
Chief Inspectors
Traffic Inspectors
Chief Engineers...
Inspectors
Principal Chemists
Engineer...
Section Head
Principal Architect
First Class Guard attached to the Management
First Class Guard inspecting trains
100
100
125
300
1,200
800
500
450
Fr. c.
12 00
8
4
1
50
• i t
Fr.
8 per sojourn.
7 ■
K
o
55
55
5?
First class station masters receive
Second class station masters receive
Third class station masters receive
Fourth class station masters receive
Inferior station employees receive ... 3
The allowance per u sojourn " is not calculated on a full night away from home, but
on a period of 10 hours.
A " half sojourn " is granted when the employee has been away from home less than
10 hours but more than 5 hours.
The calculation of sojourns is worked as follows :—
5 hours 1 minute equals \ sojourn.
10
55 5
5 55
1
24
55 5
? 55
n
29
55 5
5 55
2
34
55 5
5 55
2^
48
55 5
5 55
3
58
55 5
5 55
4
77
55 5
5 55
*
0
96
55 5
5 55
6
Workmen's Travelling Allowances.
The allowances for employees travelling on service are as follows :—
Three francs per sojourn for works foremen and timekeepers ;
Two francs per sojourn for all other workmen.
The number of hours reckoned as one sojourn is the same as for higher officials, viz.,
10 hours.
Allowance for Change of Residence.
This is allotted to officials and workmen when they are obliged to remove for service
reasons or by authorised transfer. The allowance is not granted when the removal takes
place in consequence of disciplinary measures.
The rates of the allowance are fixed as follows : —
( A.) 1. Principal police officers, police officers, interpreters, chief station porters,
station porters ; 50 francs.
2. Other chief employees appointed by Ministerial decree, as well as fourth
class station masters, leading chief guards, leading chief station porters,
chief guards, chief station porters, draughtsmen ; 75 francs.
3. Other chief officials appointed by royal decree, as well as chiefs of section
on probation, and other officials of the same rank during their probation ;
100 francs.
(B.) 1. Overseers, timekeepers, chief storemen, foremen fitters, gangers ; 40 francs.
2. Works foremen, leading machinists, carriage inspectors, chief electricians,
chief lampmen, chief gashousemen, chief cleaners, chief brakesmen, engine
drivers ; 40 francs.
3. Overseers, leading loaders, leading shunters ; 40 francs.
; I 4. Other lower grade workmen ; 30 francs.
The rate of allowance is doubled for married employees, widowers or divorcés, with
children.
72
free passes.
Workmen's Lodging Allowances.
Chief guards and guards obliged to sleep away on service are granted an allowance
of 2*50 francs per night spent absent from house and 1*50 per night respectively.
The following are the rates of the allowances granted to certain other employees.
Fr. c.
Leading mechanics 2 00 per night.
Engine drivers
Firemen
Brakesmen
Head lampmen
The allowance for lodging is payable when the employee on night service is obliged
to spend at least 20 consecutive hours away from his home.
• • •
• • •
• • •
i
i
i
i
50
50
50
50
33
3)
33
53
Lodging, Heating and Lighting Allowances.
Extracts from the Royal Decree of the 15 th November, 1877, and others of later date.
The salaries of station masters are fixed, the benefits of lodging, heating and
lighting being taken into consideration. The assessment at which these advantages enter
into the contribution to pension funds and according to which the retentions from pay
must be made for the contributions to the widows and orphans fund are as follows :
Station master—1st and 2nd class ... ... ... 1,000 francs.
„ 3rd and 4th class ... ... ... 700 ,,
When an official does not reside in a building belonging to or leased by the State, if
he has a right to this immunity, the Minister can grant him an annual allowance for
lodging, heating and lighting.
The allowance for light and fire is granted when the offices or lodging of the
employee is outside the station precincts.
Should the Administration cease to rent dwellings for station masters not living at
the station, a lodging allowance will be given. Each allowance is fixed with regard to
the rate of rents in the district, and the original of the lease must be produced, or if no
lease exists, a receipt for rent.
When a station master is appointed to a district where there is no dwelling provided
by the State, he takes all the necessary steps to procure a convenient dwelling in the
neighbourhood, and signs the lease on his own responsibility.
The allowances for heating and lighting are fixed, the class of station at which the
employee dwells and his family conditions being taken into consideration.
These allowances are paid monthly at the same time as the salary.
Allowances for Change of Residence.—Expenses for removal by order of the
Administration are granted to station masters. These only include the removal of the
furniture, the authorities looking into hotel and other expenses to ascertain whether
warranted.
Repairs to State dwellings or those hired by the State.—When an official takes
possession of a State dwelling, the condition of the same is inspected and reported on by
the head of the Section ; the report is signed by the employee.
All tenant's repairs must be undertaken at the expense of the employee.
Insurance of furniture of employees residing in a State building.—Station masters
occupying State premises must have the furniture belonging to them insured, and must
submit their policy to their immediate superior within three mbnths of their taking up
residence.
Grant of cottages.—Cottages built along the railway are chiefly reserved for married
employees of the railway living with their families.
These workmen must not lodge strangers at the cottages, which are reserved
exclusively for railway employees.
The deduction from the salary of the occupier is as follows :—
For occupation of cottage 0T0 francs per day for all employees no
matter to what department they may be attached.
•
FREE PASSES.
" Voyages gratuits."
The following are permitted to travel free on the State Railways :—
(1.) Members of the Chamber of Representatives between their place of residence
and the seat of the Chamber.
privileges
73
(2.) (A.) Officials attached to the Ministry of Railways, Post, and Telegraphs
when travelling on service or on leave.
(B.) Applicants for employment who come up for medical examination and who
return to their place of occupation.
(C.) Resigned officials and staff returning either permanently or temporarily to
their homes.
(P.) Advice note messengers, paid by the trip.
(E.) Parents or relatives of the first two classes of officials and of the staff of the
different departments who have been hurt in an accident on duty, to come
to the bedside of these latter.
(3.) Solicitors doing work for the railways. Private architects entrusted with
railway work. Doctors attached to the service.
(4.) Customs officials appointed by the Minister of Finance for the carrying out of
the Royal Decree of 13th September, 1855, and other officers of this service when
travelling on duty.
(5.) Officials and staff of the private railways in Belgium, and of other countries
under the head of reciprocity.
(6.) German and Dutch Postal officials between Herbesthal and Ostend, and Esschen
and Antwerp respectively.
(7.) The employees in the service of the " Wagon-Lits."
(8.) Soldiers by order of a Ministerial Department, in case of grave and exceptional
circumstances,
" Permis Annuels."
Annual passes are issued within the following limits :—
(1.) To the various Railway Departments :—
(A.) Over the whole system—to those officials placed in the grades 1 to 5, shewn
under the head of salaries.
(B.) Over all or part of the system according to the decision of the Minister,
—to other officials who are obliged to take more than 50 journeys per year.
Failing this free tickets are issued to them.
(2.) To the Customs department ;
To those officials appointed by the Minister of Finance.
(3.) To the concessionised Railway Companies managing the traffic over their
lines :—
(A.) Over the whole system to one member of the management for every
100 kilometres or less, any distance beyond the hundreds counts as
100 kilometres, and also to the General Manager of the Company.
(B.) If necessary over that portion of the State lines which connects the
concessionised lines with Brussels or with any other town at which the
Company may have its headquarters, to a number of officials double that of
the management to whom permits available over the whole system have
been issued.
(4.) To the managements of certain railways in reciprocity, to the heads of depart¬
ments and high officials within certain limits.
it
'' Cartes d'identité."
Individual vouchers are granted to lower officials for travelling over the whole
system, or for limited distances, who are obliged to make more than 50 journeys
per year.
" Coupons de Service."
(A.) Free service coupons on State lines are issued for set journeys :—
(1.) To officials and staff who have not to make more than 50 journeys per year.
(2.) To those who, as an exceptional case, have to take a journey not allowed for
on their voucher.
(3.) To those who are authorised to travel by the management.
(4.) To the officials and staff of the Companies and others permitted to travel
free on the State railway and who have no permit or voucher.
(B.) On concessionised and foreign lines free coupons may also be granted to
officials under the following conditions :—
(1.) For duty.
(2.1 For urgent family matters.
(3.) For the staff who for good service show themselves deserving of the privilege.
14712 K
74
uniforms
Employees may receive 12 free coupons per year ; an extension to 15 coupons is?
however, allowed to those living at a distance from their parents or relatives who desire
to visit them frequently. These coupons do not include journeys necessitated by the
service, nor by exceptional circumstances such as voting, military matters, interviews
with heads of departments, &c., medical visit to a specialist, births, marriages, or deaths
in the family, funeral of a railway official or member of his family, &c.
Young clerks and unmarried assistants living at a distance from their parents are
granted a fortnightly free coupon to visit their families.
The holders of free permits and coupons may have their luggage registered and
forwarded free, they may also warehouse the same in the station for a week without
payment.
UNIFORMS.
Uniforms for the staff and employees are obtained through a benefit club, all the
details of which are decided by a Committee under the Minister.
The Club has a reserve fund, and is supported by monthly deductions from the
salaries of the affiliated employees, and the entrance fees of new members.
So long as this Committee has a reserve fund of at least 50,000 francs in hand, it
can distribute service uniforms at cost price to affiliated officials and, according to its
financial position, even below cost price to those employees who, through length of
service, have contributed most to the fund.
After consulting the Committee, the Minister decrees the price of all articles supplied.
The salaries of employees obliged to wear uniforms are subject to a monthly deduction.
Those not obliged to wear uniforms may obtain them by the same means.
The Minister, on the proposal of the Committee, fixes the rates of deduction,
entrance fees, &c.
Employees obliged to wear uniform must pay an entrance fee, half of the value of
their service uniforms unless they can claim an allowance for initial outfit.
The following can take advantage of this allowance : —
(1.) Office messengers of the Central Administration, 60.00 francs.
(2.) Watchmen, 50.00 francs.
(3.) Workmen and express messengers and advice note messengers, 20.00 francs.
Rates for Monthly Deductions from Salary.
(A.) All officials obliged to provide themselves with a full dress uniform are liable
to a temporary monthly deduction, fixed at about one-thirtieth of the cost of the uniform,
unless they prefer to purchase it outright.
(B.) Ordinary monthly deductions from the salaries of those officials and employees
who must wear service uniforms are set down in the appended table.
(C.) The same applies to employees who, not being compulsorily made to wear
uniform, nevertheless desire to do so.
The following table shows the monthly rates of deduction from the salaries of the
members —
Grade or Employment.
Monthly
Rate.
Individual
Capital.
Grade or Employment.
Monthly
Rate.
Individual
Capital.
Ordinary Uniform.
Fr.
Fr.
Ordinary Uniform—cont.
Fr.
Fr.
Officials and staff shown in
10
30
Station porters
c
20
the eight grades.
Cartage overseers
O
First class guards
]
Signallers
Toll collectors...
■*<
First class station porters
Guards ...
► 8
20
Crossing keepers
Interpreters
I
Mechanics
Police officers ..
J
Clock checkers
Timekeepers ...
Chief platelayers
Foremen
Labourers
Gangers
Engine drivers
Leading engine drivers
Firemen
► 2
5
Tramway conductors...
Brakesmen
Leading brakesmen ...
£
20
Wagon examiners
Carriage inspectors ...
r u
i
Chief cleaners...
Brake inspectors
Carriage cleaners
1
Leading lampmen
Electricians ...
„ cleaners
Leading lampmen
„ examiners ...
Lampmen
„ station porters
J
All unenumerated workmen..
J
luggage porters—workmen's qualifications. 75
The appended list shows the officials and staff who are compelled to possess a
uniform :—
Officials who, when necessary, must wear a full dress uniform.
Administrations and Services to which the Members
belong.
Grade or Employment,
Central Administration
Active Service ...
Secretary General.
Railway Councillors.
Directors General.
Heads of Departments.
Station Masters at the Chief Station of the Province.
All the other employees of the railways have to wear uniforms varying according to
to their occupation, with the exception of those employees working in the workshops
such as :—
(1.) Works foremen, mechanics, &c.
(2.) Leading shunters and cleaners.
(3.) Shunters, locomotive cleaners, and locomotive staff employed at the stations,
(4.) Gas fitters, electricians, leading lampmen, and lampmen working at the
workshops.
(5.) Engine drivers and firemen of shop engines.
(6.) Checkers.
(7.) Head watchmen and watchmen.
The above workmen are only obliged to carry the uniform caps. They are not
compelled to wear these outside the workshops and railway premises.
Nord Belge Railway Company.
On the Nord Belge Railway Company the officials are expected to purchase their
own uniforms.
There are recognised tailors recommended by the Company ; the employees, how¬
ever, are not bound to obtain their uniforms from them, but the uniforms must be
according to a certain pattern. A small proportion of the staff, however, get some slight
pecuniary assistance for the purchase of uniforms.
LUGGAGE PORTERS.
The salaries of these have been dealt with for the State lines.
On the Nord Belge these porters are unpaid, and only licensed by the Company to
undertake porterage at the stations.
Unlike those employed on the State lines who have certain obligations as regards
cleaning the stations when required and similar duties, those attached to the Nord Belge
Railway have no obligations towards the Railway Company.
WORKMEN'S QUALIFICATIONS
Workmen may be engaged for the State Railways after satisfying the management—
(A.) That they are of Belgian birth or naturalised.
(B.) That they are not more than 35 years of age, if skilled workmen, and 32
years of age if unskilled.
(C.) By the production of a certificate of morality and good conduct from a
competent authority from their last place of residence, as well as a
certificate showing that they have fulfilled the requirement of military
service.
(D.) That they have been visited by a medical officer attached to the railways in
the presence of a delegate from the railway department and been pronounced
free from all ailments and constitutional defects.
The Minister may raise the age limit—
(1.) For physically fit workmen whose antecedents are entirely satisfactory.
(2.) For workmen applicants, when this is justified by good military services, a
particular aptitude, difficulties of employment, or by other special
considerations.
14712 k 2
76
hours of work and rest.
HOURS OF WORK AND REST.
The hours of work and rest of station officials and employees are fixed by means of
a table giving the name of each employee, his work and the number of hours when he is
on duty.
This table drawn up by his immediate chief (the stationmaster) is presented twice a
year to the heads of departments interested and must be approved by them. It must
show the actual hours of work and rest of each employee, and the total period of work
must not exceed 12 hours per day, deduction being made for each interval for meals or
rest lasting at least half an hour.
The work must be arranged so that employees are not obliged to be on duty more
than 12 hours when changing from or to night duty, and that each employee has at least
8 hours of uninterrupted rest at home after his period of work.
On the 1st of May and the 1st of October three copies of the table are sent to the
Traffic Manager or the Chief Accountant, as the case may be, and after consultation with
the other heads of departments interested, it is approved or, if necessary, altered. One copy
is placed, not later than the 15th of the month, in the Department tor general information
and a second is sent to the immediate chief (the stationmaster) to be brought into force.
The heads of departments may ascertain by examination of the table, whether an
official be either insufficiently or excessively worked or be engaged in a task for which he
is unfitted. Employees are bound in case of necessity to give their assistance in any
way, even outside the hours of work allotted to them.
Workmen paid monthly must not be worked over 12 hours without the previous
sanction of the authorities.
Workmen paid by the day or hour, attached to the Permanent Way Department,
work ordinarily 12 hours per day when engaged on the up-keep of the line. This period
may vary up to a maximum of 14 hours for inspectors and watchmen, whether they are
in the stations or on the open line. Traffic Department workmen may not work more
than 12 hours a day in stations, including interruptions of less than half an hour, except
under exceptional circumstances, such as fêtes, holidays or accidents, &c.
Employees in the Locomotive Department work on the average 10 hours, whether
they are in the workshops or stations.
Leave for Religious Observances.
Two hours leave is granted to employees for purposes of religion. The suspension
of work must be observed by all the employees so that no distinction shall be made
between those who attend religious services and those who do not.
For the 7 days preceding and the 7 days following Easter day, all officials, employees
and workmen are allowed the necessary time for fulfilling their religious duties if they
desire to do so. The service must be regulated to this end.
Weekly Day of Rest.
Under the law of the 17th of July, 1905, on the observance of Sunday, no person
other than the members of the family of the employer and his servants or household may
be employed for work more than 6 days per week ; the usual rest day is Sunday but
exceptions are made for the necessities of work.
In the case of land transport, loading and unloading at stations, &c., the employees
may work 13 days out of 14 or 6J days out of 7. This day or the two half days per
fortnight need not necessarily fall on a Sunday.
Rest Days.
In those services which cannot be interrupted on Sundays or holidays, the permanent
workmen must have one Sunday out of two for rest or a half day every Sunday.
Therefore out of the 52 Sundays and the 4 holidays, workmen are granted 28 days of rest
with wages per year.
Daily Rest.
Workmen must have at least 8 consecutive hours of rest at their homes every day.
Hours of Duty.
As has been shown the usual maximum length of duty is 12 hours for the employees
in the traffic department, but the chief guards, guards, and train crews have 13 hours on
duty. They are, however, supposed to have 8 hours of uninterrupted rest at their homes.
These employees have 4 days rest in each month, preferably on Sundays.
conciliation boards pensions.
77
CONCILIATION BOARDS.
No conciliation boards actually exist at the present date, but a scheme for the
formation of similar bodies is under consideration.
PENSIONS.
Retiring Pensions.
Retiring pensions for the staff are governed by the law of the 21st of July, 1844,
amended by those of the years 1849, 1886, 1891, and 1894.
These pensions are non-contributory, and are paid by the State.
The staff and employees (other than workmen) serving in the general administration
and paid by the Treasury are allowed their pensions at 66 years of age and after 30 years
of service.
Any employee rendered unfit to continue his duties from infirmity may receive a
pension, no matter what may be his age, after having served for at least 10 years.
Any employee rendered by his duties unfit for further service may be pensioned,
whatever may be his age, after having completed at least 5 years of service. Any
employee who, owing to wounds or accidents sustained on duty is unable to continue his
employment has the right to a pension, no matter what may be his age or the length of
his services. Pensions are paid at ^ of the average salary of the employee for the last
5 years for each year of service.
Each year in the active service for engine drivers, firemen, guards, and brakesmen
will count for payment at Aq of the average salary.
In regard to employees who, owing to accidents occurring on duty, become entitled
to a pension, this is paid at the rate of \ of the last salary with an increase of for each
year of service above 5 years.
If exceptional proof of courage or devotion to duty has been shown, the pension may
amount to ^ of the salary as a maximum independently of the service exceeding 5 years.
No pension may exceed § of the salary on which the calculation for payment has
been made nor a sum of 7,500 francs.
In all cases where the pension does not reach 300 francs, a sum equal to 50 per cent,
of the salary may be paid so long as this does not exceed the above amount.
Widows and Orphans Pensions.
Pension funds for the widows and orphans of railway servants have been instituted
by the Government.
These funds are supported by sums deducted and retained from the salaries and
allowances. In no case can they be assisted by the Treasury.
All employees paid by the Treasury must contribute to the fund assigned to them.
The capital of the funds, except the sums necessary for current requirements, must
be invested in State securities.
The revenue of the pension fund for the widows and orphans is obtained from the
following sources :—
(1.) Deduction of 5 per cent, at most from the salary and allowances without
exceeding an annual sum of 500 francs.
(2.) Retention of one month's salary and allowances.
(3.) Retention for one month at least, and three months at most, of any increase
of salary or allowances.
(4.) Deduction from the salary for leave, absence, or disciplinary punishment.
(5.) Participation in fines, confiscations, and any other source of revenue.
(6.) Retentions from the retiring pension of the employees who are married or
have young children.
(7.) Deduction from the salary and allowances equivalent to the amount of a
year's pension for the widow.
This last contribution may be paid in one or several instalments according to decree.
General Conditions.
The retiring pensions are paid by the Treasury, and Royal Decrees shall determine :—
(1.) The circumstances which entitle an employee to a pension for infirmity or
accident.
(2.) The documentary evidence which must be produced.
(3.) The average rate at which perquisites and other extra payments may be
assessed for the calculation of the pension.
78
workmen's fund.
The necessary credit for the pension fund shall be charged in the budget estimates.
The budget of the department to which the pensioner has belonged shall only include
the credit for the payment of the first term of the pension.
The Minister must make an annual statement of the position of the pension fund.
The payment of the pension commences from the date on which the pensioner ceases
to draw his salary.
Pensions are paid quarterly. The Communal Authority at the place of residence of
the pensioner must supply evidence of the existence of the latter.
Pensions may not be seized, and are inalienable, except for payments up to the
amount of one-fifth to the Treasury and one-third for causes mentioned under Articles
203, 205, and 214 of the Civil Code.
These articles are briefly as follows :—
Article 203.—By the sole fact of marriage, parents are under contract to feed,
maintain, and bring up their children.
Article 205.—Children must support their parents and other elderly relatives who
may be in need.
Article 214.—The wife must reside with her husband wherever he may select. The
husband is obliged to receive her and supply her with the necessaries of life according to
their position.
No pensioner may draw from the Treasury two pensions at one time or a salary and
a pension.
He may choose between the salary and the pension.
Exceptions to the above are :—
(1.) A salary and pension from different services which together do not exceed
1,500 francs.
(2.) A pension and salary which together do not exceed 1,000 francs.
(3.) Pensions granted for arduous duties.
Every pensioner must reside in the kingdom unless with special sanction from the
King ; in the latter case a deduction of one-third in the pension of 2,000 francs and above
will be made.
Criminal sentence involves the loss of pension or the right to obtain one, but this
rule has been modified to enable the Government to exercise forgiveness and the whole or
partial payment.
In the case of forfeiture the Treasury pays to the wife or young children of the
sentenced pensioner a pension equal to that which they would have received from the
widows and orphans fund.
General conditions regarding the Widows and Orphans Fund.
The pensions of widows and orphans are payable from the funds to which the
deceased had contributed.
They are payable on the first day of the month following the decease.
No pension may exceed 50 per cent, of the salary of the deceased nor a maximum of
4,000 francs.
Any widow who remarries loses her right to a pension.
WORKMEN'S FUND.
Aim and Organisation.
The aim of the fund is :—
(1.) The relief of affiliated workmen :—
(A.) In case of inability to work in consequence of illness or accident, if these do
not come under the law of compensation for accident on duty.
(B.) Unattached workmen.
(2.) To insure the payment of wages :—
(A.) For the whole term to those members who are ill or hurt who do not come
under the above-mentioned law.
(B.) For the necessities resulting after six months following the accident to those
members whose cases come under the above law.
(3.) To provide for an allowance for funeral expenses except in the case of death
from an accident while on duty.
(4.) For pensions
(A.) To workmen.
(B.) To widows and orphans of workmen.
workmen's fund revenue.
79
(5.) To grant life annuities and temporary pensions to widows, children, and parents
of members.
(6.) For free medical treatment by the Fund doctors.
Revenue.
The revenue is derived by :—
(1.) A retention of 3 per cent, on wages of 2.40 francs and under, and 4 per cent.
on wages of more than 2.40 francs.
(2.) Deductions from wages for disciplinary measures to the amount of one
month's wages at most.
(3.) Government subsidies.
(4.) Private donations.
(5.) Divers sources.
(6.) Interest on capital invested for the Fund.
The capita] is invested in State securities.
Temporary Relief and Funeral Expenses.
Temporary relief is granted to :—
(1.) Affiliated workmen absent from work by reason of illness.
(2.) Workmen rendered incapable of their ordinary duties.
The relief is based as follows :—
For bachelors, widowers or married men without children, 50 per cent, of
the wage on which he is contributing.
For married men or widowers with one child of 16 years or under, 55 per
cent, of the wage on which he is contributing.
For married men or widowers with two children of 16 years or under, 60
per cent, of the wage on which he is contributing.
For same with three children of 16 years or under, 65 per cent of the wage
on which he is contributing.
For same with four children of 16 years or under, 70 per cent, of the wage
on which he is contributing.
For same with five or more children of 16 years or under, 75 per cent, of the
wage on which he is contributing.
The relief may not exceed 2.50 francs per day for wages of less than- 5.00 francs.
It is invariably paid at 50 per cent, for wages of 5.00 francs or over.
The minimum of relief is fixed as follows :—
1.00 franc per day for wages of 1.40 francs or more, and
0.80 franc per day for wages less than 1.40 francs and over 0.80 francs.
Three-fourths of the wages for wages of 0.80 francs and less.
Parents who are entirely dependent on the wages of the workmen are each counted
as one child.
In case of decease from another cause than accident on duty to an affiliated member,
the widow or family receives a sum of 30*00 francs from the fund for funeral expenses.
Workmen's Pensions.
The following are solely eligible for a life pension :—
Workmen who are unable to continue their work by reason of infirmity or who
have attained the age of 70 years ;
Workmen reckoning ten years of good service who have been put on the
unattached list for three years, or before the termination of this period if
they attain meanwhile the age of 65 years ; and
Elderly workmen who become messengers, &c., in the same service.
Bases of the Pensions.
Life pensions are paid for the first ten years of service at the rate of 20 per cent, on
the average of the paid wage which the workman has drawn for the last three years,
and at the rate of 1^ per cent, for each year of service beyond ten, without exceeding 50
per cent, on this wage or an annual amount of 2,500 francs. If the unfitness for work is
the result of an accident sustained on duty, the pension is fixed at 50 per cent. on the
wage which the workman was drawing at the time when he was put on the retired list.
This rate is increased :—
By i J per cent, on the same wages for each year of service beyond 15 up to 25,
then by 1 per cent, for each year of service beyond 25 years.
80
workmen's eund—widows' pension.
In no case may it exceed 75 per cent, of the wages.
In all cases where a pension does not amount to 180 francs it is increased up to this,
amount, but when the wages are 1 franc a day or less the minimum is fixed at one-third
of this wage.
Widows' Pensions.
No widow is entitled to a pension from the fund :—
(1.) If the deceased has not contributed to the fund for ten years at least.
(2.) If the marriage had not taken place three years before the decease of the
workman. When the widow has no right to a life pension a temporary
pension is granted to her, so long as the deceased subscribed for five years
at least to the fund.
Bases of Widows' Pensions.
These pensions are fixed by taking as the basis lor calculation the average wage at
which the deceased contributed to the fund during the three last years.
They are fixed at 20 per cent, of the wage for 15 years of subscriptions or less, and
are increased by 1 per cent, for each year of contribution above 15 years.
The pension of the widow is increased by 2 per cent, of the average wage of the
three last years for each child of the marriage under 16 years of age.
The father, mother, and children over 16 years of age, if entirely dependent on the
deceased, are each reckoned as one child.
The maximum pension for a widow is established thus :—
33 per cent, of the wages if without a child under 16 years of age.
35 „ .. she has 1
37
39
41
43
55
*5
55
55
55
55 55 55
„ 2 children ,, ,,
55 ^ 55 55 55
4
55 * 5 5 5 5 55
5 or more of less than 16 years of age.
/ 9 / / / i 9/
The total pension must not exceed an annual sum of 1,600 francs.
The minimum is fixed at 120 francs per year.
Pensions for Orphans.
These are fixed as follows : —
For 1 orphan at f 1
For 2 orphans at f >of the pension fixed on the following basis :—
For 3 orphans at the whole )
(A.) For a period of contribution of 10 years or more at 20 per cent, of the
average wages of the last three years up to 15 years, increased by 1 per
per cent, for each year of contribution after.
(B.) For less than 10 years contribution in the proportion that the period and
portion of 20 per cent, bear to 10 years contribution.
These pensions cease when the orphans attain the age of 16 years, unless they be*
permanently incapacitated from maintaining themselves.
Forfeiture of Pensions.
The affiliated member who leaves the service for any cause whatever, loss of employ¬
ment, voluntary resignation, &c., forfeits all right for himself and his family to benefit
from the fund. No return is made to him of all the retentions from his salary and
allowances, but if he re-enters the service within three years he recovers all his rights.
The member who, at the time of his departure, has already contributed for the
number of years which entitles him to a pension for his family, may retain the benefit of
participation in the fund if he enters into agreement within 30 days of the cessation of his
service to continue his payments to the fund.
Contributions are payable quarterly and must be settled, under penalty of the
forfeiture of all rights, in the first month of the quarter.
Any criminal sentence carries with it the deprivation of the member of his pension^
rights.
Members may be deprived of the advantage who have been sentenced :—
(1.) To correctional imprisonment of less than three months under the Civil Code.
(2.) To an imprisonment of more than seven days or to a fine of more than 25*
francs for an offence under Article 310 of the Civil Code.
(3.) To imprisonment of six months or more for any other cause.
workmen's fund —benefits.
81
Payment of Pensions.
Pensions are paid monthly upon production of a certificate of existence.
The pensions are made payable at the railway stations and halts on the State lines.
Pensions and benefits are untransferable and unseizable, but deductions can be made
similar to those set forth in the general conditions relating to staff pensions under the
clauses of the Civil Code therein mentioned.
L
General Conditions.
For the payment of pensions, fractions of 15 days and less are not taken into
account, whilst those of more than 15 days are counted as one month.
To determine the figure of the annual wasre which must serve as the basis of the
calculation for the pension, 365 days are taken for a workman who enjoys a daily wage,
independently of the number of hours which he is present, and on 324 days for those who
do not work on Sundays and holidays.
The pensions granted during the year are capitalised according to the age of the
beneficiaries at the rate of 3 per cent., and a corresponding complementary estimate is
presented in the Budget of the year following for the workmen's fund.
The sums necessary to reimburse the fund are also petitioned for as follows :—
(1.) The capital of the annuities due to sufferers from accidents on duty.
(2.) The amount of wages paid under the law of 24th December, 1903.
(3.) Workmen's pensions.
(4.) Benefits to unattached workmen.
(5.) Benefits paid to old workmen or to those in a state of want who benefit
through them.
Thus the actual pensions of the staff and workmen are paid by the State without
contribution on the part of the employees, but subscription to the widows and orphans
funds is made compulsory.
The appended tables show the temporary benefits which are granted to employees,
paid by the day and month, in the event of incapacity to work.
Rate of
Wage
per Day.
Tariff.
Amount of Benefit per Day,
Bachelor or
Married without
Children.
Married or Widower with
1 Child.
2 Children.
3 Children.
4 Children.
5 Children or
more.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
0 40
0 30
0 30
0 30
0 30
0 30
0 30
0 60
0 50
0 50
0 50
0 50
0 50
0 50
0 80
0 60
0 60
0 60
0 60
0 60
0 60
1 00
0 80
0 80
0 80
0 80
0 80
0 80
1 20
0 80
0 80
0 80
0 80
0 80
0 90
1 40
1 00
1 00
1 00
1 00
1 00
1 10
1 60
1 00
1 00
1 00
1 00
1 10
1 20
1 80
1 00
1 00
1 10
1 20
1 30
1 40
2 00
1 00
1 10
1 20
1 30
1 40
1 50
2 20
1 10
1 20
1 30
1 40
1 50
1 70
2 40
1 20
1 30
1 40
1 60
1 70
1 80
2 60
1 30
1 40
1 60
1 70
1 80
2 00
2 80
1 40
1 50
1 70
1 80
2 00
2 10
3 00
1 50
1 70
1 80
2 00
2 10
2 30
3 20
1 60
1 80
1 90
2 10
2 20
2 40
3 40
1 70
1 90
2 00
2 20
2 40
2 50
3 60
1 80
2 00
2 20
2 30
2 50
2 50
3 80
1 90
2 10
2 30
2 50
2 50
2 50
4 00
2 00
2 20
2 40
2 50
2 50
2 50
4 20
2 10
2 30
2 50
2 50
2 50
2 50
4 40
2 20
2 40
2 50
2 50
2 50
2 50
4 60
2 30
2 50
2 50
2 50
2 50
2 50
4 80
2 40
2 50
2 50
2 50
2 50
2 50
Fr. 5 and over ... 50 per cent, of the wage.
14712
L
82
light railway—history.
Rate of
Monthly
Salary.
Tariff.
Amount of Benefit per Day.
Bachelor or
Married without
Children.
Married or Widower with
1 Child.
2 Children.
3 Children.
4 Children.
5 Children or
more.
Fr.
Fr. c.
Fr. c.
Fr. c.
!
!
Fr. c. !
Fr. c.
Fr. c.
30
0 80
0 80 0
0 80
0 80
0 80
0 80
40
0 80
0 80
0 80
0 80
0 90
1 00
50
1 00
1 00
1 00
1 00
1 10
1 20
60
1 00
1 00
1 10
1 20
1 30
1 40
70
1 10
1 30
1 40
1 50
1 60
1 70
80
1 30
1 40
1 50
1 70
1 80
1 90
90
1 50
1 60
1 70
1 90
2 00
2 20
100
1 60
1 80
1 90
2 10
2 30
2 40
110
1 80
2 00
2 10
2 30
2 50
2 50
120
1 90
2 10
2 30
2 50
2 50
2 50
130
2 10
2 30
2 50
2 50
2 50
2 50
140
2 30
2 50
2 50
2 50
2 50
2 50
150
2 40
2 50
2 50
2 50
2 50
2 50
160
2 60
2 60
2 60 '
2 60
2 60
2 60
170
2 70
2 70
2 70
2 70
2 70
2 70
180
2 90
2 90
2 90
2 90
2 90
2 90
190
3 00
3 00
3 00
3 00
3 00
3 00
200
3 20
3 20
3 20
3 20
3 20
3 20
210
3 40
3 40
3 40
3 40
3 40
3 40
220
3 50
3 50
3 50
3 50
3 50
3 50
230
3 70
3 70
3 70
3 70
3 70
3 70
240
3 80
3 80
3 80
3 80
3 80
3 80
250
4 10
4 10
4 10
4 10
4 10
4 10
260
4 20
4 20
4 20
4 20
4 20
4 20
270
4 40
4 40
4 40
4 40
4 40
4 40
280
4 50
4 50
4 50
4 50
4 50
4 50
290
4 70
4 70
4 70
4 70
4 70
4 70
300
4 90
4 90
4 90
4 90
4 90
4 90
310
5 00
5 00
5 00
5 00
5 00
5 00
320
5 20
5 20
5 20
5 20
5 20
5 20
330
5 30
5 30
5 30
5 30
5 30
5 30
340
5 50
5 50
5 50
5 50
5 50
5 50
350
5 70
5 70
5 70
5 70
5 70
5 70
360
5 80
5 80
5 80
5 80
5 80
5 80
370
5 90
5 90
5 90
5 90
5 90
5 90
380
6 20
6 20
6 20
6 20
6 20
6 20
390
6 30
6 30
6 30
6 30
6 30
6 30
400
6 40
6 40
6 40
6 40
6 40
I
6 40
LIGHT RAILWAYS.
The distinctive feature of the Belgian Railway system is undoubtedly the extensive
development of the secondary or light railways, known as the " chemins de fer
vicinaux."
In a country possessing not only large industrial centres, but also a very numerous
agricultural population, it is apparent that such a system of communication, penetrating
as it does into the most remote districts, is an invaluable asset to national progress.
History.
The first inception of the idea for a secondary system of railways was contained in
the "Law on Tramways" passed on July 9th, 1875, but, owing to lack of private
enterprise, only one concession was applied for to build a short line from Javiers to
Embrasin in 1878.
The fact was that, though plenty of private capital was forthcoming for suburban
tramways, the public was not prepared to risk money in building light railways in
country districts, which did not at that time promise large returns.
It remained, therefore, for the State to promulgate a scheme for carrying out
the enterprise.
Accordingly, on 28th January, 1881, a commission was appointed to investigate the
conditions and draw up a report.
development—present position
83
The points on which the Government desired to be informed were briefly :—
(1.) to what extent it would be necessary for the State to intervene in the
construction and working of the " vicinaux " lines ;
(2.) whether the provinces and communes might be associated with the State as'
partners in the scheme ;
(3.) What latitude might be allowed to the concessionaries in the matters of
rolling stock and traffic regulations ;
(4.) Whether the secondary system might not become a competitor with the
main lines.
Upon the report of this commission was based the law of May 28th, 1884, followed
by the law of June 24th, 1885, containing a few slight modifications of the former
enactment.
By these two laws was instituted the National Society of the " chemins de fer
vicinaux," and regulations were laid down for the finance, control and working of the
new system.
Development.
From the commencement, the enterprise was attended with signal success, and the
appended table shows the rapidity with which the new " vicinaux " lines have been
constructed, and the amount of the annual receipts :—
Years,
Length.
Authorised.
Constructed.
Gross Receipts.
1887
1888
1890
1892
1894
1896
1898
1900
1902
1904
1906
1908
Km.
504
667
960
1,169
1,341
1,628
2,134
2,384
2,846
3,383
3,845
4,165
Km.
323
439
753
991
1,172
1,341
1,643
1,840
2,080
2,494
2,902
3,216
Fr.
965,977
1,749,211
2,929,875
3,975,648
5,343,388
6,500,667
7,939,433
9,841,515
11,566,660
13,534,156
16,736,288
18,991,353
Present Position.
The number of lines conceded to the National Society up to the 31st of Decemberr
1907, was 157, measuring 3,991*33 kilometres. On the 31st of December, 1908. the
number of lines conceded was 160, with a total length of 4,165 kilometres, and since
that date a further concession has been granted bringing the total length up to 4,178*93
kilometres.
Of this length about 3,335*95 kilometres are now in operation, representing 137
lines or sections of lines.
The following table shows the conceded lines for each province, per 10,000 inhabitants
and per square myriametre.
Area.
Kilometric Length.
Province.
Population.
Hectares.
Per
Province.
Per 10,000
Inhabitants.
Per 10,000
Hectares.
Antwerp ...
Brabant ...
West Flanders
East Flanders
Hainault ...
Liège
Limbourg...
Luxembourg
Namur
• • •
• • •
• ••
• • «
Totals and averages
944,350
1,434,360
865,328
3,103,930
1,224,082
886^847
265,304
230,794
362,566
7,317,561
283,176
328,290
323,484
300,017
372,166
289,474
241,187
441,785
366,024
2,945,503
526-49
560-20
646-22
396-91
580-35
456-48
315-24
420-68
276-36
4,178-93
5
3
7
3
4
5
11
18
7
57
90
47
59
74
14
88
23
62
71
18
17
19
13
15
15
13
9
7
59
07
97
23
59
77
07
52
55
11712
14-18
L 2
84
prospective development—national society.
Gauge of Lines.
144 lines of 3,652*33 km. with 1 metre gauge.
13 „ 489*69 „ „ 1 m 067 „
3 „ 36*91 „ „ 1 m 435 „
Steam and Electric Traction.
Of the lines in operation, 3,135 km. are for steam and 200 km. for electric traction.
Comparative Lengths.
The " vicinaux " lines which have been conceded to the National Society and to
private enterprise amount to about 4,249 km., while the full gauge lines occupy about
4,624 km., a proportion of about 91*8 per cent.
Prospective Development.
Independently of the 137 lines already in operation, concessions have been granted
for 23 new lines, which are in course of construction or will shortly be commenced, and
a further addition of 141 lines or sections are now under consideration.
The lines in prospect are as follows :—
Km.
(A.) 33 lines for which the request for concession has been intro¬
duced, with a length of ... ... ... ... ... 312*20
(B.) 68 lines definitely taken into consideration ... ... 1,110*20
(C.) 40 lines provisionally under consideration ... ... ... 549*40
giving a total of 141 lines with a length of ... ... 1,971*80
At the end of 1908 the total number and length of the conceded line was :
Number of lines, 160 :—
Km.
(A.) in operation ... ... ... ... ... ... ... 3,335*95
(B.) in construction ... ... ... ... ... ... 407*02
(C.) to be constructed shortly ... ... ... ... ... 435*95
giving a total of ... ... ... ... ... ... 4,178*93
A further number of eight lines are proposed for Government consideration with
a length of 62*90 km., so that the general contemplated extension of the " vicinaux "
lines at the end of 1908 gave a total of 309 lines with a length of 6,213*63 km.
The Government has refused concession for 35 lines of 385*7 km. in length, either
for reasons of strategy, competition with existing railways, or probable loss.
Institution of the National Society.
The Decree of %kth June, 1885.
Article 1.—The Government is authorised to sanction the statutes of a Company formed at
Brussels under the name of the National Society of the 44 vicinaux " railways, as they are
appended to the present law.
Article 2.—The 44 vicinaux " railways are conceded by royal decree.
They are conceded to the National Society of the 44 vicinaux " railways. Nevertheless, they
maybe conceded to other companies or to private parties, if, within a year of the request for
a concession, the National Society has not made a similar request, or has failed to construct the
conceded line within the period fixed by the Government.
Article 3.—No concession is granted without hearing the communal councils and the
permanent delegates of the provincial councils.
A preliminary enquiry is conducted on the utility of the undertaking, the route to be
followed, and the tariffs to be charged before a concession is granted.
Article 4.—Concessions are only granted to the National Society if a sufficient number of
shares are: guaranteed for the construction and opening of the line to traffic.
Article 5.—Concessions are granted to the National Society for the period that the society
continues, and to other companies and private parties for the period to be fixed by the decree of
concession, which period may not exceed 90 years.
Article 6.—The tariffs are fixed by the National Society, subject to Government approval ;
nevertheless, the Government possesses the right to order the raising or prohibit the lowering
of a tariff.
Article 7.—The Government has the right of control over all the undertakings of the
National Society, and of demanding all information and returns.
It may prevent the execution of any scheme which, in its opinion would be contrary to the
law, the statutes, or the interest of the State.
statutes of the national society.
85
Article 8.—The Government controls the policing of the "vicinaux" railways.
It may swear in the officials of the concessionares, and may confer on them the duties and
powers of the judicial police, according to the regulations under the law of the 15th of April, 1843,
on the policing of the railways.
It may demand from the concessionares in the interest of the public services, either general,
provincial or communal, such assistance and such transport, either free or at reduced rates, as it
may judge necessary.
Article 9.—Participation of the State in taking up shares of the National Society may not
exceed 50 per cent, of the nominal capital of each line, unless by special legislation.
Article 10.—The Government is authorised to guarantee to third parties, under conditions
which it shall determine, the interest and the redemption of the debentures issued by the
National Society representing the annuities due from the communes, the provinces and
the State. The State guarantees must not exceed the amount fixed by the law.
Article 11.—The Society may not be held liable by the provinces or communes for any tax
for concessions which it has obtained ; it is exempt from license duty. It is released from all
taxes, rates or tolls due towards the provinces or communes for any construction at work, &c.
directly appertaining to the building or working of the " vicinaux " railways.
Article 13.—Every concession may be repurchased by the State under the conditions to be
laid down in the Act of Concession.
Article 14.—An annual report of the Board of Directors setting forth the position of the
affairs of the Society shall be .placed on the table of the Chamber of Representatives ; annexed
thereto shall be the return of the concessions granted and the last balance sheet.
Article 15.—If the Society constructs any line for which a concession has been formally
requested, supported by the plan of construction before the 12th May, 1882, the parties who have
applied for the concession shall receive for the expenses of survey, &c., an indemnity of which
the rate and conditions shall be fixed by Royal decrees.
Article 16.—-The present law does not apply to suburban tramways ; these are still under the
law of the 9th July, 1875.
Article 17.—The Government is authorised to guarantee to third parties, for a term of
90 years, the interest and redemption of the debentures of the National Society of the " vicinaux "
Railways up to the annual amount of 600,000 francs, which it was authorised to guarantee under
the law of the budget of the public debt for the year 1885.
Article 18.—The present law annuls that of the 28th May, 1884.
Statutes of the National Society of " Vicinaux " Railways
of July 23rcl <$f 24,th, 1885, and lhth April, 1898.
CHAPTER 1.
Constitution, Object and Duration.
Article 1.—Contains the foundation and name, also sets forth that the head quarters shall be
at Brussels.
Article 2.—The object of the Society is the construction and working of "vicinaux" railways
within the Kingdom, and, if necessary, their extension into foreign territory. The Society may
deposit funds temporarily or open a current account at the General Savings Bank or at the
National Bank ; it may also apply them to the purchase of debentures issued or guaranteed by
the State, the provinces or the communes.
Any other operations are prohibited.
Article 3.—No limit is placed to the continuance or the duration of the Society.
It may only be dissolved by a law which at the same time will regulate the method and
conditions of liquidation.
Article 4.—The National Society may abandon the working of a "vicinal " line under the
following circumstances and conditions : —
(1.) If for 3 consecutive years the gross receipts from the line have been insufficient to cover
the expenses of working.
(2.) If for 5 consecutive years the gross receipts of the line have been insufficient to cover
50 per cent, of the interest on the whole cons traction capital.
Proposais for the closing of the line may be made under the first clause, either by the Board
of Directors of the National Society, or by one of the shareholders belonging to the group directly
interested, and under the second clause by one of the shareholders of the said group.
These proposals shall be submitted to the shareholders of the National Society at an
extraordinary general meeting.
CHAPTER 2.
Capital—Debentures.
Article 5.—The capital shall be equal to the amount of the outlay for the establishment of
the lines to be constructed, and for their plant and rolling stock.
It shall be divided into as many series of shares as there are conceded lines.
Each series of shares participates in the profits of the line to which it appertains, but only
within the limits hereinafter fixed.
Two-thirds at least of the shares of each series must be taken up by the State, the provinces
and the communes.
Article 6.—Shareholders are only liable to the loss of the amount of their Investment in the
National Society.
All the shares are issued at 1,000 francs. The issues shall be made on the dates fixed by the
Board of Directors ; the State and the provinces may pay their shares in annuities of 90 years.
The same applies to the communes if they can prove the necessary resources.
statutes of national society.
Annuities are fixed so that the debentures representing them which are to be issued in
accordance with Article 11 shall be redeemed in 90 years.
The certificates of the annuities are immediately delivered over to the Society. They are
not transferrable.
Article 7.—All delayed payments shall bear interest to be paid to the Society at the rate of
6 per cent, per annum.
After two notices issued at two months interval, the Board of Directors may declare the
shares belonging to the shareholders who are late in payment, to be forfeit, and in this case,
the sums already disbursed and annuities already paid shall remain the possession of the
Society.
Article 10.—On the expiration of the 90 years working of the line, the State, the provinces,
and the communes concerned have the right to purchase at par the shares belonging to the line,
taken up originally by private parties.
They may exercise this right in proportion to their holdings or for the benefit of those
amongst them who desire to make use of the privilege.
Article 11.—The Society may issue debentures representing the annuities due to it. The
manner and conditions of this issue must have Government sanction.
CHAPTER 3.
Administration and Supervision.
Article 12.—1The Society is administered by a Board of Directors composed of a president
and four members and by a director-general.
The Government may increase the number of members to 6. In this case, for the first time
it has the right of nominating the additional members.
There shall be a Committee of supervision composed of nine members.
Board of Directors.
Article 13.—The President of the Board of Directors is appointed, and may be dismissed or
suspended by the King. The appointment is made for six years. It may be indefinitely renewed
for the same term.
Article 14.—The other members of the Board are appointed half by the King and half by
the general meeting of shareholders. Every three years from the third year half of the
members retire, but their appointments may be renewed indefinitely.
The order of retirement is fixed by ballot. The King shall provide a substitute for one of
the retiring members, and the general meeting for the other.
If three of the members retire at the same time, the third is replaced alternately by
appointment of the King and of the general meeting.
If there is a vacancy on the Board of Directors to be filled by appointment by the
general meeting, the Committee of Supervision appoints one of its members to fill the vacancy
temporarily.
Under these circumstances the general meeting at its first sitting makes a definite
appointment.
Article 15.—The King nominates the member of the Board of Directors to take the place of
the President in the event of his absence, removal or suspension.
This member bears the title of Vice-President.
Article 16.—An annual sum of 15,000 francs at the minimum and 30,000 francs at the
maximum is charged to the general expenses, to be divided between the President and members
of the Board of Directors, according to the number of attendances, and the division as agreed upon
amongst themselves. The President and each of the members of the Board have the right, besides,
to an extra 2 per cent, in the distribution of profits on the first dividend due to the shareholders.
However, this addition must not exceed 10,000 francs for each of them.
Article 17.—The Board of Directors is invested with most extensive powers of management,,
and deals with all the affairs of the Company.
Article 18.—The Board meets at the request of the President or of two of its members. The
presence of the majority of members is necessary to form a quorum. Decisions are taken by
majority, and in case of an equal number of votes the President or Vice-President has the casting
vote.
Article 19.—-The President may suspend the carrying out of any decision which seems ta
him to be contrary to the laws, the present statutes and the interests of the State.
He advises the Government of the same, but if the Government has not legislated within the
fortnight from this notice, the decision may be carried out.
Article 20.—A report is drawn up in a special register kept at the head quarters of the Society,
concerning the deliberations of the Board of Directors. The reports are signed by the members
who have taken part in the deliberations.
Article 21.—The Government has the right to inspect all the documents and to make all the
enquiries which it may judge necessary for supervising the operations of the Society.
Director-General.
Article 22.—The Director-General is nominated by the King, but his salary is fixed by the
Board of Directors under Government approval. He is, moreover, entitled to an addition of
4 per cent, on the profits on the first dividend paid to the shareholders, but this payment may not
exceed 10,000 francs.
Article 23.—The Director-General is entrusted with the carrying out of the decisions of the
Board of Directors, and is consulted at the Board Meetings. The daily conduct of affairs of
the Society is entrusted to him, and he represents the Society in all details of management for
which he answers to the Board of Directors.
He is the prosecutor in legal actions, and signs all conventions and acts resolved on by the
Board of Directors.
statutes oe the national society.
87
Committee of Supervision.
Article 24.—This Committee is composed of nine members to be appointed and dismissed
by the general meeting of shareholders ; each province must be represented.
The appointment of the members is annual, and may be renewed indefinitely.
The members record their attendances, of which the necessary number is fixed by the general
meeting.
Article 25.—The Committee gives its opinion on business which is submitted to it by the
Board of Directors.
The members have an unlimited right of supervision over all the operations of the Society,
and may inspect without removing them, books, correspondence and all documents.
An individual right of inspection may be exercised by one or more of the members delegated
by the Committee. Each half year a statement is submitted to it of the financial position.
CHAPTER 4.
Accounts and Balance Sheet, Division of Profits and Reserve Capital.
Article 26.—A special account is kept for each conceded line. It comprises the expenses for
establishment, upkeep, and, eventually, the expenses of working.
The share of each line in the general cost of administration of the National Society is fixed
according to the proportion which it supplied of the gross receipts of all the lines taken
together.
Article 27.—The surplus of the expenses by which the account of a line would be paid off will
be advanced by the National Society. If the National Society abandons the working of the line
before having been able to recoup itself for these advances, the portion not recovered will remain
chargeable on it and will be deducted from its reserve.
Article 28.—On the profits of each line, the shareholders in the same line will benefit, as first
dividend, by :—
(I.) For paid up shares, taken up before the 1st of March, 1898, a sum equal to 4£ per cent, of
invested capital.
(2.) For paid up shares, taken up from the 1st of March, 1898.
(a.) If subscribed for by public authorities, a sum equal to the amount of the annuity,
which would be necessary to pay off the capital subscribed, in 90 years.
(b.) If privately subscribed, a sum corresponding to the dividend fixed by the Board of
Directors, so long as this dividend does not exceed 4 per cent, of the invested
capital.
(3.) For shares not paid up, a sum equal to the amount of the annuity due to pay up the capital
subscribed.
If the profits are not sufficient to meet these requirements, they must be distributed in
proportion amongst the different categories of shareholders.
If a surplus exists, it will be divided as follows, deduction being made of the bonus of the
Directors and the Director-General :—
One-fourth for the constitution of a fund for providing for the extension and improvement of
the line.
Three-eighths for the shareholders as second dividend.
Three-eighths for the National Society, for the foundation of a reserve fund for covering
possible future loss and for the extension and improvement of the system.
The funds special to each line may be utilised to pay dividends, but only with Government
sanction.
CHAPTER 5.
General Meetings.
Article 29.—The general meeting is attended by the shareholders, members of the Board of
Directors, the Director-General, and the members of the Committee of Supervision.
Each province and each commune holding shares will be represented by one delegate only.
Shareholders have as many votes as they have shares.
At the same time, no shareholder may vote in proportion to a number of shares exceeding
the fifth part of the whole number of shares issued, or the two-fifths of the number of shares
represented at the meeting.
Article 30.—The ordinary general meeting of shareholders of the Society takes place at
Brussels annually on the last Tuesday in April.
The Board of Directors may call extraordinary general meetings.
They must be called on the request of the Committee of Supervision or of shareholders
representing a fifth part of the subscribed capital.
Article 31.—The general meeting is regularly constituted whatever may be the number of
shares represented, and votes are taken by majority.
Article 32.—The method of vote by ballot is to be adopted if demanded by ten shareholders,
and is obligatory in the case of nominations or retirements.
CHAPTER 6.
Purchase of " Vicinaux " Lines by the State or the Cessation of Working
by The National Society.
Article 36.—When a line is acquired by the State, the price shall first of all go to repay, if
possible, the whole, if not, a part, of the investments in shares.
Half of the surplus, if such exists, shall be paid over to the holders of these shares to be
divided amongst them, and the remaining half to the National Society to be paid into the reserve
fund.
88
administration—subscription op capital.
Article 37.—In the case -when the National Society ceases to work an unprofitable line, and
the working is taken over by that group of shareholders directly interested, the line is made over
to this group except for the right of the Society to continue to draw the amount of the subscribed
annuities.
If the said group does not consent to take over the working of the line, their subscribed
capital is paid off.
The portion of the assets due to the holders of paid up shares shall be paid over to them ;
that portion due to the subscribers of annuities shall be retained by the Society, to be applied to
the partial redemption of the debentures issued.
The liabilities of these subscribers shall be reduced until they are discharged,
in no case shall the National Society be allowed to deduct the sums which it has advanced
towards the working expenses.
Administration op "Vicinaux" Railways.
In the foregoing decree of June the 24th, 1885, Chapter 3, dealing with the
administration and control of the "vicinaux" lines, sets forth that the Board of Directors
shall be composed of a president and four members, but that the Government may
increase the number to six.
Board of Directors.
In the report of the National Society for the year 1908, presented by the Board of
Directors, the full number of members appear on the Board, namely, the president,
vice president, and five directors.
For the year in question, the composition of the Board was as follows : —
President ... ... M.—Solicitor, Senator;
Vice-President ... M.—Honorary Administrator of the State
Railways.
The Director-General of Public Roads and Buildings ;
The President of the Provincial Council of the Limbourg and permanent deputy ;
The Honorary Secretary General to the Minister of Railways, Posts and Telegraphs ;
The Inspector General of Bridges and Roads ;
The Permanent Deputy of the Province of West Flanders.
Committee of Supervision.
The number of members mentioned in the above quoted decree appear on this
Committee, of which the composition is as follows :—
The Chairman.
The permanent deputy from the Province of Antwerp.
Brabant.
55
5 5
5 5
;>
5?
55
55
55
55
55
55
55
55
East Flanders.
Hainault.
Liège.
Limbourg.
Luxembourg.
Namur.
Management.
The Director-General.
The Secretary to the Board of Directors,
with the usual Heads of Departments.
SUBSCRIPTION OF CAPITAL OF "VICINAUX" RAILWAYS.
In order to set forth clearly the method of subscription of capital for "vicinaux" lines,
the railway to be constructed in the province of Namur between Namèche, Assesse and
Bauche, 29 kilometres 500 metres in length, passing through the communes of Namèche,
Samson, Mozet, Faulx, Gesves, Assesse, Crupet, and Evrehailles is taken as an example.
Railway from Namèche to Bauche.
The estimated capital to be raised reached a total of 2,420,000 francs, made up as
follows :—
(A.) Acquisition of Land.—This includes the costs for
acquiring the land for the actual laying of the rails,
the enlargement of the public roads, the sites for
stations, the sites for workshops, and all expenses for
negotiations for the land, expropriation, indemnities Fr.
for depreciation, &c. ... ... ... ... ... 400,000
SUBSCRIPTION OP CAPITAL.
89
(B.) Earthworks.—165,000 cubic metres at 1*40 fr.
(C.) Bridges, <fr.—
• • t
Fr.
231,300
• • •
• • •
2 bridges
4
1
2
8
sustaining walls, aqueducts, &c.
»
5)
n
55
• • •
• • •
I • «
• • •
• • •
• t f
• •
• •
• •
• •
t •
Fr.
25,000
40,000
9,000
12,000
40,000
50,000
{!).) Paving and Ballasting :—
New paving in granite and sandstone ; 1,500 square
metres at 10 francs ... ... ...
Ballasting ; 15,000 square metres at 2*50 fr.
176,000
• II
• • •
• • •
• • f
• ft
• • f
I • I
• • t
• • •
• • •
t • •
• • <
• • •
• t •
• I I
15,000
37,500
(E.) Bails
m Buildings and Plant
Locomotive and Carriage Shops
Water tank and explosives, stores
Office and dwelling quarters ...
Water columns and pump
Turntable
2 weighbridges at 2,000 fr.
Loading ramps, stop blocks, fences and station gates
52,500
685,000
• • t
• i i
• i i
• •
• • •
• • •
i 11
• • •
ni
• • •
• t •
50,000
9,000
28,000
5,000
4,000
4,000
10,000
(G.) Rolling Stock :—
4 locomotives at 34,000 fr.
12 carriages „ 6,500 ,,
3 vans ,, 5,100 ,,
40 wagons
« • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• it
• • •
136,000
78,000
15,300
84,000
110,000
(II.) Joint.—Share in the expenses of the station at Gesves,
and of laying the rails, for a distance of about 450
metres ... ... ... ... ... ... ...
(/.) Various :—
Share in the general expenses of the National
Society, definite plans, direction and supervision of
works, 4,500 fr., per km.
Interest due. loss of interest durine the construction.
/ n /
&e., 500 fr., per km.
Provisional Capital
313,300
16,650
• • •
• • I
• • #
• I I
I I I
132,750
14,750
288,050
435,550
Total in francs ... ... ... 2,420,000
or 82,034 francs per kilometre.
This sum forms the capital deemed necessary for the construction of the line, and is
entirely distinct from the capital of other lines, and must be wholly subscribed before
Government sanction for the railway can be obtained.
The National Society approaches the public authorities interested in the line to
obtain this capital. In the present case these are the State, the Province of Namur and
the Communes of Namèche, Samson, Mozet and the others mentioned in the first para¬
graph through which the line is to run.
The division between the different subscribers is fixed as follows :—The State sub¬
scribes 50 per cent, of the capital of each conceded line, of the remainder the province of
Namur contributed one-third of the capital, leaving one-sixth to be divided amongst the
Communes.
The number of shares taken up by the Provinces varies, some contributing a quarter,
some a third, of the capital.
To ascertain the division between the Communes, the number of inhabitants and the
length of the line to be constructed within the boundaries of each Commune are taken
into consideration.
The public authorities, the State, the Provinces and the Communes may pay off
their subscriptions at the end of 90 years by paying each year, interest at 3 per cent, on
14712
M
90
SUBSCRIPTION OF CAPITAL.
the sums subscribed remaining to be redeemed, in addition to a variable charge com¬
mencing at 0*50 per cent, the first year, so that 3*50 per cent, may be taken as the rate
of the annuity corresponding to the subscription remaining to be redeemed.
The following table gives the subscribers, the capitals and the annuities paid by the
various investors in the railway in question :—
Subscribers.
Capitals.
Annuities
State k . . ■
1,210,000
42,350
Province '
806,000
28,210
Namèche
24,000
840
Samson ...
34,000
1,190
Mozet ...
25,000
875
Faulx ...
93,000
3,255
Gesves ...
73,000
2,555
Assesse ...
75,000
2,625
Crupet ...
68,000
2,380
Evrehailles
12,000
420
2,420,000
84,700
All the Communes have voted the capital assigned, except Gesves, which has reduced
its share to 31,000 francs with annuities at 1,085 francs. The 42,000 francs remaining
are subscribed by private parties, who are obliged to pay in cash.
The subscription of the capital being assured, the National Society asks for a
concession, which will be granted after enquiry in the Communes and the consideration
of the information gained therefrom.
Having granted the concession, the National Society calls in the annuities, that is to
say, the public bodies must each deposit with the Society 90 annuity guarantees of the
before-mentioned value.
This is an undertaking on the part of each to pay annually the sum which had been
assigned to it.
However, the National Society has need of funds immediately for the construction
and equipment of the line ; they are obtained by the issue of debentures redeemable in
90 years by drawings.
The State guarantees the interest to the third parties, that is to say, that should the
National Society be unable to pay the interest on the debentures, the State would have
to do it instead.
To avoid the unsatisfactory issue of this loan, and to assure the interest and sinking
fund contributions, the State retains the loan certificates, and only hands them over to
the National Society in proportion as it presents the annuities subscribed by the public
bodies and for the amount of the capital which represents these annuities.
The State hands over to the National Society the certificates for 2,420,000 francs
of the last loan of 1903 ; when the latter has presented the 900 certificates of annuities
which had to be deposited with it by the ten subscribers of the line, the annual total of
, 84,700 francs of these annuities represents the interest and sinking fund contributions
on 2,420,000 francs borrowed at 3 per cent., commencing from this time the National
Society is free to sell the 2,420,000 francs of 3 per cent, certificates to the public, or to
use them as security for raising the funds necessary for the construction of the line.
The line being constructed and opened to traffic, let us suppose that the profits of the
traffic give a return of 1*31 per cent for dividend.
The public authorities have to pay the first annuity of 84,700 francs ; the dividend
of 31,702 francs being at the rate of 1*31 per cent, is deducted from their annuity, so that
they have to pay 52,998 francs, or 2T9 of the capital.
If the profits from working allow of the distribution of a 3*50 per cent, dividend,
the public subscribers have nothing to pay, the dividend being equal to the annuity. If
the dividend exceed the 3*50 per cent., say 4 per cent, for example, the additional 0*50
per cent, is paid to the subscribers.
The portion of the dividend up to 3'50 per cent, is not paid over to the public body
shareholders, but goes to pay ofi the whole or part of the annuities due from them.
The portion of dividend above 3*50 per cenr. is paid over as second dividend.
The private investors having paid up their shares in cash naturally receive the whole
dividend due to them, whatever it may be.
The sum of 84,700 francs thus obtained on first dividend, or made up by the public
bodies when the first dividend does not amount to 3*50 per cent, of the capital, goes to
pay interest at 3 per cent, or 72,600 francs on the 2,420,000 francs of loan for the
CONTRIBUTIONS TO THE CAPITAL. 91
construction of the line, and besides to redeem by drawings 0*50 per cent, of this capital
or 12,100 francs.
For the second year the same sum of 84,700 francs, similarly obtained, will go to pay
interest at 3 per cent, on the non-redeemed capital of 2,407,900 francs or 72,237 francs,
and to redeem 12,400 francs of certificates, and so on, increasing from year to year the
part redeemed until at the end of 90 years the subscribers will receive the whole
dividend.
During the foregoing remarks mention was made of the division of capital to be
allotted to the respective Communes according to the length of line in each and the
number of inhabitants.
A list of the Communes is given with their population and the number of the
inhabitants likely to make use of the line :—
Population. Estimated number making
use of line.
Namèche ... ... ... ... 1,410 ^ 470
Thon-Samson ... ... ... ... 1,036 ^ 345
Mozet ... ... ... ... ... 723 \ 361
Faulx ... ... ... ... 1,462 all 1,462
Gesves... ... ... ... ... 1,942 ^ 971
Florée ... ... ... ... ... 514 J 257
Assesse ... ... ... ... 1,307 J 653
Durnal... ... ... ... ... 750 J 375
Crupet... ... ... ... ... 535 all 535
Evrehailles (Bauche) ... ... ... 854 J 214
Total ... ... ... ... ... 5,643
or 191*2 inhabitants per kilometre to be served by the railway.
The receipts from the passenger traffic on this line were estimated at 1,700 francs
per kilometre, or 50,150 francs for the 29 kilometres 500 metres.
This estimate was based on other somewhat similar lines.
Eghezee to Saint Denis-Bovesse ... 1,856 francs per kilometre.
Dinant to Florennes ... ... ... 2,647 „ „
Courrière to Ohey ... ... ... 1,943 „ ,,
The receipts from goods traffic were estimated at 33,418 francs, or 1,133 francs per
kilometre.
The total receipts are therefore expected to reach the sum of 83,568 francs, or
2,833 francs per kilometre per year.
CONTRIBUTIONS TO THE CAPITAL OF "VICINAUX" RAILWAYS.
The following table shows the proportions of the capital of the light railways
subscribed by the State, the Provinces, the Communes and privately up to the 31st of
December, 1908 :—
Railways.
Capital.
Amount.
Proportion Per Cent.
•
CD
-tJ
o3
■+=>
m
•
no
CD
<D
S3
• r-4
>
o
02
CD
a
S3
B
B
o
O
•
>*
r—(
CD
-+a
0$
>
• r—1
6
o3
-+3
m
02
CD
O
S3
• pH
>
O
PH
PH
02
CD
S3
S3
B
B
o
o
•
r-H
CD
-M
C3
>
• rH
u
P-i
Situation at 31st Decem¬
ber, 1907.
Hamme to Moerzeke (Ex¬
tension of Grand Zele
Hamme).
Main vault to Quiévrain..,
Marbehan-Florenville-Ste
Cécile.
Ougrée to Warzée
Spa to Yerviers
Courtrai to Berchem
Rinche to Anderiues
Corbion to Pussemange
(Extension of Bouillon
Corbion).
Total
Francs.
249,226,000
435,000
3,150,000
2,200,000
2,500,000
1,900,000
1,600,000
1,010,000
750,000
Francs.
103,606,000
Lines
217,000
1,575,000
1,100,000
1,250,000
950,000
800,000
505,000
375,000
Francs.
70,559,000
conceded in
108,000
787,000
660,000
833,000
633,000
400,000
252,000
250,000
Francs.
71,229,000
1908.
110,000
788,000
410,000
417,000
300,000
394000
253^000
121,000
Francs.
3,832,000
30,000
17,000
6,000
4,000
50
50
50
50
50
50
50
50
25
25
30
33*3
33-3
25
25
33-3
25
25
18*6
16-7
158
24*6
25
16-1
1-4
0*9
0*4
0*6
262,771,000
110,378,000
74,482,000
7 7
74,022,000
3,889,000
—
—
—
—
14712 M 2
92 CONCESSIONS.
Increase of Capital in 1908.
Amount.
Proportion Per Cent.
Railways.
Capital.
•
SQ
©
o
•
w
©
r-<
i—<
00
CD
Q
02
CD
Pi
r4
•
t—i
•
©
-t—3
c3
• rH
>
o
-3
a
a
o
CD
-4-3
CÔ
• 1-4
e_i
•
CD
-(-3
&
fl
• rH
>
o
S3
a
a
o
©
-4-3
c9
>
I_j
-+=■
GQ
PL)
o
P-l
-4-3
OQ
P-i
O
P-4
Bruges to Aardenburg ...
Bruges to Swevezeele ...
Bruges-Knesselaere-U r sel
Bruges-Leke-Dixmude ...
Bruges L'Ecluse-Heyst...
Hannut - Tinalmont - Bur-
dinne-Huy (Extension
from Coutuin to Seilles).
Marche - Bastogne - Marte-
lange.
Franca.
338,000
442,000
517,000
282,000
621,000
450,000
2,000,000
Francs.
169,000
221,000
258,000
141,000
310,000
225,000
1,000,000
Francs.
84,000
110,000
129,000
70,000
155,000
150,000
646,000
Francs.
85,000
111,000
130,000
71,000
156,000
65,000
354,000
Francs.
10,000
50
50
50
50
50
50
50
25
25
25
25
25
33-3
32*3
25
25
25
25
25
14-5
17-7
2-2
4,650,000
2,324,000
1,344,000
972,000
10.000
i
—
—
—
—
Gkand Total ...
267,421,000
112,702,000
75,826,000
74,994,000
3,899,000
—
——
CONCESSIONS.
Decree of 22nd July, 1885, relative to concessions to be granted to the National
Society of " Vicinaux " railways.
The requests for a concession to be granted to the National Society under the law of
the 24th June, 1885, are drawn up in conformity with the following conditions :—
Preliminary Information.
Every request for a concession must be accompanied by :—
(1.) a memorandum setting forth the aim in view, the advantages to the public,
the way in which the railway will be connected with existing communica¬
tions, and its probable effect on the latter ;
(2.) a detailed estimate of the expenditure ;
(3.) the tariffs and dues and a calculated estimate of probable revenue ;
(4.) the proposed " cahier des charges " ;
(5.) a portion of the map to scale of 1 to 20,000, published by the ordnance
department, indicating the proposed route ;
(6.) a general plan of the districts, at a scale of 1 to 2,500, showing the principal
and accessory lines proposed to be laid ;
(7.) a special plan to scale of 1 to 200 for each of those portions of the u vicinal "
line in suburban districts ;
(8.) the levels and profile of the line ;
(9>) detailed plans showing the principal dimensions of the most important works,
the proposed type of rail, &c.
All these must be dated and signed by the National Society.
The National Society will bear all expenses of the preliminary information
and enquiry.
Enquiry.
The scheme shall be exposed tor public examination in the Town Hall in each of the
communes concerned for two weeks, and any remarks on the scheme shall be received by
the mayor and councillors.
The report opened for this purpose shall contain dictated declarations signed by the
witnesses, and shall enumerate the written declarations annexed to the report which shall
be closed by the municipal council at the end of the two weeks.
Within the eight days which follow the closing of the report on the enquiry, each
communal council interested shall formulate its opinion on the plan and on the evidence
presented in the course of the enquiry held in the commune.
The reports of the enquiries and the reports of the communal councils shall be
despatched without delay to the permanent deputation which shall forward them with its
own conclusion within a fortnight to the ministry of railways, posts, and telegraphs.
" CAHIER GENERAL DES CHARGES.''
93
The department of railways, posts, and telegraphs, may, if necessary, make such
alterations in the scheme as may be deemed advisable from the enquiry. If these
alterations necessitate any changes in the route or in the position of the suburban lines,
the above department shall consider the advisability of a new enquiry into the scheme.
If such new enquiry is decided upon it shall be conducted in all respects like the first
except that the periods mentioned shall be reduced to eight days.
" Cahier des Charges.''
The information and enquiry being completed, the department of railways, posts, and
telegraphs shall definitely approve the scheme of works and the " cahier des charges " of
the concession.
Approval of Concessions.
No concession shall be definite without the royal sanction.
" CAHIER GENERAL DES CHARGES."
The general " cahier des charges " governing the concessions to be granted to the
National Society of " Vicinaux" railways.
Construction.
(A.) The "vicinal" railway and its dependencies shall be constructed according to
the plans annexed to the act of concession and the plans of later details which shall be
subsequently approved by the minister of railways, posts, and telegraphs.
(B.) The National Society shall take all the necessary measures so that the
establishing of the railway and its dependencies shall nowhere impede the course of waters
either from rain or otherwise ;
It must, where necessary, construct new watercourses for ditches, sewers, &c.
(C.) The society shall also take all the necessary measures so that public or private
communications and access to houses shall nowhere be interfered with by the establishment
of the " vicinal " line.
At any time, it shall undertake wherever necessary, paving or stonework whether
provided for or not on the plans, which are rendered necessary to this end.
(D.) The Society must in the same way take all necessary measures to insure
unimpeded traffic. It must place at any time and at any point which is recognised
necessary, fences, signals, &c.
(E.) All the materials used shall be of good quality. The works shall be carried
out in conformity with recognised technical methods and under the instructions of the
supervising officials.
The loss resulting from the taking up and remaking of the roads shall be supplied
by new material of the same kind and quality as that used in the said roads.
For remaking paved roads at the time of laying the rails, there must be supplied,
besides, the quantity of bond stones necessary for the remaking, so as to avoid the
use of half-blocks.
(F.) If necessary, temporary means of communication shall be made during the
period of construction. Dangerous points and places such as trenches, heaps of stones,
&c., must be lighted and guarded after sundown.
At any time, the Society may, by means of previous ministerial authority, make
alterations and improvements in the details which may become necessary. The Society
must carry out at its own cost any similar modifications ordered by the minister.
(G.) The Society will undertake, when necessary, the enlargement of the public
road traversed by the railway.
(H.) If the appropriation of private property is considered necessary for the laying
of a " vicinal " railway and its buildings, &c., the Society will acquire the same and
expropriate the same in the name of the State according to the decree of the
10th of December, 1900.
Maintenance.
(A.) The Society will maintain in good repair :
(1.) During the whole period of concession, the "vicinal" line and all its
buildings, &c.
(2.) For one year commencing from their completion, all works executed besides
the railway and its buildings, with a view to assisting the first establish¬
ment, or at any time in alteration and improvements.
64
" CAHIER GENERAL DES CHARGES."
(B.) At any time the authorities shall have the right of altering the level and
profile of the public roads traversed by the " vicinal " railway, of altering the paving of
these roads, of carrying out or having carried out any works necessary to the public
interest, such as drainage, gas, public or private sewers, &c.
In all these cases the Society will take up and replace the permanent way and, if
necessary, suspend temporarily the working of the " vicinal " line on each occasion that
it may be required by the authorities, and this without having any right to indemnity.
(C.), (D.), (E.), (F.) and (G-.) deal with the upkeep and repair of roads along or
near which the lines are laid, and having different descriptions of paving.
(H.) If, in order to lay the "vicinal" line, the Society has altered, strengthened or
enlarged existing constructions (fixed or movable bridges, viaducts, &c.) special arrange¬
ments must be made between the Society and the authorities to divide ' equitably the
expenses of maintenance of these works according to the special circumstances—as of
each case.
The special arrangements which shall be made without objection from the parties
concerned, to fix the division of the cost of maintenance of works dependant on depart¬
ments of the State other than that of the railways, posts and telegraphs, shall be submitted
for opinion to this department.
In case of disagreement between these departments and the National Society, the
minister of railways, posts and telegraphs shall give a decision in the last resort.
(I.) In case of negligence, delay or bad work in the maintenance, the work may be
carried out officially at the expense of the Society, after two notiees repeated at three
days' interval, and even in urgent cases after one notice, without prejudice to legal
proceedings which may be taken against the Society for contravention of the rules and
regulations, and for the damages for which it may become liable in case of accidents
or mishap.
Working.
(A.) Upon receipt of the report stating that the "vicinal " line, a section thereof is
ready to be opened to traffic without danger or inconvenience, the minister shall authorise
the opening of the line or of the section.
(B.) The minister has the right at any time to prohibit the use of locomotives,
carriages, wagons, horses, &c., which in his opinion do not fulfil the necessary conditions
to ensure efficient working.
(C.) Locomotives may not be put into traffic until it has been duly proved by the
authorities that they satisfy all the conditions required by the regulations governing
steam engines.
(D.) Whether the Society leases out the working of the line or whether it undertakes
it on its own account, it remains during the whole concession responsible to the State for
the maintenance in good condition of the rolling stock, horses, &c., in fact, all that is
indispensable for working.
Control.
(A.) The control of the management, whose sole object is to prevent, in the public
interest, the Society from departing from its undertakings, shall not burden the State
under any circumstances with responsibility or obligations.
(B.) The officials having the control have free passes over the " vicinaux " lines and
access to the buildings and offices.
Connexions with Existing Railways.
(A.) In all cases where a "vicinal" line must be connected with an existing
conceded line, must run into one of the stations or cross the lines on the same level the
conditions of establishment, maintenance, and working of these portions of the lines
shall be regulated by agreement between the Society on the one hand and the conces¬
sionaires of the railway (or their representatives) on the other, under the sanction of the
minister of railways, posts, and telegraphs.
Failing agreement or approval, these conditions shall be officially decreed by
the above minister for all questions touching the public interest, it being understood that
the parties concerned shall regulate privately between themselves questions affecting the
division of expenses occasioned by the'carrying out of Ministerial decisions.
(B.) In all cases when a " vicinal " line must connect with an existing railway
worked by the State, must enter one of the stations or cross the lines on the same level,
the conditions of establishment, maintenance, and working of these portions of the
line shall be regulated, after hearing the Society by the minister of railways, posts, and
telegraphs.
" CAHIER GENERAL DES CHARGES."
95
Private Connexions.
(A.) The Society may, with the sanction of the minister, establish connexions with
its principal line either at halts or otherwise for the purposes o£ traffic or of serving
agricultural, industrial, or other establishments.
(B.) Third parties may in the same way be authorised by the minister, after hearing
the Society, to establish similar connexions.
(C.), (D.), and (E.) deal with private connexions. The construction, maintenance,
and working of all connections are subject to the same regulations as the principal
lines.
Tariffs.
(A.) Tariffs include :—
1. The price of transport of passengers and goods,
2. The conditions governing the same.
(B.) The bases for the price of transport of passengers, passengers' luggage,
goods, &c., are fixed by the special " Cahier des Charges " attached to each concession,
under the reserve that the Government has always the right of ordering the raising and
prohibiting the lowering of the same.
(C.) The conditions of transport including the table of distances between the various
stations are laid down by the minister on the proposal of the Society.
(D.) All alterations in the tariff proposed by the Society shall be advertised at least
a fortnight in advance in the waiting rooms, and the application of the amended tariffs
may not take place without ministerial approval.
(E.) The rates shall be charged without preference to anyone whatever.
(F.) Prices of transport are calculated on the kilometric basis with a minimum
of 2 km. for passengers and 5 km. for goods, each kilometre commenced counting
as 1 km.
Posts and Telegraphs.
(A.) The Society shall carry postal matter free on all the trains in both directions
along the whole extent of the " vicinaux " lines.
(B.) Deals with the manner of forwarding.
(C.) The Society is also obliged to carry free :
(1.) Travelling postal vans and staff ;
(2.) Officials and workmen of the postal and telegraph department ;
(3.) Movable boxes for telegrams and other postal matter ; (D), (E), (F), (G),
(H), and (I) deals with the postal services required of the Society's officials,
such as the collection of letters from waiting rooms, &c.
Military transport.
(A.) Soldiers travelling in a body or singly, in uniform, shall be carried, with their
horses and baggage at a reduction of 50 per cent, on the ordinary tariff and under the
conditions in force on the State railways.
(B.) If the Government requires to despatch troops and military equipment to a
point served by the " vicinal " railway, the Society must immediately place at its
disposal all the means of transport in its possession.
Customs.
(A.) Customs officials escorting goods shall be carried free over the " vicinal " line.
(B.). Customs officials on duty and provided with cards issued to them by the
Society on the request of the Minister of Finance, shall also be entitled to free transport
over the portion of line which each card indicates.
Transport of Electors.
The Society must carry electors at the reduced prices granted by the Government
on State-worked railways, and must despatch trains going and returning for their
transport according to the orders of the Minister.
Conditions of Purchase.
(A.) The Government has the right of purchasing conceded lines or any one
amongst them by a six months' notice, and a payment of an indemnity equal to the
average net receipts of the line or lines for the three last years, capitalised at 4| per cent,
with an increase of 15 per cent, premium.
96
regulations.
(B.) However, for the seven first years, dating from the opening of the line or
lines to traffic, the purchase price may not be less than the sum laid out for the first
establishment, including plant and rolling stock.
(C.) On payment of the above sums, the State shall take possession of the line and
all its dependencies of whatever nature, of all kinds of rolling stock, locomotives and
horses, &c., of the equipment for the permanent-way department, mechanical department
and of the plant.
(D.) The line and stock must be handed over in good condition and capable of
dealing with the traffic.
(E.) The stores shall be taken over by the State at expert valuation.
Cessation of Working.
The Society may cede the working of the " vicinal " railway under the reserve that
the assignee must be approved by the Government.
Various Clauses.
(A.) The Government may establish, either directly or by concession, any means
of communication that it may judge necessary, or may authorise the principal, or
" vicinaux " railways, or the suburban tramways to be connected with the " vicinal "
railway, without, in any of the above cases, the Society being able to make any claim for
prejudice which may result therefrom.
(B.) The Government may grant, in the same way, to any other transport agency,
in return for payment, permission to run their carriages, wagons and other rolling stock
over sections of the " vicinal " line.
(C.) If the Government deems it necessary for the defence of the country, the
Society must remove or destroy any part of the " Vicinal " line on the first request of
the Military authority ; and in urgent cases, the said authority may have the line
removed or destroyed officially and at the cost of the Society, without the Society being
able to make any claim for damages under this head.
REGULATIONS FOR THE WORKING OF THE " VICINAUX " RAILWAYS
CONCEDED OR TO BE CONCEDED BY THE GOVERNMENT.
Royal Decrees of 12th February, 1893, 16th June, 1902, 4th November, 1903, and
25th June, 1904.
The Duties of Concessionaires and their Agents.
Maintenance.
The railways and buildings, the portions of the roadway, which the act of Concession
lays on the concessionaire the duty to maintain, and the rolling stock of the line, shall
be kept in a good state of repair, so that traffic may be carried on with regularity and
safety, both for ordinary vehicles and for the rolling stock of the " vicinal " line, and that
the rain water may always drain into the streams and ditches.
Traction.
The traction on the " vicinal " line can only be done in conformity with the
conditions laid down in the Act of concession.
On every moving train there must always be a conductor, placed so as to be able
to watch the track and having the power to lessen the speed or stop the train if
necessary.
Locomotives.
The speed and composition of the trains shall be regulated in such a manner that
the trains can be stopped in a distance of 30 metres at most, even on the greatest inclines,
by means of the brakes applied by the engine driver.
The engines must be supplied with spark arrestors.
In suburbs and other districts to be fixed by the Minister of Railways, Posts,
and Telegraphs, locomotives must not emit smoke or smell, or scatter cinders, sparks
or water.
Unless with special sanction from the Minister of Railways, Posts, and Telegraphs
the wheels and working parts which might come in contact with passengers and others,
must be closed in by a metal cover.
No locomotive may be put into service until all the regulations concerning steam
engines have been complied with and until the brakes have been examined and found
effective by the employees of the Control.
REGULATIONS.
97
Carriages.
Every carriage, without exception, must be provided with a brake of sufficient
power according to the speed authorised and the gradient, to stop without any help from
the horses or engine.
Every carriage must carry a number and bear on each compartment the number of
places marked clearly, the same applies to the carriage platforms when accessible to the
public.
Guarding and Signalling.
The concessionaire shall take the measures necessary to guarantee the safety of the
trains and carriages on the railway and the pedestrian, equestrian and vehicular traffic on
the roadways.
Signals worked by watchmen must be placed at particularly dangerous spots.
The locomotives must only go at a walking pace and will be preceded by an
employee at places where the volume of traffic on the roads or streets requires these
precautions either permanently or temporarily.
Lighting.
Vehicles running after sunset and before sunrise or during fogs must be lighted in
the interior by lamps so constructed that the products of combustion escape into the
open air.
During the same hours or under the same circumstances, carriages running singly
shall carry on the outside a red lamp in front and a green one behind.
Trains must carry on the outside a green lamp at the rear, and the locomotive must
bear in front two white lights, one at each side, to light the way and to show the space
occupied by the train.
All the exterior lamps must be fitted with reflectors.
Dangerous \ Goods.
It is expressly forbidden to bring into railway carriages which carry passengers any
inflammable materials or those liable to explode.
Exception is made in the case of sporting cartridges in rigid cases under certain
conditions of packing.
(A.) Mechanical Traction.
The length of trains shall be decided by the Minister of Railways, Posts, and
Telegraphs, according to the profile of the line, the weight of the rolling stock, and the
type of brakes in use.
The locomotive must be worked by a skilled driver and fireman.
Every train must be under the supervision of a chief guard, and be accompanied by
the necessary number of guards and brakesmen.
The engine driver must ascertain before the departure of the train that the locomotive
is in proper order, and particularly that the brakes are in a fit state.
The locomotive driver and fireman may not both be absent from the engine at the
same time, even when the train is at a standstill.
The train may not exceed 30 km. per hour when passing through suburbs ; the
speed must be reduced to 10 km. per hour through towns, villages and hamlets.
Proper precautions must be taken to safeguard vehicles left on the line or on
gradients.
(B.) Electric Traction.
The motor engine must carry in front two white lamps with reflectors, one at each
side.
The number of carriages to be attached will be decided by the Minister
The conductor must be placed in such a position that he can watch the track and
stop the train by his brakes when necessary.
Maintenance of Order in Trains.
Only the number of passengers for whom seating accommodation is provided may be
permitted on trains.
Unless with special permission, the engine drivers and fireman must not allow any
person to ride on the engine, except the employees of the control.
-The byelaws for passengers, consignors and the general public are divided into
17 clauses, which prohibit the overcrowding of trains, introducing dogs and other animals
into the carriages, riding without a ticket, leaning out of carriage windows, riding on
1471? N
98
FINANCIAL SITUATION.
prohibited platforms, singing and drinking and otherwise causing inconvenience in
carriages, smoking in carriages other than those labelled as smoking carriages, entering or
leaving trains in motion, entering carriages with a loaded firearm or other article liable to
cause hurt or inconvenience to passengers.
They also contain regulations concerning the forwarding of goods by rail.
FINANCIAL SITUATION.
*
The average of general expenses shows a slight diminution. In 1907 this average
was 8*507 per cent, on the total outlay for the construction of lines, for plant, electrical
and rolling stock.
In the year 1908 it amounted to 3*465 per cent, on the same outlay.
The total of general expenses for the year 1908 amounted to 1,199,451*83 francs,
this sum was apportioned as follows :—
Fr.
c.
• •
• • •
• • •
• • •
Honorariums to Administrators, Councillors and the Director -
General ••• ••• ••• ••• ••• • • •
Salaries of officials, contribution to Pension Fund...
Salaries and wages to minor officials and workmen
Lodging and travelling allowances ...
Heating, lighting and water.
Printing, office furniture, drawing office, &c.
Advertisements and subscriptions ...
Carriage of letters, despatches, parcels, &c....
Maintenance and renewal of furniture and instruments
Upkeep of buildings...
Insurance and contributions...
Indemnities, pensions, relief, extraordinary expenses, &c.
Of those lines completely opened to traffic for more than a year 52 are paying a
dividend exceeding the annuity (the shareholders consequently drawing a second
dividend), 9 are paying a dividend exceeding 3 per cent., 20 a dividend exceeding 2*50 per
cent., and 14 a dividend exceeding 2 per cent.
Taking into consideration only those lines which have been opened to traffic for more
than a year, a table is appended below showing the average rate of the dividends which
were paid in the year 1908 to the State, provinces, communes, and private shareholders.
• • •
• • •
• • •
• • •
• • •
55,799
851,100
54,999
66,850
13,295
72,991
4,790
12,905
24,247
5,340
6,457
30,672
86
28
85
49
91
81
03
59
75
51
43
32
Subscribers.
• » •
Belgian State
Province of Antwerp
Brabant
...
..
Ï5
?)
>>
5?
n
5 J
West Flanders
East Flanders
Hainaut
Liège
Limbourg ...
Luxembourg
Namur
• • •
Communes
Private shareholders
subscribed.
Fr.
66,661,000
6,318,000
8,110,000
6,862,000
3,528,000
7,472,000
6,003,000
3,324,000
3,351,000
3,936,000
56,039,000
3,476,000
Dividend
rate per cent.
2*8378
3*6960
3*0676
3*0926
2*4991
2*7976
3*5429
2*7362
1*8092
2*8975
3*1449
4*3956
Total 175,080,000 Average 3*0140
the last
Year.
1899
1900
1902
the average rate of dividend has
Fr. Year.
. 3*30 per cent. 1904 ..
. 3*33 „ 1905 ..
. 3*41 „ 1906 ..
. 3*25 „ 1907 ..
. 3*27 ..
• • •
as follows :—
Fr.
3*21 per cent.
3*19
3* 16
3*07
3*01
• •
n
5?
The capital for concessionised lines granted and requested amounts to a sum total of
295,732,000 francs, the amount of outlay for contracts for materials and constructional
works for the year 1901 was 18,828,135*94 francs.
constructional expenses—results op working
99
CONSTRUCTIONAL EXPENSES
The following table shows for the lines in operation on the 31st December, 1908,
the capital subscribed, the total outlay, and the division of the latter amount :—
For Lines with a
Gauge of
1 metre and 1*067 m.
Lines with Gauge
of 1*485 m.
Lines with
Steam
and Electric
Traction.
Lines with
Electric
Traction.
General Totals
and
Averages.
Length
General Expenses—
Total
Per kilometre ...
Purchase of Ground—
Total
Per kilometre ...
Works and Equipment—
Total
Per kilometre ...
Buildings and Bridges, &e.
Total
Per kilometre ...
Rolling Stock —
Total
Per kilometre ...
Expenses—
Total
Per kilometre ...
Subscribed Capital—
Total
Per kilometre ...
Km.
3,121-47
- Pr. c.
16,183,071 56
5,184
21,484,750 71
6,882
76,405,319 67
24,427
18,106,927 20
5,801
32,788,580 26
10,504
164,968,694 40
52,850
177,430,000
56,841
Km.
38-11
Fr. c.
363,631 99
9,541
528,401 76
13,865
1,662,672 46
43,628
755,786 30
19,831
565,193 94
14,804
3,875,686 45
101,697
3,837,000
100,682
Km.
280•90
Fr.
2,307,726
8,215
Km.
137•25
Fr.
3,394,688
24,734
Km.
3,577
Fr.
22,249,118
6,162
2,295,439
8,172
857,843
6,250
25,166.435
7,034
7,964,535
28,354
4,991,456
36,368
91,023,984
25,442
2,258,313
8,040
1,900,609
13,848
23,021,681
6,379
6,446,326
22,949
8,744,259
63,710
48,544,360
13,568
21,272,340
75,729
19,888,858
144,910
210,005,579
58,692
21,829,000
77,710
22,570,000
164,444
225,666,000
62,796
RESULTS OF WORKING.
The following table shows the results of the working of all the u vicinaux " lines
taken together for the year 1908.
In presenting their report for the year in question, the Directors of the National
Society draw attention to the numerous restrictions placed by the Government on the
goods rates with a view to prevent any competition with the State lines.
Totals and Averages.—Results of the Working of all the "Vicinaux"
Lines for the Year 1908.
Mean length worked
Kilometres run
• • •
Total receipts
Expenses
Los* ... ... ... ... ... •
Profit... ... ... ... ... .
Percentage of working expenses to receipts
Receipts per day kilometre ...
Expenses per day kilometre...
Receipts per train kilometre.
Expenses per train kilometre
Receipts per kilometre worked
• ? %
Km.
3,261
23,181,120
Fr.
18,991.354
13,120,218
103,904
5,975,039
69-09
16-14
11-15
0-82
0-57
5,905-55
4,079-86
Expenses per kilometre worked
A table showing the average receipts per kilometre on all the " vicinaux " lines
taken together for the years 1904 to 1908 is appended.
Year,
Passengers and
Luggage.
Goods, &c.
Total.
1904...
1905...
1906...
1907...
1908...
Fr.
4,108
4,020
4,143
4,243
4,164
c.
28
24
85
34
73
Fr.
1,593
1,709
1,738
1,671
1,740
c.
63
41
44
48
82
Fr.
5,701
5,729
5,882
5,914
5,905
c.
91
65
29
82
55
14712
N 2
100
method of working tariffs.
METHOD OF WORKING THE " VICINAUX " RAILWAYS.
From the commencement of the " Vicinaux " railways there was much discussion as
to whether the working of the lines should be undertaken by the National Society or
leased to private parties or companies.
It appeared that the working of separate and independent lines could hardly be
concentrated under one central management.
At the time of passing the laws of 1884 and 1885 this question was discussed at
considerable length in the Chamber and the National Society, adopting the opinion
therein pronounced, decided to lease by auction the working of the scattered lines.
In requesting public assistance for the working of .the new railway system, the
creation of companies or local groups was permitted which would be able to undertake
work of this nature under favourable conditions and with a minimum of expenditure.
In 1889 there were 33 lines open to traffic making a length of about 700 kilometres,
none of which were worked by the National Society, all being on lease to private
enterprises.
The principal basis on which the lines are leased for private working is as follows :—
(L) Length of contract.—30 years, with power to cancel it at the end of 15 years.
(id Rolling Stock.—The National Society generally supplies the rolling stock
and increases the quantity according to traffic requirements.
(III.) Guarantees.- - To guarantee the proper carrying out of the many and
important undertakings agreed to, especially as regards maintenance,
restoring and renewing of the lines and buildings, the rolling stock, &c.,
the Society exacts the deposit of caution money. The lessee has to pay
the premiums for insurance against fire for the buildings and rolling stock,
wThich are insured in the name and for the benefit of the National Societv.
(IV.) Number of trains.—The minimum number of trains is fixed by the contract.
(V.) Tariffs.—These are fixed by the " cahier des charges " of the concession,
but the National Society may amend them with the approval of ihe
Government.
(VI.) Stations and Halts.—Sidmgs.—All these questions belong to the National
Society exclusively, which fixes, and alters if necessary, the stopping
places, stations and halts, also the private sidings, &c.
(VII.) Remuneration of the lessee.—This is based on a division of the gross
receipts. There appears to be no absolutely settled system of division of
profits- The more general formulae adopted are either ;
(a) the surrender to the lessee of a proportion of the gross receipts, or
(b) the surrender of a fixed amount increased by 50 per cent, of the
remainder.
At the auctions, the competition is for the division of gross receipts (a) or
for the fixed amount (6).
The first or second is chosen according to whether the receipts from the line are
high or low.
As has already been said, the majority of lines are leased out by the National
Society. For special reasons, however, three lines are temporarily directly worked by
the Society.
The actual position is that there are 37 companies wrorking the 138 lines of the
National Society, and among these companies some work only one or two lines, whilst
others operate up to 11 lines.
TARIFFS.
Unlike the method of rating on the main railways each " vicinal " line has a special
tariff system. The rates for each line are fixed by the particular " cahier des charges "
attached to its concession and vary according to the special circumstances of each case,
and it will have been observed from a perusal of the foregoing pages that the Government
adopts the policy of raising the rates to be charged by any " vicinal " line which comes
into competition with a portion of the State railway system.
It may be of interest to note some of the conditions for the transport of passengers
and goods applying to all lines conceded to the National Society.
Passenger Tariff Regulations.
Indemnity for delay.
In case of late arrival at destination or at junction stations, passengers have the
right to an indemnity up to the amount of the price of their tickets.
GOODS TARIFFS.
101
Children.
Children under three years of age are carried free, whilst those under eight years are
carried at 50 per cent, reduction.
Soldiers.
Soldiers of all grades travelling in uniform, in bodies or singly are granted, without
any formalities, a reduction of 50 per cent, on the price of their tickets and on their
luggage.
Officers on active service, not travelling in uniform, obtain a 50 per cent, reduction
on production of an identity card.
Police are carried free when in uniform, except when taking charge of prisoners, in
which case they have to pay the full fare.
Clubs•
Members of clubs, &c., when 20 at least are travelling together, are carried at a
reduction of 50 per cent. This reduction is only for members of permanent and
recognised societies, &c.
School Tickets.
When 10 pupils at least with a professor travel together, a reduction of 50 per cent,
is accorded them.
Voters.
Parliamentary voters and others are granted a reduction of 50 per cent. The return
tickets are available until midnight on the day following the election.
Lunatics.
The request for the carriage of lunatics must be made 24 hours in advance. Every
madman must be accompanied by a keeper.
Special compartments are strictly reserved for them. The price to be paid is fixed
according to the number of seats in the compartment.
Excursion. Trains.
The full fare single ticket is charged for the whole journey outwards and return.
No extra reduction is granted to soldiers, children, &c., who travel by these trains.
Special Trains.
These must be requested 48 hours in advance, together with a statement of the
number of carriages of each class and the number of passengers of each class. The
request must also state the quantity and kind of luggage or other transports to be carried,
such as horses, carriages, and hearses.
The minimum charge for a special train not returning is fixed at 5 francs per
kilometre, the charge, however, must not be less than 50 francs. This last sum must be
deposited when requesting the special train.
These rates are reduced 20 per cent, when a return journey is contemplated.
* Season Tickets.
These are granted for ordinary use, for pupils and for workmen.
GOODS TARIFFS.
The general conditions of these tariffs cannot be entered into at great length, but
certain details of interest may be mentioned.
Periods for Transport.
Consignments with a weight not exceeding 100 kilogrammes, valuables, works of art,
precious articles, funerals, and live animals.
Consignments to be forwarded between two localities served by one n vicinal " line,
are handed over at the destination station within 24 hours after their acceptance for
transport.
For consignments which have to travel over more than one line, the period of
24 hours is increased by 12 hours for each additional line.
Consignments iveighing more than 100 kilogrammes and carriages.
Consignments to be forwarded between two localities served by one line are handed
over within two days, taken from midnight on the day of acceptance.
For consignments which must travel over more than one line, this period of two days
is increased by 24 hours for each additional line traversed.
These periods are prolonged by 24 hours when including a Sunday or holiday.
102
PASSENGER FARES.
Periods for Unloading.
The period granted for the unloading of wagons commences from the time of dispatch
of the advice note to the consignee or his agent.
Goods must be taken away from the station within eight hours, the night hours, and
Sundays and holidays being excepted.
The period for the return of wagons from private sidings is fixed at five hours.
Demurrage and Storing.
Failing the unloading of the goods within the above periods, the following charges
are made for demurrage of stock and for storage.
For goods unloaded but not taken away, 2 centimes per day and per 100 kg ; for
goods rated on value, 2 centimes per day and per 100 francs ; for private carriages and
wagons, 10 centimes per hour ; all with a minimum charge of 10 centimes.
For goods not unloaded, 25 centimes per hour and per wagon of any tonnage.
Responsibility.
Except for goods forwarded in sealed wagons with seals intact and other circum¬
stances similar to those obtaining on the main lines already dealt with, the lessee of the
line is responsible for loss and damage.
He is responsible also for the late arrival of goods.
Insurance.
This can be effected by the payment of a premium of 1 franc per 500 francs. The
conditions are similar to those on the main lines.
The Tariffs on the " Vicinaux " Railways of
Saint Ghislain to Hautrage and extensions,
Mons to Ghlin,
Mons —Maisières—Casteau,
Mons to Saint Symphorien,
Lens—Enghien—Soignies,
Boussu to the frontier at Bavai,
Baudour—Lens—Bauffe,
and Casteau—Chaussée—Notre Dame—Louvignies—Neufvilles.
Passengers Fares.
The appended table shows the passenger fares from 1 to 50 kilometres :
Kilo-
metres.
2nd Class.
Kilo¬
metres.
2nd Class.
1
0
2
0
3
0
4
0
5
0
6
0
7
0
8
0
9
0
10
0
1]
0
12
0
13
0
14
1
15
1
16
1
17
1
18
1
19
1
20
1
21
1
22
1
23
1
24.
1
25
1
Fr. c.
00
05
15
20
30
35
40
50
55
65
TO
75
Fr. c.
0 10
0 10
0 15
0 20
0 25
0 30
0 35
0 40
0 45
0 50
0 55
0 60
0 65
0 70
0 75
0 §0
0 85
0 90
0 95
1
1
1
1
1
00
05
1 10
15
20
25
Fr. c.
Fr. c.
0 40
0 25
0 50
. 0 35
0 60
0 40
0 75
0 50
0 80
0 60
1 00
0 65
1 05
0 75
1 15
0 80
1 30
0 90
1 40
1 00
1 55
1 05
1 60
1 15
1 70
1 20
1 85
1 30
1 95 ;
1 40
2 10
1 45
2 20
1 55
2 25
1 60
2 40
1 70
2 50
1 80
2 65
1 85
2 75
1 95
2 80
2 00
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
15
46
47
48
49
50
Fr. c.
1
1
2
2
2
2
2
2
2
2
2
2
2
2
3
3
3
85
90
00
05
10
2 20
2 25
35
40
45
2 55
60
70
75
80
90
95
3 05
3 10
15
25
30
.3 40
3 45
3 50
Fr. c.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
2
2
2
2
2
2
2
2
2
2
2
30
35
40
45
50
55
60
65
70
75
80
85
90
95
00
05
10
15
20
25
30
35
40
45
50
Fr. c.
3 00
3 05
3 20
3 30
3 40
3 55
3 60
3 80
3 85
3 95
4
4
4
4
4
4
4
5
5
5
5
5
5
5
10
20
35
40
50
65
75
4 90
00
05
20
30
45
55
60
Fr.
2
2
2
2
2
2
2
2
2
2
2
3
3
3
o.
10
20
25
35
40
50
60
65
75
80
90
3 00
3 05
3 15
3 20
3 30
3 40
3 45
3 55
60
70
80
3 85
3 95
4 00
PASSENGEKS' LUGGAGE
103
Passengers' Luggage.
The following table gives the rates charged for passengers' luggage rip to
90 kilogrammes and the price per 100 kilogrammes up to a distance of 50 kilometres :—
Consignments weighing (Kilogrammes)
JY1JLO-
metres.
20 or
less.
21 to
30.
31 to
40.
41 to
50.
51 to
60.
61 to
70.
71 to
80.
81 to
90.
Price per
100 kg.
lto 5
Fr.
c.
Fr.
c.
Fr.
Fr.
c.
Fr. c.
Fr.
c.
Fr.
c.
Fr.
c.
Fr. c.
0
20
0
20
0
20
0
20
0 20
0
20
0
25
0
25
0 30
6 „ 10
0
20
0
20
0
25
0
30
0 35
0
40
0
45
0
50
0 55
11 ,, 15
0
20
0
25
0
35
0
45
0 50
0
60
0
65
0
75
0 85
16 „ 20
0
25
0
35
0
45
0
55
0 70
0
80
0
90
1
00
1 10
21 „ 25
0
30
0
45
0
60
0
75
0 85
1
00
1
10
1
25
1 40
26 „ 30
0
35
0
50
0
65
0
80
1 00
1
20
1
35
1
50
1 65
31 „ 35
0
40
(1
60
0
80
1
00
1 20
1
40
1
60
1
75
2 00'
36 „ 40
0
50
I 0
70
0
95
1
15
1 40
1
65
1
85
2
00
2 30
41 „ 45
0
55
1)
80
1
05
1
30
1 60
1
85
2
10
2
30
2 60
46 „ 50
0
60
0
90
1
20
1
45
1 75
2
00
2
30
2
60
2 90
Pupils' Season Tickets.
A table is attached shewing the fares for three months, six months, and annual term
tickets for 1st and 2nd class, up to 20 kilometres.
Price for Tickets available for 12 to 14 journeys per week.
Three Months.
Six Months.
Annual.
Kilometres.
12 Journeys
per week.
(1)
14 Journeys
per week.
(2)
12 Journeys
per week.
(i)
14 Journeys
per week.
(2)
12 Journeys
. per week.
(1)
14 Journeys
per week.
(2)
1st,
Class.
2nd
Class.
1st
Class.
2nd
Class.
1st
Class.
2nd
Class.
1st
Class.
2nd
Class.
1st
Class.
2nd
Class.
1st
Class.
2nd
Class.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
Fr.
16
16
16
16
16
20
24
27
30
35
38
42
45
49
54
56
59
63
#
Fr.
12
12
12
12
12
14
17
20
21
26
27
31
33
35
38
41
42
*
*
*
Fr.
16
16
19
19
19
24
28
33
37
42
47
49
54
*
Fr.
12
12
13
13
13
19
20
24
26
28
33
35
#
3r
&
•is-
*
Fr.
28
28
28
28
28
38
45
54
59
68
75
83
89
97
104
•M»
*?T
ft ï. - ■ ■ . -
Fr.
20
20
21
21
21
27
33
38
42
48
H
59
63
69
K";
w
*
«st»
•J"*
*
Fr.
28
28
37
37
37
47
54
63
72
82.
89
#
#
#
#
•W
Fr.
20
20
26
26
26
33
40
45
52
56
63
&
*
#
#
W
Fr.
46
46
49
49
49
! 63
75
87
99
112
124
136
147
161
173
#
*
#
Fr.
33
33
35
35
35
45
54
62
70
80
89
,97
105
115
124
Fr.
46
46
59
59
59
76
89
105
118
135
147
»
«
«
*
#
3=
j
Fr.
33
33
42
42
42
54
63
75
84
96
105
109
#
#
*
•vr
*•
*
* Price of ordinary season tickets.
104
ORDINARY AND WORKMEN'S SEASON TICKETS.
Ordinary Season Tickets.
The ordinary season tickets are here shown for periods of 3, 6, 9, and 12 months
1st and 2nd class, for every five kilometres up to 60 kilometres.
Kilometres.
Price of Ticket available for
3 Months.
6 Months.
9 Months.
12 Months.
1st Class.
2nd Class.
1st Glass.
2nd Class.
1st Class.
2nd Class.
1st Class.
2nd Class.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
Fr.
1
16
12
28
20
37
26
46
33
5
3!»
. 28
69
49
91
65
115
82
10
49
35
89
64
119
85
148
107
15
59
42
105
75
140
100
175
125
20
68
48
122
87
161
115
202
144
25
76
54
187
98
182
130
228
163
30
86
60
153
109
203
145
254
182
35
91
65
164
117
217
155
272
194
40
97
69
174
124
231
165
289
207
45
103
73
185
132
245
175
308
219
50
109
78
195
139
259
185
324
232
55
111
79
201
143
267
190
334
238
60
115
82
205
147
273
195
342
244
Workmen!s Season Tickets.
The price of these weekly tickets for workmen are given in the appended table for
12 and 14 journeys.
Kilometres.
Price of Tickets for
Kilometres.
Price of Tickets for
12 Journeys
per week.
14 Journeys
per week.
12 Journeys
per week.
14 Journeys
per week.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
1
0 60
0 70
21
2 55
3 00
2
0 60
0 70
22
2 70
3 15
3
0 75
0 90
23
2 80
3 25
4
1 05
1 25
24
2 95
3 45
5
1 20
1 45
25
3 00
3 50
6
1 40
1 65
26
3 15
3 80
7
1 55
1 80
27
3 30
3 85
8
1 60
1 85
28
3 40
3 95
9
1 70
2 10
29
3 55
4 15
10
1 70
2 10
30
3 60
4 20
11
1 90
2 20
31
3 75
4 40
12
2 10
2 40
32
3 90
4 55 •
13
2 10
2 50
33
4 00
4 65
14
2 25
2 65
34
4 15
4 85
15
2 25
2 65
35
4 20
4 90
16
2 30
2 70
36
4 35
5 10
17
2 35
2 75
37
4 50
5 30
18
2 40
2 80
38
4 60
5 35
19
2 40
2 85
39
4 75
5 55
20
2 40
2 85
40
4 80
5 60
GOODS RATES.
105
GOODS RATES.
Part Loads.
The rates for incomplete loads, money and valuables, up to 100 kilometres, are given
in the following table :—
Kilo-
metres.
Consignments weighing (kilogrammes)
Above 100 kg.
20 or
21 to
j
31 to
41 to
51 to
61 to
71 to
81 to
91 to
less.
30.
40.
50.
60.
70.
80.
90.
100.
Price per
1,000 kg. with
mimimum
of charges as
per 100 kg.
Money
and
Valu¬
ables.
1
"V
2
3
4
5
6
!-
7
8
9
10
✓
11
12
13
14
15
1
16
y
17
18
19
20
>
21
•N
22
23
24
25
I
26
y
27
28
29
30
y
31
32
33
34
35
i
36
y
37
38
39
40
✓
41
42
43
44
45
t
46
y
47
48
49
50
j
51
*N
52
53
54
55
!
56
y
57
58
59
60
✓
Fr. c.
Fr. c.
0 20
0 25
0 30
0 35
0 30
0 35
0 45
0 55
0 45
0 65
0 50
0 75
Fr. c.
0 40
0 45
0 60
0 70
0 85
0 95
Fr. c.
Fr. c.
0 45
0 50
0 60
0 70
0 75
0 90
1 05
0 90
1 10
1 25
Fr. c.
0 60
0 80
1 05
1 30
1 45
1 20
1 45
1 70
Fr. c.
0 70
0 90
•1 20
1 40
1 65
1 90
Fr. c.
0 75
1 00
1 30
1 60
1 85
2 10
Fr. c.
0 80
1 10
1 40
1 70
2 00
2 30
Fr.
c.
r 1
65
1
so
1
95
2
10
■ 2
25
2
40
2
55
2
70
2
85
I 3
00
f 3
15
3
30
3
45
3
60
■ 3
75
"5 3
90
4
05
4
20
4
35
I 4
50
r 4
65
4
80
4
95
5
10
, 5
25
^ 5
40
5
55
5
70
5
85
. 6
00
r 6
15
6
30
6
45
6
60
■ 6
75
i 6
90
7
05
7
20
7
35
I 7
50
r 7
65
7
80
7
95
8
10
i 8
25
< 8
40
8
55
8
70
8
85
I 9
00
r 9
15
9
30
9
45
9
60
■ 9
75
< 9
90
10
05
10
20
10
35
I 10
50
14712
O
106
GOODS RATES.
Consignments weighing (kilogrammes)
Kilo¬
metres.
20 or
21 to
31 to
41 to
51 to
61 to
71 to
81 to
less.
30.
40.
50. .
60.
70.
80.
90.
91 to
100.
Above 100 kg.
Price per
1,000 kg. with
minimum
of charges as
per 100 kg.
Money
and
Valu¬
ables.
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
)■
y
y
s-
Fr. c.
0 55
0 60
0 70
0 75
Fr. c.
0 80
0 90
1 00
Fr. c.
1 10
1 20
30
1 10
1 45
Fr. c.
1 35
1 50
1 65
1 80
Fr. c.
Fr. c.
1 60
1 80
2 00
2 15
1 90
2 10
2 30
2 50
Fr. c.
2 15
2 40
2 60
2 85
Fr. c.
2 40
2 70
2 95
3 25
Fr. c.
2 60
90
3 20
3 50
r
1
1
Fr.
c.
10
65
10
80
10
95
11
10
11
25
11
40
11
55
11
70
11
85
12
00
12
15
12
30
12
45
12
60
12
75
12
90
13
05
13
20
13
35
13
50
13
65
13
80
13
95
14
10
14
25
14
40
14
55
14
70
14
85
15
00
15
15
15
30
15
45
15
60
15
75
15
90
16
05
16
20
16
35
16
50
P
CD
a
a
be
• iH
qq
a
o
a
<d
Ph
oq
CD
a
• rH
P
CD
o
to
«h
o
c3
rS
•+-j
• r—i
m
o
d
c3
«w
O
o
o
u
CD
Til
0)
• rH
G
<d
O
o
co
The various lines offer exceptional rates, which show in many cases considerable
reductions on the above, even when including all the subsidiary charges for loading and
unloading, registration, &c., &c., which are included for weights up to 400 kg. Above
400 kg. a charge of 20 centimes per consignment is made for registration and 10 centimes
for the forwarding of the advice notes.
Full Loads.
The rates are divided into three classes :—
Class A, which applies to goods forwarded in covered wagons.
Class B, to goods in open wagons, not coming under the head of merchandise o1
Class C.
Class C, which applies to the majority of goods likely to be transported by the
light railways and which are forwarded in open wagons.
The goods coming under Class C are charged at the rate of Class A if the consignoi
requests the forwarding to be done in covered wagons.
, goods rates. 107
When a consignment contains several classes of goods, the highest class is charged
for the whole consignment.
A table is attached giving the rates of these three classes up to 100 km.
Goods Forwarded in Full Loads.
For 5 toil lots.
For 5 ton lots.
Class A,
Class B.
Class C,
•
Class A,
Class B,
Class C,
GO
*
<K
«■4
Covered Wagons.
Open Wagons.
Open Wagons.
w.
o>
u
-t-3
©
H
Covered Wagons.
Open Wagons.
Open Wagons.
£
©
i—H
• rM
M
Price per ton.
a
o
r—i
•r-i
M
Price per ton.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
1
0 63
0 61
0 57
51
7 13
6 11
4 07
2
0 76
0 72
0 64
52
7 26
6 22
4 14
3
0 89
0 83
0 71
53
7 39
6 33
4 21
4
1 02
0 94
0 78
54
7 52
6 44
4 28
5
1 15
1 05
0 85
55
7 65
6 55
4 35
* 6
1 28
1 16
0 92
56
7 78
6 66
4 42
7
1 41
1 27
0 99
57
7 91
6 77
4 49
8
1 54
1 38
1 06
58
8 04
6 88
4 56
9
1 67
1 49
1 13
59
8 17
6 99
4 63
10
1 80
1 60
1 20
60
8 30
7 10
4 70-
11
1 93
1 71
1 27
61
8 43
7 21
4 77
12
2 06
1 82
1 34
62
8 56
7 32
4 84
13
2 19
1 93
1 41
63
8 69
7 43
4 91
14
2 32
2 04
1 48
64
8 82
7 54
4 98
15
2 45
2 15
1 55
65
8 95
7 65
5 05
16
2 58
2 26
1 62
66
9 08
7 76
5 12
17
2 71
2 37
1 69
67
9 21
7 87
5 19
18
2 84
2 48
1 76
68
9 34
7 98
5 26
19
2 97
2 59
1 83
69
9 47
8 09
5 33
20
3 10
2 70
I 90
70
9 60
8 20
5 40
21
3 23
2 81
1 97
71
9 73
8 31
5 47
22
3 36
2 92
2 04
72
9 86
8 42
5 54
23
3 49
3 03
2 11
73
9 99
8 53
5 61
24
3 62
3 14
2 18
74
10 12
8 64
5 68
25
3 75
3 25
2 25
75
10 25
8 75
5 75
26
3 88
3 36
2 32
76
10 38
8 86
5 82
27
4 01
3 47
2 39
77
10 51
8 97
5 89
28
4 14
3 58
2 46
78
10 64
9 08
5 96
29
4 27
3 69
2 53
79
10 77
9 19
6 03
30
4 40
3 80
2 60
80
10 90
9 30
6 10
31
4 53
3 91
2 67
81
11 03
9 41
6 17
32
4 66
4 02
■ 2 74
82
11 16
9 52
6 24
33
4 79
4 13
2 81
83
11 29
9 63
6 31
34
4 92
4 24
2 88
84
11 42
9 74
6 38
35
5 05
4 35
2 95
85
11 55
9 85
6 45
36
5 18
4 46
3 02
86
11 68
9 96
6 52
37
5 31
1 57
3 09
87
11 81
10 07
6 59
38
5 44
4 68
3 16
88
11 94
10 18
6 66
39
5 57
4 79
3 23
89
12 07
10 29
6 73
40
5 70
4 90
3 30
90
12 20
10 40
6 80
41
5 83
5 01
3 37
91
12 33
10 51
6 87
42
5 96
5 12
3 44
92
12 46
10 62
6 94
43
6 09
5 23
3 51
93
12 59
10 73
7 01
44
6 22
5 34
3 58
94
12 72
10 84
7 08
45
6 35
5 45
3 65
95
12 85
10 95
7 15
46
6 48
5 56
3 72
96
12 98
11 06
7 22
47
6 61
5 67
3 79
97
13 11
11 17
7 29
48
6 74
5 78
3 86
98
13 24
11 28
7 36
49
6 87
5 89
3 93
99
13 37
11 39
7 43
50
7 00
6 00
4 00
100
13 50
11 50
7 50
14712
108
SPECIAL TARIFES
Live Animals.
The rates for live animals are fixed as follows :—
Class A.— 1 sheep, 1 goat, or 1 or 2 sucking pigs.
Class B.—1 pig or 1 calf.
Class C.—1 horse or 1 mule ; 1 or 2 ponies, foals, asses, bulls, heifers, steers or
cows ; 5 pigs or calves ; 10 sheep or goats ; 30 sucking pigs.
Class D.—2 horses, &c.,-as before in proportion.
Class E.—3 horses or mules ; 5 or 6 ponies or foals ; 21 to 60 sheep or goats ;
61 to 100 sucking pigs ; 1 wagon of asses or of big or small cattle.
Class F.—Consignments comprising per wagon a number of head exceeding the
following quantities :—
Bulls, oxen or cows ... ... 8 head.
Asses, heifers or steers ... ... 10
Pigs or calves ... ... ... 20
Sucking pigs ... ... ... 100
The following table gives the prices for the various classes in distances of
5 kilometres up to 100 kilometres :—
5)
5)
Class.
Tk il AVV>
iviiometres.
A.
B.
C.
D.
E.
F.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Il
0 30
0 70
2 25
3 40
4 55
5 70
LA
5
0 30
0 70
2 25
3 40
4 55
5 70
10
0 40
0 85
3 00
4 80
6 30
7 90
15
0 50
1 00
3 75
6 20
8 10
10 15
20
0 60
1 15
4 50
7 60
9 85
12 30
25
0 70
1 30
5 25
9 00
11 65
14 55
30
0 80
1 45
6 00
10 40
13 40
16 80
35
0 90
1 60
6 75
11 80
15 20
19 00
40
1 00
1 75
7 50
13 20
16 95
21 20
45
1 10
1 90
8 25
14 60
18 75
23 45
50
1 20
2 05
9 00
16 00
20 50
25 65
55
1 30
2 20
9 75
17 40
22 30
27 90
60
1 40
2 35
10 50
18 80
24 05
30 05
65
1 50
2 50
11 25
20 20
25 85
32 30
70
1 60
2 65
12 00
21 60
27 60
34 50
75
1 70
2 80
12 75
23 00
29 40
36 75
80
1 80
2 95
13 50
24 40
31 15
38 95
85
1 90
3 10
14 25
25 80
32 95
41 20
90
2 (JO
3 25
15 00
27 20
34 70
43 40
95
2 10
3 40
15 75
28 60
36 50
45 65
100
2 20
3 55
16 50
30 00
38 25
47 80
SPECIAL TARIFFS.
There are special tariffs in force on the " vicinaux " lines, and on the railways
which have been taken as example there are in addition 11 exceptional tariffs.
Special Tariff No. 1.
The following goods benefit by this tariff :—
Building Bricks,
Coal Briquettes,
Cinders,
Coal,
Lime,
Coke,
Gravel,
Rough Stone,
Beetroot pulp,
Sand,
and similar goods.
This tariff is applicable to 5 ton lots in open trucks.
classification—subsidiary charges. 109
The following table gives the rates of this tariff :
Kilometres.
Price per Ton.
Kilometres.
Price per Ton.
Kilometres.
Price per Ton.
Kilometres.
Price per Ton.
Fr. c.
Ï r. c.
Fr. c.
Fr. c.
1
0 54
26
1 54
51
2 54
76
3 54
2
0 58
27
1 58
52
2 58
77
3 58
3
0 62
28
1 62
53
2 62
78
3 62
4
0 66
29
1 66
54
2 66
79
3 66
5
0 70
30
1 70
55
2 70
80
3 70
6
0 74
31
1 74
56
2 74
81
3 74
7
0 78
32
1 78
57
2 78
82
3 78
8
0 82
33
1 82
58
2 82
83
3 82
9
0 86
34
1 86
59
2 86
84
3 86
10
0 90
35
1 90
60
2 90
85
3 90
11
0 94
36
1 94
61
2 94
86
3 94
12
0 98
37
1 98
62
2 98
87
3 98
.13
1 02
38
2 02
63
3 02
88
4 02
14
1 06
39
2 06
64
3 06
89
4 06
15
1 10
40
2 10
65
3 10
90
4 10
16
1 14
41
2 14
66
3 14
91
4 14
17
1 18
42
2 18
67
3 18
92
4 18
18
1 22
43
2 22
68
3 22
93
4 22
19
1 26
44
2 26
69
3 26
94
4 26
20
1 30
45
2 30
70
3 30
95
4 30
21
1 34
46
2 34
71
3 34
96
4 34
22
1 38
47
2 38
72
3 38
97
4 38
23
1 42
48
2 42
73
3 42
98
4 42
24
1 46
49
2 46
74
3 46
99
4 46
25
1 50
50
2 50
75
3 50
100
4 50
The exceptional tariffs vary for the respective lines included in the examples taken,
Classification.
The goods coming under Class C include the following :—
Sulphuric acid, &c.
Steel in ingots, ball clay.
Anthracite, beetroot.
Roof beams, old sleepers (wood).
Bisulphate of soda, chalk.
Firewood, curbstones, earth.
Town refuse, building bricks.
Coal briquettes, carrots, cinders.
Terra cotta tiles, fresh chickory.
China clay, coke, hay.
Manure, ice, gravel, coal.
Oils, raw flax, macadam.
Marble blocks, raw molasses.
Turnips, soot, lead, bone manure.
Stones of all descriptions, beetroot pulp.
Quartz, sand, salt, earthenware, &c., &c.
Subsidiary Charges.
Advice notes, per advice ... ... ... ... 10 centimes.
Sheets, per sheet ... ... ... ... ... l'OO francs.
.Advances ô to 100 francs ... ... ... ... 25 centimes.
„ 101 to 300 „ ... ... ... ... 30 „
Collected payments up to 300 francs ... 30 „
Registration, per consignment weighing over 100 kg. 20 „
Disinfectant charges, per wagon ... ... ... 1*25 francs.
Insurance, per 500 francs ... ... ... ... l'OO „
Handling, per 500 kg. ... ... ... ... 5 centimes.
Numbering of parcels, per 100 kg. gross weight ... 1 „
Unloading appliances, per 100 kg. ... ... ... 3 „
130
WATERWAYS.
WATERWAYS.
The physical features of Belgium are remarkably favourable to the development —
a system of canals and navigable waterways.
The flatness of the country in the north-east, north, and west has rendered it
possible to construct canals at a comparatively small outlay, whilst the courses of the
rivers lend themselves to their conversion into commercial highways, and in addition to
these advantages there is an abundant supply of Avater, even in seasons of drought.
Extent.
At the present day there are main and branch canals, with a length of about 2,172
kilometres, which serve the great commercial centres, the coal fields, and the agricultural
districts, and are utilized also for the through traffic.
Ownership.
These canals are for the most part Government property, and tolls are levied for
their partial upkeep upon the barges using them. These barges, however, belong to
private firms or individuals, who fix their own rates for freightage.
Competition.
At first sight it would seem that this great system of waterways would become a
formidable competitor to the railway goods traffic ; this, however, is to a large extent
modified by Government control, since both systems are State owned.
Though the waterways and railways are under two separate departments of State,
the Minister of Public Works, who controls the former, has a certain influence upon the
latter, and the railways are not permitted to offer a crushing competition to the
waterways.
Government Policy.
As a matter of fact, the canals are a valuable aid to the State in the matter of the
expense of transport, since without them the Belgian Government would be obliged to
double many of the existing railway lines, and to provide increased rolling stock ; this
is specially apparent when the canals are frozen, and in consequence the railway traffic
is congested to an extent which makes it difficult to cope with the volume of goods to*
be carried. From this point of view the policy of the Government becomes clear. This
policv has been for many years that of subsidising the canals, and thereby allowing them
to take from the railways a large proportion of the goods traffic more suitable to barge
transport. This course involves apparent loss to the State, but is considered to be amply
justified by the advantages accruing to the country as a whole by having a cheap
means of transport.
Rates.
The canal rates are governed to a certain extent by competition amongst the barge
owners and are subject to fluctuations, while the railway rates are, of course, fixed
by the State.
No really accurate ratio can be arrived at, since the barge rates fluctuate according
to the quantity of goods offering for transport.
Also, according to Article 11 of the General Regulations for Navigation, issued by
the Minister of Public Works, barges may only proceed by daylight.
The actual hours during which canal navigation is permitted are as follows :—
January ...
7 a.m. to 5 p.m.
J uly
... 4 a.m. to 9 p.m.
February
6.30 a.m. to 6 p.m.
August ...
00
«r*
w.
•
m
•
March ...
6 ,, ,, 7 ,,
September
5 „ „ 7.30 p.m.
April
... 5 ,, „ 7.30 p.m.
October ...
... 6 „ „ 6.30 „
May
4 ,, ,, 8.30 ,,
November
6.30 a.m. to 5.30 p.m.
June
4 9
* 55 55 55
December
7 ^
••• 1 >5 55 ° 55
barge traffic—financial arrangements.
Ill
On Sundays, Ascension Day, the Assumption, All Saints Day, and Christmas Day
navigation on State owned waterways may only commence at 9 a.m., except
(1.) on tidal rivers ;
(2.) in urgent cases, such as floods, congestion of traffic and the transport of
explosives, when a special decree from the minister of public works must
be obtained, or in case of congestion of traffic an authorisation for the chief
engineer of the department.
It is obvious therefore that the rates must be higher in the winter.
Besides this, the expense of inland navigation depends largely on the route to be
followed, whether the waterway be a tidal river involving delay in transport, whether
towing is done by horse traction or whether a steam tug is utilised, and like considerations.
The waterway rates for long distances are naturally considerably cheaper than those
on the railways, but there are many points to be taken into consideration in selecting the
method of transportation. For example, take the transport of cast iron water pipes and
similar goods from Liège to Antwerp. The lowest quantity usually sent by water is
180 to 200 tons and the reduction obtained by the cheaper method is about 1.20 francs
per ton for 10-ton lots by the export tariff.
Manufactured iron, again for export such as girders and structural ironwork does
not usually go by water as the railage is cheap and the goods arrive to time, whilst by
canal the date of actual arrival is always more or less uncertain, and the ship for which
the consignment is intended may have departed before the arrival of the canal barge.
Also it is found inconvenient to be obliged to give long notice to the works to despatch
goods as the vessel may not arrive at the estimated date. As regards the coal traffic very
considerable quantities are dispatched by rail which might conveniently be forwarded by
water. A big shipping line at Antwerp, for example, has given up using the canals for
their coal traffic as it had been found that a loss was usually sustained in transit, either
through the loading and unloading operations, or through pilfering. The greater portion
of the grain traffic of this firm, however, is effected by means of the waterways.
Antwerp Barge Traffic.
The port of Antwerp is the chief distributing centre for export goods, the remainder
being sent to Ghent, Ostend, and Bruges, whilst almost all imported goods, as well as the
greater volume of the through traffic, pass through Antwerp. A considerable proportion
of this carrying trade for bulky and heavy goods is done by canals and waterways. Thus
the number of canal craft with their capacity in tons arriving at Antwerp from the interior
of Belgium and also over the Belgian waterways from France, Germany, and Holland, is
as follows :—
Barges arriving at the Port of Antwerp.
Origin.
1890.
1900.
1906.
1907.
No.
Capacity.
No.
Capacity.
No.
Capacity.
No.
Capacity.
Interior ...
France
Germany...
Holland ...
23,371
176
936
3,169
2,053,939
49,389
396,020
275,238
27,173
328
1,543
3,946
3,423,195
94,309
1,076,441
400,302
29,878
505
2,974
4,792
4,746,311
156,180
2,104,888
621,382
28,993
553
2,904
4,852
4,701,865
169,915
1,960,275
553,484
Totals
27,655
2,774,586
32,990
4,994,247
38,149
7,628,761
37,302
7,385,539
The following table shows the traffic leaving Antwerp by the waterways for the
same year : —
Barges leaving the Port of Antwerp.
Destination.
1890.
1900.
1906.
1907.
No.
Capacity.
No.
Capacity.
No.
Capacity.
No.
Capacity.
Interior ...
France
Germany...
Holland ...
23,121
361
1,429
3,481
1,890,929
96,454
494,369
314,150
27,206
160
2,107
4,408
3,524,275
47,944
1,238,218
491,481
28,626
655
3,105
5,351
4,338,350
198,495
1,931,387
874,065
26,930
448
3,401
5,622
4,240,512
140,330
2,130,809
872,829
Totals
28,395
2,795,902
33,881
5,301,918
37,737
7,342,297
36,401
7,384,480
112
the port of antwerp—general conclusions.
Financial Arrangements.
The Government, as has already been mentioned, owns considerably the greater
proportion of the waterways of Belgium and has spent great sums on their construction.
For the most part the State has fixed certain dues to be collected, varying according to
the canal, to assist in the payment of their maintenance and operation.
The dues, however, are very far from meeting the financial claims under these heads
and the balance has to be met out of public funds.
At the present time the Government is undertaking the enlargement of the cana
into Brussels, to enable steam ships of a greater capacity to ply direct between that city
and the oversea ports of other countries, and also other improvements in the waterway
system which will involve a large outlay of public money.
When the necessity arises for the extension of port accommodation at the sea or
inland ports, the Government generally makes an examination into the benefit to the
State likely to result therefrom and contributes to the expenses of reconstruction and
extension according to the estimated benefit to the country, this contribution being as a
general rule seldom less than ^ and frequently ^ of the required sum. The Government
then fixes the dues to be charged by the contributing parties, these dues are not the canal
dues charged by the State but harbour or dock dues. The navigable rivers are toll free.
THE PORT OF ANTWERP.
The policy adopted by the State, both as regards the railways and the waterways
has greatly assisted in the rapid development of the port of Antwerp. The maritime
tonnage entering this port is given below for a number of years :—
1850
239,165
1890
4,506,277
1860
546,444
1895
5,322,262
1870
1,362,666
1900
6,720,150
1880
3,063,825
1905
9,900,305
1885
3,422,172
1907
.. 11,181,226
For the sake of comparison a table is appended extracted from the Antwerp Chamber
of Commerce report for 1907 showing the position taken by this port amongst those of
other European countries since 1870 :—
Years.
Port.
1870.
1890.
1906.
1907.
•
Antwerp
Bremen
Hamburg
London
Liverpool
Marseilles
Rotterdam
Tons.
1,362,666
660,089
1,389,789
4,089,366
3,416,933
1,523,187
1,026,346
Tons.
4,506,277
1,733,809
5,202,825
7,709,705
5,782,351
3,458,914
2,918,425
Tons.
10,884,412
3,507,456
11,039,000
11,222,542
8,145,441
5,684,000
9,044,713
Tons.
11,181,226
4,097,055
12,040,461
*11,160,367
*8,167,419
6,183,934
10,107,155
During the year 1907 the tonnage entering Antwerp from the sea under the British
flag amounted to 5,653,239, equal to nearly twice that arriving under the German, which
was 2,895,043 tons, the other countries following wfith considerably lower tonnages,
Belgium being next with 575,340 tons, America fourth with 301,425, and France later
With 278,095 tons. Efforts are being made to construct in Belgium canals capable of
taking barges and craft of 1,000 tons* capacity instead of 300 to 400 tons, and these
improvements together with those effected by the Railway Administration will undoubtedly
assist in the further development of the great port of the country.
* Taken from the annual statement on the Navigation and Shipping with the United Kingdom
for the year 1907, prepared by the Board of Trade.
GENERAL CONCLUSIONS.
11»
GENERAL CONCLUSIONS.
It will have been seen from a study of the report that the policy of the Belgian
Government is eminently paternal. Its chief aim is to secure the welfare and commercial
prosperity of the country. Neither courage nor enterprise has been lacking to carry out
any scheme which promises to benefit the community.
It is this spirit which inspires the relations of the Government not only with the
main railways but also with the waterways and the light railways.
In pursuance of this policy the State has acquired a large proportion of the main
i*ailways since 1870.
It is a moot question, depending on the point of view adopted, whether these
railways yield a profit or not, but if there be such a profit it is certainly a comparatively
insignificant one. With regard to the waterways it is evident that they are run at a
considerable annual loss, whilst the State takes up 50 per cent, of the shares of light
lines and guarantees the interest to private shareholders. These light railways are
admirably adapted for fostering the interests of agriculture and small industries.
The commercial section of the community at the large centres and ports appears to
be very favourably served by the Government railways both as regards the transport of
goods and the prompt settlement of reasonable claims, this being no doubt partly due to
the desire of the State to foster the import and export trade and assist local industries.
The general opinion amongst the traders concerned seems to be that the railways are
administered on commercial principles, which point of view can be well understood
seeing that the railway rates are reduced to an extent which permits of very little profit
or none at all, and that the transport regulations such as the packing of goods and
demurrage are not enforced with any degree of rigidity.
As has been shown, no undue preference is accorded to any one firm, concessions
which are made to one being equally applicable to all. This is the present spirit of the
railway administration, but it will have been noted that there still exists a firm which
benefits by private agreements concluded with the State in the earlier days of the
railways.
The supply of wagons for the import and export traffic and for the use of large
industrial centres appears to be adequate except during the beetroot season, which lasts
about one month of each year. Any shortage of wagons due to an increase in the volume
of the traffic is naturally felt sooner at the smaller and intermediate stations.
If it be a fact that a loss is sustained on the working of the main railways for the
benefit of the general community, the State does not permit private or public bodies to
profit at the expense of the taxpayers. For example, the State keeps control of the
rates on the light railways and by raising them when necessary prevents any threatened
competition with the main lines. Further, there is no competition in rates between the
State and privately-owned railways, as a proposed rate which interests any of the
systems is submitted for their approval before being put into force. Again, little or no
competition for the carriage ol goods can exist owing to the principle of the " shortest
route." As regards the passenger traffic every encouragement is given to the population
and to visitors to travel extensively.
Season tickets are issued which are available over all the railways. The price of a
third class yearly season ticket available over all lines is about £15, but if paid for by
quarterly instalments it amounts to about £16 10s. In addition to these, 15 and 5 day
tickets are issued available everywhere in Belgium, the cost of the former being under
£2 10s. for the 1st class and £l for the third class, no limit being placed on the extent of
the travelling so long as this is within Belgium. As previously shown, the workmen's
weekly tickets are issued at very reduced rates.
As regards passenger accommodation, very few first class compartments are provided
on local trains the principle being to set apart a small number which are termed
" Reserve " for first class passengers.
The third class carriages occupy by far the greater portion of the train and the
remainder is made up of second class compartments. The carriages provided for the
third class passengers are by no means so well appointed as those on the English
railwavs.
«/
14712
P
114
GENERAL CONCLUSIONS.
Apparently the scheme for the main full gauge railways is complete, and further
development is left to the " vicinaux " lines and the waterways. This is not a matter of
wonder as in proportion to its area and population Belgium possesses a greater length of
line than any other country. Thus according to the Office of General Statistics at
Antwerp, there is a population of 7,168,816 for an area of 11,373 square miles and a
railway system extending over 4,789 miles.
The general tendency of the foregoing considerations would seem to indicate that
the policy of the Belgian State is a consistent one, for whilst the financial profits derived
from the railways are almost negligible, the waterways are operated at a considerable
loss. It may therefore be concluded that the Government is apparently content to forgo
any pecuniary advantage from the two systems in order to promote the industrial and
commercial development of the country.
RAILWAYS IN FRANCE.
REPORT TO THE BOARD OF TRADE BY
MR. NICHOLAS S, REYNTIENS AND MR. MERVYN L. CHUTE.
RAILWAYS AND THE STATE.
BRIEF HISTORICAL INTRODUCTION.
Before the advent of the locomotive, between the years 1828 and 1827, railway
concessions were first granted in France with a view to providing improved communication
between the centres of production and the waterways of the Loire and Rhone.
In 1833 concessions were granted for railways, the haulage being performed by
mechanical power. Three years later the question was debated in Parliament as to whether
a system of concessionised or State railways would be preferable, private enterprise
concessions for four lines being refused in 1837, and also a proposal that these same lines
should be State constructed. Concessions for a few lines were, however, granted to
private undertakings, the most important being for the line from Paris to Orleans. The
Company constructing this line, however, got into difficulties in the year 1839, and was
unable to raise sufficient money to continue constructional work, and the State resorted
to the guarantee of interest to enable this important line to be completed. This system
of guarantee won the confidence of investors and at a later stage became the recognised
foundation of railway operation.
In 1842 the State undertook to carry out an extensive policy of railway construction.
The State was to construct the earthworks and build the bridges, stations, viaducts, &c.,
while the Companies to whom the concessions to operate the lines were granted had to
lay the rails and to provide their own rolling stock, the agreement being that the railways
should ultimately revert to the State, the rails and rolling stock heing purchased at a
valuation.
In the interim between the years 1842 and 1852 a considerable number of small
independent lines were constructed, but in 1852 and in the following years the majority
of these became incorporated into six big systems, forming in 1857 what are now the
Northern, Eastern, Paris-Orleans, Paris-Lyons and Mediterranean, Southern, and the
recently State-purchased Western. After 1857 public confidence was shaken owing to the
large expenditure on branch lines, and the necessary capital for fresh lines was not
forthcoming. The State thereupon stepped into the breach and by six Laws of 1857 and
1859 ratified the Conventions which had been passed with the six great Companies.
The principles followed with regard to the guarantee of interest were the
following: :—
. /
The lines of each Company were divided into two classes, first the new lines, and
secondly, the old lines. The State guaranteed interest at the rate of 4'65 per cent, on all
capital expended on the construction of new lines, whereas the old lines did not enjoy
this advantage. The net receipts of the old lines were to be employed in the following
manner :—In the first place to secure the payment of interest and writing off of the
debentures issued for their construction ; secondly, to complete the interest on debentures
issued for the construction of the new lines, as the State guarantee would not be sufficient
to enable the necessary interest to be paid ; thirdly, to pay a dividend to the Shareholders
which would not be inferior to those of preceding years ; and any surplus then remaining
would be employed in decreasing the deficit on the new lines. When the net profits of
both the old and the new lines exceeded the total amount of the guarantee of interest and
of what may be termed the reserved revenue of the old lines, such surplus would be
handed over to the State for the repayment of any sums paid by way of guarantee of
interest, which sums were only considered as loans bearing interest at the rate of 4 per
cent, per annum.
In 1878 certain independent small lines belonging to various minor Companies were
amalgamated into the State system contained in a triangle, the points of which were
Chartres, Nantes, and Bordeaux.
11712
Q
116
classification—concessions.
In 1883 the State, owing to lack of funds, found itself in difficulties and unable to
continue the programme adopted in 1879, which embodied the construction of new
railways, and the completion of partially constructed lines, at an estimated cost of
3J milliards of francs. In order to continue this programme, the State entered into
agreements with the various Companies which resulted in the Conventions of 1883, under
which the six big Companies are now working, with the exception of the recently
purchased Western, and all terminate between the years 1950 and 1960.
The railways of France extended over a length of 52,750 kilometres at the end of
the year 1906.
The lines of " Intérêt général " amounting to 43,449 km. and the " Intérêt local "
and private sidings to 9,301.
Classification.
The railways of France are divided into two classes :—
A. " Chemin de fer d'intérêt général."
B. " Chemin de fer d'intérêt local."
The terms "Intérêt général," and "Intérêt local" are somewhat vague, and no
convenient English equivalent can be given for them. The former consist of lines which
are of interest to the population of France as a whole, and generally traverse two or
more departments ; they may consist of main lines, branch lines, and even narrow gauge
lines ; to this category belong the Northern, Eastern, Western (recently purchased by
the State), Paris-Orleans, Southern, Paris-Lyons-Mediterranean, the "Grande" and
" Petite Ceinture," and State Railway systems.
The latter consist of lines affecting the population of one department, borough oi
district only serving the territory of one department at the most. There being no better
English equivalent, the French terms will be translated literally, and for the purposes of
this Report be termed Railways of General and Local Interest.
The "Grande" and "Petite Ceintures" of Paris.
The " Grande Ceinture " belongs to the five big Companies in equal shares, not of
course including the Southern Company, which does not run into Paris.
There is a Board of Management composed of three or four members from each
Company.
The " Petite Ceinture."—The same arrangement exists as above, but a portion of
this line belongs to the Western Company, and the trains pay toll over this portion. The
passenger rolling stock is now owned by the Ceinture itself ; at one time the hauling was
done by the Western Company at a fixed charge, and on the Grande Ceinture by the
Eastern.
CONCESSIONS.
Concessions for railways of general interest are granted by a Convention between
the Minister of Public Works and the Companies.
This Convention must be approved and declared to be of public interest before
construction is commenced. (1) It must be approved by law if the line exceeds 20 km.
in length, and (2) by a decree of the " Conseil d'Etat " in the contrary case.
Legislation was the same before 1852 when the first lines were established which still
remain in the hands of the large Companies. Under the second Empire when these
Companies were formed by the amalgamation of previous Companies, it was an Imperial
Decree which approved the Conventions in every case. At all times, a special law had to
be passed for the purpose of sanctioning agreements binding the State to a financial
contribution either by subsidies, guarantees of interest or annuities.
For lines of local interest concessions are granted either by the Mayor of the Borough
or by the Prefect of the Department. A line, whatever may be its length, is declared
to be of public interest by a law if it be termed a " Railway," that is to say, occupying its
own ground ; and the declaration of public interest is made by a decree should it be a
" Tramway," that is to say, if it be laid along roads or streets for the greater part of its
length.
State subsidies are granted to lines of local interest by the act which promulgates
the declaration of public interest, provided that :—
(1.) The subsidy is not contrary to the provisions of the law of June 11th, 1880,
which is given hereafter.
(2.) That such subsidy does not infringe the terms of the annual financial law which
authorises the Government to grant subsidies up to a certain figure.
conventions (railways of general interest). 117
The concessions under which the Railways of General Interest are now operating will
lapse as follows : —
Name of Railway.
Date of expiry of
Concessions.
Northern ...
Eastern
Orleans
P .L.M. ... ... ...
Southern ...
Ceinture de Paris...
Grande-Ceinture ...
31st December, 1950.
26th November, 1954.
31st December, 1956.
31st December, 1958.
31st December, 1960. !
11th December, 1952.
31st December, 1958.
•
Conventions.
Railways of General Interest.
The Conventions between the six big Companies and the Minister of Public Works
were approved by Laws or Decrees in the years 1857 and 1859, and attached to each
Convention was a " Cahier des Charges," or Specifications, which regulated the control of
the State over the Companies. These Conventions were subsequently altered in 1883, but
the " Cahier des Charges" was retained. These specifications are common to all the
main railways, whereas the Conventions differ on certain points. As the railways of
France are now working under the Conventions of 1883 and the " Cahier des Charges," the
more important extracts are appended below from the Convention with the Western
Railway, and also extracts from the " Cahier des Charges " The Convention with the
Western Railway passed on July 17th, 1883, was approved by the Law of November 20th,
1883, which reads as follows :—
Article 1. The provisory Convention passed on July 17th, 1883, between the Minister of
Public Works and the Western Railway, is hereby approved.
Article 2. The amount of the supplementary works which the Minister of Public Works
shall be authorised to order to be constructed each year will be regulated by an article of the
Finance Law. Any new Convention or contract which would affect the financial position of
the Western Railway either as regards the construction or working of the lines may only be
entered into after being approved by law.
The Convention of the 17th July, 1883, is as follows :—
The Minister of Public Works acting on behalf of the State on the one part and the Western
Railway of the other part have hereby agreed :—
Article 1. The Minister of Public Works in the name of the State cedes to the Western
Railway, who accepts :—
1. The following lines which are already constructed ....
2. The following lines to be built in the future ....
The concession of these latter lines will be definitely granted when they are declared to
be of public utility.
The Western Railway agrees to accept the concession made by the State of about 200 km. of
railways situated in the departments served by the Western lines, which will be indicated by the
Administration of Public Works after consultation with the Company. These lines shall be
constructed and worked according to the conditions applicable to the lines which are indicated
elsewhere.
Article 2. The Minister of Public Works acting on behalf of the State cedes to the Western
Railway, who accepts, the following railways which are actually in operation, or are about to
be so . . . .
The State will complete the construction of the lines or part of the lines indicated hereafter
which are comprised in the above railways, but which have not actually been opened to traffic
• • • •
The Company under the conditions of the present Convention hereby binds itself to work
the local lines which the State may incorporate into the main system within the district served
by the Company.
Article 3. The railways mentioned in Articles 1 and 2 will be subject to the conditions of
the "Cahier des Charges," and to the additional conditions which govern all the concessions made
to the Western Railway ; the concession for these lines will expire on the same day as the other
concessions, viz., on December 31st, 1956.
Article 4. The State will provide the necessary funds for the construction of the lines
mentioned in Article 1 ; the Company, however, shall contribute 25,000 frs. per km. to the cost
of the superstructure.
The Company shall further provide at its own expense the rolling stock as well as the
material, furniture, and station appliances. The Company shall undertake or complete for account
of the State, in the order which will be indicated to them by the Administration, the construction
of all the lines whether single or double track,- including the enlargement and modification of
the junction stations with the lines already in possession of the Company. The Company shall
advance all the necessary funds ; should the Government, however, decide to forego the benefits
. of this clause, it shall give the Company at least six months' notice.
14712
CONVENTIONS (RAILWAYS OF GENERAL INTEREST).
A further agreement will regulate the conditions under which the Company will take over
the lines on which the infrastructure has already "been commenced by the State.
The expenditure to be reimbursed by the State, including general expenses, wages of the
staff, and the interest on the construction capital, may not exceed the maximum which will be
fixed by agreement between the State and the Company after approval of the plans of construction,
unless exceptional circumstances arise, or by virtue of the uncertain character of certain estimates
such as the purchase of land, piercing of tunnels, &c.
The Minister of Public Works may, should he think fit, have the construction carried out by
engineers of the State if he cannot accept the estimates of the Company. In case of a
disagreement either as regards the fixing of the maximum or in consequence of the aforesaid
exceptions, each party shall nominate an arbitrator, and the two arbitrators shall nominate an
umpire, and in case the two arbitrators cannot come to any decision with regard to the umpire,
this umpire shall be appointed by the President of the Seine Court of Justice.
Article 5. An estimate will be made of the works which it would be necessary to carry out
for the lines mentioned in Article 2, either for the purpose of putting them into working order,
or for laying the second track. Should any dispute arise with regard to the estimate of these
works, arbitration will be resorted to according to the conditions set forth above. The State will
take back the rolling stock on the lines of Chartres to Dreux, and from Elbeuf to Rouen, the
Company furnishing the necessary rolling stock for all the lines mentioned in Article 2. The
State will hand over to the Company the station furniture and minor stores which may exist on
these lines.
Article 6. The advances made on behalf of the State will be repaid to the Company by an
annual payment which will be sufficient to pay interest and sinking fund contributions on the
loans made by the Company, in order to provide for the expenses mentioned in Articles 4 and 5.
The exact amount of this annual payment will be fixed for each financial year according to the
average Bourse price during that period. This annual payment will be made in the course of
January after the closing of the Accounts on the 31st December in each year. Should this payment
not be made the Company will have the right to exact interest at the rate at which the loan was
issued.
Article 7. The lines mentioned in Article 1 shall be finished within the following
periods :—
(a.) 18 months for those lines on which the Company has only to finish the
superstructure.
(5.) 5 years for those lines on which the Company must undertake the infrastructure.
(c.) The period in which the work is to be completed shall be reduced in the ratio that
the money already spent bears to the capital to be expended.
In the case of the lines not included in § 1 of Article 1, the periods mentioned above will only
date from the time of definite concession. Should the period of construction mentioned in the
present article for one or more lines be exceeded, the contribution of the Company to construction
shall be increased by 5,000 frs. for each year in excess. Delays in the construction of lines caused
by the difficulty for finding the necessary funds owihg to the state of the financial market, shall
not be included in the above periods allowed for construction.
Article 8. The debt which the Company owes to the State as a result of the advance which
the Company has received by way of guarantee of interest up to 31st December, 1882, and
amounting to 189,809,288 f. 14 c., and the interest on which amounted to 50,886,186 f. 43 c. will
be set against the expenses of construction which are to be paid by the State to an amount of 160
million francs, and will be devoted to the following purposes :—
1. Any expenditure which remains to be incurred, in addition to that already expended by
the State for the completion and enlargement of junction stations on the lines mentioned in
Articles 1 and 2, as well as that already expended on marshalling stations.
2. Works still to be completed at the cost of the State as mentioned in Article 2.
3. Laying of double tracks on the sections of lines ceded by the present Convention when
this may be ordered by the Minister of Public Works.
4. Purchase, completion, putting into working order, of junction lines and stations on local
railways, which the State may in the future incorporate in the main system.
5. Lastly, part of the expenditure to be incurred by the State in the superstructure and, if
necessary, infrastructure, in addition to the contribution of 25,000 frs. per km. to be paid by
the Company.
Taking into consideration this expenditure to be incurred by the Company within the time
specified, which shall include the general expenses and interest on the capital during the period
of construction, that is to say, up to the closing of the Construction Accounts, the State
hereby abandons its rights to the debt owing from the Company. The cost of the completion of
double tracks, which are considered to be of immediate necessity, will be borne by the State.
The Company shall advance the necessary funds, and such advances shall be taken into account
according to the terms of Article 6. Should the State require the laying of double tracks
in the future on all or part of the lines, it shall pay the Company an annuity sufficient to cover
the interest and contributions to the sinking fund on the expended capital, so long as the gross
receipts of such lines do not exceed 35,000 frs. per km. ; when the gross receipts exceed this
amount, interest and contributions to the sinking fund on the expended capital will be debited to
the general working account mentioned in Article 9 hereafter. The interest and contributions
to sinking fund on the monies which the Companies shall have borrowed for the execution of
these works will be included in the annual balance sheet, "which will be prepared in the future for
the purpose of settling the amount of the guarantee of interest according to the rules laid down in
Articles 9, 10, and 11, hereafter, until December 31st, 1935.
Article 9. From the 1st of January, 1883, an account will be made of all receipts and
expenses for each financial year.
The Receipts Account shall include :—
1. The receipts of all lines in complete -working order, including therein any share in the
receipts of the Grande Ceinture or Petite Ceinture, or any shares in the receipts of lines which
are worked by the Western Railway for other Companies with the approval of the Government.
CONVENTIONS (RAILWAYS OF GENERAL INTEREST).
119
2. The annuities received by the Company by way of subvention or participation of the
State in the cost of construction, whether paid by virtue of this present Convention or previous
Conventions.
3. The annuities received by the Company for the purpose of securing the interest and
contributions to the sinking fund on the capital expended in laying double tracks at the request
of the Minister of Public Works.
The Expenses Account shall include :—
• 1. All working expenses including payments made by the Company for pensions, sick and
benevolent funds, taxes, cost of control exercised by the State, compensation for accidents, losses,
damage and fires, and the annual payments to the share capital sinking fund.
2. Subsidies paid to other Companies for connections by land or sea, &c., as well as any
annual charges which the Company may have to pay for working railways conceded to third
parties, subject to agreements approved or about to be approved by the Government.
3. The interest, contributions to the sinking fund and subsidiary charges on recognised
loans, and sums expended according to the conditions of the decree of May 6th, 1863, and of the
existing conventions :—
(a.) For the purchase, construction, maintenance, and for the stores (this latter being
limited to a maximum of 35 million francs) of the lines actually being worked.
(6.) For repairing the damage resulting from the war of 1870.
(c.) For liquidating, according to the conditions of paragraphs 1 and 2 above, the deficits
of previous balance sheets, and including therein the liabilities arising from the
working of the line from Falaise to Berjou since January 1st, 1878.
(d'.) For works and additional expenditure on the whole system according to plans approved
by the Minister of Public Works.
The balance between these two accounts will then represent the net profits.
Article 10. When the receipts of a financial year are insufficient to cover the payments as
set forth in Article 9, besides the share of the gross receipts reserved to the shareholders, and
which is hereby fixed for the future at a figure not exceeding 11,550,000 frs., the State will pay
the difference by way of guarantee of interest. Should the gross receipts in any one year exceed
the share of profits which are reserved to the shareholders, such surplus will be used for the
repayment of the State advance and simple interest at the rate of 4 per cent, per annum. Any
further surplus shall be expended on the improvement of the lines as stated in Article 11
hereafter.
Article 11. An account will be opened until the 1st January following the opening of all
the lines mentioned in Article 1 of this Convention, which will be called a temporary working
account (Compte d'exploitation partielle). The following items will be entered in this account.
On the one hand—interest and contributions to a sinking fund of the debentures issued for the
construction of lines which should be successively opened to traffic, and expenses resulting from
their working. On the other hand—working receipts, annuities corresponding to the share of the
State in the cost of construction, the surplus profits, of those lines which are worked over their
whole length, paid into the account of lines which are only partially worked, as has been said in
Article 10. Should the receipts be insufficient the deficit will be debited to the Construction
Account.
Each year the Company shall enter into the " Working Account" the account of such lines
as are completed and the deficit of which has been covered, in a permanent manner, by the
excess of receipts in preceding years from lines which are worked over their whole length.
Article 12. Any surplus which is not necessary to cover the deficit of lines open to traffic,
shall be paid over to the shareholders ; but when the net receipts calculated according to the rules
laid down in Article 9 shall exceed 15 million francs, such surplus will be divided in the
following proportions :—Two-thirds to the State, and one-third to the Company.
Article 13. The Government administration may insist on the Company running one train
per day in each direction on the lines mentioned in Articles 1 and 2 for every 3,000 frs. gross
receipts per km., but the number of trains shall in no case be less than three. No trains,
however, need be run on these lines between the hours of 10 p.m. and 6 a.m., so long as the
gross receipts do not exceed 15,000 frs. per km., unless the State agrees to pay all additional
expenditure which a night service would render necessary. In case of disagreement the matter
shall be referred to arbitration according to the rules laid down in Article 4.
Article 14. Should the State suppress the additional tax imposed by the Law of
September 16, 1871, for transportation by " Grande Vitesse," the Company must then reduce the
prices of passenger tickets paying full fare by 10 per cent, for the second class, and by 20 per
cent, for the third class, or else by agreement between the State and the Company.
Should the railways be purchased within five years of such reduction, any loss resulting
from it shall be added to the annual purchase price, taking as a basis the net receipts from
passenger traffic for the year which preceded the reduction.
Should the State make further reductions on the tax, the Company hereby binds itself to
make a further reduction on passenger fares. The Company, however, need not introduce such
new reduction until the net receipts from passenger traffic shall have reached the same figure as
existed before the first reduction. The Company is not obliged to maintain these reductions
should the State after having partially or totally reduced the taxes on transportation on " Grande
Vitesse," reimpose them under some form or other.
Article 15. Should the Government exercise the right which is reserved to it by Article 37
of the " Cahier des Charges," the Company may demand that any line which has only been
worked for a period of less than 15 years, should be valued not according to its net revenue, but
according to the expenditure which has been made for construction.
In addition to the annual payment mentioned in Article 37 of the " Cahier des Charges," the
Company shall be reimbursed any additional expenditure, other than that for rolling stock, so
long as it has been approved by the Minister of Public Works, and according to the conditions of
Article 9 ; one-fifteenth, however, of such expenditure shall be deducted for each year since the
opening of thé line.
120
" cahier des charges."
The total purchase price shall in no case be less than the sum corresponding to the share of
profits which is reserved to the shareholders, as mentioned in Article 10, and amounting to the sum
of 11,550,000 frs. In addition to this, the necessary monies shall be included for the payment of
interest and contributions to the sinking fund on loans, according to Articles 6 and 9 of this
present Convention.
Article 16. The Western 1 tail way hereby allows the State Railway Administration, or any
Administration which may be substituted, the right to make passenger and goods rates from any
portion of the State system as far as Paris according to the prices existing on the State lines ; the
price of each consignment, however shall not be less than that charged by the Company for the
same kind of goods from the junction station to Paris, or vice versa. The total profits arising
from such transportation shall be divided between the two Administrations concerned according
to the distance travelled on their respective systems. The division of traffic between the
State railway lines and those of the Western Railway shall be fixed according to the following
basis :—
Passenger and goods traffic will be forwarded by the shortest route.
Gradients of more than 15 millimetres per metre shall, however, be taken into consideration,
as also the exchanging from one system to the other.
The same regulations apply to traffic which, having its place of departure or destination on
the Western or the State system would, in transit, pass over the lines of other Companies.
The Western Railway hereby agree not to make tariffs which would have as an object the
diverting of traffic from the route which is indicated by the rule mentioned above. The Company
further agrees not to snbsidise, directly or indirectly, other private transportation enterprise,
whether by land or by sea, which would have as a result, the diverting of such traffic on the lines
on which it ought to pass.
The Minister of Public Works in the name of the State hereby agrees to follow the same
rules, and eventually to cause any other Administration to follow them also, which may be
substituted for the State Railway Administration.
Should any dispute arise with regard to clauses of the present Article, arbitration shall be
resorted to according to the terms of Article 4.
Article 17. Quite apart from the preceding stipulations, the State Railway Administration
shall have the right to run trains between Chartres and Paris (Mont Parnasse and Yaugirard
Stations) according to the following conditions :—
The State Railway Administration shall pay to the Western Railway a sum equal to 40 per
cent, of the gross receipts obtained from traffic on this line.
The State Railway Administration shall not pay any sum of money for rent or for working
expenses at the Stations of Chartres and Paris.
The expenses of haulage are not included in those of joint stations, and each Administration
shall provide its own service in this respect in separate sheds.
Article 18. Dating from January 1, 1884, the Company hereby agrees :—
1. Not to insist on the payment of special prices on Sundays and Holidays on its lines in the
suburbs of Paris.
2. To introduce workmen's return tickets available by early morning and evening trains,
with the reduction of 50 per cent, on the prices paid by passengers of the 3rd class.
Article 19. The sums which the Company must pay to the State for control and acceptance
of works, &c., need only be paid with regard to the lines mentioned in Article 1, in full working
order from 1st January following the opening of each line to traffic.
" Cahier des charges "
applicable to the Northern, Paris-Orleans, P.L.M., Southern, Eastern and Western Lines.
Chapter 1. Construction of Railroads.
Article 1. The concession of the . . . . Company includes the following railways :—
• • •
Article 2 determines the period within which the works of construction shall be completed.
Approval of plans for New Works.
Article 3. No works shall be undertaken for the construction of railways and annexes
without the authorisation of the State ; for this purpose two copies of all plans of works to be
undertaken shall be forwarded in order to receive the approval of the Minister of Works. One
copy shall be returned to the Company with the signature of the Minister, and the other shall
remain in the hands of the Ministry of Public Works. During the course of construction, the
Company may propose alterations to previous plans, but such alterations will only be carried out
if approved by the Government Administration.
Copies of Plans.
Article 4. The Companies shall be entitled to make copies of all plans, &c., which may have
been drawn up at the cost of the State.
Article 5 lays down regulations with regard to various technical details in the manner of
drawing up plans.
Number of Tracks.
Article 6. Land shall be purchased, bridges and other works of the same character shall be
carried out immediately for a double track.*
* Exceptions are made to this rule for the Taris-Orleans and P.L.M. Railways.
" CAHIER DES CHARGES."
121
Earthworks and rails shall be constructed and placed immediately for one track only, but
certain number of crossing stations shall be built.
The Company, however, must construct a second track over the whole line or on those parts
of the line which will be designated by the State Administration when the development of
traffic shall have rendered one track insufficient.
Land purchased by the Company for the laying of the second track may not be used for any
other purpose.
Articles 7 and 8 deal with technical and engineering details.
Stations.
Article 9. The number and situation of crossing stations will be fixed by the State
Administration after consultation with the Company.
The number and situation of passenger and goods stations will also be fixed by the State
on the proposal of the Company, and after a special inquiry has been made the Company,
before carrying out the building of any such stations, shall submit plans of same for approval.
Crossings.
xlrticle 10. Whenever the railway crosses Imperial or Departmental roads, it must pass
either by bridge or tunnel unless there are certain local objections, and this point will be decided
by the State. Level crossings will be allowed over rural or private roads.
Viaducts.
Article 11. Whenever the railway line passes over an Imperial or Departmental road, the
aperture of the subway shall be fixed by the State Administration having regard to the local
circumstances ; but this aperture shall in no case be less than 8 metres for an Imperial road,
and 7 metres for a Departmental road.
In the case of viaducts of a convex shape, the height from the crown of the road to the apex
shall not be less than 5 metres. For those viaducts made of horizontal wooden or iron beams,
the height from the crown of the road to the beam shall not be less than 4 metres and 30
centimetres.
Article 12. Defines the regulations to be observed when a railway passes under an Imperial
or Departmental road.
Article 13. Deals with the construction of railways passing over level crossings ; also
prescribes the construction of gates and watchmen's houses.
Article 14. Determines the rules to be followed when the character of existing roads has
to be changed.
Articles 15 and 16 deal with the alterations of watercourses, &c.
Article 16 bis. Articles 7, 8, 11, 12, 13, 14, 15, 16, dealing with the construction of the
railways, do not apply to those lines which are being actually worked, the previous regulations
being maintained for these.
Crossing Roads and Waterways.
Article 17. The Company shall take all necessary steps and bear all necessary expenditure
for ensuring the continuation of navigation on waterways during the carrying on of works of
construction.
When the railway passes Imperial or Departmental or other public roads, temporary roads
and bridges must be erected at the cost of the Company whenever it may be deemed advisable
by the State.
Article 18 defines the quality of material to be used.
Article 19 prescribes the weight of rails to be employed.
Article 20 deals with the fencing of the railway by means of hedges, walls, &c.
Purchase or Temporary Occupation of Land.
Article 21. All land necessary for the construction of the railway and its annexes shall be
bought and paid for by the Company, as also any payments for temporary occupation of land or
for damage done to factories, &c.
Article 22 gives the Company the right to expropriate land.
Article 23 binds the Company to the regulations with regard to constructions on the frontier,
or within a certain radius of fortifications.
Passing over Mines.
Article 24. When a railway line passes over ground already conceded for the working of a mine,
the Administration shall determine the necessary steps to ensure that no damage to the working of
the mine should result from the construction of the railway. The State shall also provide that
the working of the mine should not compromise the existence of the railway.
Any works carried out in the interior of the mine rendered necessary by the passing of the
railway, and any damages resulting from this cause, shall be paid by the Company to the
Concessionaires of the mine.
Passing over Quarries.
Article 25. Should the railway pass over or through land In which quarries are situated, no
traffic may pass over the railway until the excavations, which might compromise the solidity of
the line, have either been filled up or consolidated. The State shall decide on the nature and
extent of the works to be undertaken for this purpose, and which shall be carried out by and at
the cost of the Company.
Article 26. Forbids work on Sundays and Holidays.
122
" cahier des charges."
State Inspection of Construction.
Article 27. The Company may entrust the construction of the line to whomsoever it may
please, but such construction shall still remain under the control and inspection of the State
Administration. This control and inspection are exercised for the purpose of preventing the
Company from departing from the conditions laid down by the present " Cahier des Charges."
Inspection of Completed Works.
Article 28. As soon as any portion of the construction is terminated, the State Administra¬
tion shall appoint one or more Commissioners for the purpose of seeing that the work has been
carried out satisfactorily. On the report of these Commissioners the Administration shall order
the line to be opened to traffic.
Article 29 deals with the drafting of a map on the completion of the wrhole railway.
... Chapter 2. Maintenance and Working of Lines.
Maintenance.
Article 30. The railway and its dependencies shall be kept in good order so that traffic may
always pass with facility and safety.
The cost of maintenance and all ordinary and extraordinary repairs shall be borne by the
Company.
Should the railway, when completed, not be kept in good order, the State Administration
may put it into order at the cost of the Company without prejudice to the conditions laid down
in Article 40 hereafter.
Watchmen.
- Article 31. The Company shall appoint and pay watchmen where the need of such is felt,
more especially to ensure the security of trains when passing over level crossings.
Boiling Stock.
Article 32. The locomotives shall be constructed on the latest models ; they must consume
their own smoke, and satisfy all the conditions prescribed by the State Administration.
Passenger coaches shall also be constructed on the latest models, and must satisfy the special
conditions for coaches destined for the transportation of passengers. They shall be suspended on
springs and furnished with seats.
There shall be at least three classes. Coaches of the first class shall be covered, upholstered,
and closed by means of windows ; those of the second class shall be covered and closed by means
of windows, and shall have cushion seats ; those of the third class shall be covered, closed by
means of windows, and shall be provided with wooden benches. The number of seats which
passengers may occupy shall be painted in the interior of each compartment. The State
Administration may insist on at least one compartment of each class being reserved for ladies.
All this rolling stock shall be kept in good repair.
Operation and Policing of Lines.
Article 33. Regulations which will be issued by the Public Administration at some future
date will determine the necessary measures to ensure the proper working and policing of the
line as wTell as the preservation of any other works connected with the railways.
All expenses under this head shall be borne by the Company.
The Company shall submit to the State Administration all regulations regarding the service
and working of the line.
The regulations mentioned above shall hold good should any other Administration be
substituted for that of the Company. These regulations shall also hold good for persons
obtaining private sidings.
Speed of Trains.
The Minister will decide, on the proposal of the Company, the maximum and minimum
speeds for passenger and goods trains ; also for special postal trains.
Inspection of Maintenance.
Article 34. As regards the upkeep and repairs to the railway line and its dependencies, the
maintenance of the rolling stock and the working of the line shall be submitted to the control
and inspection of the State Administration.
In addition to the ordinary inspections the State Administration shall, as often as it may be
deemed advisable, appoint one or more Commissioners to examine the state of the railway line,
its dependencies, rolling stock, and stores.
Chapter 3. Duration, Expiration, and Periods of Concession.
Duration of Concession.
Article 35. The duration of the concession of the various lines mentioned in Article 1 of
the present " Cahier des Charges," shall be for the space of 99 years dating from the day of
till day of
Expiry of Concession.
Article 36. On the expiry of the concession the Government shall enter into immediate
possession of the railway and its dependencies.
" CAHIER DES CHARGES."
12a
Transfer régulations.
The Company shall transfer to the Government in good order the railway and all buildings,
whatever may be their origin, such as stations, sheds, workshops depots, and watch-houses.
Further, the Company shall hand over in good order, gates, rails, points, turn-tables, water
reservoirs, hydraulic cranes, and fixed machinery, &c.
During the 5 years preceding the expiry of the concession, the Government shall have the
right to appropriate the revenues of the railway, and employ them in putting the railway
and its dependencies into a proper and fit condition, unless the Company satisfies the Government
in this respect.
With regard to movables such as rolling stock, materials, combustibles, and stores of all
descriptions, station furniture, workshop and station appliances, the State shall be obliged, if the
Company so desires, to take them over according to an estimate drawn up by experts."
The State, however, need only take over such stores as may be necessary for the working of
the line for a period of 6 months.
Bight of purchase.
Article 37. At any time after the expiry of the first 15 years of the concession, the
Government shall have the right to purchase the line.
Purchase price.
In order to arrive at the purchase price, the net receipts of the 7 years which shall have
preceded the year in which the purchase is to be effected, will be taken, the receipts of the two
worst years will be subtracted, and the sum divided by 5, so as to obtain an average price on the
5 best years out of the last 7.
The result of such calculation will show the annuity to be paid by the State to the Company
during each year for the remainder of the concession.
In no case, however, shall the amount of this annuity be less than the net receipts of the
last of the 7 years.
The Company shall receive, within three months of the purchase being effected, the
reimbursements to which it shall have the right, according to Article 36 above.f
Article 38. The Company need pay no caution money for the concession of the new7 lines.
Conditions of Construction.
Article 39. Should the Company neglect to terminate the works within the period fixed by
Article 2, and should the Company also have neglected to fulfil the various obligations w7hich are
imposed upon it by the present " Cahier des Charges," the concession shall lapse.
The wmrks undertaken by the Company shall in this case be continued by other contractors,
who must submit tenders. The new Company shall submit itself to the clauses of the present
Cahier des Charges," and the old Company shall receive the price of the accepted tender.
Interruption of operation.
Article 40. Should the working of the line be totally or partially interrupted, the State
Administration shall immediately take the necessary steps to insure the continuation of the
service—this being done at the risk and cost of the Company. In this case unless the Company
shall have shown that it is in a fit state to undertake and continue the working of the line within
three months after the installation of the temporary service, the Minister may declare the
concession to have lapsed. Should this happen, the railway and its dependencies will be put up
for auction.
Article 41. The conditions of the last three Articles shall not be applicable, and the
concession shall not lapse, should extraordinary circumstances have arisen which shall have been
duly notified to the State.
Chapter 4. Prices and Conditions governing the Transportation of Passengers
and Goods.
Article 42. In order to indemnify the Company for the wTorks and expenses prescribed by
the present " Cahier des Charges," and under the express condition that it shall perform all these
obligations, the Government hereby authorises the Company to obtain during the whole period of
the concession, the following rates :—
I.
Tariff.
A. Per head per kilometre.
" Grande VitesseT Price.
Frs. c.
Passengers—I. class 0*10
,, II. class ... ... ... ... ... ... ... ... ... 0 075
,, III. class ... ... ... ... ... ... ... ... ... 0 055
I under 3 years of age pay nothing so long as they are kept on the knees
of the persons in charge of them ;
Children ^e^ween a&es 3 and 7 pay half-price and have a right to a seat ;
when two children travel in one compartment they may only
occupy the seat of one passenger ;
over the age of 7 pay full price.
Dogs taken by passenger train 0*015
(A minimum charge of 30 centimes.)
* This disposition has been amended by the financial Conventions with regard to guarantee of interest when the Company
is a debtor to the State.
t This has been somewhat altered by the Conventions of 1883, specimen of which has already been given.
14712 r
124
" CAHIER DES CHARGES."
" Petite Vitesse." Price.
Frs. c.
Cattle, horses, mules 0 10
Calves and pigs 0 04
Sheep, lambs and goats 0 02
(When the above animals are carried at the speed of passenger trains the
prices shall be doubled.)
II.
B. Per ton per kilometre.
Goods forwarded by " Grande Vitesse."
Frs. c.
Oysters, fresh fish, victuals, excess luggage, and goods of all classes forwarded at
passenger train speed 0 35
Goods forwarded by " Petite Vitesse f
Class I.—Spirits, oils, wood for carpentry, &c. Undefined chemical produce, eggs,
fresh meat, game, sugar, coffee, drugs, groceries, spices, tissues, manufactured
articles, arms ... ... ... ... ... ... ... ... ... ... 0 16
Class II.—Wheat, grain, flour, farinaceous vegetables, rice, Indian corn, chestnuts,
&c., lime and plaster, charcoal, firewood, poles, wedges, planks, heavy timbers,
wooden framework, block marble, alabaster, bitumen, cotton, wool, wines,
vinegar, beverages, beers, dry yeast, coke, iron, copper, lead, and other metals
worked and unworked, castings 0 *14
Class III.—Dressed and rough stone, ores (other than iron ore), pig iron, salt,
grindstones, clay, bricks, slates ... ... ... ... ... ... ... 0 10
Class IV.—Coal, marl, ashes, manure )
fertilisers I I.—1-100 km. (not exceeding 5 frs.) ... 0 08
Road material, iron ore ... ( II.—101-300 km. (not exceeding 12 frs.) 0 05
Gravel and sand J III.—Over 300 km. 0 04
III.
G. Carriages, carts, and rolling stock forwarded by " Petite Vitesse."
Per article per kilometre.
Frs. c.
Cart or wagon with a capacity of 3 to 6 tons ... 0 15
„ „ „ over 6 tons ... ... ... ... ... ... 0 20
Light locomotive, weighing from 12 to 18 tons 3 00
„ „ more than 18 tons ... ... ... ... ... ... 3 75
Tender, weighing from 7 to 10 tons 1 50
„ over 10 tons ... ... ... ... ... ... ... ... 2 25
(The rate for a loaded wagon shall in no case be less than that charged for
an empty one.)
A carriage with 2 or 4 wheels and having only one seat 0 25
A carriage with 4 wheels with two seats inside, omnibus, stage coaches, &c. ... 0 32
When at the request of the senders the carriages are sent at passenger speed,
the rates will be doubled. In this case two persons may travel without extra fare
in the carriages with one seat, and three persons in those with two seats, omnibus,
coaches, &c. ; the passengers above this number will pay second-class fare.
Removal vans with 2 or 4 wheels, empty ... ... ... ... ... ... 0 20
These vans where full must pay in addition to the above prices, the rate per ton of
the load, and per kilometre.
IV.
The Transportation of Funerals, Coffins, âc.
" Grande Vitesse."
Frs. c.
A hearse containing one or more coffins will be carried at the same rate and under
same conditions as a carriage with 4 wheels and two seats ... ... ... 0 64
Each coffin handed over to the administration of a railway will be carried in a
separate compartment at the rate of ... ... ... ... ... ... ... 0 30
The prices fixed by this Table for consignments forwarded by " Grande Vitesse " do not include
the tax levied by the State. It is expressly- to be understood that the above rates can only be
charged by the Company when the Company forwards consignments at its own cost and by its
own means ; in the contrary case, the Company shall only have the right to a portion of such
rates, amounting to a payment for the right of passing over its lines.
Rates will be charged according to the number of kilometres. Each portion of a kilometre
will be charged as a whole kilometre.
Any less distance than 6 kilometres shall be counted as 6 kilometres.
The weight of the ton is 1,000 kg. Fractions of weight shall be counted as rèoth °1 a ton
or for 10 kg. For instance, any weight between 0 and 10 kg. shall pay as for 10 kg. Any weight
between 10 and 20 kg. shall pay as for 20 kg., &c.
- - -■ ■ .. ». !.. . I. , l . , - ii ■ — ... — — —— . — —' '' — — " " *
Frs. c.
* This was modified by the Convention of 81st May, 1865, Article 5, which classes the above I. and
II. Classes together at a rate of 0 16
Articles mentioned in Classes III. and IV. were amalgamated at the rate of .. ... 0 10
" CAHIER DES CHARGES."
125
Excess luggage and goods forwarded by " Grande Vitesse," however, will be apportioned
thus :—0 to 5 kg., above 5 up to 10 kg., above 10 kg. each portion of 10 kg. will be counted as 10.
The price of a consignment when forwarded by " Grande "or " Petite Vitesse " shall in no
case be less than 40 centimes, whatever may be the distance it has travelled.
Should the price of the hectolitre of wheat rise to 20 frs. or more, the Government may
insist on the Company not exceeding a maximum rate of 10 frs. 10 c. per ton per km. for the
transportation of wheat, grains, rice, Indian corn, flour, and farinaceous vegetables.
Passenger accommodation.
Article 43. Each regular passenger train shall contain carriages sufficient for the number of
passengers who may present themselves at the booking office ; the State Administration,
however, may give special authorisation under certain circumstances for this clause not to be
applied.
In each passenger train the Company shall have the right to reserve special compartments
for which special prices shall be charged, and which the State Administration will fix on the
proposal of the Company ; the number of seats in these compartments shall, however, not
exceed one-fifth of the total number of seats in the train.
Passengers' luggage,
Article 44. Each passenger shall have the right to the free transportation of 30 kg. of luggage.
This clause shall not apply to children carried free of charge, and shall be reduced to 20 kg.
for children paying half-price.
Articles not quoted in tariff.
Article 45. Animals, victuals, goods, &c., not already designated in the tariff will be classed
in the category which they most resemble ; no class of goods, however, shall pay a larger rate
than that of first class of the tariff which has been given above. The Company may class any
new kind of goods into one of the four classes, but shall submit the classification of same for the
approval of the State Administration which will give its final decision.
Heavy articles.
Article 46. The rates fixed by the tariff shall not apply to any one object weighing more than
3,000 kg. (3 tons). Nevertheless, the Company shall not be entitled to refuse the transportation
of objects weighing from 3 to 5 tons, but the rates shall not be increased by 50 per cent.
The Company shall have the right to refuse objects weighing more than 5,000 kg.
If, notwithstanding the previous clause, the Company does transport indivisible masses
weighing more than 5,000 kg., the same facilities shall be granted to all those who ask for them
for a period of 3 months at least. In this case the rate shall be fixed by the Administration on
the proposal of the Company.
Articles not expressly quoted in the tariff.
Article 47. The rates fixed by the tariff do not apply—
1. To victuals and objects not expressly mentioned in the tariff, and which do not weigh
200 kg. to the cubic metre ;
2. To inflammable matters or explosives or dangerous animals and objects for which the
Police regulations order special precautions ;
3. To animals the declared value of which shall exceed 5,000 frs.
4. To gold and silver whether in ingots or in specie, or worked, to gold or silver plate,
to mercury and platinum as well as jewels, lace, precious stones, works of art, and other
valuables ;
5. And in a general manner to all packages or excess luggage weighing separately 40 kg. or
more.
Nevertheless, the rates fixed by the tariff shall apply to all parcels or packages, whether
packed or not, forming part of a consignment weighing together more than 40 kg. for articles
sent by one consignor to one consignee.
Excess luggage.
The same rule shall apply for excess luggage which weighs, either together or separately,
more than 40 kg.
Reduction of rates.
Article 48. Should the Company deem it advisable, on the whole system or portions of their
system, to reduce with or without conditions the limits fixed by the tariff, such reduced rates
shall not be increased again until after a period of 3 months for passengers and one year
for goods.
Any alteration in the tariff proposed by the Company shall be advertised at least one month
in advance.
Reduced rates may only be charged with the consent of the State Administration according
to the conditions of the decree of November, 1846.
The charges to the public shall be the same and no favour will be allowed.
Any private contract which would have as an effect the granting of the reduction in the
tariffs to one or more consignor is hereby strictly forbidden.
This clause, however, shall not apply to contracts which the Government and the Company
may enter into in the interest of the nation, nor to reductions or rebates granted by the Company
to workpeople.
14712 R 2
" cahier des charges."
Transportation. Registration.
Article 49. The Company shall undertake with regularity, punctuality, and celerity, and
without any undue preference, the transport of passengers, animals, victuals, goods, &c., which
may be confided to their care.
Parcels, animals, and objects shall be registered at the departure and arrival stations in special
books ; the total numbers due for transportation shall be noted in the books of the departure
station.
Goods having a common destination point shall be sent off in the order of their being
registered in the books of the departure station.
Waybills.
A waybill shall be made out on the demand of the consignor. Should the consignor not
demand a waybill, the Company shall hand him over a receipt which will mention the nature
and weight of the consignment, the price charged, and the period within which the consignment
will be delivered.
Transportation and delivery of goods, &c.
Article 50. Animals, victuals, goods, &c. shall be sent off and delivered from station to
station within periods resulting from the following conditions :—
1. Animals, victuals, goods, &c.to be forwarded by " Grande Vitesse " shall be sent off by the
first passenger train containing carriages of all classes and corresponding to destination point of
such train, provided that such consignments shall have been presented at least three hours before
the departure of such train. The consignments shall be placed at the disposal of the consignees at
the arrival station within two hours after the arrival of the train.
2. Animals, victuals, goods, &c. to be forwarded by " Petite Vitesse " shall be forwarded the day
after they have been received ; the State Administration may, however, extend this period to
two days.
The time occupied by the journey will be fixed by State Administration on the proposal of
the Company, but the maximum time allowance shall not exceed 24 hours for each 125 kilometres.
Consignments shall be at the disposal of the consignees on the day following their arrival at
their destination.
The period resulting from these three paragraphs shall be binding on the Company.
A reduced rate may, however, be made, subject to the approval of the State Administration,
which shall have as a condition that the period of delivery may be increased.
A period of delivery may be fixed for the transportation of goods on the proposal of the
Company amounting to more than the period of delivery by " Grande Vitesse," and less than that
by " Petite Vitesse."
The State Administration will fix by means of special regulations the hours of opening and
closing of passenger and goods stations in the winter and summer, as well as the regulations
applying the provisions arriving by night trains and intended for the markets.
When goods must pass from one line to another, periods of delivery and re-forwarding at the
junction point will be fixed by the State Administration on the proposal of the Company.
Subsidiary Charges.
Article 51. Subsidiary charges not mentioned in the tariff, such as the registration, loading,
unloading and storing in the stations and depots of the railway, shall be fixed each year by the
State Administration on the proposal of the Company.
Cartage.
Article 52. The Company shall either by its own means, or by an intermediary, for whom it
shall be responsible, undertake the carriage and delivery of goods to the house of the consignee.
Carriage and delivery need not be undertaken for districts lying outside the radius of the
" octroi " ; the same rule applies to stations which serve a population of less than 5,000 inhabitants,
or a centre of population of 5,000 inhabitants which is more than 5 km. distant from the railway
station.
Charges for cartage will be fixed by the State Administration on the proposal of the Company,
and they must apply to each member of the public equally.
Consignors and consignees shall, however, have the right to undertake the cartage of their
own goods at their own expense.
Equity of treatment.
Article 53. Except with the special authorisation of the State Administration, the Company
may not (according to the conditions of Article 14 of the law of July 15, .1845), enter into
contracts, directly or indirectly, with private enterprises for the transportation of passengers or
goods by land or water, unless they are prepared to grant the same facilities to all similar
undertakings having the same means of communication.
The State Administration acting on the authority of Article 33 of this " Cahier des Charges "
will take the necessary measures to ensure the complete equality of treatment of consignors by
the railway.
Chapter 5. Stipulations concerning Public Services.
Troops and Military Stores.
Article 54. Soldiers and sailors, whether travelling in parties or separately, on State
business, on furlough, and on leaving the Army or Navy, shall only be required to pay a quarter
of the fares fixed by the present "Cahier des Charges"; the same condition applies to their
horses and luggage.
" CAHIER DES CHARGES."
127
Should the Government find it necessary to send troops* military or naval stores to one of the
points served by the railway, the Company shall immediately place at its disposal all its means of
locomotion at half the rate fixed by the tariff.
Inspectors, Customs and Revenue Officers.
Article 55. Officials whose duty it is to inspect, control, and supervise the railway shall be
transported free of charge by the Company. The same conditions shall be granted to the officers
of Inland Revenue and Customs whose duty it is to supervise the railways in the interests of
taxation.
Article 56. The following regulations apply to the Postal Service :—
1. The Company shall reserve, free of charge, two special compartments of a second-class
carriage, or an equivalent space, in order to receive letters, telegrams, and necessary officials on
each passenger or goods train running during the ordinary hours of working ; the remaining
portion of the carriage being left at the disposal of the Company.
2. Should the capacity of the two compartments be insufficient for the quantity of postal
matter or the nature of the service, and therefore render it necessary to run a special van
in addition to the ordinary wagons, the haulage of this van shall likewise be performed free of
charge.
When the Company wishes to effect a change in the hours of departure of its ordinary trains,
it shall give the Administration 15 days' notice.
3. A special regular train, called " daily postal train," shall be put each day at the disposal
of the Ministry of Finance, free of charge, for the transportation of despatches on the whole of
the line.
4. The extent of the journey, the hours of departure or arrival, whether by day or night, the
speed, and the halting places of this train will be regulated by the Minister of Agriculture,
Commerce, and Public Works, and the Minister of Finance, after consultation with the Company.
5. Apart from this train there may exist one or more daily special trains the speed of which will
be regulated as above. The prices to be paid to the Company shall not exceed 75 centimes
per km. for the first carriage, and 25 centimes for each following carriage.
6. The Company may place in the special postal train carriages of all classes for the trans¬
portation of passengers and goods.
7. The Company shall not be obliged to run special trains or change the hours of departure,
the speed, or the halting places of such trains, unless the State Administration shall have given
15 days' notice in writing.
8. Nevertheless, whenever any State Administration shall ask for the despatch of a special
train in addition to the regular service, whether by day or night, the same shall take place
immediately, subject to the Police regulations. The price of such train shall be settled
by agreement or by experts.
9. The Postal Administration shall construct at its own cost the vans which may be necessary
for the carriage of letters and despatches ; the shape and size of such vehicles will be decided on
by the Postal Administration, subject to the approval of the Minister of Agriculture, Commerce,
and Public Works ; their weight shall not exceed 8,000 kg. when loaded.*
The Postal Administration shall keep these special vans in good order at its own cost ;
nevertheless, the upkeep of the wheels and underframes shall be attended to by the' Company.
10. The Company may not charge any prices in excess of those mentioned above, when it
may be necessary to forward mail vans or special carriages to be repaired.
11. The average speed of special trains placed at the disposal of the Postal Administration
shall not be less than 40 km. per hour, including stops ; the Administration, however, may
consent to a reduced speed owing to the existence of gradients or curves, or may exact a greater
speed should the Company attain a higher speed in the future.
12. The Company shall transport free of charge by all passenger trains any Post Office
official on duty. This official shall be entitled to a seat in a 2nd class carriage, or in a 1st class
carriage should the train not contain 2nd class accommodation.
13. The Company shall provide accommodation at each terminus, also at any intermediary
stations which may be indicated by the Postal Administration on which the Administration may
construct Post offices or sheds for the loading or unloading of mail vans. The dimensions of
such space shall not exceed 64 square metres in stations in the Departments, and 128 square
metres in Paris.
14. The rental value of such space will be paid to the Company and settled by agreements
or experts.
15. The position of this space shall be chosen so that the buildings constructed thereon at
the cost of the Postal Administration do not in any way impede the service of the Company.
16. The Postal Administration reserves to itself the right to establish at its own cost and
without any payment, but also without any responsibility falling on the Company, all apparatus
necessary for the loading and unloading of postal matter without necessitating the stopping of
the train, on condition that this apparatus does not impede the various services of the line or
stations.
17. Postal officials when on duty shall have the right of free access to the stations, provided
they submit to the interior police regulations of the Company.
Prison Vans, Warders, See.
Article 57. The Company shall forward prison vans by any train which the Administration
may require, the construction of which is paid for by the State. Warders and prisoners travelling
in such vans shall only be required to pay half the price of the 3rd class. Gendarmes travelling
with them shall only pay one quarter of the price of 3rd class.
* This weight was increased to 10,000 kg. in 1883.
128
" cahier des charges."
The State Administration may, however, request the Company to provide one or more
second-class compartments for the transportation of prisoners. The price to be paid for such
compartments is fixed at 20 centimes per compartment per kilometre.
Telegraphs.
Article 58. The Government reserves to itself the right to erect telegraph posts along the
line ; they shall, however, not interfere with the railway service. At the request of the
Telegraphic Administration, spaces shall be reserved wherever necessary for the construction of
small houses for the reception of telegraphic material, &c.
The Company must undertake the supervision of telegraphic wires and apparatus, and
inform the employees of any accident which may occur, and advise them as to the cause of such
accident.
Should the telegraph wire break, the employees of the Company must join the ends
together according to the instructions which will be given. Telegraph clerks travelling for the
service of the Administration have a right to free transportation.
Chapter 6. Divers Clauses.
Construction of Roads and Canals.
Article 59. Should the Government authorise or order the construction of Imperial
Departmental rural roads, railways or canals which would cross the line forming part of this
concession, the Company may not oppose such works ; but all necessary steps shall be taken to
insure that no inconvenience be suffered by the Company.
Roads and Canals.
Article 60. The Company shall claim no indemnity in the case of the future construction
of any roads, canals or railways situated in the district occupied by the Company's lines.
New Railways.
Article 61. The Government expressly reserves to itself the right of conceding new railways
to effect a junction with the present network. The Company may not impede the construction
of such,connections, nor claim any indemnity with regard to them so long as the traffic on the
line of the Company is not impeded thereby, and so long as the Company shall not be put to
any expense.
The Companies to whom the concessions for such junction railways shall be granted, shall
have the right of using the lines of the Company and running their locomotives, coaches, and
wagons over them so long as they observe the police regulations and submit to the tariff
indicated above.
The Company shall have the right of user of these junction railways. Should the various
Companies be unable to agree as to the user of the lines, the Government will decide on the
various points at issue between them.
When a junction railway company does not take advantage of the right of circulating over
the lines mentioned in Articles 1 and 2 of the present " Cahier des Charges," both Companies
must enter into agreement to prevent the service of transportation being interrupted at the
junction points of the various lines.
The Company using Rolling Stock which does not belong to it shall pay an indemnity for
the user and deterioration.
In case of any dispute the Government shall intervene and decide.
Should either Company use the lines of the other, it shall pay for such user subject to an
agreement.
Private Sidings.
Article 62. The Company shall enter into negotiations with any proprietor of mines or
works who may require a private siding according to the conditions laid down hereafter ; should
the parties be unable to come to any agreement the Government will decide,
Private sidings will be constructed at the cost of the proprietors of mines and works, and in
such a manner that their construction shall not impede the general operations of the lines nor
incur any expense for the Company. Their upkeep and maintenance shall be done at the expense
of the proprietors and under the control of the State Administration.
The Company shall have the right to inspect such maintenance and supervise the user of its
Rolling Stock on such sidings.
The Administration may at all times prescribe any necessary modifications in the construc¬
tion of such sidings, and these modifications will be carried out at the expense of the proprietors
of the sidings.
The Administration may order the temporary removal of the points of exchange when the
works or mines have suspended part or all their transportation.
The Company shall provide wagons on all authorised private sidings. The Company shall
deliver wagons at the point of exchange, Consignors or consignees must undertake the haulage
of such wagons on their sidings at their own expense.
Wagons may only be used for the transportation of goods destined for the main line of the
railway.
The time during which wagons may remain on private sidings shall not exceed six hours
when the private siding does not exceed 1 km. in length ; such time to be increased by half an
hour for each further kilometre, not including therein the night hours between the setting and
rising of the sun. Should such limits of time be exceeded, the Company may exact demurrage
equal to the rental value of the wagons for such period of delay.
conventions (railways oe local interest).
129
The salaries of pointsmen and gatekeepers shall be charged to the proprietors of the private
sidings. These employees will be appointed and paid by the Company, but such expense will be
reimbursed by the aforesaid proprietors.
In cases of dispute questions at issue will be settled by the State Administration.
Proprietors of private sidings are responsible for damage done to rolling stock on the siding.
Should one or more of the conditions enumerated above be infringed, the Prefect may, on
the complaint of the Company, and after having heard the proprietor of the siding, order by
decree the suspension of the service and the suppression of the points of exchange ; an appeal
from his decision, however, lies to the superior Administration and without prejudice to the
damages which the Company may have the right to claim for the infringement of such condition.
The Company is authorised to charge for providing rolling stock a fixed price of 12 centimes
per ton for the first kilometre, and four centimes per ton per kilometre thereafter when the
length of the private siding exceeds one kilometre. Each portion of one kilometre will be
counted as one kilometre.
The loading and unloading on private sidings shall be performed at the expense of the
consignors or consignees whether they effect such loading or unloading themselves, or whether
the Company consents to undertake these duties. In this latter case a regulation will be issued by
the State Administration on a proposal from the Company.
Any wagon forwarded by the Company to a private siding must be paid for as a complete
.wagon load should it be only partially loaded.
Wagons shall be weighed at the arrival station by and at the cost of the Company.
Land Tax.
Article 63. The land tax will be fixed according to the superfices occupied by the railway
mid its annexes.
Collection of Dues.
Article 64. Employees whom the Company may appoint either for the collection of dues or
for the supervision and policing of the railway line, may have the oath administered to them,
and in this case will be assimilated to the rural police.
Retired Soldiers and Sailors.
Article 65. A decree will be issued deciding the positions, half of which must be reserved
to retired soldiers and sailors.
Supervision.
Article 66. One or more Commissioners will be appointed to supervise the operations of the
Company on all matters which do not come within the sphere of the State Engineers.
Cost of Inspection.
Article 67. The cost of inspection, supervision and reception of wmrks, and the cost of
controlling the working of the line shall be paid by the Company. This shall include the
salaries of the Commissioners mentioned in the preceding Article.
In order to cover such expenditure the Company shall pay over to the Treasury each year a
sum of 120 frs. per kilometre. This sum, however, will be reduced to 50 frs. for those sections
of the line which have not been opened to traffic.
Registered Office.
Article 68. The Company shall have its registered office in Paris.
Interpretation of these Clauses.
Article 69. Should any dispute arise between the Company and the State Administration
with regard to the execution and interpretation of the various clauses of this present " Cahier des
Charges," such matters will be decided by tlie " Conseil de préfecture du department de la
Seine," with right of appeal to the " Conseil d'Etat " (Privy Council).
Conventions.
Railways of Local Interest
The Law of June 11th, 1880, under which the Concession for Lines of Local
Interest were granted, is given herewith.
The " Cahier des Charges " relating to these Lines of Local Interest is not given
here in full, but is quoted in detail where necessary.
Law of June 11, 1880,
relative to Railways of Local Interest and Tramways.
Chapter I.
Article 1. The construction of railways of local interest by departments or boroughs is
subject to the following conditions :—
Article 2. Should it be found necessary to construct railways in the territory of one or
more boroughs, the General Council of the Department decides on the route to be taken, and the
manner and conditions of its construction, as well as the contracts and necessary dispositions for
ensuring the working of the line. The conditions must, however, conform to the clauses and
conditions of the " Cahier des Charges " which has been approved by the " Conseil d'Etat " for
railways of local interest.
130
CONVENTIONS (RAILWAYS OF LOCAL INTEREST).
In the ease of a railway to be constructed on the territory of one borough only, the powers
granted to the General Council of the Department, by paragraph 1 of this Article will be
exercised by the Municipal Council, subject to the same conditions, and without the consent of
the Prefect.
Plans of the departmental or borough railways of local interest must be submitted for the
consideration of the " Conseil Général des Ponts et Chaussées" (General Council of Bridges and
Roads) and to the " Conseil d'Etat."
If the project for such a railway has been decided on by a Municipal Council, it must be
accompanied by the opinion of the General Council.
The railway is declared to be of public interest, and its construction is authorised by law.
Article 3. In the case where a railway is conceded by the General Council, the Prefect must
submit the plans of construction, which the Council finally approves. Nevertheless, the Minister
of Public Works may, on the proposal of the Prefect of the Department, and after having taken
the advice of the General Council of Bridges and Roads, within two months of this final decision,
call upon the General Council of the Department to discuss the plans afresh.
Should the line extend over several departments and the various General Councils be unable
to come to a decision, the Minister shall decide.
In the case of a railway conceded by a Municipal Council, the powers granted to the General
Council belong to the Municipal Council, the decision of which is, however, subject to the
approval of the Prefect.
Should a railway of local interest occupy a public road, the project for construction must be
preceded by an inquiry as foreseen by Article 29 of this present law.
In this case Articles 34, 35, 37 and 38 shall also apply.
Plans of similar works are approved by the Prefect on the advice of the Engineer-in-Chief
of the Department.
Article 4. The act of concession shall determine the tariffs to be applied on the railway.
Article 5. The tariffs to be applied within the limits of the maximum fixed by the "Cahier
des Charges are approved by the Minister of Public Works where the line extends over several
departments and in the case of tariffs common to several lines. In all other cases they are
approved by the Prefect.
Article 6. The authority granting the concession shall always have the right—
1. to authorise new railways to effect a junction with the lines already conceded ;
2. to grant the right of circulation over the lines to new companies, subject to the prices
charged for running over the lines ;
3. to purchase the railway under the conditions fixed by the " Cahier des Charges ;"
4. to suppress or modify a portion of the line when the necessity of such suppression or
modification shall have been recognised as needful after inquiry.
In the last two cases if the rights of the concessionaire have not been agreed on nor fixed by
arbitration, any indemnity which may be owed may be liquidated by special Commission as
indicated in Article 11 of the present law.
Article 7. The " Cahier des Charges " defines ;—
1. the rights and obligations of the concessionaire at the expiry of the period of concession ;
2. the circumstances under which the failure to comply with the conditions of concession
may have as a result the forfeiture of such concession ; also the measures to be taken with regard
to a concessionaire who has been deprived of his rights.
Forfeiture of the concession will be decided in all cases by the Minister of Public Works with
the right of appeal to the " Conseil d'Etat."
Article 9. On the expiry of the concession the authority granting it will enter into all the
rights of the concessionaire on the railway lines which must be handed over to him in good
order.
The " Cahier des Charges " defines the rights and obligations of the concessionaire as regards
movables and immovables necessary for the working of the line.
Article 10. Any partial or total cession of the concession, the amalgamation of concessions
or of administrations, any change of concessionaire, the substitution of direct working by
concession, increasing rates above the fixed maxima, may only take place when the " Conseil
d'Etat" has issued a decree with the advice of the General Council of the Department in the case
of lines conceded by Boroughs.
Any other modifications may be sanctioned by the authority granting the concession : in the
case of lines conceded by the Departments, such modifications will be made by the General
Council. For the lines conceded by the Boroughs they will be made by the Municipal Council
with the approval of the Prefect. In the case of the cession of a line, the failure to observe the
above conditions may entail the forfeiture of the line.
Article 11. At any time the railway may be taken from the Departmental or Borough
domain and classed by law in the State domain.
In this case the State enters into the rights and obligations of the Department or Borough as
regards the concessionaires.
In the case of the purchase of the line unless the rights of the private concessionaire have
been defined by a previous agreement or by arbitration, the indemnity to be paid will be liquidated
by a special Commission. This Commission shall be appointed by decree and consist of 9
members, 3 of which will be nominated by the Minister of Public Works, 3 by the Concessionaire,
and the 3 others by the 6 members already nominated ; should these 6 be unable to come to any
decision within a month of their appointment, the choice of the remaining 3 members will rest
with the Presidents of the Court of Appeal of Paris.
In the case of a dispute between the State and the Department or the Borough, the indemnities
or payments wrhich may be due from the State shall be decided by a decree of the Conseil d'Etat.
Article 13. When the construction of a railway of local interest is proposed, should the gross
receipts be insufficient to cover working expenses plus 5 per cent, per annum on the construction
* The maximum rates for railways of local interest are the same as those fixed by the " Cahier des Charges " for large
systems.
CONTROL EXERCISED BY THE STATE OVER RAILWAYS OF GENERAL INTEREST. 131
capital as has been foreseen by the act of concession, the State may assist by means of a subsidy,
subject to the condition that an equal sum shall be paid by the Department or the Borough, with
or without the intervention of the interested parties.
The State subsidy shall consist of :—
1. A fixed sum of 500 frs. per kilometre open to traffic.
2. A quarter of the sum necessary to arrive at a figure of 10,000 frs. gross receipts per
kilometre for the lines built in such a manner that they may receive the rolling stock of the
main lines ; and of 8,000 frs. per kilometre for the lines that are unable to receive such rolling stock.
In no case, however, may the State subsidy so increase the gross receipts that they surpass
10,500 frs. or 8,500 frs. per kilometre, as the case may be, or enable more than 5 per cent, per
annum to be paid on the construction capital. State subsidy will cease as soon as the gross
receipts have attained the above limits.
Article 14. State subsidies may be granted within the limits fixed each year by the Finance Law.
The an nnal charges to be supported by the Treasury in pursuance of the conditions of this
present law, may in no case exceed 400,000 frs. for all the lines situated in one department.
Article 15. When the gross receipts of a subsidised line attain a figure sufficient to cover
the working expenses, and the payment of 6 per cent, per annum on the expended capital, as has
been foreseen in Article 13, half of such surplus shall be divided between the State, the Depart¬
ment or Borough, and any other interested parties, in the proportion of the advances made br¬
oach of them, and until the complete reimbursement of such advances, without interest.
Article 16. A further decree will define :—
1. The method of keeping accounts to be adopted by the concessionaires in order to arrive
at the annual receipts and expenses.
2. The total sum to be paid by way of subsidy by the State, Department or Boroughs, and,
should occasion arise, the portion to be paid to the State, Department or Boroughs.
Article 17. Only such railways of local interest as have received a subsidy from the State
may be compelled to give free services to the State, or may be made to reduce the price of
accommodation.
Article 18. No issue of debentures may take place without an authorisation granted by the
Minister of Public Works on the advice of the Minister of Finance.
Debentures may not be issued to a larger amount than the share capital, which will be fixed
at half, at least, of the money considered necessary for the construction and opening of the line
to traffic.
The share capital must be paid up in full, and until four-fifths of the share capital has been
paid by and employed in the purchase of land, stores, &c., no debenture issue may take place.
Concessionaires, however, may issue debentures when the whole of share capital has been paid
up, and when it is shown that at least half the sums realised by share capital have been employed
according to the conditions quoted above.
Funds obtained by the issue of such debentures shall only be employed under the special
authorisation of the Minister of Public Works.
The conditions of paragraphs 2, 3, and 4 of this present Article shall not apply if the
concession is made to a Company already working other railways, if the Minister of Public
Works recognises that the net receipts of such railways are sufficient to ensure payment of the
charges resulting from the issue of debentures.
Article 19. A detailed statement showing the result of the working of the line, including
the expenses of construction, working, and gross receipts, shall be sent every three months to the
Prefect, the President of the Departmental Commission, and the Minister of Public Works in
order to be published.
Article 20. The Prefect may authorise the concessionaire to dispense with hedges or walls
along all or part of the line ; he may also authorise the suppression of gates at level crossings on
roads inconsiderably frequented.
Article 21. The construction, maintenance, and repair of the railway lines and their annexes,
the upkeep of material and rolling stock, are subject to the control and supervision of the
Prefects acting under tlie authority of the Minister of Public Works.
The costs of the control shall be paid by the Concessionaires. These will be defined by the
General Council of the Department, and approved by the Minister of Public Works.
Article 22. Article 20 of the present law shall also apply to concessions for private sidings.
SYSTEM OF CONTROL EXERCISED BY THE STATE OVER
RAILWAYS.
Railways of General Interest.
The supervision which of necessity has to be exercised by the State to fulful the
conditions laid down in the " Cahier des Charges " renders it imperative that the
Government should provide a somewhat extensive and elaborate system of control.
The control is exercised by the Minister of Public Works and Departments of
his office specially formed to deal with railway questions.
The Minister is not, however, without competent advisers, and bodies for this
purpose are attached to the Ministry to assist in deciding on technical and commercial
questions.
The right of control is grànted by numerous decrees, it being sufficient to quote
Article 34 of the " Cahier des Charges " already given, the law of July 15th, 1845, and
the regulations of 1846-1901. A similar system of control is exercised over the State
Railways. "
It may be advisable here to indicate the various methods of control adopted by
the State.
14712
S
132
commercial control.
The control over the railways of General Interest is exercised by seven departments
attached to the Ministry of Public Works, corresponding to the seven large Railway
Companies ; the secondary systems are attached to the larger according to their
geographical position.
The organisation of this control, which is mainly technical, is regulated by a
presidential decree of May 30th, 1895, from which extracts are given :—
Article 1. An Inspector-General of Bridges and Roads, or of Mines, will be appointed for
the purpose of exercising the State control over the working of each principal railway system of
general interest.
The Director of control of each net shall have the right of inspection over railways in course
of construction, or about to be constructed, and any other works to be carried out in connection
with the railway.
Article 2. The Directors of control shall be entitled to participate in the meetings of
committees and commissions appointed by the Minister of Public Works.
Article 3. The Director may appoint one of his engineers as his delegate.
Article 4. For the purpose of exercising the control the Director, or delegates appointed by
him, may inspect the books, correspondence, &c., of the Company, in order to satisfy himself of
the position of the Company and of the necessity of expenditure, and to what account such
expenditure shall be charged.
The Director, or his delegate, shall assist at each General Meeting of the Company.
Article 5. The following departments shall be represented on each Board of control :—
1. The Control of the permanent way and buildings on lines open to traffic.
2. The Technical control.
3. The Commercial control.*
4. (When necessary) Inspection and control of plans and works of new lines.
Article 6. The control of the permanent way and buildings includes the supervision of new
works, and maintenance on lines which are actually being worked, the checking of permanent-
way accounts and the general expenses of the control.
Article 7. The Technical control shall include the inspection of material, rolling stock,
workshops, the supervision of the movement of trains, checking of accounts, and enforcing the
regulations governing the periods of work and rest of the staff.
The Director of control of each system shall summon the heads of the various
departments under his orders for the purpose of discussing questions affecting the lines
us a whole, and they wTill form a committee. The committee shall present at the end
of each year a report on the administration of the Company, and on the budget for
the forthcoming year.
No official attached to the control of a company may enter the service of such
company until a space of five years shall have elapsed from the time he quitted the
controlling department.
No official may be attached to the control of a company until he shall have left the
service of such company for a period of five years.
A Commissioner is appointed by the Minister of Public Works to watch the
administration of every important station, reporting thereon to the Minister.
It will have been observed that the above decree refers especially to the Technical
control, and there now remain the controls exercised by the Commercial and Financial
Departments.
The Commercial Control.
This was originally exercised by the Director of control of each company, but it has
now been centralised, and a department has been formed in the Ministry of Public Works
for this purpose by virtue of the presidential decree of December 11th, 1901, from which
the following articles have been extracted :—
Article 1. The study of the tariff and all economic and commercial questions relating to
railways will be entrusted in the future to a Director of commercial control over all the principal
railway systems of General Interest.
The Director of control of each separate net-work of lines shall continue to exercise the
functions which were given him by the decree of May 30th, 1895, with the exception of those
which are given to the Director of commercial control by this Decree.
Article 4. The Director of commercial control shall be an ex-officio member of the' " Comité
consultatif des chemins de fer," or as we may translate it, Railway Advisory Council, and of its
permanent section. He may also assist at the committee meetings of the separate boards of
control over the various systems, or may appoint a delegate for the purpose. He shall also
attend the general meetings of the companies, or shall be represented by a delegate.
The Financial Control.
In addition to the Technical and Commercial controls there exists a third controlling
body, " the Financial." This is exercised by the " Inspection des Finances " appointed
by the Minister of Finance but subordinate to the Minister of Public Works. The
* This control has now been made a separate department under the Ministry of Public Works, and exercises its
jurisdiction over all the large Companies.
FINANCIAL CONTROL. T33
necessity for the supervision by this financial department arises from the guarantee of
interest by the State, and also from the possibility of the State participating in the profits
of a Company. The Ministry of Finance therefore appoints inspectors who audit the
books and accounts of each company, and satisfy themselves as to their accuracy for the
purpose of paying any sums due from the State to the Company either for guarantee of
interest, or for receiving any share in the profits to which the State may be entitled.
The accounts and balance sheets of each company bound by a financial agreement to
the State are submitted to a u Commission de Vérification des Comptes " (Auditing
Commission), consisting of two " Conseillers d'Etat," analogous to our Privy Councillors ;
three delegates from the Ministry of Public Works, four delegates from the Ministry of
Finance, and in addition for each particular company, the Inspector of Finance appointed
to it, and the Director of control of the Company.
In addition to this control exercised by the Ministry of Finance it is obvious that a
certain amount of financial supervision must exist depending on the technical control, as
the engineers of that department must approve the expenditure on new lines, works,
rolling stock, &c. They must also decide whether such expenditure may be debited to
the capital account on which the interest is guaranteed, and lastly they see that the
money has actually been expended.
Before the issue of additional stock or debentures, the consent of the Minister of
Public Works must be obtained.
Attached to the Ministry of Public Works are various consultative bodies which
give advice on certain matters to the Minister when required :
I. The " Conseil Général des ponts et chaussées," (General Council for bridges and
roads), advises the Minister on all plans for works presented by the Companies whether
for the construction of new lines or for improvements necessitated by increasing traffic.
II. The " Commission de vérification des comptes des chemins de fer," (Commission
for auditing railway accounts), which has already been referred to, examines the guarantee
of interest account which is presented for the purpose of determining what payments are
to be made or received by the State, and to what share of the profits the State may be
entitled.
III. The " Comité de l'exploitation technique," the (Technical Advisory Council),
composed of engineers, specially qualified persons, representatives of the Ministers of War
and Post and Telegraphs is consulted on technical regulations, running of trains, signals,
safety appliances, accidents, inventions, &c.
The decree reorganizing this Council is appended :—
The Technical Advisory Council was instituted by the presidential decrees of
January 9th, 1900, and of February 25th, 1903, and was reorganized by a further
decree of December 17th, 1906, the principal articles of which read as follows :—
Article 1. The Technical Advisory Council discusses all questions submitted by the
Minister affecting the policing, safety and user of railways and tramways.
Article 2. The Council therefore expresses its opinion on the following matters :—
1. General and special regulations affecting the working of railways and the interpretation
of such regulations.
2. The manner of applying the laws and decrees concerning accidents to workmen on
railways, the hours of work of railway employees, and the infringement of such laws and
decrees committed by concessionaires of railways.
3. Station equipment ; number of staff.
4. Railway accidents, inquiries into their causes, and measures to be taken to prevent their
recurrence.
5. Maintenance, working, increase and supervision of material and rolling stock.
6. Modifications and improvements in service and speed of trains ; running of new trains.
7. Inventions affecting railways.
8. Police regulations concerning stations and their annexes ; classification and regulations
affecting level crossings.
9. Conditions of construction of roads foreign to the railways. The Council may also
submit any proposal to the Minister of its own accord which may be deemed advisable.
Article 3. The Council includes ex-officio members and members nominated by the
Minister of Public Works Posts and Telegraphs.
The following are ex-offcio members :—
The Director of Railways ;
The Director of Roads, Navigation and Mines ;
The Director of Staff and Accountants ;
The Director of Commercial Control ;
The Director of State Railways ;
Directors of Control of Railways of General Interest ;
Chief Engineer whose duty it is to inspect State Railways ;
Chief Engineer of Bridges and Roads or of Mines at the head of the Control of hours of
work for Railway Servants ;
Chief Engineer of the Department of the Seine.
14712
supervision oe pensions and benevolent eunds.
Members nominated by the Minister include :—
1 representative of the Ministry of War.
1 representative of the Ministry of the Colonies.
14 members from the Department of Bridges and Roads or of Mines, one of which shall
be an Inspector-General.
^ 16 members chosen from among the most competent persons, two of whom must be
lawyers.
1 representative of the material, and industry.
3 ex-railway employees who have belonged respectively to the traffic, permanent way,
and locomotive departments on French railways.
Article 4. The Chief Engineers of the Control of the operations of railways of general
interest, and the General Controllers, may assist at the sittings of the Council for the purpose of
consultation. The same rule applies to Engineers attached to the Railway Department at the
Ministry of Public Works. The Reporter and the Secretary to the Central Commission for
engines are empowered to attend the meetings of the Council.
Article 5. The Minister of Public Works, Posts and Telegraphs shall be the President. In
his absence the Vice-President, nominated by the Minister and chosen from the ranks of General
Inspectors of Bridges and Roads or of Mines, who are members of the Council, will preside.
Article 6. One of the members appointed by Ministerial Decree will undertake the duties
of Secretary. Four Assistant Secretaries chosen from the ranks of Engineers of Bridges and
Roads or of Mines are attached to the Council by Ministerial Decree ; they may be consulted on
matters of interest, but have no voting power.
The Chief Engineers of the Control of the Working of Railways of General Interest, and the
General Controllers shall present the reports of their departments for the consideration of the
Council. The Assistant Secretaries may also be called upon to present a report.
Article 7. The members of the Council representing the Ministry of War and the Ministry
of the Colonies are nominated on the advice of their respective Ministers.
Article 8. Members are nominated for two years, but may be re-nominated at the end of
that period.
Article 9. Members who no longer fulfil the duties by reason of which they were nominated,
shall cease to form part of the Council. They shall be immediately replaced by members
belonging to those classes which they represented.
Article 10. Members are unpaid.
Article 11. Special Commissions may be appointed by the Vice-President after consultation
with the Director of Railways for the preliminary consideration of questions. Members are
appointed by the Vice-President. The Vice-President and the Director of Railways are ex-officio
members of all such Commissions.
Article 12. The Council may with the permission of the Minister hold inquiries. It may
summon persons whose evidence may be deemed necessary.
Article 13. The meetings of the Council usually take place once each week. Extraordinary
meetings may be summoned by the Vice-President at the request of the Minister or on his own
initiative. The Council discusses written reports, copies of which must be distributed at least
two days before the sittings.
Article 14. In the absence of the Vice-President, the Chair is taken by the Senior Inspector-
General of Bridges and Roads or of Mines. The vote of the Council is expressed by the majority
of its members. In case of equality the Vice-President shall have the casting vote.
Article 15. The Minutes of the Meetings are sent to the Minister and are duly noted by the
Secretary in the Minute Book.
Article 16. The present decree will come into force on January 1st, 1907.
The control over the hours of work, rest, &c., of railway employees was originally
exercised by the Director of Control of each Company, this control has been centralised
by a Presidential decree of March 11th, 1902, and is now a separate department of the
Ministry of Public Works, and has jurisdiction over all the principal railway systems.
Supervision oe Pensions, Benevolent Funds, &c.
The Laws of December 27th, 1890, and April 10th, 1902, gave the Minister of
Public Works the right of approving the statutes and regulations of pension and
benevolent funds.
1Y. The Railway Advisory Council advises the Minister of Public Works on
commercial matters. It discusses the issue of debentures and claims for the improvement
of the railway service ; but its principal function is the consideration of rates submitted
to the Minister for approbation. The number of persons taking part in these discussions
is about 150.
Two principal elements figure on this board. On the one hand representatives of the
Administration, Directors of the Ministry, Privy Councillors, Inspectors-General of Roads
and Bridges or of Mines, delegated by the Ministers of Commerce, Agriculture, Finance,
Posts and Telegraph, Colonies and Interior, &c., &c. On the other hand the members
chosen by the Minister to represent Agriculture, Commerce and Industry, Senators,
Deputies, Members of Chambers of Commerce and Agricultural Societies, Civil Engineers,
and Administrators of various Companies.
A Committee has been selected from the ranks of the members of the Railway
Advisory Council for the purpose of dealing with regular business ; this Committee
CONTROL EXERCISED BY THE STATE OVER RAILWAYS OF GENERAL INTEREST. 135
numbers 68 members, the other members of the Railway Advisory Council may be
present at its sittings, but may only express an opinion when it is asked for, and have no
voting power.
The decree organizing this Advisory Council is appended :
The Railway Advisory Council was instituted by the Decree of January 31st,
1878, and modified by decrees of August 17th, 1898, January 2nd, 1907, January 17th,
1908, and January 15th, 1909.
The principal Articles of the last Decree read as follows :—
Article 1. The Railway Advisory Council shall give its opinion upon the following
questions :—
1. Approbation of tariffs.
, 2. Interpretation of
(a.) laws and regulations concerning the commercial working of railways ;
(A) concessions; ' _
(c.) the clauses of the " Cahier des Charges."
3. On the relations, of the various Railway Administrations among themselves, or with
concessionaires of sidings.
4. Contracts passed by the Railway Administrations and submitted for the approval of the
Minister. , ;
5. Authorisation for the issue of debentures.
6. Requests for the construction of stations or halts on lines open to traffic.
Article 2. The Committee discusses in addition to these questions any other matters which
may be submitted by the Minister with regard to the working of railways of general interest,
local interest or tramways, and more especially on the method to be adopted for the working of
new lines, for thé State purchase of same, or for the amalgamation of Companies.
The Council shall likewise be consulted on the organization of pensions, benevolent funds,
and similar institutions.
Article 3. The Railway Advisory Council includes ex-officio members and members
nominated by the Minister. The following are ex-officio members
Ex-Ministers of Public Works who are still Members of Parliament ;
Presidents of the Railways and Customs Committees of the Senate ;
Presidents of the Public Works, Railways, Means of Communication and Customs
Committee of the Chamber of Deputies ;
The President of the section of the " Conseil d'Etat " (Privy Council) for dealing with
Public Works, Posts and Telegraphs, Agriculture, Commerce and Industry and
labour ;
The Director of Railways at the Ministry of Public Works ;
The Director of Roads, Navigation and Mines at the Ministry of Public Works ;
The Director of the Staff and Accountants at the Ministry of Public Works ;
The Director of Commercial Control of the Railways ;
The Director of the State Railways ;
The Vice-President of the Technical Advisory Council.
Members nominated by Ministerial decree include
12 Senators ;
20 Deputies ;
5 Privy Councillors belonging to the section of Public Works of the " Conseil d'Etat."
2 members of the " Cour de Cassation" (Supreme Court).
1 member of the " Cour des Comptes."
1 member of the Municipal Council of Paris.
1 member of the General Council of the Seine.
5 representatives from the Ministry of Finance.
3 „ „ „ Commerce and Industry.
2 „ „ „ Labour.
5 „ „ „ Agriculture.
1 „ „ „ Foreign Affairs.
1 „ „ „ the Interior.
1 „ „ „ Wax.
2 „ „ „ the Colonies.
1 „ „ „ Marine.
1 representative of the Assistant Secretary of State for Posts and Telegraphs.
5 members from the ranks of Engineers of Bridges and Roads.
1 member from the Engineers of Mines.
1 member from the Commercial Court of the Seine.
.12 members from the Chambers of Commerce of Paris and the Departments»
1 member from the Arts and Manufacturers' Advisory Council.
2 members from the Consultative Council of Arts and Manufactures.
2 representatives from Commercial or Industrial Associations regularly incorporated. •
7 members from the National Society of Agriculture of France, The National Society for
the Encouragement of Agriculture, The Society of French Agriculturers, The National
French Horticultural Society, The French Society of Vine Growers.
1 representative of the Mining Industry,
1 „ „ Forwarding Agents.
3 „ „ Inland Navigation.
2 . „ ; „ Maritime Navigation.
1 .. Central Markets in Paris.
136 CONTROL EXERCISED BY THE STATE OVER RAILWAYS OF GENERAL INTEREST.
3 Civil Engineers. .
1 member from the Permanent Committee of the International Railway Congress.
2 representatives from the Workmen and Employees of Railway Companies.
Article 4. The Directors of control of the Railways, the Chief Engineer whose duty it is
to inspect the State Railways, and the Chief Engineer of Bridges and Roads or of Mines at the
head of the control of the hours of work of railway servants, have a voting power for matters
- concerning their departments, and may be consulted on other matters. They may send repre-
v sentatives in their stead. Engineers attached to the Direction of Railways may attend the
meetings of the Committee, and be consulted on matters in which they are interested.
Article 5. The Committee is presided over by the Minister of Public Works, Posts and
Telegraphs. The Vice-President is nominated by the Minister to take the chair in his absence.
Article 6. Two Secretaries and two Assistant Secretaries are nominated from the ranks of
the auditors of the "Conseil d'Etat" belonging to the section of Public Works. The Secretaries
and Assistant Secretaries may be asked to make reports on matters of interest. Four auditors
from the " Conseil d'Etat " will be added to the Committee in order to report on the matters of
secondary interest. They have no voting power.
Article 7. Members of the Committee are nominated by decree on the proposal of the
Minister of Public Works, Posts and Telegraphs. Members of the Committee representing other
Ministries are nominated on the advice of their respective Ministers.
The following are, however, nominated on the proposal of the Minister of Commerce and
Industry :—
1. The 3 representatives from the Ministi*y of Commerce and Industry ;
2. The member from the Commercial Court of the Seine ;
3. The 12 members of the Chambers of Commerce of Paris and the Departments ;
4. The member of the Arts and Manufactures Advisory Council ;
5. The 2 members of the Consultative Chambers of Arts and Manufactures ;
6. The 2 representatives of Commercial and Industrial Associations regularly
incorporated ;
7. The 2 representatives of Maritime Navigation ; and
8. The representative of the Central Markets of Paris.
Article 8. Members of the Committee are appointed for two years, but may be re-appointed
at the end of that period.
Article 9. Members who no longer fulfil the duties by reason of which they were
nominated shall cease to form part of the Committee. They will be immediately replaced by
members belonging to those classes which they represented.
Article 10. Members of the Railway Advisory Council are unpaid.
Article 11. A Permanent Committee will be chosen from the ranks of the members for
dealing with regular business. The chair will be taken by the Minister of Public Works or by
the Vice-President. Included in this Permanent Committee are ex-officio members, and members
appointed annually by the Ministers.
The ex-officio members are the following :—
The Director of Railways ;
The Director of Roads, Navigation and Mines ;
The Director of the Staff and Accountants at the Ministry of Public Works ;
The Director of the Commercial Control of Railways ; and
The Director of the State Railways.
The members annually appointed by the Minister include :—
3 Senators, including the President of the Committee of Railways in the Senate ;
5 Deputies, including the President of the Committee of Public Works, Railways and
Means of Communication in the Chamber of Deputies ;
5 " Conseillers d'Etat " belonging to the section of Public Works ;
1 member of the "Cour de Cassation" (Supreme Court) ;
1 member of the " Cour des Comptes " ;
1 member of the Municipal Council of Paris ;
2 representatives from the Ministry of Finance ;
3 „ „ „ Commerce and Industry ;
1 „ „ „ Labour ;
1 „ „ „ Agriculture ;
3 members chosen from the ranks of the Engineers of Bridges and Roads or Mines ;
14 representatives from Commerce, Industry and Agriculture ;
2 „ of inland navigation ;
1 „ of maritime navigation ;
3 Civil Engineers ;
1 member of the Permanent Committee of the International Railway Congress ;
1 representative of the workmen and employees of railways.
The Directors of Control, the Chief Engineer whose duty it is to inspect the State Railways,„
and the Chief Engineer of Bridges and Roads or of Mines, at the head of the Control of the hours
of work for railway servants, shall assist at the sittings of the permanent Committee and shall
have voting power for matters concerning their respective Departments, and shall be consulted
on other matters if necessary.
Engineers attached to the Railway Department of the Ministry of Public Works, other
Members of the Committee, Secretaries, Assistant Secretaries and Assistant Reporters may also
attend the sittings, but shall have no voting power.
Sub-Committees may be appointed from the ranks of the members of the Permanent
Committee for the preparation of business. Such members are appointed by the Vice-President.
Article 12. Important questions are referred to the general meeting of the Advisory Council
either by the Minister or the Vice-President, or at the request of at least 5 members of the
Permanent Committee.-
•j
acquisition of private railways by the state.
137
Article 13. The Advisory Council may hold inquiries with the assent of the Minister, may
hear the evidence of such persons as may be deemed advisable, and summon them to appear at its
discretion.
Article 14. The Committee shall hold its sittings whenever necessary. The Permanent
Committee usually meets once each week.
Article 15. All regulations contrary to the present decree are hereby cancelled.
Additional Advisory Councils.
In addition to these four principal Advisory Councils, there exist the " Conseil
Général des Mines" (General Council of Mines), and the "Commission Centrale des
Machines à Vapeur" (Central Commission for Engines); these bodies are occasionally
consulted on special questions.
Railways of Local Interest.
Article 21 of the Law of June 11, 1880, vests the control of these railways in the
Prefect of the Department acting under the authority ^>f the Minister of Public Works.
The various Companies have, however, a right of appeal to the Minister of Public
Works from the decision of the Prefect.
The Minister of Public Works delegates Inspectors to see that the regulations
affecting the safety of traffic are adhered to.
When the State grants annual subsidies to railways of local interest, the auditing of
Accounts must take place according to the regulations laid down by the Ministerial decree
of March 20th. 1882.
/
Control over Agreements between Companies.
Although no definite law or decree exists giving the Minister control over
agreements entered into between Railway Companies, he nevertheless practically exercises
such control as in nearly every agreement the question of finance or rates is involved, and
as it has already been shown, all matters relating to finance or rates must be submitted
for the approval of their respective controls.
It may be pointed out here that agreements covering the route to be followed by
traffic or the pooling of profits are not numerous owing to each company having its own
defined district.
ACQUISITION OF PRIVATE RAILWAYS BY THE STATE.
Raihvays of General Interest.
Concessions granted for railways of general interest are all temporary, and are
granted for a space of 99 years. On the expiry of the concession the State enters into the
free possession of the railway line and its dependencies—rolling stock, as has already
been mentioned, is purchased by the State at a valuation.
The Acts of Concession and the " Cahier des Charges " attached to them provide for
the lapse of the concession in the case of the non-observance of the conditions thereof.
There is yet another method for the State to enter into possession of the railways it
has concessionised, before the expiry of the concession. Each act of concession states the
period at the end of which the option of purchase may be exercised by the State. The
rule usually followed in this case is for the net receipts of the last seven years to be taken ;
the net receipts of the two worst years are then deducted, and the result divided by five,
so that the average revenue for the best fi ve years is arrived at.
This sum will then represent the annuity which the State will have to pay the
Company for the remainder of its concession.
It will be found convenient to quote the law authorising the purchase of the Western
Railway..
The Western Railway, which had made large calls on State assistance, had arrived
at such a large figure of indebtedness to the State, that it was evident that it would be
unable to repay the sums advanced to it by way of guarantee of interest. .
The Government therefore decided to exercise its right of purchase granted to it by
the "Cahier des Charges " of 1859 and by the Convention of 1883. V "
For this purpose a bill was presented to Parliament which was eventually passeol on
July 13th, 1908, after considerable discussion in both the House of Deputies and the
Senate. The tenor of the law is as follows :— - ; ; V
Article 1. " The Minister of Public Works is hereby authorised to proceed to purchase the
" property of the Western Railway Company." , f Ï
Article 2. "A special law ^iil be enacted hereafter regulating the organisation , and
u administration of the system. , .
" The financial measures to be taken, for the purpose of providing the necessary funds for the
" purchase and working of the Western Railway aysiem until the special law shall have been
lââ ACQUISITION or PRIVATE RAILWAYS OF GENERAL INTEREST.
V " promulgated as well as the general conditions of temporary administration will be regulated by
" a law."
In pursuance of this object the following law was passed :—
Law of December 18th, 1908, regulating the temporary working of the Western
Railway, and the financial measures to be taken as a result of the purchase :
Article 1. The Railway purchased from the Western Railway Company shall be incorporated
in the State Railway system.
The Minister of Public Works shall be entrusted with the execution of the present law, and
shall take the necessary steps to ensure the temporary working of the system until a special law
has been enacted which must be passed before December 31, 1910, which will regulate the
definite organization and administration of the system.
Article 2. The purchased system will be temporarily worked according to the rules which
obtain on the State railway system.
The laws and decrees regulating these railways will be applied to the purchase system by
mèans of Ministerial decree ; these decrees shall only be issued with the consent of the Minister
of Finance.
The Minister of Public Works i£ further authorised to take any steps he may think necessary
to ensure the proper working of various services.
Article 3. The receipts and expenditure resulting from the temporary working of the
purchased net will be set forth in a special Budget attached to the general State Budget according
to the conditions fixed by the law of December 29, 1882, and by the decree of May 25th, 1878,
together with the alterations enacted by the decree of December 10, 1895.
The payments to be made to the Western Railway Company by way of instalments on the
eventual annuity shall be counted as expenditure. The surplus shall be paid into the Treasury
and counted as receipts in the General State Budget.
Should the expenditure exceed the receipts, the deficit will be covered by means of a credit
to be opened and set forth in the Budget of the Ministry of Public Works.
Article 4. A special account will be opened in the Treasury Offices called " Temporary
Working of the Purchase of the Western Railway System."
The following shall be counted as Receipts :—
The produce of Debentures issued by the Minister of Finance within the limit of his powers.
Shall be counted as Expenditure :—
1. Sums spent in additional works ;
2. Sums expended for the purchase or construction of rolling stock ;
3. Sums expended on new lines ;
4. Sums expended for the completion of existing lines ;
5. Sums expended for the study of new lines ;
6. Working Capital up to a sum of 12 million francs.
The law which will regulate the final organization and administration of the purchased net,
shall state the conditions under which this account will be closed.
Article 5. The expenditure foreseen by the preceding Article must take place within the
limits fixed by the Finance law.
A provisional agreement was entered into between the State and the Western
Railway Company which is somewhat vague and general. It may be said that until the
further law (which is later) referred to had been passed, the State worked the railway
and cashed the receipts out of which it assumed the payment of interest to the share
and debenture holders of the Company.
The agreement referred to above reads as follows :—
Provisional Agreement
of December 24th, 1908, respecting the taking possession of the Western
Railway System by the State.
Article 1. The State will enter into possession of the Western Railway System on
January 1st, 1909. The Company shall hand over to the State on that date the whole of its
concession and movables and immovables, which are attached to the Railway, as they have been
defined by Articles 1 and 2 of the Convention of October 29th, 1909, which is being submitted to*
Parliament for ratification at the present time ; it is understood that these immovables do not
include those specially reserved to the Shareholders.
Article 2. The Company shall likewise hand over to the State any funds existing on
1st January in the stations, and debit the State by means of a Current Account to be opened on
January 1st, 1909.
The Company will at the same time hand over the entire archives and other documents
relating to the establishment and working of the Railway System ; the Company shall, however,,
retain the documents relating to the Board of Directors, General Meetings and the Capital (Shares
and Debentures), Subventions and Reserve belonging to the Shareholders, and any documents
relating to actions which have not been settled ; the Company may also retain the originals of
any Ministerial despatches relating to the administration and any documents relating to the
question of the Guarantee of Interest.
It is to be further understood that the Company shall at all times be entitled to consult these
archives and that a certified copy will be handed over to the Company of any document which
it may consider necessary for the defence of its interests. No destruction of archives or
documents will take place without the Company's consent.
It is also to be understood that the Administration of the State Railways shall receive a copy
of any documents retained by the Company which may be necessary for the working of the
system.
acquisition oe private railways oe general interest.
139
Article 3. xAs a consequence of the handing over of the Western Railway System and the
transfer of nearly the whole of the Staff to the State Service, it is agreed that from January 1st,
1909, the employees of the purchased Railway System shall act both for account of the State and
for that of the Company, as regards the keeping of accounts. They will act for the State as
regards the accounts relating to the year 1909, and for that of the Company with regard to
matters relating to the administration previous to the 1st January, 1909, and including the
balancing of accounts for 1908.
Actions whicli have been settled on the 1st January, 1909, will be pursued by the State
instead of the Company.
As regards the Shares and Debentures account, the State employees will act for the Company,
but at its risk and cost, and without any responsibility on the part of the State.
Payments and receipts may only take place after the items have been verified by
representatives of the Company.
Article 4. With regard to other points which are not dealt with by the present agreement,
and especially with regard to the sums to be paid to the Western Railway Company by way of
instalments on the purchase price of the State, and the Company hereby agree to conform to the
Convention of 29th October, 1908, so long as this Convention is before Parliament.
Movables and immovables which are to be handed over to the State according to Article 3
may not be disposed of during this period. The same applies to any valuable properties retained
by the Company.
Article 5. Notwithstanding the previous stipulations the rights of the Company and the
State are hereby expressly reserved, each party being entitled to its entire liberty if the
Convention of the 29th October, 1908, is not ratified by Parliament.
The following Ministerial Decree sets forth the method of administration by the State
during the transitional period of ownership :—
Ministerial Decree of 25th December, 1908.
Article 1. The lines of the Western Railway Company which have been purchased by the
State will be temporarily worked for account of the State by the State Railway Administration.
Article 2. The State Railway Administration will take possession in the name of the State
of the railway, immovables, furniture, &c., which belong to the Railway, as well as the rolling
stock and stores.
Article 3. The Administration of the State Railwav will receive the funds which the
Company lias created for accidents and pensions.
Article 4. The lines, buildings, movables and immovables will be handed over by the
Company to the State Railway Administration in the presence of the Officials of the control who
are designated hereafter.
Article 5. The temporary working of the line by the State Administration must be effected
in accordance with the existing laws and rules. The working will be regulated by the " Cahier
des Charges" of railways of general interest annexed to the law of December 4, 1875.
The existing rates on the Western Railway will continue to be applied until they have been
regularly modified.
Article 6. Until the salaries of the various classes of the staff have been fixed in accordance
with the laws and regulations in existence, the officials and employees will be paid according to
the bfcisis established by the Western Railway Company, with the reservation that the exceptions
may be proposed by the State Railway Administration, and be decided by the Ministers of Public
Works and Finance.
Employees will, moreover, be retained in the positions which they occupied, unless they
have shown insubordination or lack of energy.
Article 7. The pension fund of employees and workmen belonging to the Western Railway
Company will be temporarily administered by a special Committee composed of five members
under the authority of the Minister of Public Works. These members are the Director of the
State Railways and four other members nominated by Ministerial Decree.
This Committee will have the widest powers to enable them to administer the Pension Fund.
Nevertheless, purchase and sales of stock, and movable or immovable properties must be
submitted for the approval of the Minister of Public Works.
The Committee must submit the accounts of the Pension Fund to the Minister at the end of
each financial year.
The Purchase oe the Western Line.
This Line having been so recently acquired by the State as January of last year,
it is not possible to say with any degree of certainty whether the undertaking will be to
the advantage of the State and the users of the Railway.
One hears complaints regarding the great shortage of wagons on the State Lines,
some merchants affirming that it ivas the practice of the State Administration to detain
other Companies' wagons to help them out of their difficulties and to concentrate all their
better rolling stock in large centres thereby depriving the smaller localities of their use.
But it should be mentioned that from our enquiries at points on the Western Railway,
we ascertain that the passenger trains are running more punctually than in the days ot
the Company and that there is a tendency to betterment also in the way of goods
transport. The State Administration, it appears, is considerably stricter than the old
Company in claiming for warehousing and demurrage, and inspectors are to be found
travelling about the lines, hastening the station operations and endeavouring to obtain a
greater punctuality throughout the System.
In fulfilment of the law of 13th July, 1908, a law approving the agreement of the
purchase price of the Western Railway has been passed, dated 31st December, 1909.
14712
t
140
financial position.
Article I. is to the following effect. Approval is accorded to the provisional conven¬
tion, dated 28th October, 1909, between the Minister of Public Works and Telegraphs
and the Minister of Finance on the one part and the Western Railway Company on the
other part, governing the purchase price of the said railway, in fulfilment of the law of
13th July, 1908.
Extract from Convention.—Concerning the agreement of the purchase price of the
Western Railway Company's undertaking in fulfilment of the law of 13th July, 1908 :—
Article I.—The State redeems from fhe Western Railway Company, commencing
from 1st January, 1909, the date of taking possession, the concession of all the lines of
general interest and dock lines constituting the system of the said Company
A table is appended showing for each year the actual sums to be paid to the Com¬
pany, as well as the dates of payment. Tfie annuities extend from tfie date of taking
over the line by the State until the lapse of the concession.
Years.
1st Quarter,
2nd Quarter,
3rd Quarter,
4th Quarter,
29th March.
28th June.
28th September.
29th December.
1909
1910
1911
1912
1913
1914
1915
1916
1917
1918
1919
1920
1921
1922
1923
1924
1925
1926
1927
1928
1929
1930
1931
1932
1933
1934
1935
1936
1937
1938
1939
1940
1941
1942
1943
1944
1945
1946
1947
1948
1949
1950
1951
1952
1953
1954
1955
1956
1957
Totals
Francs.
13,633,874
19,792,872
19,670,425
19,532,375
19,390,132
19,244,784
19,094,932
18,941,718
18,782,468
18,619,584
18,451,657
18,279.747
18,103,805
17,921,140
17.734.101
17,542,541
17454,988
16.845.102
16,629,838
16,408,316
16,180,339
15,945,730
15,704,252
15,455,755
15,200,031
14,936,825
14,665,953
14,837,180
14,100,265
13,805,000
13,501,126
13,188,419
12,866,627
12,535,399
12,194,529
11,843,700
11,482,614
11,111,022
10,728,546
10,334,916
9.929,798
9,512,852
9,083,720
8,642^044
8,200,204
• 7,745,472
7,277.451
6,795,750
6,300,000
705,429,940
Francs.
41,445,263
41,669,445
41,963,564
42,240,433
42,518,144
42,811,774
43,106,918
43,415,881
43,735,054
44,060,622
44,395,504
44,740,448
45,099,604
45,464,111
45,843,130
46,233,003
46,633,373
47,047,640
47,474,938
47,918,965
48,372,002
48,840,191
49,323,829
49.818.367
50,332,432
50,854,757
51,402,401
51,957,975
52,536,885
53,130,042
53,742,202
54,382,541
55,073,173
55,714,831
56,410,598
57.128.368
57,869,227
58,631.229
59,416,190
60,221,901
61,057,165
61,912,899
62,797,640
31,781
25,784
19,612
13,261
6,725
2,148,835,848
Francs.
26,572,633
26,648,649
26,726,636
26,803,132
26,884,538
26,968,094
27,052,142
27,139,696
27,228,593
27,319,368
27,337,568
27,430,929
27,527,791
27,628,460
27,729,14!»
27.834,604
27,944,879
28,061,142
28,178,619
28,300,049
28.423,666
28^553,171
28,682,739
28,815,597
28,954,448
29,094,901
29,239,142
29,387,846
29,538,141
29,693,166
29,854,031
30,014,356
30,184,784
30,354,270
30,530,486
30,711,422
30,893,121
31,084,178
31,276,505
31,474,173
31,676,619
31,884,850
32,098,274
32,328,544
32,757,704
33,200,972
33,656,951
34,124,250
1,405,805,012
Francs.
24,498,927
24,287,377
24,050,328
23,803,444
23,548,505
23,286,355
23,018,798
22,742,202
22,457,251
22,167,444
21,866,144
21,557,337
21,237,100
20,911,204
20,575,914
20,229,366
19,797,216
19,329,824
18,949,837
18,557,610
18,154,285
17,738,409
17,314,264
16,875.369
16,422,705
15,959,166
15,480,556
14,903,486
14.395,895
13,873,306
12,988,157
12,427,789
11,852,447
11,259,464
10,650,234
10,023,093
9,377,345
8,713,806
8,030,267
7,328,031
6,604,265
5,860,256
5,095,147
25,784
19,612
13,261
6,725
718,265,333
FINANCIAL POSITION.
The Financial Position and Results of the Seven Big Systems are given in
the following tables :—
Table I. shews the Capital of each Big Systëm, the State Contribution and that of the Companies, the Expenditure on Rolling Stock and the Total Cost
per Kilometre and per System with Totals and Averages, at the end of the year 1906.
Name of System.
Outlay by the State and Localities either in money or
construction.
Outlay by the Companies either in money or construction.
Capital
Outlay per
Kilometre.
State.
!
Localities.
Total per
System.
Total per
Kilometre.
Expenditure
except
Rolling Stock.
Rolling Stock.
Total per System.
Total per
Kilometre.
S tâtiO • • • ... • •• ».. ••• • • •
Northern ...
Eastern
Western ...
Orleans
Paris-Lyons-Mediterranean ...
Southern ...
Petite Ceinture ... ...
Grande Ceinture
Totals and Averages for the Big Companies ...
Totals and Averages for the Big Systems
Francs.
152,283,666
78,081,215
774,342,910
863,685,368
1,069,891,220
1,126,072,865
585,457,653
13,756,652
5,052,291
Francs.
20,042,387
22,642,953
20,854,111
73,403,746
25.695,726
44,456,415
7,004,440
6,962,233
893,493
Francs.
172,326,053
100,724,168
795,197,021
937,089,114
1,095,586,946
1,170,529,280
592,462,093
20,718,885
5,945,784
Francs.
61,988
27,149
162,425
157,308
143,552
123,813
155,829
1,218,758
53,565
Francs.
564,604,223
1,255,314,000
1,125,058,863
1,379,958,326
1,499,565,000
3,179,061,723
852,921,046
25,844,010
58,649,503
Francs.
127,914,154
484,010,000
359,022,464
286,135,616
299,987,000
717,538,011
213,775,179
8,127,033
558,750
Francs.
692,518,377
1,739,324,000
1,484,081,327
1,666,093,942
1,799,552,000
3,896,599,734
1,066,696,225
33,971,043
59,208,553
Francs.
249,107
468,820
303,059
279,686
235,790
412,164
280,562
1,998,296
533,407
Francs.
311,095
495,969
465,484
436,994
379,342
535,977
436,391
3,217,054
586,972
4,516,340,174
201,913,117
4,718,253,291
132,610
9,376,372,471
2,369,154,053
11,745,526,524
330,116
4,668,623,840
221,955,504
4,890,579,344
127,492
9,940,976,694
2,497,068,207
12,438,044,901
324,245
Table II. tabulates for the year 1906 the Length in Kilometres of the Seven Big Networks, Receipts from Passengers and Goods, Receipts per Kilometre
and Total of all Receipts, the Expenditure, Excess of Receipts over Expenditure, Percentage of Working Expenses to Receipts, Dividends Paid, and
the Par Yalue of the Shares issued.
Name of System.
Kilometres.
Receipts.
Receipts per
Expenditure.
Excess of
Receipts over
Expenditure.
Percentage
of Working
Dividend.
Par Value
Passengers.
Goods.
Total of all.
Kilometre.
Expenses to
Receipts.
per Share.
Î5tut 6 «. ... ... ... ... ... ...
Northern
Eastern
Western ...
Orleans
Paris-Lyons-Mediterranean ...
Southern
gg ■ - ■ Wil L m M , .m ,.UI ■■ ■■■,!■
2,916
3,765
4,862
5,855
7,576
9,436
3,803
Francs.
18,800,000
84,400,000
66,200,000
88,000,000
79,800,000
154,000,000
39,600,000
Francs.
36,300,000
173,700,000
145,800,000
113,900,000
175,300,000
336,100,000
76,900,000
Francs.
55,600,000
263,400,000
215,500,000
206,800,000
258,300,000
496,800,000
121,000,000
Francs.
19,000
70,000
44,300
35,300
34,100
52,700
31,900
Francs.
41,200,000
138,000,000
115,400,000
119,400,000
125,400,000
248,800,000
58,700,000
Francs.
14,400,000
125,400,000
100,100,000
87,400,000
132,900,000
248,000,000
62,300,000
74-2
52-4
53-6
57-7
48-5
50-1
48-5
Francs.
72.00
35.50
38.50
59.00
58.00
50.00 ,
Francs.
400
500
500
500
500
500
142 financial relations (railways of general interest).
Table III. gives for the years 1902 to 1905 inclusive the Number of Kilometres
operated, Receipts, Expenditure, Excess of Receipts over Expenditure, Percentage
of Working Expenses to Receipts and Dividends Paid, for each of the Seven
Big Systems.
Years 1!)02-
3-4-5.
Kilometres.
Receipts.
Expenditure.
Excess of
Receipts over
Expenditure.
Percentage
of working
expences to
Receipts.
Dividend.
1902
1903
1904
1905
Orleans.
• • • ••• * • •
• •• • • • ft ft ft
fc » ft • • • • •
• • • ft ft ft • • •
Francs.
7,128
7,289
7,384
7,484
Francs.
234,400,000
236,200,000
236,200,000
249,900,000
Francs.
113,100,000
111,400,000
110,900,000
115,800,000
Francs.
121,300,000
124,800,000
125,300,000
135,000,000
48-5
47-5
47 • 3
46-7
Francs.
59.00
59.00
59.00
59.00
Paris-Lyons-
Mediterranean.
1902
1903
1904
1905
9,201
9,268
9,283
9,368
448,300,000
456,300,000
459,100,000
472,900,000
228,100,000
221,700,000
217,100,000
233,700,000
220,200,000
234,600,000
241,900,000
239,200,000
50-8
48-5
47-3
49-4
55.00
55.00
55.00
55.00
1902
1903
1904
1905
State.
• •• ••• • • •
••• ••• •••
• •• ••• • • •
•••
2,916
2,916
2,916
2,916
50,400,000
51,400,000
52,000,000
53,800,000
37,700,000
37,800,000
37,700,000
38,900,000
12,600,000
13,500,000
14,200,000
14,800,000
74-9
73-6
72-7
72-3
1902
1903
1904
1905
Northern.
• •• ••• m m m
ft ft ft ft ft ft •••
• •• ft • • •••
ft ft ft ••• •••
3,765
3,765
3,765
3,765
234,100,000
237,900,000
238,100,000
253,100,000
129,400,000
130,100,000
127,700,000
135,100,000
104,600,000
107,700,000
110,400,000
118,000,000
54-9
54-3
53-3
53-1
65.00
65.00
65.00
68.00
1902
1903
1904
1905
Eastern.
••• ••• •••
• • • •••
••• ••• •••
•«ft ••• •••
4,811
4,857
4,857
4,857
182,100,000
187,800,000
191,000,000
200,000,000
105,800,000
106,600,000
107,500,000
109,600,000
76,200,000
81,100,000
83,500,<'00
91,000,000
57-7
56-4
55-9
54-4
35.50
35.50
35.50
35.50
1902
1903
1904
1905
Western.
••• ••• •••
»•• •••
• «• ••• •••
••• ••• •••
5,711
5,786
5,829
5,849
184,800,000
190,800,000
192,100,000
198,400,000
113,000,000
111,100,000
107,700,000
111,000,000
71,700,000
79,600,000
84,300,000
87,400,000
61-4
58-6
56-4
56-4
38.50
38.50
38.50
38.50
1902
1903
1904
J 905
Southern.
••• ••* •••
*• • ••• •••
• • • «•« •••
••• ••• •••
3,535
3,674
3,764
3,803
112,500,000
115,200,000
116,700,000
117,900,000
55,200,000
55,700,000
54,300,000
55,400,000
57,200,000
59,500,000
62,300,000
62,500,000
49-1
48-4
46-6
47-0
50.00
50.00
50.00
50.00
The shares of the big Companies were all issued at 500 francs per share, except in
the case of the Northern Railway, whose rate of issue was 400 francs per share.
The dividends have been given above for each big Company, and it may be
interesting to show the Bourse value of their respective shares at the end of December,
1908.
Northern ... ... ... ... ... 1,778 francs per share.
Eastern ... ... ... ... ... 912 do.
Western ... ... ... ... ... 820 do.
Orleans ... ... ... ... ... 1,351 do.
Paris-Lyons-Mediterranean ... ... ... 1,356 do.
Southern ... ... ... ... ... 1,123 do.
FINANCIAL RELATIONS.
Railways of General Interest.
The financial relations between the State and the Railway Companies are very
intimate, owing to the Subventions by which the State undertook a large part of the
construction, and also owing to the guarantee of interest by which the State guaranteed
an annual minimum dividend.
subventions guarantee of interest.
143
Subventions.
When it is proposed to grant the concession of a Railway line to a private under¬
taking, the receipts from which would be insufficient to cover the necessary interest on
the construction capital, the State grants a subvention in one form or another.
I. The State may either contribute a lump sum to the construction, which sum is
not repayable, or
II. It may undertake the construction of the substructure of the line leaving the
Company to lay the rails on such substructure.
III. A third method of subvention exists ; it consists in the State undertaking the
whole construction and charging the Company with a certain contribution per kilometre.
When the subsidies amounted to such a large figure that it was found impossible
to include them in the ordinary budget, the Company had to find the money for the
construction by the issue of debentures, the interest and contribution to the sinking fund
on these being paid annually by the State to the Companies.
The annual payments made by the State to the Companies under this head must not
be confused with the annual payments made by the State for guarantee of interest from
which they are quite distinct.
This latter method was the one adopted in the Conventions of 1883 with the large
Companies, as will be seen by reference to that previously given for the Western
Railway.
Guarantee of Interest.
The circumstances leading to the guarantee of a fixed revenue to the large Railway
Companies by the State, have already been indicated in the historical introduction.
The present conditions of this guarantee are regulated by the Conventions of 1883.
In a few words they may be enumerated as follows :—
An account is drawn up showing the annual receipts and expenses of every kind for
the whole railway system ; included in the expenditure are the payments for pensions,
claims for losses and accidents, and 'payments to other undertakings connected with the
railway. The surplus resulting from the deduction of expenses from the receipts is
employed in paying the interest on the expended capital ; should this surplus be insuffi¬
cient to cover such interest the deficit is made up by the State.
The guaranteed revenue of a Railway consists in the dividend fixed by the
Convention for the share capital, contributions to the sinking fund of the share capital,
and the interest and contribution to the sinking fund on the debenture capital.
When the revenue of a Company exceeds the guaranteed revenue, such excess must
be handed over to the State for the purpose of repaying the advances, together with 4 per
cent, interest. (The Southern has obtained a reduction of this rate of interest which is
now 3 per cent., owing to its having handed over to the State the Canal parallel to the
River Garonne.)
When a Company does not owe the State any sums for guarantee of interest, or when
advances by the State have been reimbursed, the whole of its revenue belongs to the
shareholders until a certain fixed dividend has been reached.
The following table shows the guaranteed and reserved dividend beyond which the
State participates in the profits of the Company in the proportion of 2 to 1 :—
Guarantee of Interest.
Year 1906.
Name of Company.
No. of
Shares.
Revenue reserved to the Shareholders.
Expiration of
the period of
guarantee.
For the calculation of the
guarantee by the State.
For the division of
Profits.
Total.
Per Share.
Total.
Per Share.
: 'U
U-l s -
Northern ... ... ../
Eastern ... ... S
Western ...
Orleans ... ... 3 w*
Paris-Lyons-Mediterranean ? fi a
Southern ... ...
525,000
500,000
584,000
300,000
600,000
250,000
Francs.
28,400,000
20,750,000
11,550,000
33,600,000
44,000,000.
12,500,000
i
1
Fr. c.
54 10
35 50
38 50
56 00
55 00
50 00
Francs.
46,462,500
29,500,000
15,000,000
43,200,000
54,000,000
15,000,000
Fr. c.
88 50
50 50
50 50
72 00
67 50
60 00
31 Dec., 1914
31 Dec., 1934
31 Dec., 1935
31 Dec., 1914
31 Dec., 1914
31 Dec., 1914
144 FINANCIAL RELATIONS (RAILWAYS OF LOCAL INTEREST)—MILITARY ORGANIZATION.
Guarantee of Interest.
Year.
1883
1884
1885
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
1905
1906
Eastern.
Western.
Orleans.
Total
Francs.
7,993,829
9,261,047
12,113,957
12,191,573
10,427,086
5,287,496
10,964,241
13,480,146
18,076,313
16,609.821
17,147^505
13,940,932
6,890,123
5,874,823
3,055,351
- 4,139,130
-10,289,186
2,214,578
3,044,259
- 879,051
- 2,796,695
-10,078,605
-18,303,333
121,447,080
Francs.
5,797,995
10,779,956
14,119,684
13,577,404
10,348,585
12,609,919
3,196,601
14,029,464
12,148,623
17,886,185
21,095,944
19,602,001
20,214,431
16,507,552
14,406,874
9,789,661
8,072,841
12,691,984
25,693,686
19,288,001
14,048,901
10,304,855
7,484,315
5,964,113
319,659,575
Francs.
5,394,345
15,134,498
17,746,792
16,494,030
15,857,830
8,612,952
12,463,136
11,798,848
12,570,029
12.082,016
12,928,016
7,292,016
1,997,402
1,991,212
• 2,157,966
■ 3,076,944
• 620,259
■ 474,403
■ 517,169
• 3,691,924
• 3,231,191
■ 9,112,049
■ 9,726,671
Paris -Lyons-
Mediterranean.
121,703,352
Francs.
11,611,687
22,139,344
23,975,928
15,852,500
12,780,172
1,248,836
4,586,776
4,729,860
17,400.000
27,236,000
16,600,000
2,200,000
Southern.
160,361,103
Francs.
7,714,745
14,020,461
16,455,606
12,718,745
12,186,465
10,595,469
10,796,096
14,205,750
18,746,832
17,988,112
12,400,715
9,832.056
8,901,717
2,402,778
2,058,817
1,236,887
2,624,028
8,583,150
3,706.535
1,939,861
■ 365,504
• 523,364
• 132,158
Total
for the big
Companies.
188,093,799
Francs.
5,797,995
43,494,562
75,035,034
83,869,687
67,605,433
63,861,472
28,941,354
52,839,713
56,363,227
84,679,359
95,011,893
78,678,237
53,479,435
34,296,794
24,675,687
12,745,863
2,093,654
4,406,567
36,965,817
25,521,626
11,417,787
3,911,465
-12,229,703
-22,198,049
911,264,909
The figures of the above table show the sums due from the State at the end of each year, and
not the actual sums paid over.
The minus sign denotes the sum paid back by the Companies, such payments being used first for
the reduction of the interest due on the advances made by the State and after for the repa\ ment of
capital borro wed.
Railway s of Local Interest.
The financial assistance to railways of local interest is provided for in the law of
June 11, 1880.
MILITARY ORGANIZATION OF RAILWAYS.
As will be seen by reference to the " Cahier des Charges " of Railways of General
Interest, the transportation of soldiers, sailors, and military stores is undertaken by the
Companies at a reduced rate. Railways are subject to the general law authorising
requisitions for the necessities of national defence. In addition to this, however, the
large part they may be called on to play in times of war, has led to the organisation of a
permanent department in order to prepare them for use in times of war.
The construction of railways is subject to the Minister of War being consulted
(Decree of April 2, 1874).
Many lines have been constructed since the war of 1870 for purely strategical
purposes, and other lines have been constructed on the demand of the Minister of War
which are capable of carrying a much greater volume of traffic than that which is likely
to pass over them. Any additional expenditure incurred thereby must be borne by the
Companies.
Modifications or works executed solely for military purposes are paid, however, by
the State.
A special department of the General Staff enquires into and studies the utilisation
of the railway lines and rolling stock in time of war. The necessary enquiries and
studies are conducted for each large company by a technical commissioner, who is
usually the manager of the company, and by a Military Commissioner belonging to the
General Staff.
In time of war the Minister of War has all railways under his supreme control.
No passengers or goods may be conveyed without his consent.
taxation and public services economies
145
French territory is divided into three zones for this purpose. In the interior zone
transportation is regulated by the Minister and effected by the usual means and controlled
by Commissions, Sub-commissions, and Station commissions, composed of one officer and
one railway official. In the zone in which the army is operating the organisation is the
same, but under the direct orders of the Commander-in-Chief. The zone beyond the
base of operations is ensured in the same manner by Commissions who employ sappers of
the railway regiment and railway servants under the obligation of performing military
service.
TAXATION AND PUBLIC SERVICES ECONOMIES.
Taxation op Railways.
All railways in France are subject to ordinary taxation. Some of these taxes are
very heavy by reason of the stamp duty imposed upon consignments on the railways.
The special taxes on transportation by " Grande " and " Petite Vitesse" will be shown
when dealing with the tariff. The only favours enjoyed by railways with regard to
taxation are certain reductions on local taxes. Material employed for the construction of
railways or stores for consumption on trains are exempted from the " octroi " dues ;
in Paris, however, this only applies to material, so that combustibles, for instance, are
subject to very heavy dues. The following table indicates the taxation of the French
railways for the year 1906.
Economies Realised by the Public Services.
Quite independent of taxation the Railway Companies have to grant to the public
services reduced rates and even free transportation in some cases. These reductions have
been already mentioned in the " Cahier des Charges." The economies resulting to the
State from these reduced rates for the year 1906 are given in greater detail and for each
Company separately in the table appended :—
Taxation of Railways and Value of the Economies Effected by the State on Certain Public Services.
State.
Northern.
Eastern.
Western.
Orleans.
Paris-Lyons-
Mediterranean-
Southern.
Secondary
Companies.
Total.
Profits per
source of
Revenue and
per Kilometre.
Source of Revenue.
2*916
3-765
4-862
5-855
7*576
9-436
3-803
1*562
39*775
Transportation Taxes.
Taxes on Passengers and Goods at " GrandeVitesse "
Stamps on receipts and way-bills ...
Francs.
2,337,948
1,851,152
Francs.
10,383,518
5,945,671
Francs.
8,237,686
5,098,513
Francs.
10,828,891
6,187,047
Francs.
9,965,235
6,238,114
Francs.
19,443,039
11,009,186
Francs.
4,922,690
3,113,741
Francs.
1,040,203
545,245
Francs.
67,159,210
39,988,669
Francs.
1,689
1,005
Total «#• ••• ••• ••• ...
4,189,100
16,329,189
13,336,199
17,015,938
16,203,349
30,452,225
8,036,431
1,585,448
|
107,147,879
2,694
Taxes on Shares and Debentures ...
7,326,616
7,240,046
7,193,617
9,196,252
17,888,277
5,139,035
966,529
54,950,372
1,382
Other Taxes.
Tax on House Property
P ate. nts ... ... ... ... ... ...
Custom dues on Stores and Materials
123,883
165,330
499,043
396,166
409,037
612,834
243,675
335,614
699,118
495,716
397,811
1,592,663
384,721
480,437
1,159,393
532,774
658,728
528,525
156,377
219,308
344,980
61,429
67,060
38,928
2,394,741
2,733,325
5,475,484
60
69
138
otal ... ... ... ... ...
788,256
1,418,037
1,278,407
2,486,190
2,024,551
1,720,027
720,665
167,417
10,603,550
267
Economies resulting from the " Cahier des charges
Postal administration
Telegraph administration ...
Military Transport ...
Carriage of Custom officials and Revenue Officers
| 3,099,060
1,389,632
169,638
6,926,643
4,106,043
376,053
9,684,286
6,289,003
325,107
7,867,905
5,467,609
752,527
12,417,749
5,391,404
210,081
16,665,506
11,231,909
608,778
4,638,802
3,524,386
288,915
1,329,337
342,625
226,243
59,629,288
37,742,611
2,957,342
1,499
949
74
Tntîd
X \j Util • » • • • • • • • • • • •••
4,658,330
11,408,739
13,298,396
14,088,041
18,019,234
28,506,193
8,452,103
1,898,205
100,329,241
2,522
Economies on rates from agreement the
State.
War Transports
45,894
100,464
320,450
91,315
1,369,629
445,056
74,073
65,968
2,513,479
63
Taxes and Economies together :—
Grand Total
Per kilometre
9,681,580
3,320
36,583,045
9,717
35,473,498
7,296
40,875,101
6,981
46,813,015
6,179
79,011,778
8,373
22,422,937
5,896
4,683,567
2,998
275,544,521
6,928
6,928
railways and the public—introductory note.
147
RAILWAYS AND THE PUBLIC.
Introductory Note.
"Cahier des Charges."
It will have been observed that the " Cahier des Charges "common to all the large
Companies has specified the maximum rates for the transportation of passengers and goods.
These maxima were laid down between 1857 and 1859, and in most cases it may be
said that the actual prices of transportation in vogue to-day show a considerable reduction
on the maxima of the " Cahier des Charges." -
Transportation of merchandise is effected by fast trains or by slow goods trains, the
former being termed u Grande Yitesse " and the latter " Petite Vitesse."
The general tariff for passengers and goods, both fast and slow, is common to all the
big systems, and is calculated on the kilometric basis. The conditions of transportation
and subsidiary charges for these general tariffs are also common.
Ministerial approval of all rates.
All new rates which the Railway Companies desire to put into operation must be
submitted to the Minister of Public Works for approval. Should the Minister of Public
"Works not entirely concur in any tariff proposed to him for approval he may give a
modified approbation, but as the Companies have the right of initiative they are not
bound to accept these modifications, in which case the Minister either withdraws his
modification or the rate is dropped.
When a Company requires Ministerial approval for any rate, whether special or
ordinary, it submits the required rate to the Minister ; the rate is then examined by the
- \ Commercial control.and a report made to the Minister of Public Works, who again
submits it to the Railway Advisory Council for consideration, and after perusal of the
report of this Council, the Minister gives his final decision.
Provisional authorisation.
When a rate is very urgently required, provisional authorisation may be granted,
but the advertisement of the rate must extend over the period of a month.
Procedure for obtaining a rate.
At times a merchant or big consignor will address himself direct to the Minister to
obtain a reduced rate. The proposed rate is then considered and if deemed advisable
negotiations are entered into with the Company concerned. The more general procedure
for obtaining a new tariff is primarily to apply to the local Chamber of Commerce which
forwards the application to the Railway Company concerned for their consideration.
Should the Railway Company fail to adopt a suitable rate recourse is made to the Ministry
of Public Works, still through the local Chamber of Commerce.
New Rates.
New rates must be published in the Official Journal, both on application and again
when permission has been granted for their adoption by the Minister.
Private Contracts.
There are, however, exceptions to this, inasmuch as " Contrats particuliers " which
are private agreements between the companies and private firms have only to be approved
by the Minister of Public Works.
Special Rates.
There exist in France numerous Special Rates for the furtherance of local industries.
Export Rates.
These are granted to enable French ports to compete with neighbouring ports in
foreign countries. These rates are submitted for approval to the Minister of Public
Works, and are put into operation five days after such submission, unless in the interim
the Minister has signified his disapproval.
These rates are not subject to one month's advertisement in the stations from which
they are to operate. Further, they may not be withdrawn without the sanction of the
Minister of Public Works.
14712.
u
148
general tarife " grande vitesse."
Import Rates.
Import rates are in use but are not common, usually being granted in order to
enable French ports to compete against those situated in neighbouring countries.
City to City Rates.
These are being suppressed as they have been found to shelter private contracts
which are contrary to the general principle of French tariffs, which permit no preference
being furnished to one person over another.
Fixed Rates (" prix fermes").
When justified either for the purpose of retaining traffic which would otherwise be
carried by another route, or to give more ready access to markets, disputes with
competitors, or to develop industry or agriculture, the custom has been to make a rate
below that which would offer under the general tariff on the strictly kilometric basis
between two fixed places of departure and arrival.
The Railway Advisory Council to the Minister of Public Works does not, however,
look favourably upon this class of rate, and it is not the policy of the State Administration
to sanction any considerable further increase of those fixed rates.
In transit Rates.
These rates are subject to only forty-eight hours' advertisement, and may be
withdrawn without the consent of the Minister of Public Works.
Combined rail and shipping Rates.
There are certain of these combined sea and rail rates in operation constituting a
considerable reduction on the rates previously employed, notably between any station on
the late Western Railway to New York viâ Havre, and ports on the west coast of France
in conjunction with the Compagnie Général Transatlantique. Similar rates exist for
goods exported from any station on the Paris-Lyons-Mediterranean Railway, via
Marseilles, to Eastern ports by the vessels of the Messageries Maritimes.
Yet another of these combined rates exists for goods exported viâ Bordeaux and
St. Nazaire to London, Newhaven and Liverpool by the steamers of the Compagnie
Général Transatlantique. The amount of the reduction on the rail rate in this case is
20 per cent. These rates have naturally created some dissatisfaction amongst English
firms using these ports, and among the forwarding agents in France.
Without entering to any great extent into the legality of these combined rates it may
be advisable to give some information concerning them.
(a.) The railway companies have been conceded by lease a practical monopoly in
their own districts, but only for rail transportation.
(b.) From another point of view also these rates appear to be unjust and contrary
to the spirit of the French constitution from the fact that they tend to give
preference to one trader over another ; this naturally arising from certain
ports having a combined rate whilst others in the neighbourhood may not
have such a rate in operation.
(c.) Export tariffs are regulated by Decree of 26th April, 1862 ; this Decree permits
railway companies to put into operation an export rate five days after
such tariff has been submitted to the Minister of Public Works should he
not have signified his disapproval.
(rf.) The law of 15th July, 1845, prohibits the railways from making contracts
with private firms for the transport of passengers and goods, the terms of
which are not applicable to other firms fulfilling the same conditions.
Conditions and Bases of the General Tariff.
" Gramde Vitesse."
The following tariff bases and conditions for the transportation of passengers are
single journeys rates, and it will be observed that no return, season, or reduced fare
tickets are given, as special tariffs exist for the purpose.
The rates for live stock, goods, &c., represent the highest charges made by the
railway companies for their transportation.
It may here be mentioned that there is no classification for goods by " Grande
Vitesse,"
general tariff " grande vitesse."
149
General Tariff " Grande Vitesse" common to the seven large Railway Systems.
Chapter 1.
Prices and Conditions of Transportation.
Article 1. The rates for the transportation of passengers are fixed according to the
following bases :—
Francs.
1st class*f 0.112 )
2nd „ % 0.0756 ber P^fr
3rd „ 0.04928 ] Per k,lometre-
Soldiers and Sailors.
Article 2, Soldiers and sailors travelling in parties or on service or returning to
their homes after they have left the regiment or navy, travel according to the following
bases, which represents the quarter of the maximum tariff fixed by the " Cahier des
Charges " :—
Francs.
1st class ... ... 0.028) ,
2n(j 0 021 ^ Per Passenger Per kilometre,
" " " * c tax included.
3rd „ 0.154 j
Children.
Article 3. Children under 3 years of age do not pay any fare so long as they sit on
the knees of the persons in charge.
Children between the ages of 3 and 7 pay half-price.
Two children shall not occupy more than one seat in the same compartment.
Booking Office Regulations.
Article 4. Passengers must take their tickets in advance. Any passenger wishing
to exchange classes must inform the guard of the train and pay the difference.
Article 5. The Booking Office shall open, in large stations, at least 30 minutes, and
in smaller stations, 15 minutes, before the departure of the train.
Booking Offices close for passengers with luggage, in large stations, 15 minutes, and
5 minutes for passengers without luggage, before the departure of the train.
Article 6. Passengers must produce their tickets at the request of the railway
employees. All stations of one railway system grant tickets to other stations on the
same system.
Chapter 2.
Passengers' Luggage, Parcels, Goods, Provisions, Milk, Bullion, Scrip and
Valuable Papers, Works of Art, and Dogs.
Section 1. Prices and Conditions of Transportation of Passengers' Luggage.
Luggage.
Article 8. Each passenger shall be entitled to free transportation for 30 kg. of
luggage. This does not apply to children carried free of charge, and is reduced to 20 kg.
for children paying half fare.
Article 9. Excess luggage is charged as follows :—
From 0 to 40 kg., inclusive, per ton per km. ... 0.50 fr.") tax
Above 40 kg. per ton per km. ... ... ... 0.40 fr.3 included.
Article 10. The excess luggage of soldiers and sailors travelling at a quarter of the
fares laid down in the u Cahier des Charges " shall only pay a quarter of the rate fixed by
Article 9. Whatever may be the distance, the minimum charge will be 10 centimes per
consignment, including cost of loading and unloading.
Article 11. Excess luggage must be prepaid.
— .—-—— ■
* On the State lines the prices of transportation of passengers in the 1st class is 0.10192 francs
including tax.
t The prices of transportation on suburban lines of the Western Railway are different, and will
be indicated at a further stage.
fj On the lines of Vincennes (Eastern Railway) prices for the 1st and 2nd class are those of the
2nd and 3rd class as fixed by Article 1.
14712 ÏÏ2
150
GENERAL TARIFE " GRANDE VITESSE."
Registration.
Article 12. Registration of luggage takes place when the passenger presents his
ticket, and a receipt is given. Should the departure station not issue tickets for the
destination station, the registration of luggage must, nevertheless, take place for such
destination station.
Article 13. The registration of luggage will cease in all stations two minutes after
the hour fixed by Article 5 for the closing of the Booking Office.
Luggage presented too late for registration will be forwarded at the option of the
passenger either by " Grande " or " Petite Vitesse," and will be charged according to
weight either by the general tariff for goods forwarded by "Grande Vitesse"
{see Articles 14 and 45 hereafter), or by the general tariff for goods forwarded by
" Petite Vitesse," and will be classified as belonging to Class 1 ; should the passenger
elect to have his luggage forwarded by " Petite Vitesse," and should the goods stations be
distant from the passenger station, he would have to pay in addition the price of
cartage.
Parcels and Goods.
Rates established on the following bases will be charged for parcels and goods
forwarded by " Grande Vitesse," no distinction being made as to their nature so long as
they do not contain bullion, scrip, valuables, or works of art, for which there exists an
ad valorem tariff.
1. Consignments not exceeding 40 kg. per ton per km. up to 200 km....
For each km. in excess of 200 km. to 300 km.
300 ., 400
400 „ 800
800 „ 1,000
1,000 km.
In no case may the rate for one consignment exceed that charged for a consignment
weighing more than 40 kg.
Consignments weighing more than 40 kg. up to 100 km.
...
55
55
55
55
55
55
55
55
55
55
55
0.35 fr.
0.32
0.31
0.30
0.28
0.25
55
55
55
55
55
9
55
55
55
55
55
55
55
55
55
55
55
55
55
55
5'
55
300
55
500
55 ' * •
0.28
55
500
55
600
55
0.26
55
600
55
700
55 * # '
0.24
55
700
55
800
55
0.22
55
800
55
900
55
0.20
55
900
55
1,000
55 ' * *
0.18
55
1,000
55
1,100
55 * * #
• • • ■ • a
0.16
51
1,100 km.
• • •
0.14
55
Provisions.
0.32 fr.
The following provisions forwarded by " Grande Vitesse " will be charged the
following rates :—
The following live animals in cages or baskets :—Lambs, quails, kids, sucking pigs
(little pigs the weight of which does not exceed 30 kg. per head, including packing),
rabbits, pigeons, poultry.
Butter, beverages (beer, cider, vinegar, wine), mushrooms, pork, guinea pigs,
preserves, fresh shells, cucumbers, shell fish (crabs), shrimps, craw fish, lobsters, crayfish,
snails, cheese, fruits (lemons, strawberries, olives, oranges, grapes, &c.), dead game, ice,
grease (margarine, lard, and suet), herrings, oysters, milk, vegetables, yeast, melons, eggs,
bread, pastry, fish, live tortoises, grapes in barrels, meat, and dead poultry.
1. Consignments weighing less than 40 kg. same as the rates fixed by Article 14 for
parcels and goods.
2. Consignments weighing more than 40 kg. per ton per km. up to
100 km.
For each km. in excess of 100 km. to
300
5?
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
500
600
700
800
900
1,000
1,100 km.
55
55
55
55
55
55
55
300 km.
500
600
700
800
900
1,000
1,100
5)
»
55
55
55
55
55
• • •
• • •
• •
• •
• •
• •
• •
0.24 fr.
0.225
0.21
0.195
0.18
0.165
0.15
0.135
0.12
0.105
55
55
55
55
55
55
55
55
55
GENERAL TARIEE " GRANDE VITESSE."
151
Article 15b. Parcels and goods, although separately packed but weighing part of
one consignment, shall be charged the rate for consignments of over 40 kg. if they exceed
40 kg.
The same applies to the special tariffs when asked for by the consignor, and should
the tariff applying to one of these parcels give the Company a right to a longer period of
delivery, such period of delivery shall hold good for the whole consignment.
Forwarding Agents do not enjoy the privileges of the preceding paragraph, unless
the articles sent by them are packed into one parcel.
Specie, Valuables, Works of Art.
Article 16. The rates charged for the transportation of gold and silver, whether in
ingots or specie, or worked gold and silver plate, mercury, platinum, jewels, embroideries,
lace, precious stones, works of art (pictures, statues, bronzes), as well as for scrip and
valuable papers, are fixed, and are 0.00252 fr. ad valorem per 1,000 frs. and per kilometre.
A minimum tax of 0.25 fr. will be charged for every 1,000 frs. of value, and in no
case will the price of one consignment be less than 0.40 fr.
Copper coin is considered as goods, and charged according to weight.
Article 17. Companies are not bound to accept specie or valuable papers. In case
of loss, the companies shall not be obliged to repay more than the value declared.
Dogs.
Article 18. Rates for dogs carried by passenger train are as follows :—
0.0168 fr. per head per km. including tax. Minimum 0.30 fr.
Article 19. No animal is allowed in passenger carriages. The companies, however,
place them in any special compartment for passengers who may not wish to leave their
dogs, so long as these dogs are muzzled.
Article 20. When dogs are not accompanied, the loading and unloading of these
animals must be done by the consignor and consignee, and at their request.
Should the consignee not be present when the train arrives, the companies shall not
be responsible for any accident that may occur to the dogs during the unloading. The
dogs will then be put into a kennel according to Article 27 hereafter.
The companies shall likewise not be responsible when the consignee is not present
for the loss of dogs escaping whilst being unloaded.
Article 21. Consignors accompanying or not accompanying dogs may, if they so
desire it, forward them according to the prices and conditions of the tariff for animals in
cages fixed by Article 36 hereafter.
Goods weighing less than 200 kg. per cubic metre.
Article 22. Goods not expressly named in the tariff of the " Cahier des Charges "
and which do not weigh 200 kg. per cubic metre, must pay 1J times the rates fixed by
the general tariff. This rate, however, shall not be higher than that which would result
if the ordinary tariff were applied to a fictitious weight calculated according to 200 kg.
per cubic metre.
When such goods are designated in a special tariff, the prices of such tariff must be
applied without supplement unless a contrary clause has been expressly inserted. This
supplement shall not apply to parcels from 0 to 40 kg., these parcels paying the rates
fixed by Articles 9 and 14.
Goods which may be charged this additional supplement shall be marked with an
asterisk in the general classification for goods forwarded by " Petite Vitesse ".
Goods of exceptional dimensions.
Article 23. Goods weighing from 3,000 to 5,000 kg. shall pay the supplement of
half the prices of the ordinary tariff ; goods weighing between 5,000 and 8,000 kg. shall
pay double the rates of the ordinary tariff.
The companies need not accept goods weighing more than 8,000 kg., or the
dimensions of which exceed the carrying capacity of the rolling stock.
Should the companies, however, accept goods weighing more than 8,000 kg., or the
dimensions of which exceed the carrying capacity of the rolling stock, they must grant
the same facilities to any person asking for them for a period of at least three months.
In this case the price of transportation will be fixed by the superior administration
on the proposal of the companies.
152
GENERAL TARIFF " GRANDE VITESSE."
In all stations where cranes do not exist capable of lifting more than 5,000 kg., the
loading and unloading must be performed by the consignor or consignee at their
own risk.
Section 2. Subsidiary Charges.
Article 24. A charge of 0.10 fr. per consignment will be made for registered luggage,
parcels, goods, victuals, milk, specie, scrip and valuables, works of art, and books.
This charge will only be levied at the departure stations when consignments travel
over the lines of different companies.
Loading and Unloading.
Article 25. A charge of 1.50 fr. per ton for loading and unloading will be made for
luggage, parcels, goods, provisions, and milk. Payment must be made for every 10 kg.
No charge for loading and unloading is made for the following :—
1. Consignments weighing less than 40 kg.
2. Articles paying ad valorem rate.
8. Dogs.
Weighing.
Article 26. A charge of 0.10 fr. for every 100 kg. will be made for weighing. In
this case the company must deliver a note stating the weight of the goods. The weighing
charge need not be paid should it appear that an error has been made contrary to the
interests of the consignor or consignee.
Storage.
Article 27. When parcels, goods, provisions, and milk forwarded to stations are
not taken away within periods fixed by Article 55, the storage charges will be as
follows :—
0.05 fr. for the first period of 24 hours.
0.05 ,, „ second period of 24 hours.
0.05 ,, „ third „ „
0.10 „ for each further period of 24 hours.
Some storage charges are made for articles forwarded at the ad valorem rate, and
will be calculated for every 1,000 frs. in 24 hours. The minimum charge is 0.10 fr.
The charge fixed above shall also apply to articles forwarded to the house of the
consignee should he be «bsent or unknown, or refuse to accept them, on condition that
notice immediately be given by the company to the consignor. In this case the cost of
carting consignments back to the station must be paid by the consignor.
When dogs are not taken away on the arrival of the train, they will be put in a
kennel at the cost and risk of their owners.
Article 28. The company may not levy additional charges for storage unless the
arrival station shall have directly advised the consignor of the day on which such charges
shall commence. Should the company have neglected to send such advise, a charge
of 0.05 fr. per 100 kg. per day may only be applied. The consignor shall pay for the
company's note a charge of 0.15 fr.
Cloak-room Charges.
Article 29. The following are the charges per article for keeping luggage in the
cloak-room.
0.05 fr. for the first period of 24 hours.
0.05 ,, „ second period of 24 hours.
0.05 ,, ,, third „ ,,
0.10 „ „ fourth ,, „
0.15 „ „ fifth „ _ „
0.20 „ for each further period of 24 hours.
Mirrors and pianos ; small carriages, such as perambulators, invalid chairs, hawker's
barrows ; wheelbarrows ; bath chairs ; bicycles, tandems, tricycles, motor cars ;
machinery, such as sewing machines, mining machinery, hot-water apparatus, distilling
apparatus ; empty packing cases ; ladders, and pieces of wood or iron, more than 2 metres
in length, unpacked provisions, flower-pots, trees, &c.
Should these articles be deposited by a person not being a passenger, the above
charges will be quadrupled.
In any case the minimum charge shall be 0.10 fr.
Per 100 kg.
general tarife " grande vitesse."
153
The company may refuse to accept articles the length of which exceeds the
dimensions of the accommodation.
When the Government Commissioner attached to a station has duly noted that a
cloak-room is encumbered by the quantity of luggage deposited there, he may authorise
the company to cart the articles to the address marked on the packages, and, should they
have no address, to a public store. Price of carriage will be charged according to the
tariff fixed by the Minister.
Under the terms of this Article, however, packages may remain for three days in
the stations in Paris, for five days in the stations named by the Minister of Public
Works, and eight days in other stations.
Chapter 3.
Transportation of Carriages, Funerals, and Animals.
Section 1. Price and Conditions Transport.
1. Carriages.
Article 30. Prices for forwarding carriages at the speed of passenger trains are as
follows :—
Frs.
I Carriages with two or four wheels having only
Per carriage ) one seat inside ... ... ... ... 0.40
per km. j Carriages with four wheels with two seats inside
' (omnibuses, stage coaches, &c.) ... ... 0.50
Motor bicycles, motor tractors, motor tricycles, and motor cars pay the price of
parcels, but the charge per vehicle shall not be less than that for carriages with one or
two seats.
Two persons may travel without extra fare in the carriages with one seat, and three
persons in those with two seats. Passengers above this number must pay the second-
class fare.
The following vehicles will, however, travel at the rates fixed by Article 14, together
with the super tax mentioned in Article 22 if necessary.
. 1. Carriages, the weight of which including packing does not exceed 20 kg. per
vehicle.
2. Motor cycles, motor tractors, motor tricycles, motor cars in cases, the weight of
which does not exceed 300 kg. per vehicle.
Article 31. Carriages exceeding the dimensions of the rolling stock will not be
accepted.
2. Transportation of Funerals.
Hearses containing one or more coffins are forwarded at the rates of carriages with
îour wheels and two seats, at the speed of passenger trains. Each separate coffin
forwarded by slow or mixed trains and put into a separate compartment will be 0.30 fr.
per kilometre.
Coffins forwarded by express trains are transported in a special carriage at the price
of 1 fr. per kilometre.
Passengers accompanying a coffin must pay the fares of the class they occupy.
3. Animals.
The following are the prices for animals forwarded at the speed of passenger trains
per head per kilometre : —
Frs.
Oxen, cows, bulls, horses, mules, donkeys, foals, stags,
does, and deer ... ... ... ... ... 0.16
Calves, pigs, roe deer ... ... ... ... ... 0.06
Sheep, rams, lambs, and goats ... ... ... ... 0.03
Passengers accompanying animals pay the fare of the class in which they travel.
The animals enumerated above, however, placed in cases furnished by the consignors
the weight of which does not exceed 150 kg. per case, pay the prices of parcels and
goods forwarded by " Grande Vitesse." The rate, however, will be charged on double the
actual weight of the animals and the cases in which they are contained.
Article 34. Horses of soldiers and sailors travelling at a quarter of the price of the
tariff fixed by the " Cahier des Charges," pay 0.05 fr. per head per kilometre.
154
general tariff " gkande vitesse."
Article 35. liâtes for animals the value of which has been declared as exceeding
5,000 frs., are increased by 50 per cent.
In case of accidents occurring to these animals during the journey, the Company's
liability is limited to 5,000 frs. per head, unless larger value has been declared.
Article 36. Small animals, such as dogs, cats, monkeys, squirrels, birds in cages,
cases, or baskets, are charged according to weight, at the rates and conditions of the
general tariff for parcels and goods forwarded by " Grande Vitesse," and rates will be
charged on double the weight of the animals and cages, cases, or baskets containing
them ; but the rate for dogs per head shall not exceed that fixed by Article 18 above.
Article 37. Transportation of carriages, horses, and cattle is not accepted at those
stations where no loading platform is provided.
Section 2. Subsidiary Charges.
Registration.
Article 38. A fixed registration charge of 0.10 fr. will be made for carriages,
coffins, and animals.
Loading and Unloading.
Article 39. The loading and unloading charges for carriages, coffins, and animals,
are the following :—
Carriages and coffins ... ... ... ... 2 frs. per piece.
Oxen, cows, bulls, horses, mules, donkeys, foals, does,
stags, and deer, per head ... ... ... ... 1.00 fr.
Calves, pigs, roe deer, per head ... ... ... 0.40 ,,
Sheep, rams, lambs, and goats, per head ... ... 0.20 ,,
Article 40. When carriages are not taken away, the periods fixed by Article 55,.
1 fr. per carriage for 24 hours, will be levied.
When coffins are not taken away after arrival, the charge of 5 frs. per coffin for
every 24 hours will be made.
Animals not taken away after arrival will be put into pens or kennels at the risk and
expense of the consignor or consignee.
Article 41. Animals in cages, cases, or baskets forwarded and paying rates according
to weight, are subject to the subsidiary charges for parcels and goods travelling by
" Grande Vitesse."
Chapter 4.
General Conditions.
Distances.
Article 42. Each part of a kilometre is considered as 1 kilometre.
The rate will be charged for 6 kilometres on any lesser distance.
Article 43. The weight of the ton is 1,000 kilogrammes. Rates for passengers'
luggage, parcels, goods, victuals, and milk will be charged in the following fractions of
weight :—Any fraction of 5 kg. will be charged as for 5 kg. ; above 5 kg. up to 10 kg.,
any portion of 10 kg. will be charged as for 10 kg.
Article 44. Rates are rounded off by 5 centimes.
Article 45. Minimum price per consignment shall be 0.40 fr., including loading
and unloading, save with the exceptions foreseen by Article 10 for soldiers' and sailors'
luggage, and by Article 18 for dogs.
t.
Inflammables, Explosives, and noxious substances.
Article 46. Inflammables or explosives are placed by Ministerial decree of
November 12th, 1897, in Class 1, under the head Explosives.
These articles and dangerous animals (for which police regulations prescribe special
precautions) are excluded from passenger trains, and the u Grande Vitesse" tariff does
not apply to them.
GENERAL TARIFE " GRANDE VITESSE."
155
Inflammables or explosives classed by the aforesaid decree :
1. In the first class, under the head " Other Articles."
2. In the second class.
3. In the third class, under the head " Safe Explosives and other analogous
articles."
Noxious substances are excluded from passenger trains on lines where regular goods
train services exist. They may, however, be carried under certain conditions on mixed
trains when no such service exists.
The " Grande Vitesse " tariff does not apply to them.
Inflammables or explosives classed by the aforesaid decree :
1. In the third class under the head " Other Articles."
2. In the fourth class.
Poisonous articles classed in the 5th class by the aforesaid decree. These articles
are allowed in passenger trains, and the " Grande Vitesse " tariff applies to them.
Articles classed in the 3rd class under the head " Other Articles," pay the rates of
the general " Grande Vitesse " tariff.
Articles of the 4th and 5th classes pay the rates of the general " Grande Vitesse "
tariffs applicable.
Articles of the 1st, 2nd, 3rd, and 6th classes may in no case be accepted as luggage
deposited in the cloak rooms.
Railway Regulations.
Article 47. Companies are not bound to accept unpacked goods which it is the
usual custom of the trade to pack. They need not accept insufficiently packed goods,
or goods which show evidence of deterioration. They are not bound to accept the
transportation of articles the dimensions of which exceed those of the rolling stock.
Companies need not accept parcels on which no legible address is given, or marks or
numbers, and in all cases the destination station must be indicated.
;Declarations.
Article 48. Each consignment, except passengers' luggage, must be accompanied by
a declaration, dated and signed, showing—
(1.) the name and address of the consignor ;
(2.) the name and address of the consignee ;
(3.) the number, weight, and nature of the package to be sent, the numbers,
marks, or address ;
(4.) whether to be forwarded to the house of the consignee, in the localities where
such service exists ;
(5.) whether the rates are prepaid or not ;
(6.) the sums of money to be received before delivery is given to the consignee ;
(7.) whether the charges for collection of sums due are to be paid by the consignor
or the consignee ;
(8.) a demand for counting the number of pieces if the consignor wishes the
number of pieces to be written on the receipt.
Should any consignment be subject to inland revenue or customs dues, the consignor
must furnish the companies with the necessary documents and information, so that the
forwarding of the consignment shall not be subject to any delay.
False Declarations.
Article 49. Should the Companies have any reason to think that false declarations
as to the nature of the goods have been made, they may insist upon opening the parcels
either on arrival or at their destination stations.
Payments.
Article 50. Consignments may either be prepaid or not at the option of the
consignor ; nevertheless, articles subject to deterioration or without value must be
prepaid.
Advances.
Article 51. The advancing of expenditure to be incurred is not obligatory except
from company to company, and when goods are transferred from one company to another
company's lines.
14712
X
156 GENERAL TARIFF " GRANDE VITESSE."
Article 52. Sums received on delivering goods to the consignee are charged the
rates of the general or special tariffs of u Grande Vitesse " for the transportation of money.
Consignment Notes and Waybills.
Article 53. A waybill must be delivered for each consignment should the consignor
desire it, one copy remaining in the hands of the company, and the other in the hands of
the consignor ; such waybill is subject to a stamp duty of 0.70 centimes.
Should the consignor not require a waybill, the companies must give him a receipt
stating the nature of the goods and, if necessary, the weight of the consignments, total
price of the consignments, and the period within which transportation must take place.
Whenever the consignor asks for the number of pieces to be counted, the receipt is subject
to a stamp duty of 0.35 fr., and shall mention the number of pieces in each consignment.
Nevertheless, the mention of the number of pieces composing one consignment is not
necessary when—
1. The consignment includes the following articles :—planks, bricks, tiles,
staves, &c.
2. The loading is done by the consignor, and counting cannot take place
without touching the consignment.
Counting Charges.
The charges for counting when the pieces of one consignment does not exceed
50 pieces to the ton, and when the number of pieces exceed 10, is - 15 centimes for each
group of 20 pieces with a minimum of one franc, and a maximum of three francs per
wagon, when the consignment is forwarded in full wagon loads. In no case, however,
will there be any charge for counting when the separate packages bear a number and a
distinctive mark mentioned on the consignment note.
Fonvarding.
Article 54. Animals, victuals, goods, &c., forwarded by " Grande Vitesse" must be
despatched by the first passenger train containing carriages of all classes, provided they
have been presented for registration at least three hours before the advertised time of the
departure of such train—failing this they will be forwarded by the next train.
This rule is not obligatory for express and mail trains. Companies may admit
small parcels in express or mail trains, but must grant the same advantages to all
consignors fulfilling the same conditions.
Animals, victuals, goods, &c., passing from one company's lines to another, through
a joint station, must be re-forwarded within three hours of the arrival train at the junction
station, and the consignment must be forwarded from that point by the first passenger
train of all classes, after the expiry of this period.
When the lines of two companies serve the same locality but have two separate
stations, and when such stations possess rail communication between them, goods must be
forwarded by the first train, after 6 hours have elapsed, from the arrival of the train in
the other station. A lengthened period may, however, be granted by the Minister of
Public Works for various stations of each company on the proposal of the General
Inspectors of Control, but shall, however, not exceed a maximum of 8 hours.
The time during which stations are closed shall not be included in the above periods.
Consignments must be placed at the disposal of consignees two hours after the arrival of
the train.
Consignments arriving during the night can only be placed at the disposal of
consignees two hours after the opening of the station.
Opening and Closing of Stations.
Stations will be opened from the 1st April to the 30th September between the hours
of 6 a.m. and 8 p.m., from the 1st October to the 31st March from 7 a.m. to 8 p.m.
Nevertheless, milk, fruit, poultry, fish, other victuals for the markets of Paris,
Alençons, Angers, Bolbec, Bordeaux, Caen, Chartres, Dieppe, Dijon, Elbeuf, Fecamp,
La Rochelle ville, Le Havre, Laval, Lyon, Le Mans, Marseilles, Morlaix, Niort, Rennes,
Rouen, San Brieuc, St. Etienne, Saintes, Toulouse, Versailles, Yvetot, and other towns which
wijl be designated in the future by the Administration, must be delivered within two
hours of the arrival of the train, even at night.
GENERAL TARIFF " GRANDE VITESSE."
157
Stations will be closed on Sundays and holidays after 11 a.m., whether for the
reception or delivery of goods. Goods to be delivered at the house of the consignee will
not be delivered on Sundays and holidays, but will be delivered on the following day by
the first delivery.
The following articles must, however, be received and delivered either in the station
or at the residence of the consignor or consignee :—-
Milk, empty milk cans, newspaper parcels, live animals, poultry, game, fish, oysters
and shells, bread, meat, beer, yeast, sweet wine, ice, fresh fruit, cut flowers, fresh vege¬
tables, butter, cheese, eggs, and drugs.
The period within which goods must be placed at the disposal of the consignee
expire after 11 a.m. on Sundays and holidays for goods not mentioned above ; they must
be placed at the disposal of the consignee on the following working day within two hours
of the opening of the station. The same rule applies to the period from which storage
will be charged.
These rules do not apply to unaccompanied passengers' luggage, which will be
forwarded and delivered on Sundays and holidays in the same manner as ordinary
luggage.
Article 55. Goods must be taken away during the course of the day on which they
have been placed at the disposal of the consignee, provided that an advance note has been
sent to him the day before, before 6 p.m., for transportation by wagons, the unloading of
which is done by the company. Should the advice note not have been sent within the
above periods, the period within which the consignee must remove the goods is increased
by 24 hours.
Advices.
Article 56. The advice to be sent to the consignee by the company may be sent
either by post, telegraph, or telephone, or express letter, and the charge for same will be
0.10 fr., and in no case shall the charge for same exceed 0.10 fr.
Should the consignee, however, have asked for a telegram, telephonic message or
registered letter, binding himself to pay excess tax, such a method is obligatory for the
company. When advice is given by telephone a note is made on a special register kept by
the company.
Should the advice not have been sent to the consignee so as to reach him before
12 o'clock or 6 p.m., the periods are increased by 24 hours.
The arrival of the advice is determined by the hour at which the advice note was
posted for letters, the time of handing over the telegram or telegrams, or the time of
connection with regard to telephones. In the case of express letters the consignee must
sign a note stating the arrival of the letter.
Article 57. The rules enumerated in the preceding Article for the despatch of
advice notes, &c., apply to the advice notes, &c., sent by the company to the consignor or
consignee when it is their duty to load or unload the wagons.
Article 58. All consignments addressed to a station which have not been taken
away within the period of 48 hours, dating from the expiry of the period within which
a consignee must take them away, may be carted by the company. The goods will be
delivered at the place of residence of the consignee, and, if not, to a public store.
Fumigation of Carriages.
Article 59. Fumigation is prescribed by regulations for wagons used for the
transportation of live animals ; the following are the charges :—
0.40 fr. per horse, foal, donkey or mule.
0.30 ,, per ox, bull, cow, doe, stag, or deer.
0.15 ,, per calf, pig, or roe deer.
0.05 „ per ram, sheep, lamb, or goat.
The charge for consignments of one consignor shall not, however, exceed 2 frs. per
single storied wagon, and 3 frs, for two storied wagons. Whatever may be the number
of companies who perform the transportation, the tax shall only be paid once unless the
animals have been transhipped ; such transhipment shall take place only at frontiers and
at junction stations when the exchange of rolling stock is impossible.
The above charges are also due when the animals are transported in cages, cases, or
baskets.
Article 60. Consignors of carriages and animals must give the station-master notice
at least 24 hours in advance, and advise him of the number and nature of the carriages or
animals they wish to forward. This rule does not apply to dogs or animals in cages
enumerated in Article 36.
11712
158
special tarife " grande vitesse."
Delivery.
Article 61. Consignor of goods forwarded to one of the stations of the seven big
railway systems and the " chemins des fer de ceinture " of Paris may obtain from the arrival
station an advice note stating that goods have been delivered ; the charge for same will
be 0.25 fr. per consignment ; the request for such advice note may be asked for on the
consignment note. Such advice note must be sent off to the consignor within 24 hours
when the consignment is forwarded to a station, such period to be increased by the time
necessary for carting when goods are to be forwarded to the place of residence. Sundays
and holidays are not included in the above.
Should goods be undelivered the arrival station must advise the consignor within
24 hours of the time when it has been noticed that delivery was impossible.
The above period will be increased by a further period of 24 hours when goods
were to have been forwarded to the place of residence of the consignee.
By undelivered goocfs are meant (1) goods the delivery of which have been refused by
the consignee ; (2) when the address of the consignee is unknown or does not live at the
indicated address ; (3) goods which have not been claimed within a period of 4 days
counted for goods forwarded to a station from the time of the expiry of the regular time
limit, or from the time of the advice sent to the consignee to be forwarded to the place of
residence, such period will commence on the day after the return of the goods to the
station ; (4) goods which have been seized by a judicial authority.
The company may not levy additional storage charges unless the advice note stating
that the goods are undelivered has clearly indicated the day on which such additional
charges will commence.
Should such notice not have been given, the charge of 0.05 fr. per 100 kg. and per
day, is the only one to be levied.
The aforesaid advice note will be charged at the rate of 0.10 fr.
Special Tariff
common to the Northern, Eastern, Paris-Lyon-Mediterranean, Orleans, State,
Southern, and Western Railways.
Conditions.
General conditions common to all special tariffs per " Grande \itesse " not affecting
passengers, luggage, and dogs.
The use of special tariffs is subject to the following conditions apart from the
particular conditions imposed by each separate tariff.
Article 1. Special tariffs are only applied when the rates work out cheaper than
those of the general tariff ; the consignor must also ask that the special tariff be applied.
This request must be made by writing on the consignment note one of the following
phrases :—Special Tariff—Reduced Tariff—Cheapest Tariff ; the fact of writing such
request on the consignment note implies the submission of the consignor to the conditions
of the tariff which is to be applied. Should no request be made the consignment will be
forwarded at the rates and conditions of the general tariff.
Intermediary Stations.
Article 3. Consignments fulfilling the conditions of a special tariff which are to be
forwarded to the station intermediary between the departure station and the station to
which special tariff applies, may take advantage of the reduced tariff so long as they pay
for the entire distance, and that the rate so calculated is less than that of the general
tariff. Only such stations as are situated on the shortest route shall be considered as
intermediary stations.
Article 4. Conditions of the general tariff will still be applied in so far as they are
not contrary to general conditions for special tariff enumerated above, or to the particular
conditions of each of these tariffs.
A few samples of the special tariffs common to all the large railway systems of
France are appended.
Special Tariff.
" Grande Vitesse," No. 101.
Permits giving the right of delivery of tickets at half price.
Non-transferable permits are issued giving the right to obtain tickets at half price
between all the stations of the Eastern, State, Southern, Northern, Orleans, Western, and
Paris - Lyons - Mediterranean Rail ways.
SPECIAL TARIFF "GRANDE VITESSE." 159
These permits are delivered at the following rates :—
Available for
1 year.
Available for
6 months.
Available for
3 months.
1.
2.
3.
1. 1
2.
3.
1.
2.
3.
For one system
For three systems
For all the seven large systems and
the " Grande Ceinture."
Frs.
240
255
320
Frs.
160
175
220
Frs.
100
110
140
Frs.
1150
200
Frs.
100
135
Frs.
65
85
Frs.
j 130
Frs.
95
Frs.
60
Partners' tickets.
When permits are issued to two partners of one firm for the same railway systems,
a reduction of 20 per cent, on the above prices will be made for the second permit, and
30 per cent, for the third permit and for each of the others.
Distance.
For three months.
For
six months.
For nine months.
For
one year.
1st CI.
2ndCl.
3rd CI.
1st CI.
2nd CI.
3rd CI.
1st CI.
2nd CI.
3rd CI.
1st CI.
2ndCl.
3rd CI.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
j
Frs.
Frs.
Frs.
Frs.
Up to
12 km.
100
75
65
150
113
97
188
142
121
225
170
145
13 „
14 „
115
89
71
173
133
107
217
167
133
260
200
160
15 „
17 „
131
102
80
197
153
120
246
192
150
295
230
180
18 „
21 „
147
113
85
220
169
128
275
212
160
330
254
192
22 „
25 ,.
162
123
91
243
185
136
304
232
170
365
278
204
26 „
30 „
177
134
96
265
201
144
332
252
180
398
302
215
31 „
35 „
191
145
101
287
217
152
359
272
190
431
326
228
36 „
40 „
206
155
107
309
233
160
387
292
200
464
350
240
41 »
45 „
221
166
112
331
249
168
413
311
210
496
373
252
46 „
50 „
235
176
117
352
264
176
440
330
220
528
396
264
51 „
60 „
256
192
128
384
288
192
480
360
240
576
432
288
61 „
70 „
277
208
139
416
312
208
520
390
260
624
468
312
71 „
80 „
299
224
149
448
336
224
560
420
280
672
504
336
81 „
90 „
320
240
160
480
360
240
600
450
300
720
540
360
91 „
100 „
341
256
171
512
384
256
640
480
320
768
576
384
101 „
120 „
363
272
181
544
408
272
680
510
340
816
612
408
121 „
140 „
384
288
192
576
432
288
720
540
360
864
648
432
141 „
160 „
405
304
203
608
456
304
760
570
380
912
684
456
161 „
180 „
427
320
213
640
480
320
800
600
400
960
720
480
181 „
200 „
448
336
224
672
501
336
840
630
420
1,008
756
504
201 „
225 „
475
356
237
712
531
356
890
668
445
1,068
80 L
534
226 „
250 „
501
376
251
752
564
376
940
705
470
1,128
846
564
251 „
300 „
544
408
272
816
612
408
1,020
765
510
1,224
918
612
301 „
350 „
587
440
293
880
660
410
1,100
825
550
1,320
990
660
351 „
400 „
629
472
315
944
708
472
1,180
885
590
1,416
1,062
708
401 „
450 „
672
504
336
1,008
756
504
1,260
945
630
1,512
1,134
756
451 „
500 „
715
536
357
1,072
804
536
1,340
1,005
670
1,608
1,206
804
501 „
600 „
778
583
389
1,167
875
584
1,458
1,094
730
1,750
1,313
876
601 „
700 „
840
630
421
1,260
945
631
1,575
1,182
788
1,890
1,418
946
701 „
800 „
889
667
445
1,333
1,000
667
1,667
1,250
833
2,000
1,500
1,000
801 „
900 „
933
700
467
1,400
1,050
700
1,750
1,313
875
2,100
1,575
1,050
901 „
1,000 „
978
733
489
1,467
1,100
733
1,833
1,375
917
2,200
1,650
1,100
1,001 „
1,200 „
1,022
767
511
1,533
1,150
767
1,917
1,438
958
2,300
1,725
1,150
1,201 „
1,400 „
1,066
800
533
1,600
1,200
800
2,000
1,500
1,000
2,400
1,800
1,200
1,401 „
1,600 „
1,111
833
555
1,667
1,250
833
2,083
1,563
1,042
2,500
1,875
1,250
1,601 „
1,800 „
1,155
867
578
1,733
1,300
" 867
2,167
1,625
1,083
2,600
1,950
1,300
1,801 „
2,000 „
1,200
900
600
1,800
1,350
900
2,250
1,688
1,125
2,700
2,025
1,350
2,001 „
2,500 ,.
1,333
1,000
667
2,000
1,500
1,000
2,500
1,875
1,250
3,000
2,250
1,500
2,501 „
3,000 „
1,467
1,100
733
2,200
•1,650
1,100
2,750
2,063
1,375
3,300
2,475
1,650
All Systems what¬
1,600
1,200
800
2,400
1,800
1,200
3,000
2,250
1,500
3,600
2,700
1,800
ever may be the
distance.
160
special tariff " grande vitesse."
Conditions.
Season tickets found in other hands than those of the holder will be confiscated.
The holder has the right of taking and leaving the train at all stations included in
the itinerary indicated on the ticket.
The holder must bind himself in no case to claim the price of the ticket, nor to carry
parcels that form no part of his personal equipment, nor to claim against any of the
administrations, &c.
The holder of the ticket must deposit a sum of 10 francs which will be repaid on
the return of the ticket.
Prices for season tickets for 6 months, 9 months, or one year may be paid in advance,
or by instalment ; if paid in instalments, the price of a 3 months' season ticket must be
paid in advance ; the difference between the price of a 6 months' and a 3 months' ticket
to be paid three months after ; the difference between the price of a 9 months' ticket and
that of a 6 months' ticker to be paid six months after, and the difference between the price
of a yearly and a 9 months' ticket, to be paid 9 months after.
Holders of these permits must bind themselves :—
Not to claim the return of the price of the permit.
Not to claim against any of the administrations for delay, alteration of the service
to trains, or lack of seats, which would make the holder of the permit enter a lower class
than that to which he is entitled.
To show the permit to all railway officials.
To agree to the cancellation of the permit should it be found in any hands other than
those of the holder.
The holder of a permit must deposit the sum of 10 francs, which will be repaid when
the permit is returned.
Holders of permits are entitled to the free transportation of 30 kg. of luggage.
Permits may be paid for in advance or by instalments for permits available for one
year ; if by instalments the price of a 3 months' permit must be paid in advance, the
difference between the price of a 3 months' permit and a 6 months' permit must be paid
after three months with a super-charge of 2 francs, and the difference between the price
of a yearly permit, and that of a 6 months' permit must be paid at the end of the six
months, together with a super-charge of 6 francs.
Special Tariff.
" Grande Vitesse." No. 103.
Non-transferable season tickets are issued for 1st, 2nd, and 3rd class on all the
principal systems, giving the right of travelling on certain determined lines of two or
more at least of the principal railway systems.
Season tickets are available for 3 months, 6 months, 9 months, or one year.
The following are the prices of season tickets
For three months.
For six months.
For nine months.
For twelve months.
Distance.
1st CL
2nd CI.
3rd 01.
1st CI.
2nd CI.
3rd CI.
1st CL
2ndCl.
3rd CI.
1st CI.
2ndCl.
3rd CL
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Frs.
Up to
12 km.
100
75
65
150
113
97
188
142
121
225
170
145
13 „
11 „
115
89
71
173
133
107
217
167
133
260
200
160
15 „
17 »
131
102
80
197
153
120
246
192
150
295
230
180
18 „
21 „
147
113
85
220
169
128
275
212
160
330
254
192
22 „
25 „
162
123
91
243
185
136
304
232
170
365
278
204
26 „
30 „
177
134
96
265
201
144
332
252
180
398
302
216
31 „
35 „
191
145
101
287
217
152
359
272
190
431
326
228
36 „
40 „
206
155
107
309
233
160
387
292
200
464
350
240
41 „
45 „
221
166
112
331
249
168
413
311
210
496
373
252
46 „
50 „
235
176
117
352
264
176
440
330
220
528
396
264
51 „
60 „
256
192
128
384
288
192
480
360
240
576
432
288
61 „
70 „
277
208
139
416
312
208
520
390
260
624
468
312
71 „
80 „
299
224
149
448
336
224
560
420
280
672
504
336
81 „
90 „
320
• 240
160
480
360
240
600
450
300
720
540
360
91 „
100 „
341
256
171
512
384
256
640
480
320
768
576
384
101 „
120 „
363
272
181
544
408
272
680
510
340
816
612
408
121 „
140 „
384
288
192
576
432
288
720
540
360
864
648
432
special tarife " grande vitesse "
161
For three months.
For six months.
For nine months.
For twelve months.
Distance.
1st CI.
2nd CI.
3rd CI.
1st CI.
2nd CI.
3rd CI.
1st CI.
2nd CI.
3rd CI.
1st CI.
2nd CI.
3rd CI.
141 to 160km.
161 „ 180 „
181 „ 200 „
201 „ 225 „
226 „ 250 „
251 „ 300 „
301 „ 350 „
351 „ 400 „
401 „ 450 „
451 „ 500 „
501 „ 600 „
601 ., 700 „
701 „ 800 „
801 „ 900 „
901 „ 1,000 „
1,001 „ 1,200 „
1,201 „ 1,400 „
1,401 „ 1,600 „
1,601 „ 1,800 „
1,801 „ 2,000 „
2,001 „ 2,500 „
2,501 „ 3,000 „
All systems
Frs.
405
427
• 448
475
501
541
587
629
672
715
778
840
889
933
978
1,022
1,066
1,111
1,155
1,200
1,333
1,467
1,600
Frs.
304
320
336
356
376
408
440
472
504
536
583
630
667
700
733
767
800
833
867
900
1,000
1,100
1,200
Frs.
203
213
224
237
251
272
293
315
336
357
389
421
445
467
489
511
533
555
578
600
667
733
800
Frs.
608
640
672
712
752
816
880
944
1,008
1,072
1,167
1,260
1,333
1,400
1,467
1,533
1,600
1,667
1,733
1,800
2,000
2,200
2,400
Frs.
456
480
504
534
564
612
660
708
756
804
875
945
1,000
1,050
1,100
1,150
1,200
1,250
1,300
1,350
1,500
1,650
1,800
Frs.
304
320
336
356
376
408
440
472
504
536
584
631
667
700
733
767
800
833
867
900
1,000
1,100
1,200
Frs.
760
800
840
890
940
1,020
1,100
1,180
1,260
1,340
1,458
1,575
1,667
1,750
1,833
1,917
2,000
2,083
2,167
2,250
2,500
2,750
3,000
Frs.
570
600
630
668
705
765
825
885
945
1,005
1,094
1,182
1,250
1,313
1,375
1,438
1,500
1,563
1,625
1,688
1,875
2,063
2,250
Frs.
380
400
420
445
470
510
550
590
630
670
730
788
833
875
917
958
1,000
1,042
1,083
1,125
1,250
1,375
1,500
Frs.
912
960
1,008
1,068
1,128
1,224
1,320
1,416
1,512
1,608
1,750
1,890
2,000
2,100
2,200
2,300
2,400
2,500
2,600
2,700
3,000
3,300
3,600
Frs.
684
720
756
801
846
918
990
1,062
1,134
1,206
1,313
1,418
1,500
1,575
1,650
1,725
1,800
1,875
1,950
2,025
2,250
2,475
2,700
Frs.
456
480
504
534
564
612
660
708
756
804
876
946
1,000
1,050
1,100
1,150
1,200
1,250
1,300
1,350
1,500
1,650
1,800
Special Tariff.
" Grande VitesseNo. 105.
Circular Tickets.
Circular tickets are issued for distances of at least 300 km. on one or more of the
principal railway systems. The itinerary must be indicated by the passenger with the
mention of the stations at which he desires to alight.
The prices are fixed according to the annexed table.
Collective circular tickets. The price for two persons is double the price of the
ordinary circular ticket. Should there be a third person, the price is reduced by
10 per cent, for the third, and should there be others, 25 per cent, for each further
person.
Children between the ages of three and seven pay half-price.
Distance.
1st Class.
2nd Class.
3rd Class.
Francs.
Francs.
Francs.
Dp to
300 km
27
19
13
From
301 „
325 „
29
20
14
»»
326 „
350 „
31
22
15
>»
351 „
375 „
33
23
16
»>
376 „
400 „ ...
35
25
17
?»
401 „
430 „
37
27
18
»»
431 „
460 „
40
29
19
»>
461 „
500 „ ;
43
31
20
»»
501 „
550 „
47
34
22
»?
551 „
600 „
51
37
24
»»
601 „
650 „
55
40
26
>»
651 „
700 „
59
43
28
»?
701 „
750 „
63
46
30
* )
751 „
800 „
67
49
32
»»
801 „
850 „
71
51
34
»?
851 „
900 „
74
53
36
»?
901 „
950 „
78
56
38
?»
951 „
1,000 „
81
60
40
»»
1,001 „
1,100
89
64
43
»»
1,101 „
1,200 „
96
69
47
162
special tarife " grande vitesse."
Distance.
st Class.
2nd Class.
3rd Class
Francs.
Francs.
Francs.
103
73
50
109
78
54
117
82
56
123
87
60
129
92
63
135
95
66
141
100
69
146
103
72
157
111
77
167
119
81
176
125
85
185
131
90
193
136
95
200
142
98
207
146
101
212
151
105
217
154
108
223
159
111
228
163
114
234
168
117
239
171
121
244
176
124
250
180
127
255
185
130
261
189
134
266
193
137
271
197
140
277
202
144
282
206
146
288
210
150
293
214
153
298
219
156
304
223
160
From 1,201 to
1,301
1,401
1,501
1,601
1,701
1,801
1,901
2,001
2,201
2,401
2,601
2,801
3,001
3,201
3,401
3,601
3,801
4,001
4,201
4,401
4,601
4,801
5,001
5,201
5,401
5,601
5,801
6,001
6,201
6,401
6,601
6,801
1,300
1,400
1,500
1,600
1,700
1,800
1,900
2,000
2,200
2,400
2,600
2,800
3,000
3,200
3,400
3,600
3,800
4,000
4,200
4,400
4,600
4,800
5,000
5,200
5,400
5,600
5,800
6,000
6,200
6,400
6,600
6,800
7.000
km.
And so on per indivisible fraction
3 francs for the Third.
Note.—In addition to these prices a fixed charge of 1 franc is made for making out each ticket,
whether for one person or more.
Conditions.
Tickets are available for 30 days for a distance of 1,500 km., 45 days for distances
from 1,501 to 3,000 km., and 60 days for more than 3,000 km.
The validity of a circular ticket may be increased by 50 per cent, by paying
10 per cent, on the price of the ticket.
The conditions of the general tariffs apply to the present tickets provided they we
not contrary to the above rules.
Special Tariff.
" Grande Vitesse." No. 110.
Transportation of articles for the personal use of persons or families, and for Commercial
Travellers' samples unaccompanied on part or whole of the distance.
The present tariff only applies to articles taken by passengers for their personal use,
and that of their families, such as boxes, portmanteaux, baskets, parcels and bags contain¬
ing linen, clothes, boots, toilet articles, arms, books, cameras, hat-boxes, wraps, sticks and
umbrellas, bicycles, perambulators, and commercial travellers' samples.
All articles destined to be sold to the trade, as well as specie, valuable papers, charged
ad valorem, may not take advantage of this tariff.
The above articles may be forwarded without passenger tickets being obtained.
The conditions applied to ordinary passengers' luggage apply to the present tariff.
Extracts from the table are annexed showing the price for certain distances,
the maximum being 1 franc up to 40 kg., 1.50 fr. from 40 to 200 kg., 2 frs. from 200 to
500 kg., and 2.50 frs. above 500 kg.
Consignments forwarded via Paris are subject to an extra charge of 30 centimes per
10 kg., with a minimum of 2.50 frs. per consignment.
special taeiff " grande vitesse." 165
All consignments are subject to the stamp duty on transportation by "Grande Vitesse.'f
All charges must be prepaid.
Distance.
Up to
10 kg.
10 and up
to 20 kg.
1
i
Above
20 and up
to 30 kg.
30 and up
to 40 kg.
Above 40 kg.
by indivisible
fractions of
10 kg.
Price per
1,000 km.
Km.
Frs.
Frs.
Frs.
Frs.
Frs.
6
1
1
1
1
3.90
50
1
1
1
1
21.50
100
1
1
1.50
2
41.50
200
1
2
3
4
81.50
300
1.50
3
4.50
6
121.50
500
2.50
5
7.50
10
201.50
750
3.75
7.50
11.25
15
301.50
900
4.50
9
13.50
18
361.50
1,250
6.25
12.50
18.75
25
501.50
1,400
7
14
21
28
561.50
1,500
7.50
15
22.50
30
601.50
Special Tariffs for Trees, &c. No. 114.
Further reduced tariffs common to all the large systems exist for trees, plants, and
vines.
Special Tariff for Perishables.
From one station to any other station on all the main systems.
Two systems must, however, have been travelled over to obtain the benefits of the
tariff.
1st Section.
Tables to be applied.
Class of Goods.
Per consign¬
ment of at
least 50 kg.
Per wagon-
load of
5,000 kg.
or paying for such weight.
1. Live animals in cages or baskets, such as :— j
Lambs, Quails, Kids, Guinea Pigs, Snails, Rabbits, Pigeons, Tortoises, /
Poultry. >
Butter, Cheese, Margarine, Dripping, Lard, Milk, Yeast, Eggs ... 1
Fruit other than Grapes, Dead Game, Meat, Dead Poultry ... ... )
]2. G rap e s... ... ... ... ... ... ... ... ... ...
3. Mushrooms, Cucumbers, Vegetables, Melons
A.
B.
D.
B.
C.
E.
Note.—Tables B and 0 apply to all fruit from one station to another on the State, Northern,
Orleans, and Western Railways, provided they travel on at least two of these systems.
2nd Section.
Tariff applied to all the large systems with the exception of the Midi.
One station to another station on those systems provided that the goods travel over
at least two systems.
Consignments
Class of Goods.
of 50 kg.
paying such rate.
Shells, Oysters, Mussels, Shell-fish (crabs, shrimps,
cray-fish, lobsters, and craw-fish), Fresh fish
E.
14712
y
164
special tarife " grande vitesse."
Price per ton
.
A.
B.
C.
D.
E.
•
Frs.
Frs.
Frs.
Frs.
Frs.
Up to
100 km. per km....
0.24
0.24
0.24
0.24
0-24
r 100 „
200
)J 55 •••
0.225
0.225
0.225
0.225
0.20
200 „
300
55 55 ••• •••
0.225
0.225
0.225
0.135
0.13
300 „
400
55 „ ... ...
0.21
0.16
0.11
0.13
0.11
400 „
500
55 55 • * * •••
0.10
0.11
0.10
0.10
0.10
For each. km. in
excess of
500 „
600
55 55 * * * * * •
0.10
0.10
0.10
0.10
0.07
600 „
700
55 55 *"
0.09
0.09
0.09
0.09
0.05
700 „
800
55 5* • • •
0.05
0.09
0.08
0.08
0.05
800 „
900
55 55 * * * "•
0.05
0.06
0.05
0.05
0.05
900 „
1000
55 55 **" "•
0.05
0.06
0.05
0.05
0.05
. 1000 km.
. ... ... ...
0.05
0.05
0.05
0.05
0.05
These tables do not include loading and unloading charges which are as per
Article 25 of the General Tariff.
Conditions.
Perishables must be presented in such a state that they may still be in a fit condition
after a period of 12 hours.]
Packing.
Goods forwarded under the conditions of this present tariff must be placed in sacks,
cases, or baskets, permitting consignments to be placed one above the other.
The consignor must perform the necessary handling for consignments weighing at
least 50 kg., or paying for such weight.
The consignor or consignee may be required by the railway to load and unload wagon
loads of at least 5,000 kg. Should he perform such handling 30 centimes per ton will be
deducted from the subsidiary charges fixed by Article 25 of the General Tariff.
Stations need not accept consignments for particular trains unless such are delivered
three hours before the departure of the said trains.
When the transportation of goods does not take place by the said train, periods of
transhipment from one system to another are fixed as follows :—
1 hour in a joint station ;
3 hours for localities where two distinct stations exist, and which have no
railway connection.
An exception, however, is made for Paris.
Delays.
When consignments are over three hours late, and such delay would injure the
interests of the consignor or consignee, a reduction will be made on the prices of
transportation as follows :—
For a delay of 3 to 4 hours—one-third of the price of transportation will be returned.
For a delay of more than 4 hours—two-thirds of the price of transportation will be
returned.
For a delay of more than 6 hours—the whole price of transportation will be returned.
Delays of less than 3 hours give no right to any return.
The present tariff will only be applied if expressly demanded.
Special tariffs also exist for the transportation of specie, valuable papers, and works
of art.
Special Tariff for Returned Empties.
Returned empties which have been employed for the transportation of perishable
articles from one station to any other on all the main systems.
special facilities. 165
Prices of transportation, including handling, in addition to the registration fee and
stamp duty on each consignment :—
Distances.
Up to 500 km.
Over 500 km.
Fr.
Fr.
For consignments 0 to 25 kg....
••• #•« •••
0.25
0.40
Per 10 kg. for consignments weighing more
than 25 kg. the
charge not to exceed that which would
result from the
General Tariff
••• •••
0.10
0.15
r* «
0 0 3 COO
Cases must be taken to pieces when possible and tied in bundles.
Returned empties must be sent back to the point of departure within one year of
their being first forwarded.
Rate foe Refbigeeating Wagons.
The private refrigerating wagons are admitted on certain conditions on French
railways, and articles conveyed in them are transported at a special rate which is cheaper
than that of the General Tariff.
Special Expoet Taeiff.
Special export tariffs exist for the transportation of trees, plants, vines, and perish¬
ables. For instance, the prices of the export tariff are reduced by 30 per cent, between
the 15th August and 15th November each year for plums sent off in wagon loads of at
least 5,000 kg. from the Orleans system to ports and frontier points on the Northern
Railway, and to the following ports of the Western Railway :—
Dieppe. Cherbourg.
Rouen. Granville.
Le Havre. St. Malo.
Honfleur. St. Servan.
Caen.
In addition to these special rates common to all the larger systems, there exist a
number of reduced rates for the same kind of articles on each separate system and
applicable to transportations effected on one system only.
SPECIAL FACILITIES.
Special facilities are granted to passengers on each separate system, a few examples
of which will now be given :—
Noethebn Railway.
A reduction is granted on the prices of the General Tariff for single tickets on most
of the lines of the Northern Railway. For instance, the price of a first-class ticket from
Boulogne to Lille under this tariff, a distance of 146 km., is 14.50 frs., whereas the price
under the General Tariff would be 16.35 frs.
There is also a special tariff for return tickets from Paris to all stations on the
Northern Railway, and vice versa :—
Prices, including tax, per passenger per kilometre.
1st class ... ... ... ... 0.168 fr.
2nd „ ... ... ... ... 0.12096 fr.
3rd „ ... ... ... ... 1.078848 fr.
The validity of return tickets is fixed as follows : —
Up to 50 km. ... ... ... 1 day.
From 51 to 100 km. ... ... 2 days.
„ 101 to 200 km. ... ... 3 „
Above 200 km. ... ... ... 3
Sundays and holidays are not included in the above periods.
14712
y 2
166
SPECIAL FACILITIES.
Family tickets at reduced prices are issued at certain periods of the year, to be
determined by the Company, on condition that a return journey of at least 100 km. is
performed. The family party shall not be less than three persons. Children under three
years of age travel free of charge. T wo children between the ages of three and twelve
pay as for one person. The period of validity of the ticket varies according to
circumstances, and in no case shall exceed 15 days.
Season Tickets.
The Northern Railway also grants special season tickets for one, three, six, nine
months, or one year, at the same conditions as those for season tickets common to all the
systems. For instance, the price for 100 km. is :—
266 frs. 1st class.
200 „ 2nd „
133 „ 3rd „
whereas the prices of the season tickets (the table for which is given on p. 46) for three
months common to all the systems is :—
341 frs. ... ... 1st class.
256 „ ... ... 2nd „
171 „ 3rd „
Reduced season tickets are also granted to schoolboys, students, professors, and
teachers. Such season tickets are issued at a 50 per cent, reduction on the ordinary
season ticket.
Traders' Season Tickets.
Collective season tickets are issued to partners, a reduction of 50 per cent, on the
•ordinary season ticket being granted.
Individual season tickets are also issued to partners, one ticket only being issued,
which may be used alternatively by each holder. The prices are those of the ordinary
season tickets on a reduction of 10 per cent, for two persons, 15 per cent, for three,
20 per cent, for four, and 25 per cent, for five or more.
Family Season Tickets.
Season tickets available for one, three, six, nine months, or one year, are issued to
members of one family, living under the same roof, including governesses and servants
attached to the family. The prices for same are those of the ordinary season tickets
with a reduction of 10 per cent, for two people, 15 per cent, for three people, 20 per cent,
for four people, and 25 per cent, for five or more.
Twenty-one Days'' Season Tickets for Watering Places.
1st, 2nd, and 3rd class season tickets available for 21 days are delivered at any date
during the season from all stations situated within a radius of 100 km. from Enghein les
Bains Pierrefonds St. Amand, Serqueux.
Weekly Third-Class Season Tickets for Workmen and Employees.
In order to obtain the benefit of this tariff, employees must produce a certificate
from their employer stating that their salary is less than 2,000 frs. a year, and that they
do not pay more than 20 frs. a year in taxes. These tickets are only available by certain
trains, and only give the right to one return journey per day. These tickets are non¬
transferable.
The following are the prices :—
Distance. Price.
0 to
6
12
19
26
33
o
11
18
25
32
40
5 km.
55
55
55
55
55
1.00
1.40
2.05
2.80
3.60
4.30
fr.
special facilities.
167
Special Excursion Tickets.
Special excursion tickets available for one day only are issued by the Northern
Railway for the purposes of visiting castles, ruins, forests, &c.
Special Return and Season Tickets.
Special return and season tickets to seaside resorts and watering places are issued
during the season by the Northern Railway representing a considerable reduction on the
ordinary prices.
Emigrant Tickets.
Emigrant tickets to Algeria are issued from various stations on the Northern
Railway to Boulogne, Calais, and Dunkirk, at half the price of 3rd class.
Club Tickets.
Special tickets are issued to clubs when travelling in parties. A reduction of 50 per
cent, is granted on the 2nd and 3rd class season tickets ; there must be 10 members
travelling at the same time, and they must travel together on the upward journey, but
may come back singly on the return journey,
bicar The validity of the tickets is five days.
The same tariff applies to school-boys who are travelling for the purpose of making
studies, &c., and does not apply to those boys who are going to or from their families in
holiday time. There must be at least 10 school-boys travelling together.
Rates for Hunts and Race Meetings•
Special reduced rates are also granted for race-horses, hunts, and provender.
Rates for Agricultural and Horse Shows.
Reduced rates are also granted on the Northern Railway for returned empty sacks and
packing canvas ; also for animals, agricultural machinery, and produce sent as agricultural
exhibits ; also for horses, harness, and carriages consigned to horse shows.
Special export tariffs also exist for parcels and provisions.
Cartage.
The prices of cartage in Paris are as follows :—
Class of Goods.
Price.
'
Parcels from 0 to 5 kg. ...
5 10
33 ^ X. \y ^ 3 ••• • • • • • * • • • •••
33 10 ^ ^ ••• ••• ••• ••• ••• • • •
^ 20 33 30 ^ ••• *• • ••• . « « ••• •••
^0 4-0
vv/ 33 xv 33 ••• » « ' •••
Parcels above 40 kg for each 10 kg.
Specie and valuable papers up to 1,000 frs. inclusive
Specie and valuable papers above 1,000 frs. per fraction of 1,000 frs.
Fr.
0.20
0.25
0.35
0.40
0.45
0.10
0.30
0.10
Note.—Parcels, &c., may be carted at a charge of 10 frs. for a one-horse cart capable of
transporting one ton, and 20 frs. for a two-horse cart capable of transporting two tons.
Goods whose weight is less than 200 kg. per cubic metre will pay for 200 kg. per
cubic metre, or will pay half the prices indicated above. Works of art not exceeding
2 metres 50 by 1 metre 50 also pay 50 per cent, more than the ordinary charge—also
articles weighing from 500 kg. to 1,500 kg.
Js^f^Goods in cases, &c., which must be unpacked at the door of the consignee shall pay
an extra charge of 2 frs. per ton. Goods like bricks, tiles, &e., which are not unloaded
by tipping the cart must pay an extra charge of 1 fr. per 1,000 kg.
Exceptions are the following goods for which the extra charge is 2 frs. :—
Trees, live trees, slates, empty bottles, cement, stone, or pottery tiles, tin articles,
fruits, marble tables, furniture, lithographic stones, pottery, and earmenware pipes.
The cartage in other towns varies in each instance.
168
workmen's tickets—reduced fare tickets
Par is-Ly on-Mediterranean
The other principal systems possess similar special tariffs, the conditions of which are
more or less alike, and the prices vary.
On the Paris-Lyon-Mediterranean Railway there is a special tariff for silks, &c. :
1. Special tariff for cocoons—the prices of transportation for these are fixed by
Table 3 of the General Tariff, with a minimum of 6 frs. per ton.
2. Returned empties used for the transportation of cocoons—prices of Table 3 of the
General Tariff, with a minimum of 3 frs. per ton.
Condition.
This tariff only applies to returned empties when they are sent back within 8 days
of their first being forwarded.
2. Thread (cotton, wool, or silk), laces, fancy trimming, ribbons, silks and velvet,
articles used for the manufacture of silk, not exceeding the value of 25 frs. per kg. per
consignment of at least 50 kg., or paying on such weight, from Lyons and St. Etienne to
any station within a radius of 200 km., from Lyons, and vice versa—Prices, rates of
Table 3 of the General Tariff, with a minimum of 10 frs. per ton.
Workmen's Tickets.
Workmen's tickets are granted by all companies at very reduced rates which may
safely be considered as unprofitable, and in some cases as incurring actual loss. A weekly
ticket, including 14 journeys, is often granted at the rate of one to three ordinary fares ;
the base of the fares in some cases being as low as 1 centime per kilometre, and even less.
The Eastern Company has a scale for workmen's tickets as follows :—
Weekly.
Available for 14 journeys up to 5 km. ... ... minimum 5 centimes per km.
„ ,, 15 km. ... ... minimum 10 centimes per km.
„ „ after 15 km. ... ... minimum 5 centimes per km.
additional for each km.
These tickets are issued to workmen to travel 3rd class by certain morning and
evening trains, and are granted to employees who can produce a certificate from their
employers showing that they are not in receipt of a salary exceeding 2,000 frs. per annum,
andJhat they do not pay.more than 20 frs. per year in taxes.
The Western Company issues a return ticket to workmen fulfilling the above
conditions from Paris to Poissy, a distance of 27 km., at the fare of 3 francs. Another
from Le Havre to La demie Lieue, a distance of 9 km., at the rate of 1 franc.
The Northern Company grants such fares as that from Paris to Aubervilliers-la-
Corneuve, a distance of 7 km., at the rate of 40 centimes.
Reduced Fare Tickets.
The conditions of the reduced fare tickets issued by the various companies are to
be found dealt with under the tariff for " Grande Vitesse."
To give some idea of the extent to which reduced fare tickets are issued, a table is
attached showing the receipts from the Western Railway under this head for the
year 1907.
i Workmen and Employees
Season J Ordinary
Tickets. ) Watering Places
^ Excursion
Pleasure Tickets
Water Places Tickets
Excursion Tickets
Jersey Excursions
Rates, Fetes, &c.
Agricultural Workmen's Tickets
* • •
• • •
• • I
t • •
• • •
• f •
• ♦ •
• • •
• • •
• • •
• •
• • •
I « •
• • •
• • •
• • f
• t •
§ • f
• • •
• » •
• • •
• • I
• • •
• « t
• • •
• t •
• t •
• • •
• • t
• • •
« • •
• I •
• M
Total
• • •
• • •
1,174,178.57
3,392,343.25
54,762.28
17,310.76
360,385.89
4,592,006.28
1,110,881.84
104,888.88
684,152.24
115,152.14
11,606,062.13
general tariff " petite vitesse."
169
GENERAL TARIFF. " PETITE VITESSE."
*
Common to the Seven Large Railway Systems.
Chapter I.
Classification.
Article 1. Goods are classified according to their character or nature in the four
classes of the " Cahier des Charges."
Article 2. Articles classified in the four classes of the " Cahier des Charges " have
been arranged under 6 classes, and are subject to the prices of the tariff fixed in Article 3
hereafter.
«
Some examples of commodities classed under their respective heads are given
herewith.
Class 1.
Biscuits.
Butter, fresh.
Candles.
Marble, polished.
Bulbs.
Organs.
Paper, cigarette,
Margarine, fresh.
Milk.
Vegetables, fresh.
Bacon, fresh.
Oil, vegetable.
Cheese, fresh.
Flowers.
Fruit.
Pins.
Meat extracts.
Caoutchouc and gutta percha, worked.
Cotton.
Buttons.
Benzine.
Bronze, worked.
Machines, not in crates.
Class II
Beer, not in barrels.
Tarpaulins.
Malt extracts.
Tin, wrought.
Flour,
Cheese.
Seeds.
Oil, Colza.
Bacon, salt.
Machines, agricultural.
Paper, printing.
Lead, worked.
Raisins.
Wine, not in casks.
Steel, wrought.
Nuts, dried.
Slabs, marble, uncrated.
Class III
Coffee.
Beer, in barrels.
Butter, salt.
Glue, animal.
Tin, tubes and pipes.
Vegetables, dried.
Milk, condensed.
Margarine, salt.
Machines, in crates.
Marble, polished.
Paper, packing.
Fish, smoked.
Pipes, copper.
Tubes, steel, iron.
Wine, in barrels.
Class IV.
Biscuits, animal.
Caoutchouc, rough, old.
Glue.
Tin.
Pitch.
Seeds.
Metal, white.
Marble, in blocks.
Bulbs, dried.
Lead.
Hides.
Soap, in cases.
Sulphur.
Glassware, in cases.
Steel, in bars.
Slabs, marble, in crates.
170
GENERAL TARIFE " PETITE VITESSE."
Class V.
Clay, potters'.
Sleepers.
Plaster.
Asphalte.
Scales.
Wood, fire.
Wedges, iron, steel.
Tiles.
Coke.
Sulphate of copper.
Flag stones, granite, &c.
Class
Mould.
Anthracite.
Briquettes.
Coal.
Cinders.
Marl. &c
1.
General Goods.
Article 3. The prices to be charged per ton for the transportation of goods by
" Petite Yitesse " is the sum of the various prices on various lines over which they have to
travel, calculated according to the tariff fixed for each separate line.
Article 4. Prices fixed in the preceding Article only apply to parcels or consign¬
ments weighing separately more than 40 kg.
Article 5. Parcels or consignments weighing 40 kg. or less are charged 0.25 fr. per
ton per km., whatever may be the class to which they belong. Nevertheless, the prices
of the ordinary tariffs may be applied to parcels although packed separately, if they form
part of a consignment weighing altogether more than 40 kg., and so long as the various
parcels are sent by one same person to another same person ; should the period of delivery
on one of these parcels be longer than on the others, this period of delivery will hold
good for the whole consignment.
Forwarding Agents may not take advantage of the above clause unless the articles
sent by them are packed into one parcel.
Article 6. Any parcel weighing more than 40 kg. and containing goods of different
classes, must pay the rates of the highest class, unless the consignor declares the nature
and weight of the various articles, in which case the goods will be charged separately
according to the class to which they belong.
Article 7. Prices fixed by Articles 3 and 5 are applicable to fractions of 10 kg. ; a
minimum charge of 0.40 fr. per consignment will be made whatever may be the distance
to be travelled, costs of loading and unloading included.
2.
Gold and Silver Hate, Mercury, Embroidery, Lace, Works of Art.
Article 8. These articles will be charged 50 per cent, more than the prices fixed for
goods of the 1st class.
3.
Article 9. Copper coin is considered as goods, and is charged according to weight.
4.
Goods weighing less than 200 to the cubic metre.
Article 10. Commodities which have not been expressly designated in the tariff
of the u Cahier des Charges," and which do not weigh 200 kg. to the cubic metre will
be charged 50 per cent, more than the prices fixed by the General Tariff according to the
class to which such articles belong ; in no case, however, may the price charged exceed
that which would result by the ordinary tariff being applied on a fictitious weight of
200 kg. per cubic metre.
When such commodities are designated in a special tariff, the prices of such
tariff shall be applied to them without extra charge unless a contrary stipulation is
expressed.
The extra charge, moreover, does not apply to parcels weighing from 0 to 40 kg.,
which are taxed according to the prices of the exceptional tariff mentioned in Article 5.
Goods which may be charged 50 per cent, more are marked with an asterisk in the
General Classification.
GENERAL TARIFE " PETITE VITESSE."
171
o.
Inflammables, Explosives, Dangerous Poisons, or Noxious Substances.
Article 11. Inflammables or explosives classed by the Ministerial Decree of
November 12th, 1897, will pay the following rates :—
4th
5th
6 th
Inflammables
1st class 50 per cent, more than the General Tariff.
2nd ,, 25
3rd
/ /
} poisonous Prices of the General Tariff or the
S substances g Special Tariff in which these
noxious substances J articles are mentioned.
55 55 55
10 5 5 5 5 5 5
Explosives, and Dangerous Materials liable to be charged extra, are
marked with two asterisks in the General Classification.
6.
Article 12. Articles of exceptional size :
Prices of the tariff are increased by 50 per cent, on articles weighing from 3,000 kg
to 5,000 kg., and double for articles weighing more than 5,000 kg., but not exceeding
20,000 kg. The minimum price of articles weighing between 10,000 and 20,000 kg.
will be 0.25 fr. per ton per km..
The Companies do not accept the transportation of articles weighing more than
20,000 kg., nor articles the dimensions of which exceed those of the rolling stock. (The
ordinary dimensions of the rolling stock are 6 metres 50, by 2 metres 80.)
Should the Companies, however, agree to transport articles weighing 20,000 kg., or
articles exceeding the dimensions of the rolling stock, they must grant the same facilities
to any person asking for them during a period of at least three months.
In this case the prices of transportation are fixed by the State Administration on the
proposal of the Companies.
In all departure or arrival stations where cranes do not exist capable of loading
5,000 kg. at a time, the loading and unloading must be performed by and at the expense
of the consignor or consignee.
The exceptional cost of handling articles weighing more than 8,000 kg., and articles
the dimensions of which exceed those of the rolling stock, are borne by the consignors,
unless there is a special clause in the tariff to which they are subject, making the companies
responsible for such expenditure.
When the consignor wishes to forward articles weighing more than 10 kg., or articles
measuring from 19 metres 50 to 26 metres in length, he must let the departure station
know 10 days in advance the nature, weight, and dimensions of the goods, and their
destination point.
Subsidiary Charges.
Registration.
Article 13. A fixed charge of 0.10 fr. per consignment will be made for registration.
This charge will only be paid once for goods travelling over lines belonging to:warious
companies.
Handling.
Article 14. The following charges will be made :—
1.50 fr. per ton for all goods transported without any clause as to tonnage.
1 fr. per ton for goods transported per consignment of 4,000 kg. or more, or in
complete wagon loads, whatever may be the tariff to be applied, unless a contrary clause
is inserted in the special tariffs. This rate is charged on fractions of 10 kg.
These charges are divided up as follows :—
A. For goods forwarded without any provisos as to tonnage :—
Frs.
1. Cost of loading at the departure station ... 0.40) Price per ton tc
2. Cost of unloading at arrival station ... ... 0.40^ be charged per
3. Station dues on departure ... ... ... 0.35( fraction of
4. Station dues on arrival ... ... ... 0.35) 10 kg.
14712 z
172
GENERAL TARIFE " PETITE VITESSE."
B. For goods forwarded by consignments of 4,000 kg. or more or by wagon loads :—
Frs.
1. Cost of loading at departure station... ... 0.30) p .
2. Cost of unloading at arrival station ... ... 0.30 ( ,nce ,Pei ?n 0
3. Station dues on departure ... ... ... 0.20 ( e iar&® Per
4. Station dues on arrival 0.20 ) fraction of 10 kg.
The above charges for handling are the same whatever may be the means employed
for loading and unloading (manual labour, cranes, loading platforms, &c.).
When goods are forwarded by consignments of 5,000 kg., or more, or by complete
wagon loads, and when the tariff expressly states that the loading and unloading is to be
done by the consignors and consignees, the following deductions will be made for
handling :—
0.30 fr. per ton for each act of loading or unloading.
Station dues must be paid in all cases.
Charges on goods going to or coming from private sidings are :—
0.20 fr. for the first departure station on the main line, or vice versa.
0.20 fr. at the arrival station, or vice versa.
No charges will be made for loading, unloading, or station dues for consignments
weighing less than 40 kg.
Transhipment.
When goods must pass from one company's lines to the lines of another company, a
charge of 0.40 fr. per ton will be charged per fraction of 10 kg. when the exchange of
rolling stock is possible, such charge to be divided between the two companies.
When transhipment is made between lines at which the exchange of rolling stock is
impossible, an additional charge of 0.70 fr. per ton in addition to the above 0.40 fr. will
be charged, and will be divided as follows :—
0.40 fr. per ton Station dues to be divided between the two companies.
0.30.fr. for the company which performs the transhipment.
No charge will be made for the transhipment of goods on lines where the exchange
of rolling stock is impossible when these lines are worked by the same company-
provided that no contrary clauses exist in the acts of concession.
No charge will be made for transhipment on consignments weighing less than 40 kg.
No extra charge is made for handling in addition to transhipment charges, which
may only be charged once.
Hire of cranes, jacks, <$fc.
When the loading and unloading of goods is performed by the consignor or
consignee, the company must lend its cranes, &c., in such stations where they exist, at
the following charges :—-
1. Hand apparatus worked without the help of the company's employees :
0.15 fr. per ton for each act of loading and unloading, with a minimum of
0.25 fr. per half hour.
2. Mechanical apparatus :
0.30 fr. per ton for each act of loading and unloading, with a minimum of
1 fr. per half hour.
These prices include the pay of the mechanic, and the power necessary for the crane.
The time necessary for the marshalling of the wagons is not included in the above
period fixed for the minimum price.
The apparatus is hired to consignors and consignees subject to their undertaking
ail risks.
Weighing.
Article 15. Whenever a consignor or consignee demands the weighing of a
consignment, in addition to the weighing which the company must perform at the
departure station in order to ascertain the prices to be charged, such weighing will be
charged 0.10 fr. for each 100 kg. for each weighing.
general tariff " petite vitesse."
173
When the weighing takes place by means of cart, carriage, or wagon passing over
the weighbridge, the eharge will be 0.30 fr. per ton—with a minimum of 0.75 fr., and a
maximum of 2 frs. per cart, carriage, or 10-ton wagons, and 3 frs. for wagons exceeding
10 tons. In this case the company must hand over a note to the interested parties
stating the weight of the goods.
Charges for weighing will not be levied if a mistake has been made in the original
weighing against the interests of the consignor or consignee.
Storage.
Article 16. When articles are forwarded to a station and are not taken away
within the period defined by Article 52, the following charges per 100 kg. will be
made :—
0.05 fr. for the first period of 24 hours.
0.05 ,, ,, second period of 24 hours.
0.05 ,, „ third „ ,,
0.10 „ „ fourth ,, „
0.15 „ „ fifth „ „
0.20 for each further period of 24 hours.
In all cases the minimum charge is 0.10 fr.
The above charges will also be applied for goods addressed to the residence of the
consignee, when the consignee is absent, or unknown, or refuses to take delivery of the
goods—provided that the companies have notified the consignor.
The same storage charges will be made at the departure station after the expiry
of 24 hours of their being delivered over, on goods which the companies have consented
to keep on their quays and in their stores beyond this period.
Chapter 2.
Carriages and Animals.
Section 1. Prices and Conditions of Transportation.
1. Carriages.
Maximum prices on transportation of carriages by " Petite Vitesse " are fixed as
follows :—
Article 17. Carriages of 2 or 4 wheels and
one seat inside ... ... 0.25 fr. per carriage per km.
Carriages of 2 or 4 wheels and
2 seats inside, stage coaches,
&c. ... ... ... ... 0.32 ,, ,,
Motor cycles and tricycles, motor cars and traction engines, pay the price of the
1st class of the General Tariff. The rate for same shall, however, not be less than that
for carriages with one or two seats inside.
The following articles are charged the prices of the 1st class of the General Tariff
with a supertax mentioned in Article 10, if necessary :—
1. Carriages the weight of which, including packing, does not exceed 200 kg.
per carriage.
2. Motor cycles, motor tricycles, motor cars, and traction engines, the weight of
which, including packing, does not exceed 300 kg.
Article 18. Empty pantechnicon vans on two or four wheels pay the following
prices :—
0.20 fr. per piece per km.
Pantechnicons when loaded pay in addition to the above prices a maximum charge
of 0.14 fr. per ton per km.
Article 19. No passengers are allowed on carriages forwarded by " Petite Vitesse."
Article 20. Carriages are not accepted which do not pass the loading gauge.
14712 z 2
174
GENERAL TARIFF " PETITE VITESSE."
2.
Animals.—The maximum prices of animals by " Petite Vitesse," are fixed as follows:—
Article 21. Oxen, cows, bulls, horses, foals,
draft animals, stags, does, and
deer ... ... ... ... 0.10 fr. per head per km.
Calves, pigs, and roe deer... ... 0.04 „ „
Rams, sheep, lambs, and goats ... 0.02 „ ,,
Persons accompanying the animals pay the prices of the 3rd class.
The above animals, however, when packed in cases the weight of which, including
packing, does not exceed 150 kg. per case, are charged according to weight according to
double the prices of the 1st class of the General Tariff.
Article 22. Animals, the declared value of which exceeds 5,000 fr., pay 50 per cent,
in addition to the prices of their respective tariffs.
In case of accidents to animals, the responsibility to the company is limited to
5,000 fr. per head, unless the consignment note is declared of larger value.
Article 23. Dangerous animals to which special police regulations exist, are charged
at the rate of 0.25 fr. per special wagon containing one animal and per kilometre.
Nevertheless, consignors may, at their i*isk, place several animals in solid cages in one
wagon, paying for each animal a charge of 50 per cent, more than that fixed by the
General Tariff for large animals.
Article 24. Small animals such as cats, sucking pigs, guinea pigs, squirrels, rabbits,
birds, and monkeys, placed in cages or baskets, will be charged according to weight, at
double the prices of 1st class of the General Tariff.
Article 25. Carriages, horses and cattle are only accepted at those stations, and for
those stations, provided with loading platforms.
Section 2. Subsidiary Charges.
Registration.
Article 26. A charge of 0.10 fr. per consignment is made for the registration of
carriages and animals when these consignments travel over lines belonging to different
companies. This charge must, however, only be made once.
Handling.
Handling of carriages and animals must be paid for at the following rates : —
Carriages ... ... ... ... ... ... 2 frs. per piece.
Oxen, cows, bulls, horses, mules, donkeys, foals, draft
animals, stags, does and deer ... ... ... 1 fr. per head.
Calves, pigs, and roe deer ... ... ... ... 0.40 fr. per head
Sheep, rams, lambs, and goats ... ... ... 0.20 „ ,,
These charges are subdivided as follows :—
Carriages, cost of loading at departure station ... 1 „ per piece.
„ cost of unloading at arrival station ... 1 „ „
Oxen, cows, &c., as above :—
Cost of loading at departure station ... 0.50 „ per head.
Cost of unloading at arrival station ... 0.50
Calves, pigs, and roe deer :—
Cost of loading at departure station ... 0.20
Cost of unloading at arrival station ... 0.20
Sheep, rams, &c. :—
Cost of loading at departure station ... 0.10
Cost of unloading at arrival station ... 0.10
55 5)
55 55
55 55
55 55
55 55
The loading and unloading of dangerous animals must be performed by the
consignors and consignees.
No station dues will be levied for carriages and animals.
gen seal tariff petite vitesse. 175
Transhipment.
Article 28. The following charges to be divided between the two companies are
made for transhipment from the lines of one company to the lines of another on junction
stations, when the exchange of rolling stock is possible :—
Carriages ... ... ... ... ... 1 fr. per piece.
Oxen, cows, &c. ... ... ... ... 0.401
Calves, pigs, &c. ... ... ... ... 0.20 >per head.
Sheep, rams, &c. ... ... ... ... 0.10J
No charge for handling is made in addition to these transhipment dues.
When transhipment is made between two lines when the exchange of rolling stock
is impossible, the prices of loading and unloading are charged as per the preceding
Article without any transhipment dues.
Transhipment of dangerous animals, when the exchange of rolling stock is impossible,
must be performed by the interested parties ; when the exchange of rolling stock is
possible, a charge of 0.40 fr. is made.
Storage.
Article 29. Carriages which are not taken away within the periods fixed by
Article 52 are charged at 1 fr. per carriage every 24 hours.
Animals which are not taken away on arrival are put into pens, &c., at the risk and
cost of the interested parties.
Article 30. Animals in cases, cages, or baskets, transported, charged according to
weight, are subject to the prices and conditions of the subsidiary charges for goods
forwarded by " Petite Vitesse ".
Chapter 3.
Rolling Stock.
Section 1. Transportation Charges.
The maximum prices of the transportation of rolling stock by " Petite Vitesse " are
fixed as follows :—
Steam shovels on rails, not exceeding 18 tons in
weight ... ... ... ... ... ...
Steam shovels on rails, exceeding 18 tons in weight
Cranes on rails
Light engines weighing from 12 to 18 tons...
Light engines weighing more than 18 tons ...
Tenders weighing from 7 to 10 tons...
Tenders weighing more than 10 tons
Wagons or carts with a 3 to 6 ton capacity ...
Wagons or carts with a greater capacity than 6 tons
Passenger carriages or luggage vans with two or
more axles ... ... ... ... ... ...
2. Subsidiary Charges.
Registration.
Article 32. A registration charge of 0.10 fr. will be made per consignment. This
charge will only be made once whatever may be the number of lines travelled over
belonging to various companies.
Handling.
Article 33. On the departure—the rolling stock is unloaded from the carts which
have brought it to the railway station and placed on the rails. On the arrival—it is
loaded on carts ; the whole of these operations being done by and at the expense of
■consignors or consignees. No charges are made for such handling, nor for station dues.
W eighing.
Article 34. Should the consignor or consignee require the weighing of the rolling
stock, in addition to the weighing which the companies must perform at their own cost
in order to calculate the rate to be paid by each vehicle, the prices will be for wagons and
•carts 1.50 fr., and for locomotives and tenders 3 frs.
• ft
• • t
rancs.
3.00 >
3.75
1.50
3.00
Per
3.75
>- Piece
1.50
per km.
2.25
0.15
0.20 J
1
r Per
o.ioJ
Axle
1
_ per km.
176
general tarife " petite vitesse."
Companies must issue 011 the demand of the interested parties, a note stating the
weight of the material.
This charge will not be levied if an error has been made contrary to the interests of
the consignor or consignee when first weighed.
Storage.
Article 35. Should wagons, carts, locomotives and tenders not be taken away
within the period fixed by Article 52, they shall pay 5 frs. per vehicle per 24 hours.
Chapter 4.
Loading and Unloading and Demurrage on Wagons when handling is performed by
private people.
Loading of Wagons.
Article 36. The loading of wagons must be performed during the course of the day
on which they were placed at the disposal of the consignor, provided that notice has been
given him the day before, before 6 p.m., and that the wagon has been placed at his
disposal at the opening of the station. When one or other of these conditions has not
been fulfilled, the period for loading is increased by 24 hours.
When these periods have been exceeded, demurrage will be charged, and will be
fixed at 10 frs. per wagon for each of the first three periods of 24 hours ; and 12 frs. per
wagon for each further period of 24 hours.
Should the number of wagons provided in any one day exceed the number which
has been asked for, demurrage may only be charged on the number asked for ; the
remainder of the wagons are to be considered as placed at the disposal of the consignor
on the following day. [It often happens that a trader may ask for, say, 10 wagons per
day for a space of 5 days—5 only may be placed at his disposal on one day, whereas 15
may be placed at his disposal on the next day ; in this case demurrage for the first day
may not be charged on the 15 wagons, but only on the 10.]
' Unloading of Wagons.
Article 37. The company must place wagons at the disposal of the consignee at the
latest the day after the despatch of the advice note at the hour of the opening of the
station. Wagons must be unloaded during the course of the day in which they have
been placed at the disposal of the consignee, provided that he has been notified the day
before, before 6 p.m. In the contrary case the period for unloading is increased by
24 hours.
When more than 10 wagons are placed at the disposal of the consignee in any one
day, he need only perform the unloading of 10 wagons ; one day more will be granted
for the unloading of the remainder of the wagons whatever may be their number, unless
the whole of the consignment has been made simultaneously at the request of the
consignor or consignee.
When these periods have been exceeded the company may perform the unloading of
a wagon itself, and charge the sum of 0.30 fr. per ton, without prejudice to its right ta
charge the ordinary prices for storage ; or they may leave the goods in the wagons and
charge demurrage at the following rates :—
10 frs. per wagon for the three first periods of 24 hours.
12 frs. per wagon for every further period of 24 hours.
Private Wagons.
Article 38. The same rules apply to the loading and the unloading of private
wagons ; the demurrage charges, however, are reduced to 5 frs. per wagon for each of the
three first periods of 24 hours, and 6 frs. for each further period of 24 hours.
Chapter 5.
Distances.
Each part of a kilometre must be paid for as a whole kilometre. Any distance less>
than 6 kilometres will be charged for as 6 kilometres.
Article 40. The weight of the ton is 1,000 kg. Fractions of weight are calculated
on one-hundredth of a ton, or 10 kg.; thus any weight between 0 and 10 kg. pays as for
10 kg.; any weight between 10 and 20 kg. as for 20 kg., and so on.
Article 41. The prices of the tariffs are rounded off by 5 centimes.
GENERAL TARIFE " PETITE VITESSE."
177
Inflammables, Explosives, Dangerous Articles.
Article 42. The companies only accept the transportation of inflammables and
•explosives such as powder, fulminates, caps, fireworks, matches, phosphorus, ether, &c.,
and dangerous animals and articles for which special police regulations exist, provided
that proper precautions have been taken.
Article 43. Companies are not bound to accept unpacked goods which it is the usual
custom of the trade to pack. They need not accept badly packed goods which show
evidence of deterioration. Goods which are susceptible of being mixed up with other
goods of the same nature, or through contact with other goods would be harmful, such as
potatoes, coal, sulphur, &c., are only accepted loose in complete wagons of at least
4,000 kg., unless the weight is insufficient, and the consignor consents to accept the price
of the whole wagon.
Declarations.
Article 44. This Article reads the same as Article 48 of the " Grande Vitesse,"
previously given.
False Declarations.
Article 45. Reads the same as Article 49 of the tC Grande Vitesse."
Payments.
Article 46. Reads the same as Article 50 of the " Grande Vitesse."
Advances.
Article 47. Reads the same as Article 51 of the u Grande Vitesse."
Article 48. Reads the same as Article 52 of the " Grande Vitesse."
Articles 49 & 50. Reads the same as Article 53 of the " Grande Vitesse " with the
exception of the paragraph referring to counting, which is as follows :—
The charge for counting when the various pieces of one consignment do not exceed
20 pieces to the ton, and when the number of pieces exceeds 10, 0.15 fr. for each group
of 20 pieces, with a minimum of 1 fr., and a maximum of 3 frs. per wagon when the
consignment is forwarded in full wagon loads. In no case, however, will there be
any charge for counting when the separate packages bear a number and a distinctive
mark mentioned in the consignment note.
Periods of Delivery.
Animals, victuals, goods, &c., forwarded by " Petite Vitesse " must be delivered within
the following periods as fixed by the following Articles of the Ministerial Decree of
12th June, 1866 :—
Article 6. Animals, victuals, goods, &c., forwarded by " Petite Vitesse," must be sent
off on the day following their consignment at the departure station.
Article 7. The goods must travel 125 km. per day of 24 hours. Distances
exceeding 125 km. and up to every 25 km. will not be counted. For instance—
150 km. will count as 125 km.
275 ,, ,, ,, 250 ,, and so on.
Article 8. Foods of the first four classes of the General Tariff must travel 200 km.
per 24 hours on certain main lines.
Article 9. The animals, victuals, goods, &c., passing over one railway system to
another by joint station, the period of forwarding fixed by Article 6 may only be
counted once, but the companies are entitled to one extra day for the transhipment
from one system to another.
When two railway nets possess two distinct stations having no rail connection,
the period of transhipment will be two days. Nevertheless, in Paris, this period of
two days shall include the time occupied in travelling over the Ceinture.
Article 10. Consignments must be placed at the disposal of the consignee the
day after their arrival in the station.
Article 11. The total period resulting from Articles 6, 7, 8, 9 and 10 is binding
-on the company.
Article 12. The above periods of delivery do not include augmentation of the
periods of delivery when goods are forwarded by Special Tariffs.
178
SPECIAL TARIFES.
Article 13. Stations must be opened from the 16th March to the loth October
from 6 a.m. to 6 p.m., for the reception of goods to be forwarded by " Petite Vitesse."
They must be open from 7 a.m. to 5 pan., from the L6th October to the 15th March. By
way of exception stations will be shut at 9 a.m. on Sundays and holidays for such goods
as must be handled by the consignors and consignees. Nevertheless, the acceptance and
delivery of live animals, poultry, game, fish, oysters and shells, meat, beer, yeast, malt,
sweet wine, ice, fruits and fresh vegetables, milk, butter, cheese, and eggs, will take place
up to 10 a.m.
Goods of this class that have not been delivered at the aforesaid time, will be
delivered the next day, and no storage may be charged.
Should the consignor so desire, goods sent to be delivered at the place of residence
of the consignee, will be delivered on Sundays and holidays.
On the 14th July, the National Holiday, stations of " Petite Vitesse " will be closed
all day.
Article 52. Goods must be taken away during the course of the day within which
they have been placed at the disposal of the consignee, provided that notice has been
given him the day before, before 6 p.m., for transportation by wagons, when the handling
is to be performed by private persons, and before mid-day for small consignments and
wagon loads, to be handled by the company. In the contrary case, the period for taking
away the goods is increased by 24 hours.
Article 53. Rates same as Article 56 of the " Grande Vitesse " previously given, but
the charges for same shall not exceed 0.15 fr.
Article 54. The rules enumerated in the preceding Article apply to advice notes to
be sent by the company to the consignor or consignee for the loading and unloading of
wagons and increased storing charges.
Article 55. Companies may only increase the storing charges, provided they have
advised the consignor of the day on which such supercharge will be levied. Should the
consignor not have been advised, the companies may only charge the usual price of
0.05 fr. per 100 kg. per day, or 10 frs. per wagon per day. The letter of advice to the
consignor will be charged at the rate of 0.15 fr.
Article 56. Reads the same as Article 58 of the " Grande Vitesse."
Holidays.
Article 57. Sundays and holidays are not counted within the periods fixed for
taking away goods, &c., or for the loading and unloading of wagons.
Fumigation of Wagons.
Article 58. This Article reads the same as No. 59 in the " Grande Vitesse."
Article 59. Reads the same as Article 57 of the " Grande Vitesse," with the exception
of the last three paragraphs.
SPECIAL TARIFFS.
Goods may also be forwarded by Special Tariffs.
Tariff 1. Applies to live animals.
,, 2. Cereals, flour, grain, dried vegetables, macaroni, spaghetti, potatoes, &c«
,, 3. Sea water, sea salt, and dairy produce.
5. Beetroot, sugar, molasses, glucose, syrup, dextrine.
6. Beverages.
7. Mineral combustibles.
8. Peat, turf, &c.
9. Wood for construction.
10. Lime, cement, and plaster.
11. Materials for construction.
12. Stones and earth for works.
13. Ores.
14. Manufactured iron.
15. Resin, bitumen, mineral oil, and combustible liquids.
16. Greases, &c.
17. Dyes.
18. Chemical produce.
19. Paper, cardboard, and materials used in the making ot sucfi articles..
20. Tissues and textiles.
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
SPECIAL TARIFES.
55
55
55
Tariff 21. Pottery, glass, crockery, &c.
„ 22. Fertilisers and manures.
„ 23. Live trees, hay, fodder, straw, &c.
„ 24. Furniture, manufactured articles, &c.
25. Empties.
26. Returned empties.
27. Skins, &c.
,, 28. Builders' material, materials for railways, tramways, and carriages.
„ 29. Various regulations :—
Chapter 1. Articles of exceptional size.
2. Private sidings.
3. Animals, articles and produce for Agricultural Shows and
Official Exhibitions.
„ 4. Goods forwarded in wagons provided by the consignor.
,, 5. Conditions of through traffic.
,, 6. Customs clearing.
„ 7. Weighing of carts and carriages.
„ 8. Periods within which goods must be taken away, and storage.
,, 9. Goods of all kinds coming from or going to various stations
serving one locality.
„ 30. Export—sea-ports.
55
55
Arrangement of Tariffs.
The tariffs are arranged thus :—
Tariffs Nos. 1, 2, 3, and so on. refer to tariffs on one system only.
Tariffs 101, 102, 103, &c. refer to through rates between French railways in the
interior. -<r-'
Tariffs 201, 202, 203, &c., refer to through rates with foreign railways, and with
navigation companies.
Tariffs 301, 302, 303, &c. refer to through export and transit tariffs with the foreign
railways and navigation companies.
The conditions governing special tariffs are common to the seven large systems.
Request for a Tariff.
Article 1. Any consignor who wishes to take advantage of the Special Tariffs must
formulate such request on the consignment note by writing the words " Special Tariff,"
" Reduced Tariff," or " Cheapest Tariff." The effect of writing one of these phrases binds
the consignor to accept all the conditions of such tariff. The railway company
must study the tariffs in order to give the consignor the cheapest rate possible.
Should the consignor also indicate on the consignment note which itinerary he wants the
goods to take, the departure station must charge the cheapest rate of such itinerary. If
the consignor does not indicate any itinerary, the departure station must choose, even
should it lie outside its net, and, if necessary, a circuitous itinerary, whichever may be the
cheapest for the consignor. If no request is made for the tariff, the consignment will be
sent off at the rates of the General Tariff.
Article 2. The railway is not responsible—
1. For damage to goods which are transported in uncovered wagons according to the
conditions of the tariff, and if the damage has resulted from the danger attached to such
mode of transportation.
2. For damage to goods which are handed over loose or badly packed by the
consignor when, owing to their nature, packing is necessary, and so far as the damage is
the result of bad or insufficient packing.
3. The damage to goods which have been loaded or unloaded by the consignor or
consignee when the damage results from such operation or from bad loading.
4. For damage to goods which, owing to their nature are liable to be lost wholly or
m part or to be damaged in so far as the damage results from the nature of the goods.
5. For damage to live animals in so far as the damage results from the special
danger in the transportation of these animals.
6. For damage to goods and cattle, the transportation of which is only to be
performed when a responsible person accompanies them, and when the damage has
resulted from the danger' which the person accompanying them is supposed to avoid.
14712 2 A
180
SPECIAL TARIFES.
Should it be established that damage may have resulted from one of the above-
mentioned causes, it should be assumed to be damage from these causes unless the
contrary is proved.
Article 3. This Article made the same conditions for wastage as those which were
made for international traffic by the Convention of Berne. The law of March 17, 1905,
has made all clauses limiting the responsibility of the company with regard to tariffs null.
This is, however, a subject of dispute and no jurisprudence has been established on
the matter ; the generally accepted rule is the following :—That whenever any loss
of goods has taken place the company must prove that such loss is due to the nature of
the goods ; the judge must, therefore, always decide whether such loss is attributable to
the nature of the goods or not. In practice, however, Article 32 of the Convention
of Berne is generally agreed to. An interesting case in point was decided by the
Commercial Court of Nimes, which decided that the railway company must prove that
loss is due to defective packing, and that if they are not able to prove this, they are not
entitled to charge for wastage.
It may be here noted that breakage is not considered wastage and, therefore, the
eompanies have no right to wastage for breakage of pottery, crockery, glass, eggs, &e.
Periods of Delivery,
Article 4. Periods of delivery for goods forwarded by the special tariffs will be
increased by five days, unless any contrary stipulation exists in any one tariff. When
two special tariffs are taken so as to make a through rate this period may not be
increased.
Subsidiary Charges.
Article 5. The subsidiary charges fixed by Article 14 of the General Tariff are
added to the prices of the Special Tariff unless contrary stipulation is made in any one
tariff. When goods are forwarded by through rates no transhipment charges may be
made at the point of exchange of two different systems. When the prices of a special tariff
include the loading and unloading charges and station dues, or only the station dues, or
when, according to the conditions of the tariff nothing is added to its prices for loading
and unloading or station dues, no transhipment charges may be made by the Railway
Administration participating in such a tariff at the junction point, with another Railway
Administration which does not participate in the tariff for goods coming from or going
to this other Administration, but that nothing will be deducted from the prices indicated
in the Special Tariff.
When the Special Tariff contains a clause stating that subsidiary charges of 1.50 fr.
per ton must be added to the price of transport half these charges are deducted at each
junction point of another Administration not participating in the tariff, and half the tran¬
shipment charge must be paid to the Administration or Administrations participating in
the tariff.
Handling.
Article 6. A.—When, according to the terms of a special tariff, goods must be
handled or consigned, the loading and unloading must be performed by them at their own
risk. Nevertheless, should the Administrations at the request of the consignor or
consignee consent to perform these operations, or even only one of them, they shall have
a right of charging according to the Ministerial Decree regulating subsidiary charges.
Supplying of Wagons.
B.—Consignors must give the departure station notice of the number of wagons
which they will require for the forwarding of goods, carriages, or animals ; they must at
the same time mention the nature and approximate weight of the articles as well as the
destination point, and say whether the consignment will be forwarded by a General .Tariff
or Special Tariff. Consignors may request that wagons be supplied to them for different
days in one letter. Requests for wagons are registered in a special book as such requests
are received. The company must within a day of the receipt of the request inform the,
consignor of the day and hour when wagons will be placed at their disposal, and when the
first delivery of rolling stock will be made, when wagons are requested for different days.
In the second case the same information must be given for each further supply by means
of a notice which must be sent off so that the consignor shall receive it at the latest the
day before the date indicated by the company for supplying the wagons.
lu se s of the tariffs.
181
The periods of delivery start if the request has arrived before the closing of the
station ; from the day after the receipt of the request when the consignor has not
mentioned the date on which he desires to have the rolling stock ; from the date or from
each one of the various dates indicated by the consignor, provided that the date or dates
be later than that of the receipt of the request.
The above periods of delivery - will be increased by any delay in the loading of
wagons if it has not been performed within the limits fixed by Article 36 of the General
Tariff.
The rules laid down by Article 53 of the General Tariff with regard to subsidiary
charges for advising the arrival of goods apply to the notices to be given by the consignors
to the company, or the companies to the consignor, for the supplying of wagons.
Complete Wagon Loads.
Article 7. A.—A consignor who, according to the terms of the tariff, performs the
loading operation, may utilise the wagon to its full capacity, provided that the total
weight does not exceed the maximum capacity of the wagon, and that it can pass under
the loading gauges.
9
Incomplete Wagon Loads.
B.—Any consignment the weight of which is less than that stipulated by the Special
Tariff either for the minimum weight stipulated by the tariff, or according to other tariff»
general or special.
Excess Weight.
C.—When a consignment is forwarded the weight of which is more than the minimum
weight stipulated by a special tariff, the consignment will be the prices of the tariff that
can be loaded in one wagon. Should it be impossible to load a consignment on one
wagon, excess weight will be taxed as has been said in Article B. In all cases when
a special tariff has been applied, the total consignment is bound by the conditions of
that tariff.
Exhibition Rate.
Goods and articles sent for exhibition purposes only pay the Carriage one way.
Repairs Rate.
Machinery for repair returning to the consignor only pays the carriage for one way.
THE BASES OF THE TARIFFS.
The bases of the tariffs of the various railways are appended, and also the basis of
the rates on the State system. As has been previously shown in the General Conditions
of " Petite Vitesse," common to all the companies, there are six classes.
Eastern Railway.
In the case of the Eastern Railway Company's tariff in Table 1, the basis for the
General and Special tariffs, price per ton per kilometre is given. It will be observed
that Classes 1, 2, and 3 are not sub-divided ; Class 4 is divided into 4 series, Vfz , 4, 4 bis,
A, and A bis. Class 5 is divided into 5 series, viz , 5, and series B, C, D, and E ; Class 6
is sub-divided into the series, 6th class, F, G, G bis, G bis reduced by 5 per cent.y
H, and I.
The sub-divisions relate to special tariffs.
Southern Railway.
On the Southern Company the basis for the ordinary tariff is kept separate from that
relating to the special tariffs. Table 2 shows the 6 classes and the price per ton on the
kilometric basis. In Table 3 we find the special tariffs under 9 series, viz., A, B, C, D,
E, F, G, H, and I.
14712
2 a 2
182
bases of the tariffs.
Northern Railway.
Table 4 shows the general tariff for the Northern under 6 classes. The special
tariff is given in Table 5 under 6 series.
P.L.M, Railway.
This Company, shown in Table 6, has adopted a somewhat similar arrangement to
that of the Eastern Company. The Classes 1, 2, and 3 are not sub-divided ; Class 4 is
divided into 2 series ; Class 5 into 4 series, and Class 6 in 3 series.
Western Railway,
Table 7 shows the basis of the General tariffs of the Western Company, and is
divided into the usual 6 classes ; the 6th class being differently arranged to the others.
Table 8 gives the basis of that company's special tariff, and is divided extensively into
separate series.
Orleans Railway.
Table 9 deals with the General and Special tariff basis, the usual 6 classes being
given for the general tariff, and 8 series being shown for the special.
State Railway.
Table 10 gives the basis for the State system. The 6 classes are divided thus :—
1, 1 bis, 2, 2 bis, 3, 3 bis, 4, 4 bis, 5, 5 bis, 6, 6 bis, and additional series relating to
special tariffs are added, 7, 7 bis, 8, 8 bis, 9, 9 bis. Series 10, 11, and 12 deal with
live-stock rates.
Table 1.—The bases for the General and Special Tariffs of the "Chemins he Fer
he L'est " are as follows :—
y /
- " y , iJ Price per ton per kilometre.
1st CI.
2nd CI.
3rd CI.
4th CI.
Table
4 bis.
Table
A.
Table
A bis.
5th CI.
Table
B.
Table
C.
Fr.
c.
Fr.
c.
Fr. c.
Fr. c.
•
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Up to 25 km
0
16
0
14
0 11
0 10
0 10
0 10
0 10
0 08
0 08
0 08
25 „ 50 „
0
16
0
14
0 11
0 10
0 10
0 10
0 10
0 08
0 08
0 08
50 „ 100 „
0
16
0
14
0 11
0 10
0 10
0 10
0 10
0 08
0 08
0 08
100 „ 150 „
0
15
0
13
0 10
0 09
0 09
0 '08
0 08
0 08
0 06
0 04
150 „ 200 „
0
15
0
13
0 10
0 09
0 09
0 08
0 08
0 07
0 06
0 04
200 „ 300 „
0
15
0
13
0 10
0 09
0 09
0 06
0 06
0 04
0 04
0 04
300 „ 400 „
0
14
0
12
0 09
0 08
0 05
0 06
0 045
0 04
0 04
0 04
400 km.
0
14
0
12
0 09
0 08
0 045
0 06
0 045
0 04
0 04
0 04
Table
Table
Table
6th CI.
Table
Table
Table
G bis
Table
Table
D.
E.
F.
G.
G bis.
reduced
by 5%.
H.
I.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Up to 25 km
0 08
0 08
0 08
0 07
0 07
0 06
0 057
0 06
0 04
25 „ 50 „
0 06
0 05
0 04
0 04
0 04
0 04
0 038
0 03
0 03
50 „ 100 „
0 06
0 04
0 04
0 04
0 04
0 03
0 0285
0 03
0 025
100 „ 150 „
0 04
0 04
0 035
0 03
0 0225
0 02
0 019
0 0225
0 02
150 „ 200 .,
0 04
0 04
0 035
0 03
0 0225
0 02
0 019
0 0225
0 02
200 „ 300
0 04
0 025
0 035
0 025
0 02
0 015
0 01425
0 02
0 02
300 „ 400
0 03
0 025
0 03
0 025
0 02
0 015
0 01245
0 02
0 02
400 km
0 03
0 02
0 03
0 02
0 02
0 015
0 01245
0 02
0 02
bases of the tariffs.
Table 2.—" Chemins de fer du Midi."
Kilometric basis ton of 1,000 kilogrammes.
it
1st Class.
For each kilometre— Fr. c
Up to 350 km. per km. ... ... 0 16
350 ,,450 „ 0 15
450 „ 550 „ 0 14
550 „ 650 „ 0 13
650 ,,750 „ 0 12
7 50 km. ... ... ... ... 0 11
2nd Class.
For each kilometre— Fr. c.
Up to 300 km. per km. ... ... 0 14
300 „ 400 „ 0 13
400 „ 500 „ 0 12
500 „ 600 „ 0 11
600 ,,700 „ 0 10
700 km. ... 0 09
3rd Class.
For each kilometre— Fr. c.
Up to 250 km. per km. ... ... 0 13
250 „ 350 „ ... ... 0 12
350 ,,450 „ 0 11
450 „ 550 „ 0 09
550 „ 650 „ 0 07
650 km. ... ... ... ... 0 06
4th Class.
For each kilometre— Fr. c.
Up to 200 km. per km. ... ... 0 12
200 „ 300 „ 0 11
300 „ 400 „ 0 09
400 „ 500 „ 0 07
500 ,,600 „ 0 06
600 km. ... ... ... ... 0 05
5th Class.
For each kilometre— Fr. c.
Up to 150 km. per km. ... ... 0 10
150 „ 250 „ 0 08
250 „ 350 „ 0 07
350 „ 450 „ 0 06
450 „ 550 „ 0 05
550 km. ... ... ... ... 0 04
6th Class.
For each kilometre— Fr. c=
Up to 25 km. per km. ... ... 0 08
25 „ 100 „ 0 04
100 „ 300 „ 0 035
300 „ 600 „ 0 03
600 km. ... ... ... ... 0 025
184 bases of the tariffs.
/j
/ Table 3.—"Chemins de fer du Midi."
Special Tariff.', " Petite Vitesse," per ton of 1,000 kilogrammes, kilometric basis
Table A.
For each kilometre— Fr. c.
Up to 90 km. per km. ... ... 0 14
90 „ 170 „ 0 05
170 „ 300 „ ... ... o 03
300 „ 400 0 025
400 km. ... ... ... ... 0 02
Table B.
For each kilometre-
Up to 90 km. per km.
90 „ 125 „
» • • • • •
• • • » • •
125 „ 200 „
200 „ 400 „
400 km.
» # •
I I • Iff • • • • • •
Table
For each kilometre-
Up to 70 km. per km.
• • • • • •
70 „ 120 „
120 „ 200
200 „ 300
300 km.
^ ••• •••
tj <| ••• » m •
••• ••• ••• •••
Table D.
For each kilometre-
Up to 65 km. per km.
• • • » • •
65 „ 120 „ ...
120 „ 200 „
200 „ 300
300 km.
••• •••
• < « • ••• •••
Table E.
For each kilometre-
Table F.
For each kilometre-
« t %
• t •
Up to 60 km. per km.
60 „ 150 „
150 „ 200 „
200 „ 300 „
o00 km. ... ... ... ...
Up to 40 km. per km.
40 ,,100
100 „ 200 „
200 „ 300 „
300 km.
• • • • • •
•••
« » • • • •
Fr.
c.
0
13
0
05
0
03
0
025
0
02
Fr.
c.
0
13
0
05
0
03
0
025
0
02
Fr.
c.
0
12
0
05
0
03
0
025
0
02
Fr.
c.
0
10
0
05
0
03
0
025
0
02
Fr.
c.
0
10
0
05
0
03
0
025
0
02
G.
For each kilometre— Fr. c.
Up to 50 km. per km. ... ... 0 08
50 „ 65 „ 0 04
65 „ 200 „ ... ... 0 03
200 ,,290 „ 0 025
290 km. ... ... ... ... 0 02
.BASES OF TUE TARIFFS.
Table
For each kilometre-
Up to 25 km. per km.
25 „ 90
90 „ 210
210 km.
99
99
• • •
• • •
Table
For each kilometre-
Up to 50 km. per km.
50
• • f
55
100 km.
55
• • t
• • •
Fr. c.
0 07
0 04
0 03
0 02
Fr. c.
0 05
0 03
0 02
Table 4.—" Chemin he fer du Nord."
5 5
General Tariff, uPetite Vitesse.
1st Class.
Up to 100 km. 0 fr. 16 c. per ton and per km. will be for
100 km .«•• ••• ... ••• ••• •••
From 101 to 300 km. 0 fr. 15 c. per ton per km. additional
200 km. ...
• • «
• # •
• i •
2nd Class.
Up to 100 km. 0 fr. 14 c. per ton per km. will be for
100 km. ... *.«. ... ... ... ... ...
From 101 to 200 km. 0 fr. 13 c. per ton per km. additional
1 0 0 A m. ai. '... '... ... ... . i | ...
From 201 to 300 km. 0 fr. 10 c. per ton per km. additional
100 km. ...
# f •
•' •" •
• ft
3 rd Class.
Up to 100 km. 0 fr. 12 e. per ton per km. will be for
100 km .*«• *** ••• ••• ••• » •* •••
From 101 to 200 km. 0 fr. 11 c, per ton per km. additional
100 km .»•• ••• .if ..I ••• * • • •••
From 201 to 300 km. 0 fr. 10 c. per ton per km. additional
100 km. ...
• • •
• • •
• • f
• t •
» t •
• • «
\th Class.
Up to 100 km. 0 fr. 10 c. per ton per km. will be for
100 km. ... ... ... ... ... ... ...
From 101 to 200 km. 0 fr. 09 c. per ton per km. additional
100 km. ... ... ... ... ... ... ...
From 201 to 300 km. 0 fr. 08 c. per ton per km. additional
1 00 lrm
\J \J IV III • • • « • • • ••• I • • • • • I • I • • I
5th Class.
Up to 100 km. 0 fr. 08 c. per ton per km, will be for
100 km. ... ... ... ... ...• ... ...
From 101 to 200 km. 0 fr. 07 c. per ton per km. additional
100 kin. ... ... ... ...» ... ... ...
From 201 to 300 km. 0 fr. 06 c. per ton per km. additional
100 km. ... ... ... ... ... ...
t i i
(ith Class.
Up to 25 km. 0 fr. 08 c. per ton per km. will be for
25 km. ... ... ... ... ... ... ...
From 26 to 100 km. 0 fr. 04 c. per ton per km. additional
7o km. ... ... ... ... ... ... ...
From 101 to 300 km. Ofr. 3.5 c. per ton per km. additional
200 km. ...
Fr.
16
30
46.00
14 )
13 ^39.00
12 J
12
11 1-33.00
10 J
10
*\
9 yj7.0
8
81
"7
I
^21.00
6.
21
S12.00
• I I
• • •
• • •
• • t
I I •
J
186
bases oe the tarifes.
Table 5.—" Chemin de eer du Nord."
Special Tariff,, " Petite VitesseTables applicable to Goods carried under the conditions
of Special Tariff.
Table
Fr.
Up to 100 km. 0 fr. 10 c. per ton per km. will be for
100 km. ... ... ... ... ... ... 10
From 101 to 200 km. 0 fr. 08 c. per ton per km.
additional 100 km.... ... ... ... ... 8 J-24.00
From 201 to 300 km. 0 fr. 06 c. per ton per km.
additional 100 km. ... ... ... ... ... G J
Table II.
Up to 100 km. 0 fr. 08 c. per ton per km. will be for
100 km. ... ... ... ... ... ...
From 101 to 200 km. 0 fr. 06 c. per ton per km.
additional 100 km....
From 201 to 300 km. 0 fr. 04 c. per ton per km.
additional 100 km....
I t «
• • •
Up to 50 km. 0 fr. 07 c. per ton per km. will be for
50 km
1/ v TV 111, . . . t « * ••• ••• • • • •••
From 51 to 100 km. 0 fr. 05 c. per ton per km.
additional 50 km. ...
From 101 to 200 km. 0 fr. 03.5 c. per ton per km.
additional 100 km. ...
From 201 to 300 km. 0 fr. 02.25 c. per ton per km.
additional 100 km....
...
...
...
...
Table IV.
Up to 50 km. 0 fr. 06 c. per ton per km. with a
minimum of 0 fr. 40 c. per ton will be for 50 km.
From 51 to 100 km. 0 fr. 04 c. per ton per km.
additional 50 km. ...
From 101 to 200 km. 0 fr. 03 c. per ton per km.
additional 100 km. ...
From 201 to 300 km. 0 fr. 02 c. per ton per km.
additional 100 km. ...
8
6 V 18.00
4 j
3.50
2.50
3.50
S11.75
2.25 J
31
2
*-10.00
• • •
Table V.
Up to 50 km. 0 fr. 05 c. per ton per km. with a
minimum of 0 fr. 40 c. per ton will be for 50 km.
From 51 to 100 km. 0 fr. 04 c. per ton per km.
additional 50 km. ...
From 101 to 200 km. 0 fr. 02.5 c. per ton per km.
additional 100 km. ...
From 201 to 300 km. 0 fr. 01.5 c. per ton per km.
additional 100 km. ...
• • t
• • •
2.501
2.00
2.50
1.50
^8.50
Table VI.
Up to 25 km. 0 fr. 04 e. per ton per km. with a
minimum of 0 fr. 40 c. per ton will be for 25 km.
From 26 to 75 km. 0 fr. 03 c. per ton per km
additional 50 km. ...
From 76 to 200 km. 0 fr. 02.5 c. per ton per kn
additional 125 km. ...
From 201 to 250 km. 0 fr. 02 c. per ton per k
additional 50 km. ...
From 251 to 300 km. 0 fr. 01.5 c. per ton per k
additional 50 km. ...
• • •
• « •
1.00 "I
1.50
3.125
1.00
0.75
-7.40
bases of the tariffs. 187
Table 6.—The bases for the General and Special Tariffs on the P.L.M. " Petite
Vitesse " are as follows :—
Distances.
Table.
1.
2.
3.
4.
A.
5.
B.
C.
D.
6.
E.
F.
c.
c.
c,
c.
c.
c.
c.
c.
c.
c.
c.
c.
Up to
25 km.
16
14
12
10
09
08
08
08
08
08
08
08
Per ton per km.
26 „
30 „
16
14
12
10
09
08
08
08
05
04
04
04
31 „
50 „
16
14
12
10
09
08
08
08
0425
04
04
04
51 „
100 „
16
14
.12
10
09
08
06
045
0425
04
03
02
101 „
150 „
15
13
11
09
08
08
06
045
0425
035
025
02
151 „
200 „
15
13
11
09
08
07
06
045
0425
035
025
02
201 „
300 „
15
13
11
09
065
04
04
0375
04
035
025
02
301 „
400 „
14
12
10
08
065
04
035
0325
0325
03
025
02
For each ad¬
401 „
500 „
14
12
10
08
05
04
035
0325
0325
03
025
02
ditional km.
1 501 „
600 „
13
11
09
07
05
04
035
0325
0325
03
025
02
601 „
700 „
12
10
08
06
05
04
035
0325
0325
025
025
02
[ 701 „
800 „
11
09
07
05
04
04
035
03
03
025
025
02
801 „
900 „
10
08
06
04
04
04
035
025
025
025
02
02
901 „
1,000 „
09
07
05
04
04
04
03
025
025
02
02
02
1,001 „
1,100 „
08
06
05
04
04
04
03
025
025
02
02
02
->
*
Table 7.—" Chemins de eer de L'Ouest
1st
Class.
2nd
Class.
3rd
Class.
4th
Class.
5th Class.
9 ■
6th Class.
c.
c.
c.
c.
c.
Fr.
Up to 100 km.
16
14
12
10
08 per ton
Up to 25 km.
08 per ton
per km.
per km.
From 101 „ 300 „
15
13
11
09
07-1
From 26 „ 100 „
04 ^ For each
301 „ 400 „
14
12
10
08
06
For each
101 „ 300 „
035 ( addi-
401 „ 500 „
12
10
08
06
05
addi¬
301 „ 600 „
03 [ tional
501 „ 600 „
10
08
06
06
04
tional
601 „ 800 „
025 ) km.
601 „ 700 „
08
07
05
05
03
km.
701 „ 800 „
07
06
05
04
03 J
Table 8<—" Chemins de fer de L'Ouest
Table for the Transport of Goods by "Petite Vitesse " based upon the following
kilometric prices.
Table A.
From 0
to
50 km.
10
r=
5
„ 51
55
100 „
08
= 4
+ 5
==
9
„ 101
55
200 „
07
= 7
+ 9
16
„ 201
55
300 „
06
= 6
+ 16
z:
22
„ 301
55
400 „
05
= 0
+ 22
TT
27
„ 401
55
500 „
04
= 4
+ 27
31
„ 501
11
800 „
03
= 9
+ 31
=
40
Table B.
From 0
to
50 km.
08
=
«"
4
„ 51
55
100 „
07
o
CO
II
+■ 4
7.50
„ 101
55
300 „
06
= 12
+ 7
—
19.50
„ 301
55
400 „
05
= 5
+ 19.50
=
24.50
„ 401
55
500 „
04
= 4
+ 24.50
28.50
„ 501
55
800 „
03
= 9
+ 28.50
37.50
14712
188
BASES OE THE TARIFES.
From 0 to 25 km.
„ 26 „ 50 „
51
Table
„ S00
301 „ 400
„ 500
„ 600
„ 800
401
501
601
»
11
»
)>
5!
55
08
06
055
05
04
03
02
= 1.50+ 2
= 13.75+ 3-50
= 5 +17.25
= 4 + 22.25
= 3 +26.25
= 4 + 29.25
2
3.50
17.25
22.25
26.25
29.25
33.25
Table bis.
From 0 to 50 km.
33
51
31
100
33
33
101
33
350
33
3?
351
33
600
33
33
601
33
800
33
06
055
05
04
02
= 2.75+ 3
= 12.50+ 5.75
= 10 +18.25
= 4 + 28.25
3
5.75
18.25
28.25
32.25
Table D.
From
0 to
25
km.
08
=
2
33
26 „
50
33
06
1.50+ 2
—
3.50
33
51 „
100
33
05
=s
2.50+ 3.50
ssz
6
33
101 „
150
33
045
2.25 + 6
ss
8.25
33
151 ,,
400
33
035
=
8.75+ 8.25
=
17
33
401 „
500
33
03
—
3 +17
SB
20
33
501 „
800
33
025
=
7.50 + 20
rss
27.50
Table
E.
From
0 to
25
km.
08
=
2
53
26 „
50
33
05
—
1.25+ 2
=
3.25
33
51 „
100
33
045
2.25+ 3.25
=
5.50
3 3
101 „
200
33
035
3.50+ 5.50
ss
9
201 „
500
33
03
=
9 +9
18
501 „
800
33
025
=
7.50 + 18
—
25.50
Table
From
0 to
25 km.
07 =
ii
26 „
50
33
05 = 1.25+ 1.75
=
33
51 „
100
33
045 = 2.25+ 3
33
101
500
33
03 =12 + 5.25
=
33
501 „
800
33
02 = 6 +17.25
Table G.
From
0 to
25 km.
07 =
33
26 „
45
33
05 = 1 + 1.75
=
3)
46 „
105
33
04 = 2.40- 2.75
=5
33
106 „
200
33
03 = 2.85+ 5.15
SB
33
201 „
500
33
025 = 7.50+ 8
ss
33
501 „
700
33
02 = 4 +15.50
=
33
701 „
800
33
0175= 1.75 + 19.50
=■
Table G. bis.
From
0 to
25 km.
07 =
ii
26 „
60
ii
04 = 1.40+ 1.75
SB
33
61 „
100
33
035 = 1.40+ 3.15
zzz
33
101 „
200
33
025 = 2.50+ 4.55
SS
33
201 „
500
33
02 = 6 + 7.05
=
33
501 „
800
33
0175= 5.25 + 13.05
SB
1.75
3
5.25
17.25
23.25
1.75
2.75
5.15
8
15.50
19.50
21.25
1.75
3.15
4.55
7.05
13.05
18.30
BASES OF THE TARIFFS
189
Table G.fer.
F rom 0 to
25 km.
07 =
1.75
„ 26 „
60 „
04 =
1.40 +
1.75
=
3.15
61 „
100 „
035 =
1.40 +
3.15
=
4.55
„ 101 »
175 „
025 =
1.90 +
4.55
=
6.45
,, 176 „
200 „
02 =
0.50 +
6.45
=ss
6.95
„ 201 „
800 „
015 =
e -•
9
+
6.95
=
15.95
Table H.
From 0 to
25 km.
06 =
1.50
» 26 „
50 „
04 =
1
+
1.50
5-5
2.50
„ 61 „
100 „
03 =
1.50 +
2.50
=
4
» ioi „
200 „
02 =
2
+
4
=
6
„ 201 „
800 „
015 =
9
+
=
15
Table I.
From 0 to
25 km.
05 =
1.25
„ 26 „
50 „
04 =
1
+
1.25
2.25
» 51 »
75 „
03 =
0.75 +
2.25
=
3
„ 76 „
100 „
02 =
0.50 +
3
3.50
» ioi „
200 „
0175 =
1.75 +
3.50
s
5.25
„ 201 „
500 „
0175 =
5.25 +
5.25
10.50
„ 501 „
800 „
015 =
4.50 +10.50
=
15
Table K.
From 0 to 50 km.
51
101
151
201
301
100
150
200
300
800
08
07
06
05
03
025
= 3.50+ 4
= 3 + 7.50
= 2.50 + 10.50
= 3 +13
= 12.50 + 16
4
7.50
10.50
13
16
28.50
Table L.
From 0 to 250 km. 16
251 „ 350 „ 10
351 „ 800 „ 04
55
55
= 10
= 18
+ 40
+ 50
40
= 50
= 68
Table M.
From
55
55
0 to
51
S)
76 „ 125
50 km. 16 =
75 „ 10 = 2
04 = 2
)>
+ 8
+ 10
8
= 10
= 12
From 126 km. up to 800, price of the 4th class of the General Tariff.
Table N.
From 0 to 100 km.
08
8
„ 101
> 150 »
06
= 3 +8 =11
„ 151
, 200 „
05
= 2.50 + 11 = 13.50
„ 201
, 300 „
03
= 3 +13.50 = 16.50
„ 301
, 400 „
02
= 2 +16 50 = 18.50
„ 401
, BOO „
015
= 6 +18.50 = 24.50
14712
2 B 2
190
bases of the tariffs.
Table P.
From
0
to
75
km.
07 =
5.25
tt
76
55
100
55
055 = 1.40+ 5.25
6.65
tt
101
55
200
03 = 3 + 6.65
—
9.65
tt
201
55
300
0225= 2.25+ 9.65
—
11.90
tt
301
55
500
55
0175= 3.50 + 11.90
15.40
tt
501
55
800
55
015 = 4.50 + 15.40
=
19.90
Table JR.
From
0
to
50
km.
10 =
0
55
51
55
100
55
08 = 4 +5
9
55
10L
55
150
55
07 = 3.50+ 9
12.50
55
151
55
200
55
025 = 1.25 + 12.50
—
13.75
55
201
55
800
55
025 =15 +13.75
=
28.75
Table S.
From
0
to
50
km.
06 =
3
tt
51
55
100
55
055 = 2.75+ 3
O.t 0
5 5
101
55
150
55
05 = 2.50+ 5.75
—
8.25
tt
151
55
55
350
55
035 = 7 + 8.25
zzz
15.25
55
351
600
55
025 = 6.25 + 15.25
ZZZ!
21.50
tt
601
55
800
55
02 = 4 +21.50
=
25.50
Table T.
From
0
to
50
km.
07 =
3.50
55
51
55
100
55
05 = 2.50+ 3.50
6
tt
101
55
200
55
035 = 3.50+ 6
9.50
tt
201
55
800
55
0225 = 13.50+ 9.50
23
Table 9.—" Chemins de fer de Paris à Orléans."
General and Special Tariffs. " Petite Price per 1,000
General Tariff.
Distances.
0.25 per ton
per km.
1st Class.
2nd Class.
3rd Class.
4th Class.
5th Class.
6th Class.
Fr.
c.
Fr.
c.
Fr.
c.
Fr.
e.
Fr.
e.
Fr.
c.
Fr.
c.
1 to 6 ... ...
1
50
0
95
0
85
0
70
0
60
0
50
0
50
25
6
25
4
0
3
50
3
0
2
50
2
0
2
0
50
12
50
8
0
7
0
6
0
5
0
4
0
3
0
100
25
0
16
0
14
0
12
0
10
0
8
0
5
0
150
37
50
23
50
20
50
17
50
14
50
11
50
6
75
200
50
0
31
0
27
0
23
0
19
0
15
0
8
50
500
125
0
74
0
64
0
54
0
44
0
34
0
18
0
Special Tariff.
Distances.
Table A.
Table B.
Table C.
Table D.
Table E.
Table F.
Table G.
Table H.
Table I.
Fr.
c.
Fr.
c.
Fr.
c.
Fr.
c.
Fr.
c.
Fr.
c.
Fr. e.
Fr.
c.
Fr. c.
1 to 6
0
95
0
70
0
60
0
60
0
50
0
50
0. 50
0
50
0 25
25
4
0
3
0
2
50
2
50
2
0
2
0
2 0
2
0
1 15
50
8
0
6
0
5
0
5
0
4
0
4
0
3 25
2
75
2 25
100
16
0
12
0
10
0
10
0
8
0
6
50
5 75
4
0
3 75
150
21
50
16
0
14
50
12
50
10
50
8
50
7 25
5
0
4 75
200
27
0
20
0
19
0
15
0
13
0
10
50
8 75
6
0
5 75
500
50
0
35
0
29
50
24
0
21
0
17
50
14 75
12
0
11 75
composition of bates, etc. 191
Table 10.—The "Chemins de fek de L'Etat" divide their six classes into
Price per 1,000 kg.
Distances.
40 kg.
and
under.
1st 01.
|
2 01.
3rd 01.
4th 01.
5th CI.
0.
L
1 bis.
2.
2 bis.
3.
3 bis.
4.
4 bis.
5.
5 bis.
1 to 6 ...
25
50
100
150
200
500
Fr. c.
1 50
6 25
12 50
24 0
34 50
44 0
100 0
Fr. c.
0 95
4 0
8 0
15 0
21 75
28 0
65 0
Fr. c.
0 95
4 0
8 0
15 0
21 75
28 0
52 0
Fr. c.
0 85
3 50
7 0
13 0
18 75
24 0
55 0
Fr. c.
0 85
3 50
7 0
13 0
"18 75
24 0
44 0
Fr. c.
0 70
3 0
6 0
11 50
16 50
21 0
50 0
Fr. c.
0 70
3 0
6 0
11 50
16 50
21 0
40 0
Fr. c.
0 60
2 50
5 0
9 50
13 50
17 0
40 0
Fr. c.
0 60
2 50
5 0
9 50
13 50
17 0
32 0
Fr. c.
0 55
2 25
4 0
6 0
8 65
11 0
25 0
Fr. c.
0 55
2 25
4 0
6 0
8 65
11 0
20 0
Distances,
Price per 1,000 kg.
Animals.
6th 01.
6.
6 bis.
Table.
7.
Table.
7 bis.
Table,
8.
Table.
8 bis.
Table.
9.
Table.
9 bis.
Price per head.
Bulls,
Horses,
etc.
Table
10.
Calves,
Pigs,
etc.
Table
11.
Sheep,
Goats,
etc.
Table
12.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
Fr. c.
1 to 6 ...
0 50
0 50
0 40
0 40
0 40
0 40
0 40
0 40
0 60
0 25
0 10
25
2 0
2 0
1 25
1 25
1 25
1 25
1 0
1 0
2 50
1 0
0 50
50
3 50
3 50
2 40
2 40
2 25
2 25
1 50
1 50
5 0
2 0
1 0
100
5 0
5 0
4 0
4 0
3 80
3 80
3 0
3 0
9 50
3 80
1 90
150
7 15
7 15
5 65
5 65
5 25
5 25
4 15
4 15
13 50
5 40
2 70
200
9 0
9 0
7 0
7 0
6 0
6 0
5 0
5 0
17 0
6 80
3 40
500
20 0
16 0
15 0
12 0
12 50
10 0
10 0
8 0
40 0
16 0
8 0
Composition of Rates.
The conditions under which goods are carried have been given in detail, both when
consignments are forwarded.by the General and Special Tariffs.
However, it may be as well to demonstrate the building up of a through rate ; the
composition of an ordinary rate, together with a cartage charge ; and a rate applying to a
consignment on one system only.
Consignment on one system only.
As an example let us take the cost of consigning 510 kg. of cutlery from Langres-
Marne to Paris-la Villette from station to station. The Article being in class 1 of the
tariff.
Francs per ton.
Transport from Langres-Marne to Paris-la Villette 296 km. ... 45.40
Handling charges at departure and arrival ... ... ... 1.50
46.90
- Therefore, for 510 kg. the rate is 23.90 francs, to this must be added the Stamp and
Registration fee of 80 centimes. Total, 24.70 francs. ■
192 consignments on one system including cartage charges, etc.
Consignment on one system, including cartage charges for Collection and Delivery.
Price per Price pei
• • • • • I • « • « • ••• • • t
• # I • • • • I •
Collection
Registration and Stamps
Loading and departure station charges
Carriage from Langres-Ville to Paris-la Yillette,
302 km. ...
Unloading and arrival station charges
Delivery
i • • • i •
• • •
• • » « •
• M ft# • • • • • • 9 # •
ton.
510 kg.
3.00
1.55
0.80
0.75 )
46.30 (
24.40
0.75 )
5.00
2.55
Iotal ...
, 29.30
Through Rates.
An example of the composition of a through rate is here given :—
To find the cost of forwarding 600 kg. of Tissues at the cheapest rate in one
consignment from St. Quentin to Millau from station to station.
Class I.
Charge over Northern Company's system.
Price per Price per
ton. 600 kg.
Registration and Receipt Stamp ... ... ... 0.80
Loading and departure station charges ... ... 0.75
Transport from St. Quentin to Paris-La Chapelle ( ur
(152 km.) 23.80 i4*b;>
J transhipment at Paris-la Chapelle ... ... ... 0.20
Charge over the Ceinture.
J,- transhipment at Paris-la Chapelle ...
• » « • • •
Carriage from la-Chapelle to Bercy (12 km.) ... 2.16 )- 1.55
J transhipment at Bercy
Charge over P.L.M. Company's system.
J? transhipment at Bercy ... ... ... ... 0.20
Transport from Bercy to Arvant-transit (478 km.)... 70.90 )- 42.80:
transhipment at Arvant-transit ... ... ... 0.20
Charge over Orleans Company's system.
J transhipment at Arvant-transit ... ... ... 0.20
Transport from Arvant-transit to Neussargues (49 km.) 7.85)- 4.95
£ transhipment at Neussargues ... ... ... 0.20
Charge over Northern Company's system.
\transhipment at Neussargues ... ... ... 0.20
Transport from Neussargues to Millau (160 km.) ... 25.60 )- 15.95
Unloading and arrival station charges ... ... 0.75
Total ... 80.90
Export Rates.
All companies offer special export rates as has been previously mentioned, and it
may be of interest to quote a few examples. In addition to these rates special fixed rates
exist in the export tariff from certain districts to the companies' port of embarkation, and
also export rates particular to each company.
JVine in Casks.
" Ceintures " of Paris, Eastern, State, Northern, Orleans, Western, Paris-Lyons-
Mediterranêan Railways. «
export rates.
193
From any station on the above Companies' Lines to any port on those systems and
to all the different frontiers served by them, traversing at least two of the said lines
and a minimum distance of 350 kilometres or paying for such distance.
To the rates per ton quoted below, the charges for loading and unloading and stations
dues must be added.
For each kilometre in
For consignment
Per wagon of at
Per wagon loads of
excess of :—
of at least 50 kg.
least 5,000 kg.
■
at least 10,000 kg.
• -
Frs. c.
Frs. c.
Frs. c.
(Up to 350 km.) ...
350 „ 400 „
21 50
17 00
14 00
0 04
0 03
0 04
400 „ 500 „
0 04
0 03
0 04
500 „ 600 „
0 035
0 03
0 025
600 „ 700 „
0 035
0 02
0 015
700 „ 800 „
0 015
0 01
0 01
800 „ 900 „
0 015
0 01.
0 01
900 km. ...
0 015
0 01
0 01
All Companies.
Steel and Iron Pipes and , etc.
At least 50 kg.
At least 1,000 kg.
Per wagon load
5,000 kg.
Frs. c.
Frs. c.
Frs. c.
TJp to 275 km.
14 15
9 40
7 50
For each km. in excess of
0 035
0 02
0 02
275 km.
{i Ceintures ", Eastern, Northern and Western Railways.
Fresh Vegetables ( except cabbages) per wagon load of least 4,000 kg.
From any station on the Western Line to all the ports and frontiers served by the
Northern and Eastern Companies.
These rates to be increased by the station charges, but loading and unloading must
be done by consignors and consignees.
Up to 100 km
( 100
200
250
300
Per km. in excess of
;
55
55
55
200
250
300
500 km.
500
600
700
800
500
55
55
55
55
• • •
55
55
55
l 900 "
• • •
• • <
• I
• •
• •
• •
• •
« •
t •
• é
• •
• §
• •
• • •
• t f
Frs.
0
0
0
0
0
0
44
46
48
50
52
c.
135
135
12
085
035
02
25
25
25
25
25
Export Rates.
Tissues (excepting such as contain silk), from Rouen to the Stations mentioned below.
Cost per consignment per ton.
Maximum
distance.
At least
50 kg.
At least
10,000 kg.
Route.
Km.
Fr. c.
Fr. c.
Marseille
900
)
(
Argenteuil-Triage.
Cette... ... ... ••«
936
V 46 50
42 50 \
Villeneuve.
St. Louis-de-Rhone
951
f
i
St. George's transit.
194 fixed rates division of through rates.
Fixed Rates.
Although the general bases of rates in France is per ton per km., nevertheless^
certain rates exist giving one price per ton for the whole distance, and in some cases the
price may be the same while the distance varies. To illustrate this the following tariff
is shown :—
Special Tariff. 44Petite Vitesse No. 6.
Beer, Cider and Wine in barrels ; grapes for wine making ; vinegar in barrels, and
wine in barrels, forwarded in consignments of at least 50 kg.
1
Distance.
Per ton.
Km.
Fr.
c.
' Sainte-Maure ...
264
22
0
Bordeaux-Bastide
577
37
0
La Sauve
602
37
0
Monsegur
633
37
0
Mesterrieux
640
37
0
Bourre ...
252
20
0
Montrichard ...
252
20
0
Coueron
441
24
0
Avord ...
252
20
0
Saint-Satur (Cher)
286
20
0
From these
Agen
650
37
G
Stations to Paris- ■<
Marmande
637
37
0
Ivry.
Sainte-Foy-la-Grande
580
37
0
Gardonne
573
37
0
Sarlat ...
555
37
0
Cahors ...
598
37
0
Puy-l'Eveque . .
620
37
0
Toulouse
747
42
50
Tonneins
666
37
0
Paris-Ivry
120
12
0
Juvisy ...
102
11
50
Blois
59
7
0
. Tours ...
115
11
50
' Bordeaux-Bastide
459
30
0
Coueron
323
14
0
Saint-Nazaire ...
372
16
0
Cour-Cheverny
78
9
50
Montrichard ...
139
15
0
From those to
Orleans and <
versa.
Bourre ...
Malesherbes ...
Glen ... ... ... ... ... ...
134
46
65
15
8
8
0
0
0
Montargis
76
9
0
Saincaize
171
17
0
Gannat ... ... ... ... ... ...
274
24
0
Agen
523
33
0
Montaubin
543
37
0
Toulouse
629
38
0
Division of Through Rates.
The method of dividing the price of transport of goods on two or more systems is
best illustrated by a hypothetical example.
A.—When a 44 prix ferme" or a fixed tariff exists say from Boulogne to Marseilles,
the forwarding station marks on the advice note the proportions of the respective
Companies concerned.
This note is forwarded with the goods to the destination station, and is there checked
and despatched to the Paris Control, called the 44 Contrôle Commun," which debits or credits
the forwarding Company according to whether the price has been prepaid or not.
B.—When no 44 prix ferme" exists the forwarding station collects the price for the
whole kilometric distance, the same procedure is adopted as in A., the final apportionment
taking place at the Paris headquarters.
The 44 Contrôle Commun " mentioned above has an independent Chairman and
a board of directors consisting of one representative from each of the big Railway
Companies.
This control apportions the proportion of through rates to the respective Companies,
and also sees that the pooling of traffic is carried out in conformity with the agreements
entered into between the various Companies.
pkivate sidings.
195
Private Sidings.
The Regulations regarding the construction of private sidings are dealt with in the
u cahier des charges."
These sidings are either constructed by the owners or by the Railway Company at
the owner's expense.
As a general rule no charges are levied by the Company for delivering or receiving
wagons at the point of exchange.
The actual shunting within the siding is carried out by the owner or by the Company
at a small charge.
The shunting effected by the Company at the point of exchange is only charged for
when of an elaborate nature.
The Railway Advisory Council appears to favour an increase in the number of
private sidings with a view to easing the congestion now existing in the stations. In
colliery districts, for a similar cause, the Companies have constructed private sidings at a
reduced cost to the proprietors.
The Northern Company's special tariff regarding private sidings is appended.
Northern Railway.
Special Tariff. u Petite Vitesse 29."
Private Sidings.
Prices for delivering and accepting rolling stock at the point of exchange of private
sidings, and manner of applying the rates for goods sent to or from private sidings.
Article 1. The Company must provide wagons to owners of private sidings within a period
of two days from the time of request ; this period does not include the day of the request nor the
day of delivery. If the transportation is going to take place according to the conditions of
a special tariff which grants a supplementary period for the forwarding and transportation
of goods, this further period must be added to the above period.
Article 2. The Company will only receive and deliver wagons at the point of exchange.
Consignors and consignees must undertake the haulage of wagons within their sidings. Owners
of private sidings are responsible for any damage to the rolling stock whilst on their sidings.
Wagons may only be used for the transportation of articles and goods to be forwarded on the
main line and forwarded in complete wagonloads. Wagons will only be considered as being
returned if they are accompanied by all the accessories and sheets which may have been
supplied.
Article 3. Prices for delivering and receiving rolling stock are as follows :—
0.12 fr. per ton for sidings the length of which does not exceed 1 km.
0.16 fr. per ton for sidings the length of which exceeds 1 km., but not 2 km.
0.20 fr. per ton for sidings the length of which exceeds 2 km., but not more than
3 km.
On sidings exceeding 3 km., the price will be 0.04 fr. per wagon and per km., in addition to
the first 3 km., which must be paid for at the rate of 0.20 fr. per ton. Each part of a km. must be
considered as a whole km.
Article 4. Each wagon delivered to a private siding will pay the price indicated in Article 3,
calculated on a minimum of 5,000 kg. On the return journey no charge will be made for the
wagon if empty. If full, the same prices will be charged as in Article 3. The same applies to
empty wagons delivered at the point of exchange.
Article 5. The time during which wagons may remain at the disposal of private siding
owners may not exceed 6 hours when the length of the siding does not exceed 1 km. ; this period
is increased by half an hour for each further km.
These periods do not include night hours when the station is closed.
When these periods have been exceeded the Company will charge for every period of
6 hours, night included, the prices fixed by Article 3. Nevertheless, this period for delay may be
calculated at the rate of 0.25 fr. per wagon per hour.
Article 6. Private siding owners may, at their option, submit to the following instead
of those fixed by Articles 3, 4, and 5 :—
1 fr. per wagon will be charged for delivery and receiving wagons at the point of exchange,
on condition that :—
1. The time during which the wagons remain in the siding does not exceed six hours what¬
ever may be the length of the siding.
2. The charge for exceeding this period is fixed per wagon, at—
1.50 fr. when the delay does not exceed 6 hours, night included.
3.50 frs. „ „ 12 „
6.00 frs. „ „ 18 „
9.00 frs. „ „ 24 „
Beyond 24 hours a charge of 3 frs. for each further period of six hours delay will be made.
3. Rolling stock delivered at the siding must be returned empty unless it has been re-loaded
with the consent of the Company. In this latter case, the period during which a wagon may
remain in the siding will be nine hours, and only 1 fr. per wagon will be charged for those
wagons when returned empty.
14712
196
private wagons inter-company competition,
4. Consignors may provide sheets belonging to them or sheets hired from private companies.
The Company also hires sheets to consignors at the following prices :—
0.50 fr. per sheet of 35 metres square, plus half a centime per km. on the distance
travelled, with a minimum of 1 fr. per sheet.
Article 7. Private wagons are exempt from any siding charges.
Article 8. Owners of private sidings may load the same wagons with goods to he forwarded
to several consignees, but the various consignments must be for the same station.
Article 10. The loading and unloading of goods on private sidings must be performed by
and at the risk of consignors and consignees. When goods are forwarded by special tariff which
includes the price of handling, a rebate of 0.30 fr. per ton will be given to the owners of private
sidings for each loading and unloading operation which take place.
Article 11. When a private siding leads to a station goods are charged on the main line as
if they were actually delivered or sent from the station. When the point of exchange of a
siding is situated between two stations, goods will be charged on the main line according to the
distance tables established for each private siding.
Private Wagons.
The use of private wagons in France is not very extensive, reservoir and refrigerating
wagons being practically the only types employed. They are admitted to circulate on
the various lines provided they have been inscribed on the register of one or other of the
big Companies, or a foreign Railway Administration. The plans of the wagons must be
submitted for approval.
The upkeep and maintenance must be undertaken by the owners.
The conditions of haulage vary on the different Companies' lines. On the Orleans,
for example, empty wagons are transported up to—
200 km. ... 0.10 fr. per wagon per km.
from 201 to 300 km. 0.06 ,, „
,, 301 to 400 km. 0.05 ,, ,,
and over 400... ... 0.02 ,, ,,
Full wagons are charged at the rates for the goods they contain, the total load not
to be less than eight tons.
A rebate is given of 0.02 fr. per km. and per wagon when loaded in consideration
of the provision of the rolling stock.
Inter-Company Competition.
This may be said to be existent in France, but not to any very considerable extent,
owing to the agreements entered into by the Companies between themselves. Although
these agreements are not " de jure " under the control of the State, " de facto " they are,
as they must either involve questions of finance or traffic, both of which are directly
subject to State control. A certain competition arises owing to the rule that consignments
must go by the shortest available route from the point of departure to destination, and in
order to obtain the traffic a company will sometimes construct a line, lessening its
distance and so obtain the traffic from a company previously possessing a shorter route.
An instance of this was the traffic passing from Beziers to Paris. Primarily, the
traffic, owing to the doctrine of the shortest route, passed from the Southern Railway to
the Paris, Lyons, Mediterranean, and thence to Paris. The Orleans Company, however,
constructed a line which by reducing their distance diverted the traffic to them. The
Paris, Lyons, Mediterranean then threatened to build another and shorter line, so an
agreement was come to, to pool the traffic.
It is of interest to note here that the traffic does not actually pass over the shortest
route, although paying for such, owing to the very steep gradients thereon. In fact the
transport is carried on in the proportion of 75 per cent, by the Paris, Lyons, Mediterranean,
and 25 per cent, by the Orleans Company.
The pooling agreement referred to has been appended here.
Agreement passed between the P. L. M. Paris-Orleans and Southern Railways with
regard to traffic between Paris and certain stations on the Southern Railway system.
Before the opening of the line from Bort to Neussargues, the shortest distance from
Beziers to Paris was via Neussargues and Arvant, that is to say, via the P. L. M. system
from Arvant.
Since the opening of the line from Bort to Neussargues, which took place on
May 11, 1908, the shortest distance is now viâ Neussargues, Bort and Yierzon, that is to
say, viâ the Orleans system from Neussargues.
competition with waterways
197
The P. L. M. Company, however, is at the present time constructing a line from
Brioude to St. Flour, and when this line is terminated, the shortest distance will be via
St. Flour, La Roche-Faugere and Arvant, that is to say, by the Southern and P. L. M.
systems. It will be possible to reduce this distance further, more especially by the line
from Gannat to La Ferte-Hauterive, which is being connected to the P. L. M. Company.
On the other hand, the Orleans Company intends to complete new lines which will
give it the shortest distance from Beziers to Paris.
The three Companies have, therefore, decided to put an end to all competition
regarding the traffic from the Southern Railway, and have hereby agreed as follows :—
Article 1. The traffic for goods forwarded by "Grande" or "Petite Vitesse" exchanged between
the stations on the Southern system situated in 4he zone between Audelat in the north, Gazes
Lacabarede, Lezignan and Maury in the west, Mende, Aumessas, Nizas-fontes, and Villeneuve-les-
Beziers in the east, Port Bou in the south, and the stations of Paris on the other.
An account will be opened for all traffic coming or going to these various points.
The gross receipts of this traffic will be divided between the itinerary using the lines of the
Southern, and the P.L.M. in the proportion of 25 per cent, for the first portion of this itinerary,
and 75 per cent, for the second.
This proportion is fixed once and for all, whatever new lines may be opened in the future.
Article 2. The common account will be divided into two portions, viz. :—
1. For parcels, victuals, and other consignments forwarded by " Grande Vitesse ", with the
exception of luggage.
2. Goods, victuals, and other consignments forwarded by "Petite Vitesse ".
Each of these accounts must be divided in the proportions of 25 per cent, and 75 per cent, as
indicated by Article 1.
Subsidiary charges will be divided up as follows :—
0.95 fr. per ton to one of the Companies if it is the forwarding or receiving company, and
0.40 fr. per ton if the Company is only an intermediary.
The Southern Railway Company will be entitled, however, to 0.95 fr. per ton for consign¬
ments in transit over its lines when transhipment takes place.
Article 3. The three Companies will arrange the actual transportation of goods so that the
actual tonnage on the goods to be transported shall be in the same proportion as the division of
the receipts.
For this purpose each Company will make out statistics showing the tonnage to be forwarded
on one or other of the two routes, and the result of this statistic must be communicated to the
other two Companies.
Each of the Companies hereby agrees to forward consignments so that the above proportion
is always adhered to.
Should it, however, not be possible to divide the tonnage in the exact proportions indicated
above, the route which has forwarded the larger amount of tonnage than that intended, the route
forwarding such excess tonnage will be entitled to :—
1. " Petite Vitesse 50 per cent, of the receipts per ton, not including taxes and subsidiary
charges, and calculated on the total traffic forwarded by this.
2. " Grande Vitesse " : 40 per cent, of the receipts per ton, not including taxes and
subsidiary charges, and calculated on the total traffic forwarded by this.
Article 4. Any expenditure with regard to claims for loss, delays, and damage to goods,
or accidents, will be settled separately, and are not to be included in the Common Account.
They must be pâid by the route over which the transportation has taken place.
Should it be impossible to determine the route over which the goods were transported,
claims will be paid from the Common Fund.
Article 5. Accounts will be balanced at the end of each year. The contracting companies
hereby authorise each other to inspect their respective books, documents, &c., necessary for the
checking of the accounts of this present Convention.
Article 6. The present Convention holds good from the 1st November, 1908, to the 31st
December, 1956, the date on which the Orleans Company's concession expires. This Convention
will be retrospective. From May 11, 1908, until November 1, 1908, a special account must be
opened for traffic carried during this period.
Article 7. Any disputes with regard to this agreement must be submitted to arbitration, each
party appointing an arbitrator, the arbitrators appointing an umpire, if necessary. Should the
arbitrators be unable to agree as to the umpire, this umpire will be nominated by the President
of the Civil Court of the Seine.
Article 8. This present agreement will be submitted to the Minister of Public Works for
approval.
Competition with Waterways.
It may be said that it is now hardly practicable for the Railway Companies to
compete actively with the navigable waterways, as it is the practice of the Ministry of
Public Works to refuse approval of a rate on any particular portion of a company's
line that is not also applicable to the remainder of the system.
14712 2 c 2
198
sheets —packing regulations.
The Ministry also endeavours to keep a margin of 20 per cent, or thereabouts on the
railway rates above those on the canals.
No season rates on railways operate in competition with waterways as exist in
certain other countries.
When a canal service exists, large lots of grain are almost invariably despatched by
water. Wheat and flour from Dunkerque to Lille and Paris go mainly by water.
Coal merchants also take advantage of canals when available, the rate from Bordeaux
to Toulouse being about half the rail rate, but not including the subsidiary charges for
loading and unloading.
There are reduced rates in competition with combined sea and rail rates, as an
example, there exists a rate from Havre to Montaubon for coffee, 38 francs per ton, in
competition with a sea route Havre to Bordeaux, and thence to Montaubon by rail. The
combined sea and rail rate was 40 francs per ton before this competitive rate was
introduced.
The waterways of France are free, not only to French traders but to those of other
nations.
It is not easy to establish a comparison between the Railways and Waterways in the
matter of transport. A Table, however, is appended showing the difference in price
between the two methods of transportation.
It is necessary to deduct from the price hy rail the supervision charges, the cost of
maintenance of way, station charges, shunting and handling, &c.
Article
Localities
By Water.
By Rail.
• • •
Coal from
Wood from ...
Coal from ...
Coal from ...
Pig Iron from
Salt from ...
Sand from ...
Pig Iron from
Lens to Paris
Calais to Lille
Lens to Nancy ...
Charleroi to Rouen
Nancy to Valenciennes
Nancy to Lille
Nemours to Valenciennes
St. Dizier to Lyon
• • #
• • 9
» I •
frs.
5.50-6.00
2.25
6.25
7.00-7.50
3.50
4.75
2.50
e
• • <
frs.
6.70
4.30
8.65
8.85
7.95
6.05
8.85
12.90
The period occupied in the transport of goods is as a matter of course longer for
water carriage than railage. A comparison is here given.
By Water. By Rail.
Lens to Paris ... ... ... 15 days ... ... ... 2 days.
Lille to Paris ... ... ... 10 days ... ... ... 2 days.
Sheets.
An article of the " Code Civil " made carriers responsible for the good condition of
the goods which they transported, and accordingly the railway companies used sheets for
the preservation of consignments when necessary, and no charge was made for their use.
But in the special tariff where a reduction is granted in the rates, a clause was inserted
providing in certain cases for the levying of a charge for the use of sheets.
Packing Regulations.
Packing regulations do not exist, and the consignor may not be compelled, since
the passing of the Law " Rabier," to sign a statement taking all risks of defective packing.
Should a dispute arise regarding the packing, the question is decided by an expert who
is appointed by the Court if the dispute reaches tiiat stage.
It must be remembered that there are no fixed rules regarding the loss and wastage
from trucks in transit.
"groupage"—advice notes, etc.
199
"Groupage."
This method of lumping many small consignments together into one-full wagon load
is in general vogue in France. A reduced rate is thus obtained over separate consignments,
but the rate of the most expensive article (z.£., the article in the highest class of the tariff)
must be paid for the whole wagon load. These " groupage " rates are subject to there
being one consignor and one consignee.
On the Northern and the Eastern Companies' lines, however, there exists a special
tariff for " groupage " where articles of all classes may be lumped together to form one
consignment, and the rate charged being that of the 4th class.
Advice Notes.
The " Code Civil " does not make it imperative for a carrier to advise a consignee of
the arrival of goods, but as the carrier may not charge for warehousing until such advice
has been given, it is the general practice to send an advice note.
Strong efforts are being made at the present time to make it obligatory for the
Companies to send advice notes.
Ledger Accounts.
These accounts are opened for certain reputable and financially sound traders, but a
deposit is required according to the volume of traffic.
No Government regulations have been issued dealing with this subject.
These accounts are usually settled every 10 days, but in some cases monthly.
By far the more general practice is a daily settlement between the Companies and
traders.
Weighing Machines.
Weighing machines of every description must be submitted to inspection by the
representatives of the Ministry of Commerce, and a stamp is affixed to show that such a
testing of accuracy has taken place.
Inspectors of the Ministry of Commerce test from time to time the accuracy of the
weighing machines of the Railway Companies ; no definite time of year is appointed for
their visits which are always unexpected, and severe fines are imposed if the machines
examined are found to be inaccurate.
The Railway Companies deem it advisable to keep a small staff which test these
machines for themselves.
Weighing of Trucks.
The rules regarding the weighing of wagons are laid down in the "cahier des
charges," and the conditions for " Grande" and " Petite Vitesse."
It was found that as a general rule the Railway Companies accepted the weights
given by the consignors, except in the case of more expensive articles, such as spices,
coffee, pepper, &c., &c., when the Company weighs.
Should the Companies have any doubt as to the integrity of the traders they can at
any time re-weigh the consignments.
Tolls.
Tolls are uncommon in France but there are a few existent. The Bordeaux Bridge
for example, over the River Garonne, belonging to the Orleans and Southern Companies
which is a costly construction, charges for 6 kilometres instead of the actual length of the
Bridge, about 900 metres.
Liability for Loss or Damage.
Before the passing of the Law " Rabier " the onus of proof lay with the trader, but
since the passing of this Act the onus is reversed.
The Law " Rabier" of 1908 forbade the Companies to put clauses in their tariffs
limiting their liability. It is estimated that before the passing of this Law a certain
company incurred an annual loss due to liability of about half a million francs, but since
that date this figure was estimated to approximate annually two millions of francs. The
Companies, as a natural result from the passing of this Act reversing the onus of proof,
have for self protection become more stringent with regard to the acceptance of goods
insufficiently packed.
200
claims and bates—complaints against railway companies.
Before the Law " Rabier " the Companies had drawn up a table of various classes of
goods on which they claimed a certain amount of wastage uen route " but, as above
stated, this scale does not now hold good.
This law refers to internal traffic in France and has no application to International
through traffic.
Claims and Rates.
The usual practice of French merchants when consigning goods by rail is, not to
ascertain from the tariff book the rate at which their goods should be sent and inform the
Company concerned of such rate, but to mark on the consignment note " Au tarif le plus
réduit," thereby claiming the cheapest rate. Considerable difficulty appears to be found
in France in acquiring a knowledge of the tariffs, even sufficient for the regular usage of
the frequent consignments by any particular firm.
This system of marking that the lowest price is that by which the trader requires his
goods despatched (when such is the case) has naturally made it imperative that the rates
should be checked when the Company requires payment. As the merchants are no more
able to check the accuracy of the rate imposed by the Company than to ascertain the
correct rate in the first instance, certain firms and private parties have arisen in all the
big towns and cities who make it their business to check all Railway Rates submitted to
them by their clients.
These firms either require their customers to become regular subscribers and then
charge them additionally about 25 per cent, of any amounts recovered from the Railway
Companies on overcharged rates, or they make a deduction of 30 to 50 per cent, of any
amounts recovered according to the amount of business that the merchant may bring
them. For this they not only check all rates submitted, but also when an overcharge has
been made, make it their business to recover such amount from the Company concerned.
It may be said that though the period necessary to get a claim settled by a Railway
Company may seem in some case lengthy, yet in only about 5 per cent, of cases of claims
was it necessary to have recourse to law.
Complaints against Railway Companies.
The two great complaints against the Companies are : the excessive periods allowed
to the railways for the transportation of merchandise by " Petite Yitesse " ; and the
shortage of wagons.
The former is a very general complaint and seems to be more or less justifiable.
There is at the moment an agitation being carried on by many of the French Chambers of
Commerce to endeavour to effect a decrease in these authorised lengthy periods for
transport by " Petite Yitesse." A consideration of the rules laid down in the General
Conditions for transport by " Petite Yitesse " will clearly indicate these excessive periods
for loading, forwarding and delivering.
It is not binding on the Companies to load goods within any given space of time
provided that they deliver the consignment within the period made up of the various
authorised time allowances for loading, unloading and carrying.
The period for delivery by rail dates from the day after which the demand for
wagons has been received.
When special tariffs are requested at reduced rates the period of delivery is consider¬
ably increased.
The Companies were not favourably inclined to grant any considerable reduction in
these periods of delivery, owing to the lack of accommodation in the marshalling stations,
and owing to the traffic having increased in greater proportions than the provision of
goods station accommodation.
The shortage of wagons is a general complaint. This is a cause of complaining in
other countries, but is aggravated on certain lines in France ; as an instance, the Western
Railway have been very far from meeting the requirements of consignors in the matter of
trucks, and it is plain to the observer that such was a natural result of the condition into
which the finances of the Company had fallen. The Company owed the State both
capital and interest to a very large sum of money, and as a natural result both the
Company and the State control were unwilling to incur any avoidable expenditure.
It should be remembered when studying the following table that the time allowances
for handing traffic over from one company to another are not included—this allowance of
three days for each transfer is considered excessive.
period for transport—speed of trains.
201
Table showing Period for Transport of Animals, Victuals, Goods, &c.,
forwarded by " Petite Vitesse " under General Tariff.
Total period in
■
Period for
Period for
days for transport
Distance in Kilometres.
forwarding in
carriage in
not including the
days.
days.
days of receipts
and delivery.
Table A.
From
1 to
150 km. inclusive
1
1
- 2
il
151 „
275
5
9} ••• ••• •••
1
2
3
ii
276 „
400
55
99 ••• ••• •••
1
3
4
il
401 „
525
55
99 • • • • • • •••
1
4
5
ii
526 „
650
55
99 • • • ••• •••
1
5
6
ii
651 „
775
55
99 • * • • • • • • •
1
6
7
ii
776 „
900
55
99 ••• • • • • • •
1
7
8
ii
901 „
1,025
55
99 ••• ••• •••
1
* 8
9
ii
1,026 „
1,150
55
99 ••• ••• •••
1
9
10
ii
1,151 „
1,275
55
99 ••• ••• • • •
1
10
11
ii
1,276 „
1,400
55
99 ••• • • • * • •
1
11
12
ii
1,401 „
1,525
55
99 • • • tti • • •
1
12
13
ii
1,526 „
1,650
55
99 ••• • •• • • •
1
13
14
Table B.
From 1 to 200 km. inclusive ...
11
11
11
11
99
91
19
91
201
401
601
801
1,001
1,201
1,401
1,601
400
600
800
1,000
1.200
1,400
1,600
1,800
19
11
19
11
19
11
11
11
11
11
11
11
11
11
11
11
1
1
2
1
2
3
1
3
4
1
4
5
1
5
6
1
6
7
1
7
8
1
8
9
1
9
10
Table A. refers to all lines with the exception of certain specified main lines, the periods for
which have been given in Table B.
Speed oe Trains.
The Chief passenger trains in France are booked to perform their journeys at a high
average rate of speed, as an example a table is appended showing that at which some of
the Northern Railway Company's expresses perform their respective services.
Northern Railway Company.
Average Speed in Kilometres per Hour of Three Express Trains running from
f Boulogne, Calais for England.
Paris Nord to<[ Lille.
^ Feignies-Jeumont for Belgium and Germany.
ÇService from 1st May, 1908, to 30th April, 1909.)
Amiens
Bou¬
logne-
Ville.
Bou¬
Busigny
Train
Num¬
bers.
Paris
Creil.
Creil
Amiens.
logne
Calais-
Mari¬
Amiens
Arras.
Arras
Douai.
Douai
Lille.
Creil
Terg-
nier.
Terg-
nier
Busigny.
a
Feignies
ou
Depart.
Arrive.
time.
Jeumont
5
94
96
99
81
9h. 50m.
lh. 10s.
67
94
94
97
83
—
—
9h. 55m.
lh. 15s.
7
97
98
94
—
—
4h. 00s.
6h. 49s.
309
97
94
—
96
87
93
■
—
8h. 05m.
llh. 00m.
315
101
98
—
98
92
93
..
—
5h. 25s.
8h. 15s.
317
97
94
—
96
92
93
■
.—
7h. 25s.
lOh. 20s.
109
97
— -
101
91
94
8h. 35m.
lOh. 47m.
179
97
—
—
.
101
91
92
Hi. 50s.
4h. 25s.
123
97
■
——*
——
_
—— '
101
94
95
7h. 20s.
9h. 50s.
Note*—The speeds above are calculated on the running time allowed, deductions being made of
one minute for starting and half a minute for slowing down at stopping stations.
202
"railways and the staff—classification—state system.
RAILWAYS AND THE STAFF.
The conditions existing on the State Railway System regarding employees'
representation on boards of management, profit-sharing, measures of assistance, labour
committees and other staff matters, differ fundamentally from the conditions in vogue on
the Private Companies' lines ; it has therefore been deemed advisable to treat with the
State system and the conditions to which the staff are subjected, separately.
The private Companies are dealt with together under their respective headings :—
i. Salaries, premiums, fines, loading allowances.
ii. Hours of rest and duty.
iii. Uniform.
iv. Conciliation Boards,
v. Pensions.
vi. Privileges.
t
Classification.
The general classification is the same for all Railways.
The Railway employees are divided into two classes :—
1. The Officials who are paid an annual salary.
2, Workmen who are paid a daily wage.
Both classes contain permanent and temporary employees, the former only being
entitled to a pension.
State System of Railways.
The staff employed by the State System in 1908 amounted to 14,200 employees of
all classes.
Staff (other than Workmen).
The salaries of the staff are fixed by a scale.
Promotions are regulated by an annual list.
The proposals concerning this annual promotion list are prepared by a local
Committee, one for the Traffic Department, another for the Permanent Way Department,
and yet another for the Locomotive and Carriage Department. Representatives of the
staff are members of these local Committees.
After the lists are prepared by the respective local Committees they are forwarded to
a Classification Committee, composed of 6 of the chief officers of the Railway Company
and representatives of the staff.
Workmen.
The preferment of the working staff is submitted to similar regulations but differs in
detail.
Profit Sharing.
Certain sums of money are distributed annually as premiums on thrift and good
management to employees who have been judged to have contributed to the good working
and results of the traffic. These annual sums may not, however, exceed 2 per cent, of
the gross earnings of the year.
Measures of Assistance.
Certain measures are adopted whereby the State system assists employees possessing
large families, gives a grant for funeral purposes, assists orphans, &c.
Conciliation Boards.
Committees representing both the Management and the Staff elected by their fellow
workmen were established in 1901. These Committees see that the laws and regulations
regarding hours of work, rest, &c., are adhered to.
STATE SYSTEM.
The formation of these Committees is briefly as follows :—
Nine chief officers of the Railway Administration and seven delegates from the
various departments ; these delegates are elected for three years. Substitutes are elected
for three years. Substitutes are chosen to represent any delegate unable to attend.
These Conciliation Boards meet every six months at least.
Elected employees are also attached to the pension fund and staff catering department.
In the year 1907 the State system instituted a still further representation of the
Staff in the Management. The Staff were to be represented on the Committees entrusted
with the preparation of the advancement and bonus list.
Enquiry Board.
An Enquiry Board was instituted comprising delegates from the Staff, and the
General Manager of the State system agreed to receive eight representatives of the Staff
in conference twice a year. • -
Pensions.
All salaried Staff share in the pension fund. The endowment fund is supplied
thus :—
1. A monthly deduction of 5 per cent, from the salary or fixed wage, including the
premiums gained by engine drivers and firemen.
2. A deduction of a twelfth of the salary or wage on first appointment, or in the case
of reinstatement, and of a twelfth part of any subsequent increase in pay.
3. A subsidy paid by the State to the pension fund. This subsidy now amounts to
10 per cent, of the salary or wage.
Should an employee leave the service without being entitled to a pension, the
deductions made from his salary are refunded to him.
In the case of an employee dying in office before 15 years' service, the past deductions
from his pay are returned to his family.
The right to a pension is acquired on the completion of 25 years' service and 55 years
of age. This age limit may be extended to 65 years for the higher offices appointed by
the Minister, and 62 years for other employees. In the case of engine drivers, firemen
and guards who by reason of their employment are physically unfit for further service
after 50 years of age and 20 years' service, the retiring pensions are paid as though they
had attained the age of 55 years and accomplished 25 years' service.
Employees injured in office have the right to a proportional retiring pension if they
have fulfilled 15 years' service.
Employees leaving the service for any cause other than invalidation or limit of age
who have had at least 15 years' service, possess the right to retiring pensions at the
age of 55.
The normal retiring pension amounts to half the average salary of the last six years.
To this is added one-fiftieth part of the average salary for each year exceeding 25 years'
service, and it may attain to three-quarters the salary but may not exceed a maximum of
6,000 Frs.
When the pension is paid after 15 years' service, but before 55 years of age and
25 years' service, the normal pension is reduced by one-fiftieth part for each uncompleted
year of service.
The minimum pension is 360 frs.
Mutual Assistance and Provident Society of ungazetted workmen and clerks.
This -Society has been founded under the patronage of the State Railway System,
which pays thereto a subsidy equivalent to the total amount of subscriptions of the
members.
The objects of this Society are, to provide pensions and to grant relief to members,
their widows and children.
Staff Catering Department.
This department for supplying the Railway Staff at cost price is run as a
Co-operative Society. It is managed by a Boaxd of 13 members, 8 of whom are delegates
from the Staff. - ^ •
14712
204
state system.
Scale of Salaries fixed by Decree of 16th December, 1899, and amended by the
Decree of 2nd duly, 1901.
Salaried Staff1
Number
of the
Groups.
Classes.
Management.
Traffic and
Commercial.
Permanent Way.
Mechanical.
Stores.
r
i
i- H
i
i
4 class 13,000
3 „ 15,000
2 „ 17,000
1 „ 19,000
Chief Engineer
attached to the
Director.
Heads of
Departments.
Traffic Manager.
Assistant to
Engineer in
Chief.
Chief Engineer.
Assistant to
Chief Engineer.
Chief Engineer.
Assistant to
Chief Engineer.
Chief Engineer
attached to the
Chief
Storekeeper.
/•
IL
V.
7 class 7,000
6 „ 8,000
5 „ 9,000
4 „ 10,000
3 „ 11,000
2 „ 12,000
1 „ 13,000
Assistant
Traffic Manager.
Principal
Engineers.
Inspector General
of Traffic
Department.
Engineers.
Chief Inspector.
Assistant
Engineer to
Chief Engineer.
Engineers.
Assistant
Engineer to
Chief Engineer.
Engineers.
>
r
m. -i
V
7 class 6,000
6 „ 6,500
5 „ 7,000
4 ,. 7,500
3 ., 8,000
2 „ 8,500
1 „ 9,500
Principal Clerks.
Assistant
Secretaries.
Assistant
Chief Inspector.
Assistant
Engineres
Principal
Commercial staff.
Assistant
Engineers.
Assistant
Engineers.
Heads of
Departments.
Assistant
Heads of
Departments.
IY. -
w
7 class 4,000
6 „ 4,500
5 „ 5,000
4 „ 5,500
3 ,, 6,000
2 „ 6,500
1 „ 7,000
Chief Clerks.
Inspectors.
Chief Clerks.
Inspectors.
Chief Station
Inspectors.
Rates Clerks.
Chief Clerks.
Inspectors.
Chief Clerks.
Inspectors.
Works Managers.
Chief Clerks.
Inspectors.
r
i
i
V. -j
V
6 class 3,600
5 „ 4,000
4 „ 4,400
3 „ 4,800
2 „ 5,200
1 „ 5,600
Assistant Chief
Clerks.
•
Assistant Chief
Clerks
Assistant Chief
Clerks.
Assistant Chief
Clerks.
Principal
Mechanics.
Assistant Chief
Clerks.
r
VI. <
1
1
I
6 class 2,700
5 „ 3,000
4 „ 3,300
3 ,, 3,600
2 „ 3,900
1 „ 4,200
Clerks.
Principal
Accountants.
Assistant
Inspectors.
Chief
Draughtsmen.
Clerks.
Principal
Accountants.
Assistant
Inspectors.
Chief
Draughtsmen.
Clerks.
Principal
Accountants.
Assistant
Inspectors.
Chief
Draughtsmen.
Clerks
Accountants.
Foremen.
First Class
Engine Drivers.
Assistant
Inspector.
Clerks, Principal.
Accountants.
Controllers.
Storekeepers.
c
VII. r
7 class 1,800
6 „ 2,100
5 „ 2,400
4 „ 2,700
3 „ 3,000
2 „ 3,300
1 „ 3,600
Station Master.
Assistant Station
Master.
Conductors.
District Chiefs.
Timekeepers.
f
1
VIII. <
6 class 1,800
5 „ 2,100
4 „ 2,400
3 „ 2,700
2 „ 3,000
1 „ 3,300
Controllers of
trains.
Chief Clerks for
G.Y. and P.Y.
Mechanics.
Engine Drivers.
Assistant fore¬
man.
STATE SYSTEM.
205
Number
of the
Groups.
Classes.
Management.
Traffic and
Commercial.
Permanent Way.
Mechanical.
Stores.
IX. <
7 class 1,500
6 „ 1,800
5 „ 2,100
4 „ 2,400
3 „ 2,700
2 „ 3,000
1 „ 3,300
Clerks.
Accountants.
Draughtsmen.
Principal female
Clerks.
Dispatcher's
Clerks.
Accountants.
Draughtsmen.
Principal female
Clerks.
Timekeepers.
Dispatcher's
Clerks.
Accountants.
Draughtsmen.
Principal female
Clerks.
Dispatcher's
Clerks.
Accountants.
Draughtsmen.
Principal female
Clerks.
Dispatcher's
Clerks.
Accountants.
Draughtsmen.
Principal female
Clerks.
X. H
<•
7 class 1,500
6 „ 1,650
5 „ 1,800
4 „ 1,950
3 „ 2,100
2 „ 2,400
1 „ 2,700
Leading Porters.
Principal Clerks
G.Y. and P.Y.
Cashiers.
_ Representatives
at J oint Stations.
XI. <
s
v.
7 class 1,350
6 „ 1,500
5 „ 1,650
4 „ 1,800
3 „ 1,950
2 „ 2,100
1 „ 2,250
Principal
Messengers.
Registering
Porters.
Booking Office
Clerks.
Foremen.
Chief Shunters.
Guards.
Chief Rail-
layers.
Firemen.
Cranesmen.
Firemen on
stationary
engines.
Cranesmen.
XII. <
f
i
1
7 class 1,200
6 „ 1,350
5 „ 1,500
4 „ 1,650
3 „ 1,800
2 „ 1,950
1 „ 2,100
Messengers.
Telegraph Clerks.
Watchmen.
Pointsmen.
Signalmen.
Assistant
Foremen.
Brakesmen.
Storekeepers.
Pointsmen.
Electricians.
Weighing
Machine
Attendants.
Examiners.
Coopers.
Distributors.
XIII. <
r
V
7 class 1,200
6 „ 1,300
5 „ 1,400
4 „ 1,500
3 „ 1,600
2 „ 1,700
1 „ 1,800
Office porters.
Door porters.
Office porters.
Door porters.
Office porters.
Door porters.
Watchmen.
Office porters.
Door porters.
Watchmen.
Office porters.
Door porters.
XIY. -5
7 class 1,050
6 „ 1,100
5 „ 1,150
4 „ 1,200
3 „ 1,260
2 „ 1,320
1 „ 1,400
Labourers.
Semaphore
keepers.
Lamp keepers.
Semaphore
keepers.
Bridge watchmen.
Store labourers.
XY. «
7 class 900
6 „ 950
5 „ 1,000
4 „ 1,050
3 „ 1,100
2 „ 1,150
1 „ 1,250
.—*
Rail-layers.
Gatekeeper.
.
XYI.
7 class
6 „
5 „
4 „
3 „
2 „
1 „
1,000
1,200
1,350
1,500
1,650
1^800
2,000
Female
Employees.
Female
Employees.
Booking office
Clerks (female).
Female
Employees.
Female
Employees.
Female
Employees.
Medical Service,
4 class
3
2
1
11
11
11
2,000
3,000
4,000
5,000
Chief Medical
Officer.
Assistant to the
Chief Medical
Officer.
Assistant to the
Assistant Chief
Medical Officer.
companies® salaries, premiums, fines, allowances.
SALARIES, PREMIUMS, FINES AND ALLOWANCES.
Paris-Orleans Railway.
Scale of Salaries of Staff.
Francs per annum.
Minimum. Maximum
Chief Clerks (Head Office) ... ... ... ... 3,000 ... 9,000
Masters at Principal Stations ... ... ... 3,600 ... 7,200
Inspectors ... ... ... ... ... ... 2,700 ... 6,000
(Commercial Staff)—
Assistant Chief Clerks (Head Office) ... ... 2,400 ... 5,400
Principal Assistant Chief Clerks ... ... ... 2,400 ... 6,000
Traffic Inspectors ... ... ... ... ... 2,100 ... 4,200
Assistant Traffic Inspectors... ... ... ... 2,100 ... 4,200
Central Administrative Principal Clerks ... ... 2,100 ... 3,600
Principal Accountants ... ... ... ... 1,800 ... 3,000
- Principal Station Staff—
Station Masters (2nd Class) ... ... ... 2,700 ... 6,000
Lighting Inspectors... ... ... ... ... — ... —
Masters of Secondary Stations ... ... ... 2,100 ... 4,200
Assistant Principal Station Masters ... ... 1,800 ... 3,600
Relieving Principal Station Masters ... ... 1,350 ... 1,650
Inspecting Collectors ... ... ... ... 1,500 ... 1,800
Accountants ... ... ... ... ... ... 2,100 ... 3,600
Chief Clerks, G.V. and P.V. ... ... ... 1,800 ... 3,000
Lighting Overseers 2,100 ... 4,200
Trains Overseers ... ... ... ... ... ... —
Central Administration Staff ... ... ... 1,500 ... 3,000
Principal Female Employees 1,200 ... 1,950
Station Masters at small stations ... ... ... 1,800 ... 2,700
Assistant Chief Clerks, G.V. and P.V. ... ... 1,800 ... 3,000
Principal Clerks, G.V. and P.V 1,800 ... 3,000
Platform Superintendents ... ... "... 1,800 ... 2,700
Cashiers : ... 2,400 ... 4,200
Registering Porters ... , ... 1,500 ... 2,100
G.V. and P.V. Clerks ... ... ... ... 1,500 ... 2,700
Booking Office Clerks 1,800 ... 3,000
Ticket Clerks ... ; 1,200 ... 1,950
Section Foremen ... ... ... 1,500 ... 2,100
Foremen Lampmen ... ... ... ... ... 1,350 ... 2,100
Guards ... ... ... ... ... ... I,6o0 ... I,9o0
Gangers ... ... ... 1,200 ... 1,650
Leading Under Porters 1,500 ... 2,400
Porters ... ... 1,200 ... 1,650
Telegraph Staff ... 1,200 ... 1,950
Overseers 1,200 ... 1,650
Checkers 1,200 ... 1,650
Assistant Station Foremen .. ... ... ... 1,200 ... 1,950
Pointsmen ... ... 1,200 ... 1,950
Signal Workmen ... ... 1,200 ... 1,500
Brakesmen ... ... ... ... ... ... 1,350 ... I,6o0
Storemen ... ... 1,200 ... 1,800
Lamp Cleaners ... 76.25 ... 152.25
(per month).
Office Keepers 1,200 ... 1,500
Workmen 76.25 ... 152.25
(per month).
Semaphore Staff 1,200 ... 1,650"
Watchmen ... ... ... ... ... ... 1,200 ... 1,500
Lampmen ... ••• 76.25 ... 152.25
(per month).
Female Employees (Head Office) 1,200 ... 1,650
Female Ticket Clerks 1,200 ... 1,650"
salaries, premiums, fines, allowances.
207
Dwelling allowances on the Paris-Orleans Railway are granted to employees who do
not receive more than 2,400 frs. salary in Paris or Bordeaux, or 2,1.00 frs. upon other
points of the system.
The various stations on the line are divided into 6 groups. The first group includes
Paris and Bordeaux only, and dwelling allowance is granted to the above-mentioned
employees of 200 frs. per annum ; the other groups vary according to the size of
the town.
Employees living in the localities 7 of are granted a dwelling- allowance
JL J © v ofprmTi y / O o
comprised in j § P £ Qf 150 frs. p.a.
55 5 5 55 ° 5 5 5 5
55 5 5 5 5 ^ 5 5 5 5
5 75
55 55 55 ' fJ 55 55
fi 50
5 5 5 5 5 5 U 5 5 5 5
In addition to this dwelling allowance, the Paris-Orleans Railway also grants subsidies
to employees who have to look after their families, and employees whose salaries do not
exceed 1,500 frs. per annum and having to take care of more than two people of the
following classes
1. Children under the age of 15.
2. Sick children, whatever may be their age.
3. Brothers, sisters, nephews and nieces who are orphans and under the age of 15,
and are looked after by the employee.
4. Father, mother, father-in-law, mother-in-law of the employee are entitled to a
subsidy for each person after the third, according to the following table.
The employee whose salary exceeds 1,500 frs. and is less than 2,100 frs. will have
the benefit of the same advantages, but the monthly subsidy will only be given for the
fourth person under their care.
For each of the
members of the
For the 4th or family starting
v 3rd person, from the 5th or
according to from the 4th
whether the inclusively, accord-
salary of the ing to whether the
employee exceeds salary of the
1,500 frs. or not. employee exceeds
1,500 frs.
Frs. Frs.
Group A.—Paris and Bordeaux ... ... ... 5 ... 10
Group B.—From Paris to Juvisy, &c. ... ... 5 ... 9
Group G—From Juvisy to Etampes, &c. ... ... 5 ... 8
Group D.—Blois, Bordeaux, Orleans, Tours ... 5 ... 7
Groups E. and F.—Angers, Angoulême, Bourges, &c. 5 ... 6
Rest of the system ... ... ... ... ... 5 ... 5
The Paris-Orleans Company pay for the cost of transfer of residence, when such is to
be effected by order of the Company, but not when an employee has asked for his own
transfer.
Premiums.
On the Paris-Orleans line, a kilometric premium paid according to the following
•
•
This premium
is paid per 1,000 km.
Engine-drivers.
Firemen.
Kilometric distance run per month.
Frs. c.
Frs. c.
6 20
3 10
From 0 to 4,000 km. -=■
7 20
3 85
„ 4,001 to 5,000 km.
10 20
5 10
„ 5,001 „ 6,000 „
12 70
6 35
„ 6,001 „ 7,000 „
15 20
7 60
„ 7,001 „ 8,000 „
20 20
10 10
... „ 8,001 and over.
The kilometres
for passenger trains are taken at their actual figure.
208
salaries, premiums, ftnes, allowances.
The kilometres for other trains are multiplied by the following co-efficient :—
1.4 for goods trains, mixed trains of light engines,
1.6 for shunting,
and one hour shunting is counted as 5 km. For instance, an engine-driver who has
travelled 3,500 km. on goods trains, the distance upon which the premium will apply
will be :—
3,500 x 1.4 = 4,900 km.,
and the premium to be paid will be—
(4,000 x 6.20) + (900 x 7.70) = 31.73 fr.
The premium is paid monthly and to employees according to the actual functions
they fulfil, i.e.,a fireman fulfilling the duties of an engine-driver will be entitled to the
premiums as if he were an engine-driver. n
Further, a premium is given to firemen on compound engines of 1.50 per 1,000
kilometres.
The Paris-Orleans Company also grant premiums for the economical use of fuel, a
premium of 8 francs being paid for each ton of fuel saved.
Premiums are also granted by this Company for making up time in accordance with
the regulations of speed fixed by the Company. The following is the table showing the
premium paid per minute gained :—
Class of Train.
Engine-drivers.
Firemen.
Frs. c.
Frs. c.
0 75
0 35
0 50
0 25
0 21
0 07
0 09
0 03
0 06
0 02
1st.
2nd.
3rd.
4th.
5th.
The same amounts may be paid by the engine-drivers and firemen for each minute
lost.
A further premium is granted of 1.50 fr. to the engine-driver and 0.50 fr. to the
fireman for keeping time over all the sections of the line on which he has to travel.
Southern Railway.
Scale of Salaries of Staff.
Chief Office.
Clerks 1,320 frs. upwards, rising by scale of 300 frs. This headquarters staff is
granted an annual allowance amounting to about one month's pay.
Traffic Department.
Frs. Frs.
1,500-2,700, rising by scale successively of 300
• • t
• • t
Inspectors
Guards
Train Crews ...
Relieving Chief Station Stafi
Relieving Station Staff
Telegraphists
Stationmasters
55
55
• • •
Assistant Stationmasters
Cashiers
Booking Clerks
Accountants ...
Accountant Porters
Porters
Platform Superintendents
Foreman Shunters ...
Pointsmen
Checkers
Yard Staff
• i i
• • •
• t •
Day Labourers
• • •
4 t •
l • •
• • •
« • •
f • •
• • •
I I «
• • •
• • •
I « •
1,200-2,400
1,050-1,320
1,500 upwards
1,200
1,500
2,400 upwards ( With V
1,320-2,400 < quar- >
1,200-1,680 I ters. J
1.620 upwards
1,620
240-1,500
1,320 upwards
1,200-2,400
1,200-2,100
1,500 upwards
1,200-2,400
1,200-1,620
1,200-1,800
1,050-1,320
2.50-3.50. According to locality.
)>
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
300
60
300
300
300
300
300
120
300
300
60 & 120
300'
120 & 300
120 & 300
300
120 & 300
120
120
60 & 120.
salaries, premiums, fines, allowances.
209
Chief Clerks and Head Office Clerks
District Clerks ... ...
Excise Clerks ...
Engine-drivers
Firemen
Shop Clerks
• • •
• • •
• •
• « t
• * t
• • •
Mechanical Department.
Frs. per annum.
1,500-5500
1,320-3,600
1,200-1,320
1,620-3,000 in 6 classes with premiums.
1,080-1,620 „
1,320-3,600
r
0
Travelling Allowances.
Frs.
... These employees receive a monthly travelling allowance of 60
40 or 50
55
55
55
55
55
55
55
55
55
55
55
55
°.o
n1
55
55
55
55
100
100
85
Inspectors ...
Guards
Train Crews
Relieving Chief
Station Staff
Relieving Station
Staff
Telegraphists
Assistant Station-
master „ „ „ 25.50 & 75.00
Platform ( These employees receive a monthly travelling allowance of
Superintendents ( 1/10th of salary per annum by way of premium.
Leading Shunters ... „ ,, „ ,,
Checkers ...... „ „ ,, ,,
Pointsmen with ( These employees receive a monthly travelling allowance of
quarters ( l/12th of salary per annum by way of premium.
Premiums Granted to Engine-drivers and Firemen.
On the Southern Railway premiums are given for distance covered, for economy of
fuel and lubrication, and for keeping time, which constitutes an addition of about 1,000 to
1,200 frs. a year to the salaries of engine-drivers, and 600 to 750 frs. to firemen ; in
addition to this, engine-drivers are entitled to 2.50 frs. per night, and firemen 2 frs. when
they have to sleep away from their residence.
Dwelling Allowance.
Those employees who have a right to a lodging to be provided by the Company, and
when such lodging is not provided, receive an annual sum of money by way of indemnity
between 170 to 200 frs. per annum according to the population of the place of residence.
The Southern Railway further grants the employees receiving an annual salary of
2,400 frs. or less, and who have more than four or five persons of their family to take care
of, a monthly subsidy of 5 frs. per person exceeding four or five, according to whether
their salary exceeds 1,500 frs. or not.
The Company also grants indemnities for increased cost of living or residence in
insalubrious localities. These are now only granted to employees receiving a salary of
3,000 frs. or less per annum. These indemnities vary between 72 frs. and 228 frs. per
annum according to the locality and the class to which the employee belongs.
Change oe Residence.
When employees change their residence they have the right of free transportation for
themselves and their family, and their furniture on the railway whatever may be the
motive of the change.
They receive further by way of indemnity, for any rent they may still have to pay,
a sum varying between 30 per cent, and 40 per cent, of the monthly salary of a married
employee, and between 15 per cent, and 25 per cent, of the monthly salary of a bachelor
when this transfer of residence is made by order of the Company.
When employees must exceptionally leave their place of residence either by day or
night, they may receive a sustenance allowance which varies from 3.50 frs. to 6.50 frs. per
day according to the salary of the employee.
Employees who have shown zeal and attention to their work are granted an annual
gratuity at the end of the financial year, which may not be less than 20 frs , and some¬
times reaches the figure of 1,800 frs., for such as stationmasters in big stations.
210
salaries, premiums, fines, allowances.
Paris-Lyons-Mediterranean Railway.
The salaries of the staff of the P.L.M. are shown for certain ranks of employees
in the following table :—
• • •
• I I • • •
t • •
• • • fit
t t I
Francs
per annum,
Min.
Max.
3,000
6,500
2,100
... 6,500
1,350
... 6,500
2,100
... 3,600
1,200
... 4,000
1,020
... 2,400
1,650
... 3,000
1,200
... 2,400
1,200
... 2,100
1,020
,.. 2,100
1,020
... 2,400
1. Inspectors, Assistant Inspectors, Commercial
Inspectors
2. Auditors, Principal Clerks ...
3. First Class Station Masters, Second Class
Station Masters
4. Cashiers, Clerks...
5. Telegraph Inspectors, Weighing Machine In
spectors, Booking Office Clerks
6. Chief Guards and Guards
7. Chief Goods Porters and Checkers
8. Chief Gangers and Telegraphists
9. Signalmen, Watchmen, Messengers
10. Gangers, Assistant Goods Porters
11. Women Clerks, and Women employed in
Booking Offices
Lodging Allowances.
Lodging allowances are granted to employees in certain localities where the
conditions of life are particularly expensive, and so long as they do not receive a salary
of more than 1,800 frs. per annum. These lodging allowances are paid monthly, and
vary between 18 and 6 frs. per month. Eighteen frs. per month is paid in stations on
the Riviera for six months from the 1st November to the 30th April only. Twelve frs. is
paid in stations of Paris, Bercy and Cette, and the same sum is paid in the stations of
Vichy and Aix les Bains, but only for six months from the 1st May to the 31st October.
Nine frs. is paid in the stations of Marseilles and Ventimille. This sum is also paid to
members of the train crew residing' at Belfort. Six frs. is paid to employees in the
stations of Lyons, St. Etienne, and the suburbs of Paris, and also to those employees
whose work is performed in Paris and who reside in the suburbs.
Employees receiving a monthly salary are not entitled to any lodging allowance as
this is included in their monthly salary.
Change of Residence.
An indemnity is paid to each employee who changes his residence, except when the
change has taken place at the request of the employee, or as a punishment. The
indemnity amounts to between 2 per cent, and 6 per cent, of their salary in the case of
married men, and between 1 per cent, and 3 per cent, in the case of bachelors, according
to whether they were lodged in one of the Company's houses or not. •
, Premiums.
On the P.L.M. Railway, premiums are granted for the economical use of fuel and
lubricatinig oil, and for distance covered and for making up time.
The premium for the economical use of coal is based upon the difference between
the coal which is allotted to a locomotive for the space of one month, and the coal actually
consumed. The premium is 10 frs. per ton of economised coal, and is divided between
the engine-driver and fireman, proportionately, to the distance they have respectively
covered.
The premium for the economical use of the lubrication is based on the oils, greases, &c.,
which the engine is supposed to consume during the month, and the actual amount
utilized. The premium is 0.30 fr. per economised kilogramme.
With regard to these two premiums, it may be noted that a fine is inflicted for the
extravagant use of coal or lubrication in the same proportion as the premium.
Premiums for distances covered are calculated as follows :—
(a.) The number of kilometres actually covered by express trains.
(6.) Kilometres actually covered by slow trains, light trains, mixed trains,
emigrant trains, and direct goods trains, between Paris and Marseilles, are
increased by 20 per cent.
(c.) Kilometres actually covered by goods trains are increased by 50 per cent.
(d.) Kilometres on certain sections of the line are increased by 100 per cent, for
goods trains.
salaries, premiums, pines, allowances.
211
The premium paid to engine-drivers is as follows :—
0.015 fr. per kilometre from 1 to 1,000 kilometres.
0.005 „ „ „ 1001 „ 3,000 „
0.010
0.020
55
55
53
55
55
55
55
3001 „ 5,000 „
for each kilometre in excess of 5,000 kilometres.
With regard to premiums for making up time, an engine-driver may use the capacity
of his engine to its utmost, but must not exceed the speed limit fixed by the regulations.
The premium is fixed for the engine-drivers as follows :—
1. For express and mail trains on the Paris-Marseilles and Dijon-Amerieu
Sections :—
0,50 fr. per minute for the first 5 minutes.
0.75 ,, „ „ 5 following minutes.
1.00 ,, for each minute above 10 minutes.
2. For express and mail trains on other sections :—
0.40 fr. per minute.
3. For slow, light, and mixed trains :—
0.30 fr. per minute.
4. For goods trains :—
0.20 fr. per minute.
A fine is inflicted on engine-drivers for each loss of a minute of 0.50 fr. for express
and mail trains on the Paris-Marseilles and Dijon- Amberieu lines, and
For express and mail trains on other sections, 0.40 fr. per minute.
For slow, light, and mixed trains, 0.30 fr. per minute.
For goods trains, 0.20 fr. per minute.
The fines for the extravagant use of fuel and lubrication are not deducted from the
salary of the employee, but from the amount of the premiums he may earn.
Eastern Railway Company.
Salaries.
The maximum and minimum salaries for certain grades of the staff on this Railway
are shewn in the following table, the salary varying according to the localities.
Francs per annum.
Station staff. .
• • •
• • •
• • •
000
• • •
• • •
Inspector
Assistant Inspectors
1st Class Station Masters
„ Assistant Station Masters
2nd Class Station Masters
„ Assistant Station Masters
Chief Clerks ... ...
Assistant Chief Clerks ...
Senior Clerks ...
Principal Checkers
Assistant „
Senior Telegraph Clerks
Junior „
Chief Overseers...
Overseers
Goods Foremen...
Assistant Goods Foremen
Goods Porters
Packers ...
Signalmen
Chief Shunters
Assistant Chief Shunters
Chief Gangers
Assistant Chief Gangers
Pointsmen
Gangers and Shunters ...
• M
• 0 •
0 0 •
• • •
• 0 0
• • •
• • •
« « <
0 0 0
• • •
• • •
• •
• • «
000
■ « «
• • •
• 0 (
000
0 0#
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 9 O
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
• 0 0
0 0 0
0 0 0
0 0 0
• 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
0 0 0
Minimum.
3,600
2,400
2,100
1,800
1,600
1,600
2,100
1,800
1,650
2,200
1,350
2,700
1,500
1,800
1,250
1,800
1,600
1,600
1,250
1,250
1,650
1,400
1,500
1,300
1,250
1,200
Maximum.
6,000
3,600
7,000
4,000
2,500
2,400
4,000
3,500
3,200
3,200
2,800
4,200
2,400
2,200
1,800
2,500
1,900
1,750
1,700
1,900
3,000
2,000
2,400
1,900
1,900
1,600
14712
2 e
212
hours of work and rest.
Allowances.
Note.—All the above employees receive a travelling allowance when absent from
their place of residence varying between Frs. 2.50 and Frs. 9.00 per day according to their
rank and the duration of their absence.
Francs per annum.
Train Crew.
Minimum. Maximum.
Travelling Ticket Inspectors ... ... 2,000 ... 3,000
Chief Guards ... ... ... ... 1,700 ... 2,300
Guards ... ... ... ... ... 1,400 ... 1,700
In addition to these salaries, members of the train crew are entitled to 10 centimes
for each hour of absence during the day time and to 20 centimes for each hour of absence
during the night time.
Members of the train crew who reside in Paris are paid a monthly lodging allowance
of 10 frs. if they are bachelors, and of 15 frs. if they are married.
Locomotive Crew.
(a) Engine-drivers receive between 3,363 and 4,699 frs. per annum including
premiums.
(5) Firemen receive between 2,375 and 3,088 frs. per annum including premiums.
Luggage Porters.
The principle adopted in France as regards the payment of this class of railway
servants, with whom the general public comes most into touch, differs very widely from
that obtaining in this country.
As a general rule the luggage porters receive no pay at all, or very little, according
to which Company they may .attach themselves.
On the Northern Railway Company these porters are paid no salary, and no
authorised scale of charges exists in the stations which they are allowed to charge their
employers.
The Eastern Company and Paris-Lyons-Mediterranean Company pay a small salary,
and the porters are not entitled to demand gratuities.
The Orleans Company pay a wage amounting at some stations to 1.50 frs.
The Southern Company pay no salary and the porters rely solely on the gratuities
from the public, no scale of charges being authorised.
Employment of Women.
All the Companies adopt female labour for suitable work. Women fulfil the duties of
gatekeepers at crossings, and are also to be found in the offices as typists, and in the
stations as ticket clerks. The employment of women is further extended on the State
lines, where they undertake the duties of petty station masters at halts.
HOURS OF WORK AND REST.
The Minister of Public Works regulates the hours of work to be performed by
railway employees concerned with the safety of the line. A Ministerial Decree of
9th May, 1906, regulates the hours of work and rest of train crews, and applies to the
State, Northern, Western, Orleans, Paris-Lyons-Mediterranean Southern, and Ceinture
Railways.
Article 2. The aVërage daily hours of work inust not exceed 10 hours, and the hours of rest
shall also amount to at least 10 hours, so that the hours of work during 14 consecutive days
counted from midnight to midnight shall not contain more than 140 hours of actual work, and
must contain a period of rest at least equivalent to4140 hours.
The interval of time comprised between two uninterrupted periods of rest shall not exceed
17 hours. This period shall not contain more than 12 hours of actual service ; nevertheless, the
duration of actual service may be increased by half an hour as a maximum on the condition that
such period is followed by at least 12 hours' rest in the place of residence. This period of rest
must either follow immediately the period of work which has thus been lengthened, or the
period of work which comes immediately after ; in the second case the duration of this last
period of work shall not exceed 8 hours.
By way of exception to the first paragraph of this Article, railway employees the service for
whom does not include sleeping away from * their residence, the average effective service is fixed
at 11 hours as a maximum.
hours of work and rest.
213
Only those services are considered as not including sleeping away from the place of residence
when an employee enjoys a continued rest in his residence of at least 9 hours between the hours
of 6 p.m. and mid-day.
Article 3. Periods of 9 hours in the residence and of 7 hours absent from the residence are
the only periods to be considered as uninterrupted periods of rest.
Every fortnight a greater period of rest must be granted of at least 24 hours. The interval
between two such periods of rest shall not be less than 30 days. During these periods of rest the
employees are dispensed from any service and may leave their residence.
The actual time of these periods shall be counted, less 14 hours, for the purpose of the
calculation of the average for 14 days, as fixed by Article 2.
Article 4. The duration of actual service for employees of train crews is composed as
follows :—
1. The time occupied by employees before and after the arrival or departure of the train
these periods are fixed by time-sheets for each station and for each train. When the interval
between the arrival of one train and the departure of the next does not exceed hours, such
interval must be counted as work performed.
2. The duration of the time spent on the train according to the time-table ; nevertheless, for
trains which are designated in the time-tables as " express passenger " trains, or direct goods
trains, the time spent on the train is reduced by 10 per cent, for the purpose of the computation
of the period of work.
A quarter of the time during which an employee remains in the station waiting for the order
to leave is to be counted as period of work.
Article 5. The Companies must submit their time-sheets to the State Administration.
Copies of the time-sheets must be exhibited in an apparent manner in the station.
Article 6. The time-sheets may not depart from the conditions prescribed by the present
Decree, except in exceptional cases, and with the approval of the State Administration.
Article 7. Should the work of the train crew, owing to exceptional circumstances, exceed
the limits prescribed by the present Decree, each Company must inform the Service of Control
on the 10th of each month.
Article 8. In no case, however, and under no pretext, may employees of the train crew leave
the duties with which they are charged. But they must inform their superiors of any derogations
from the present Decree which may have happened in the course of their work, and write their
observations on a register which may be opened for this purpose in each station.
The time-sheets and registers mentioned in the preceding Article must be placed at the
disposal of the Engineers of Control at all times.
A Ministerial Decree of October 10th, 1901, regulates the hours of duty and periods
of rest for other employees.
Article 1. The following dispositions, applicable to employees whose duty it is to watch and
maintain the permanent way, signalmen, block signalmen, pointsmen, and level-crossing watch¬
men are applied to the State, Eastern, Southern, Northern, Western, P.L.M., Orleans and Ceinture
Railways.
/
Chapter I.
Employees whose duty it is to watch and maintain the Permanent Way.
Article 2. The hours of duty of these employees shall not exceed 12 hours per 24 hours.
An uninterrupted period of daily rest of 9 hours must be granted to them, which period may
however, be reduced to 8 hours for such employees who reside within the precincts of the
railway. •
This period is increased to 10 hours at least for those employees whose wives are gatekeepers,
and must, therefore, get up during the night to open the gate.
A rest of at least 1 hour must be granted to those employees towards the middle of the day to
enable them to partake of their mid-day meal.
Further, when the hours of duty exceed 11 hours a supplementary period of half an hour
will be granted them, either in the morning or in the afternoon.
Chapter II.
Signalmen, Pointsmen, Gatekeepers.
Article 3. The hours of duty of these employees shall not exceed 12 hours per 24 hours ; an
uninterrupted period of at least 9 hours' rest must be granted to these employees. This period
may, however, be reduced to 8 hours for those who are provided with a residence by the
Company near their work.
Chapter III.
General Regulations.
Article 4. Each employee of the above-mentioned classes is entitled to a period of rest of
one day, or two periods of rest of half a day per month ; two periods of rest may be accumulated
for two consecutive months, but in no case may there be an interval of more than two months
between each period of rest.
Article 5. When employees are called upon to perform night work, the continuous period
shall not exceed 14 consecutive nights.
When employees are exchanging from night to day duty they must be granted an uninter¬
rupted period of rest of at least 24 hours at each change.
Article 6. Companies must submit their time-sheets to the State Administration.
Copies of these must be exhibited in an apparent manner in the depots.
Article 7. Time-sheets may not depart from the regulations of the present Decree except in
special cases, and when duly authorised by the State Administration.
14712
2 e 2
214
uniforms—conciliation boards.
Further Ministerial Decree of November 4, 1899, May 20, 1902, and May 9, 1906,
regulating the hours of work and periods of work for engine-drivers and firemen.
Article 1. This Decree applies to the State, Northern, Eastern, Western, Orleans, P.L.M.
Southern, and Ceinture Railways.
Article 2. The average daily hours of work must not exceed 10 hours, and the hours
of rest shall also amount to at least 10 hours, so that during 9 consecutive days counted from
midnight to midnight, the hours of actual work do not exceed 90 hours, and that a corresponding
period of rest has been obtained.
Each period of work must take place between two periods of rest separated by an interval
of not more than 17 hours, which intervals may not contain more than 12 hours of actual service.
Article 3. Periods of 10 hours1 rest at home or 7 hours away from home are alone considered
as uninterrupted periods of rest.
A period of rest of at least 30 hours must on an average be granted every 10 days to engine-
drivers and firemen who have to perform journeys. These hours of rest will be diminished by
20 hours for the purpose of obtaining the average of 90 hours fixed by Article 2.
When the service does not include sleeping away from home, the number of periods of rest
of 30 hours may be reduced to one per fortnight.
Only such service will be considered as including sleeping at home, when an employee is
granted 10 consecutive hours of rest each day, between the hours of 6 p.m. and mid-day.
A period of rest of at least 30 hours every fortnight, or of 24 hours every 10 days, must be
granted to engine-drivers and firemen engaged in shunting when the engine-driver is assisted by
a fireman ; and when he is alone he must be granted a period of rest of 30 hours every 12 days,
or of 24 hours every week.
These periods of rest will be diminished by 20 hours or 14 hours, according to the
circumstances, in order to arrive at the total of 90 hours fixed by Article 2.
The interval between two periods of rest may not exceed 20 days. During these periods of
rest employees are dispensed from all services, and may leave their residences.
Article 4. The time during which employees must remain on their locomotive, or near it,
or have some sort of work to perform in the station depots or work-shops is counted as actual
service. The time occupied before or after the departure of the train is counted as actual service.
When the interval between the arrival of a train and the departure of the next does not exceed
hours, such interval is counted as actual service.
As regards reserves one must distinguish between the periods of reserve during which the
employees must only be present at the depot without being utilised, and the periods of reserve
during which the employees may have to perform various kinds of work in the depot or station.
The time for the preparation of the reserve locomotive will be counted as actual service.
A quarter of any period spent at a depot without any actual work being performed will be
counted as duty in order to make up the average for 9 days, and if the duration of such period
diminished by this quarter contains more than 7 uninterrupted hours it may be considered as a
period of rest away from home, but it will only be counted as three-fourths of the value of the
total period of rest for 9 days.
Article 5. Companies must submit their time-sheets to the State Administration.
Copies of these time-sheets must be exhibited in an apparent manner in the depots.
Article 6. Time-sheets may not depart from the regulations of the present Decree except in
special cases, and when duly authorised by the State xAdministration.
Article 7. The Company must inform the Service of the Control on the 10th of each month
should the work of engine-drivers and firemen exceed the limits prescribed by the present
Decree.
Article 8. In no case, however, and under no pretext, may engine-drivers and firemen
abandon their service. They must, however? inform their superiors of any derogations from the
present Decree which may have happened in the course of their work, and write their observations
on a register which may be opened for this purpose in each station.
The time-sheets and registers mentioned in the preceding Article must be placed at the
disposal of the Engineers of Control at all times.
Uniforms.
As a general rule the Companies do not supply their staff with uniforms ; they
prefer either that the employees should purchase their own, or the Company may enter
into arrangements with an outfitter to supply the employees at a reduced rate, or again,
the staff may be furnished with uniforms, but a deduction made from their salaries.
In the case of the Northern Company the second of these schemes is adopted, on
the Eastern the last method is considered the most advisable, whilst the Orleans gives no
assistance to the staff in the matter of uniforms.
Conciliation Boards.
A perusal of the conditions obtaining on the State Railway System will show clearly
that the Management has made a point of meeting the elected representatives of the staff
upon all the Boards controlling such matters as may concern them.
As a natural result the employees are defended in case of need, and always repre¬
sented by fellow servants whom they have assisted in electing.
In addition to the representation of the staff on the Boards dealing with the pension
funds, staff catering department, promotion lists, &c., the Board of Inquiry consisting
both of Management and Staff, constitutes something in the way of an appeal board ;
thus should an employee be condemned to punishment for any act of negligence of duty
or similar cause, he finds his colleagues amongst his judges.
pensions.
215
This intimate partnership in matters concerning the staff makes the formation of
Conciliation Boards unnecessary in the State System.
The Private Companies do not have Conciliation Boards proper. The Southern
Company gets over the difficulty by permitting the elected delegates collaborating on the
Pension Fund Board, to discuss general staff matters with the Management.
The Orleans Company receives deputations occasionally but has no Conciliation
Boards.
A somewhat similar system obtains on the Paris-Lyons-Mediterranean Railway,
deputations being received occasionally when the employees have any grievances, and
the custom is to send a petition to the Director of the Company who forwards it to the
Head of the Department concerned for his consideration.
In addition there are 11 Inspectors, one for each district of the Company, who are
delegated to examine all questions relating to the staff in their respective divisions.
Pensions.
The pension fund rules and regulations for the employees in the State Railway
System have already been given under the article relating to the staff matters of that
system. The regulations regarding the Western, Eastern, and the Paris-Lyons-Mediter¬
ranean Railway Companies' pension funds are given herewith, also a note regarding the
Northern Company's arrangements.
Regulations of the Pension Fund on the Western Railway.
Chapter I.
Institution and Payments of the Pension Fund.
i^rticle 1. A pension fund has been established since July 1st, 1869, for the employees, and
since January 1st, 1882, for the workmen, of the Western Railway Company who belong to the
fixed staff, and who are in receipt of a salary of at least 600 frs. per annum.
Article 2. The funds of the pension are constituted in the following manner :—
1. By means of part of the excess of the receipts over expenditure to be granted to the
permanent staff by virtue of previous regulations.
2. By means of deductions on salaries which amount to 4 per cent, of the salary (this
deduction is made monthly), and of one-twelfth of any increase in salary for the
first year.
3. By means of a payment made by the Company, which amounts to—
A. 12 per cent, of the salaries paid to the staff.
B. A sum equal to one-twelfth of any increase in salaries for the first year.
4. By voluntary gifts.
5. By the interest on the capital of the fund.
Article 3. The amount of money produced by means of the deductions indicated in
paragraph 2 of the preceding Article is paid into the National Fund for old age pensions every
three months, and into the personal Account of the employee according to the regulations of this
fund, or, if he is married, half is paid into his Account, and half into his wife's, in order to create
an annuity for them from the moment they leave the Company's service.
This annuity may only be paid over when the employee has attained the age of 50, but this
limit of age may be increased from year to year until the employee has reached the age of 65.
When the annuity to be paid by the National Fund for old age pensions has reached the
maximum fixed by its regulations, or when the sum to be paid annually exceeds the authorised
maximum, or when an employee has reached the age of 65, the Company must provide for the
proper investing of any surplus, and shall pay the employee an annuity on such surplus.
Article 4. All funds other than those paid into the National Fund for old age pensions are
Invested in State Consols, or other securities guaranteed by the State, in debentures of Depart¬
ments, Boroughs, Chambers of Commerce, or on first mortgages. These funds represent the
amount which the Company is supposed to repay as its share of the pension.
Chapter II.
Right to and Liquidation of Pensions.
Article 5. The employees of the Company are divided into two classes from the point of view
of the pension fund :—
1. Guards, breakesmen, engine-drivers, and firemen.
2. Other employees.
From the point of view of the pension fund, however, only those employees will be considered
as belonging to the train service If they have been at least 15 years in such service. "
Article 6. To obtain the right of a pension each employee of the Company must fulfil the
following conditions :—
For employees of the train service 55 years of age and 25 years in the Company's service.
Other employees of the train service 60 years of age and 30 years in the Company's
service.
216
pensions
The Company, in addition, reserves to itself the right to pension off any employee over
50 years of age who has been at least 20 years in the Company's service. The reason for such
pensioning will be decided by the Board of Directors.
Lastly, when employees are incapacitated by wounds or premature infirmities, they may
receive a pension with a reservation that they must undertake to comply with the conditions of
the second paragraph of Article 6 of 15th June, 1850.*
Article 7. No pension will be liquidated until the employee has been allowed by the Board
of Directors to take his pension.
Article 8. In any case the ordinary pension is composed of two parts :—
1. The annuity paid by the National Fund for old age pensions.
2. The pension paid by the Pension Fund of the Company.
Article 9. The ordinary pension is based on the average of the salaries on which the
employee has contributed during the last six years of his service in the Company. Nevertheless,
should the employee's salary have been reduced, his pension must be paid him on the basis of the
six most advantageous years.
In the case provided by the last paragraph of Article 6, the pension will be based on his
average salary.
Article 10. An employee of the Company fulfilling the conditions of age and length of
service will have a right to a pension of half his average salary as defined in Article 9. This
pension will be increased by one-sixtieth of tiie average salary for each year exceeding 25 years'
service, for employees on train service, and after 30 years for other employees ; this pension shall
not exceed two-thirds of the average salary defined in Article 9. Nevertheless, the maximum
salary subject to deductions and serving as a basis for the calculation of the pension is fixed at
15,000 fr.; the total pension may not, therefore, exceed 10,000 fr.
Article 11. The pension to be paid to employees as fixed by the second paragraph of
Article 6, is fixed as follows :—
From 50 years of age and after 20 years of service 20/60th of the average salary during the
last 6 years, with an increase of l/60th of the salary for each further year of service.
Nevertheless, payment of this pension may not exceed 30/60ths of the average salary defined in
Article 9, with the exception defined in the following Article.
Article 12. Ordinary pension calculated according to the clauses of Articles 10 and 11 shall
not be less than 500 frs.
Article 13. The amount of the ordinary pension for incapacitated employees mentioned in
the last paragraph of Article 6 will be composed of as many 60ths of the average salary as he shall
have had years of service ; but this pension shall not be less than 6/60ths of the said salary.
Nevertheless, this minimum of 6/6Oths will only be granted if the employee has served the
Company for at least three years, or if incapacitated from work resulting from an accident during
the execution of his duty.
Article 15. 50 per cent, of the pensions defined in Articles 10, 11 and 12 may be paid (1) to
the widow of the employee ; (2) to the children of the employee who are under the age of 18,
should his wife be deceased at the time of the employee's death.
Regulations of the Pension Fund on the Eastern Railway.
The Pension Fund of the Eastern Railway is constituted by :—
1. A deduction of 3 per cent, on the salary of each permanent employee, as well as deductions
from other payments, such as indemnities for transfer of residence, and premiums, paid to engine-
drivers and firemen.
2. A payment by the Company amounting to 12 per cent, of the salaries, &c., from which
3 per cent, is deducted.
3. The interest on monies in the possession of the Pension Fund ; by any gifts and legacies
that may be made.
Every employee shall be entitled to a pension when he has attained the age of 55, and being
25 years in the service of the Company. Any employee, however, who has had 15 years' service
has the right to a pension if he fulfils the two following conditions, viz. :—
1. If he is incapacitated from service through sickness, &c.
2. If the Company shall suppress his office without giving further employment.
Any employee who has not yet performed 15 years in the Company's service, and who is
incapacitated from work, has a right to a pension equivalent to one-sixtieth of his average salary
per year of service.
No pension will be given of more than 18,000 frs.
The following is the basis of the pension :—
One-sixtieth of the average salary is given for each year's service accomplished before the
age of 30 ;
One-fiftieth for each of the first 5 years of service after the age of 30 ;
One-sixtieth for each further year of service.
No pension may be less than 60 frs., and shall not be more than three-quarters of the average
salary.
The pension of an employee whatever may be his age who has been at least 20 years and less
than 25 years in the Company's service, is calculated as follows :—
One-sixtieth of the average salary for each year of service accomplished before the age
of 30 ;
One-sixtieth for each of the first 5 years of service after the age of 30 ;
One-fiftieth for each of the following years of service.
* This article reads as follows :—Whenever premature infirmities and wounds have incapacitated an employee from
work, the pension may be liquidated even before the employee has reached the age of 50 and any proportion to the payments
made up to that date.
privileges.
217
In this case the pension may not be less than 450 frs., but shall not exceed three-quarters of
the average salary.
The pension for an employee who has been for 15 years in the service and less than 20 is
calculated as follows :—
One-sixtieth of the average salary for each year's service before the age of 30 ;
One-sixtieth for each of the first 10 years of service after the age of 30 ;
One-fiftieth for each further year of service.
No pension may be less than 300 frs., but shall not exceed three-quarters of the average
salary.
Payments by employees into the Pension Fund will be repaid to them if they leave the
Company's service before they have accomplished 15 years of service.
Regulations oe the Pension Fund oe the Paris-Lyons-Mediterranean Railway.
Chapter I.
Funds.
Article 1. Pension Funds include those employees who are registered and form part of the
Pension Fund before 1st May, 1895.
Article 2. Funds are obtained by means of :—
(1.) Monthly deductions of 6 per cent, on the salaries of the employees.
(2.) A monthly subvention of 10 per cent, of the salaries paid by the Company.
(3.) The interest on the capital belonging to the Pension Fund.
(4.) Various gifts.
Chapter II.
Genercd Conditions of the Pension Fund.
Article 3. The right to a pension is subject to an employee being 55 years old, and having
been 25 years in the Company's service.
Article 4. The Company reserves to itself the right to pension any employee over 55 years
of age, or who has been incapacitated from work. Should an employee be pensioned before the
age of 55, the Company pays from the Pension Fund a sum equal to as many times 50 per cent,
of the last salary of the employee as there are years necessary to complete his 55th year.
Article 5. The pension is calculated on the basis of one-fiftieth, or 2 per cent, of the average
salary for each of the years of service counting towards pension. The average salary is based
on the average of the salaries from which deductions have been made during the last 6 years of
the employee's service. The pension may in no case exceed 12,000 frs.
Article 6. Half the amount of the pension may be paid to his widow, provided that she has
been married to him for a period of five years before taking the pension. Whenever an
employee dies, whatever may be his age, who had at least 15 years of service, his wife has a
right to a pension calculated on the basis of 1 per cent, of the average salary of her husband
for each year of service counting towards pension, provided the marriage has been contracted
within two years of his death.
Widows under the age of 60 years may be paid a capital instead of the pension, which
capital will represent 10 times-the.amount-paid by -way of pension.
If the deceased employee was under the age of 55, the Company pays over to the Pension
Fund a sum equal to as many times 25 per cent, of the last salary as he lacked years to complete
this age.
Article 7. Should the wife of an employee be already deceased at the time of the employee's
death, his legitimate children under 18 years of age may receive an annual payment equal to
half of the pension to which the father would have been entitled. This amount is divided into
equal portions, and ceases when any one of them has reached the age of 18.
Article 9. The Pension Fund will repay all deductions from the salary to any employee who
quits the service of the Company, and who has not established his right to a pension.
In the case of the decease of such employee the repayment is made to his personal
representative.
The other French Railway Companies have pensions similar to those already quoted.
On the Northern Railway, however, a pension is given to permanent workmen, a deduction
of 3 per cent, being made from their monthly salaries, the Company paying a like sum,
and, in addition to this, pays 1 per cent, more to the 4th, 5th, and 6th years of service,
and 2 per cent, from the 7th to the end of the 30th year of service.
Privileges.
Free passes and privileged tickets are granted to railway employees on all the
French Railway Systems.
218
PRIVILEGES.
The regulations for free passes and privilege tickets on the Northern Railway are
as follows :—
I.
Privilege tickets are granted to the wife and children, and father and mother of
employees of the Company. The demand must be made by the employee, and the
Company may grant privileged tickets, or not.
II.
Privilege tickets are also granted to railway employees, when travelling for the
purpose of taking a holiday, or for their personal convenience. These tickets are issued
subject to the approval of the head of their department.
III.
Privilege tickets at half the price of the ordinary fares are also issued to the staff
with the approval of the head of their department.
On the Southern all employees travel free of charge on the system of the Company.
They have a right to a certain number of free journeys on the other French system, and
an unlimited number of journeys with a reduction of three-quarter fare.
The families of employees have a right to a number of free journeys on all French
railways, and an unlimited number of journeys with a reduction of 50 per cent.
Retired railway employees may also obtain a certain number of free journeys and
privilege tickets on the Southern system.
Similar advantages are granted to the staff on the remaining French railways.
219
RAILWAYS IN ITALY.
REPORT TO THE BOARD OF TRADE BY Mr. C. H. PEARSON AND
Mr. NICHOLAS S. REYNTIENS.
RAILWAYS AND THE STATE.
Enquiring into the railway conditions of Italy, one is forced to come to the conclusion
that despite the considerable period of time during which to greater or lesser extent, the
country has had the benefit of facilities for transportation by rail, yet the railways are,
even at the present moment, only in the experimental stage so far as their direct control
is concerned.
To elucidate completely the railway history of Italy it would be necessary also, to
set forth, in parallel, the history of the unification of the Kingdom of Italy but for the
present purpose it will be sufficient to give the main historical points.
History.
Our history commences with the opening of the line from Naples to Portici in the
Kingdom of the two Sicilies, in 1839 ; from that date until the year 1860 progress in the
construction of railways proceeded very slowly indeed, the work being carried out either
directly by the various States, or by concessions to private parties. A period of nearly
20 years elapsed before railways were working in all the Italian States, the dates of the
first lines being as shewn in the appended table :—
No.
States.
Date of opening-.
Line opened.
Km.
1
Kingdom of Two Sicilies
4th October, 1839
Napoli-Portici
8
2
Kingdom of Lombardy-Venice ...
18th August, 1840
Milano-Monza
13
3
Grand Duchy of Tuscany
14th March, 1844
Pisa-Li vorno
19
4
Duchy of Lucca ...
29th September, 1846 ...
Lucca-Cerasomma
7
5
Sardinian States ...
24th September, 1848 ...
Torino-Moncalieri
8
6
Pontifical State
12th October, 1857
Roma-Frascati
20
7
Duchv of Parma ...
«V
21st July, 1859 ...
Piacenza-Bologna (part) ...
50
8
Do.
D o. ... ...
Do
66
At the time of the constitution of the Kingdom of Italy in 1860 there were 2,189
kilometres of line in working, distributed among the various States as follows :—
Sardinian States
Lombardy—Venice ...
Grand Duchy of Tuscany
Pontifical State
Bourbon States
Duchy of Parma
Duchy of M odena
• • •
i i •
< i •
• t •
Kilometres.
850
607
323
132
128
99
50
Total
2,189
In 1865 considerable changes took place and the main lines were divided out among
four large companies, viz. :—
Railways of Upper Italy.
Roman Railways.
Southern Railways.
Calabrian and Sicilian Railways.
14712 2 f
220
HISTORY. PRIVATE LINES.
In addition there were also the railways of Sardinia and a few other small lines
ceded to various companies.
This allocation of lines did not exist for any length of time. Between 1868 and
1880, three of the four large companies above enumerated were absorbed by the State :
in 1868 the Calabrian and Sicilian, in 1876 the railways of Upper Italy (which, however,
were privately worked until 1878) and in 1880 the Roman railways were taken over.
Again in 1885, the State ceded the working of the railways to private enterprise,
apportioning the lines into three great systems known as the—
Mediterranean,
Adriatic,
Sicilian.
The Mediterranean and Sicilian systems consisted of lines which were actually the
property of the States, whereas the Adriatic system, in addition to the State-owned
lines, also comprised some concessioned lines belonging to the Southern Railways
Company.
Under the terms of this apportionment, which was for a period of 60 years, the
State had the option of cancelling the arrangement at the end of every 20 years. This
power was exercised at the termination of the first period of 20 years and by the law of
April 22nd 1905, the working of the lines was resumed by the State. The southern
system, which has been mentioned as being part of the Adriatic system, but which was
not one of the original State-owned lines apportioned out to the three great companies,
was taken over by the State on the 15th July, 1906.
On the 30th June, 1907, the length of the system worked by the State in Italy was
13,231 kilometres, sub-divided as follows :—
Lines belonging to the State ... ... ... ... ... 12,535
Lines belonging wholly or in part to private Companies, or
lines of Foreign Administration ... ... ... ... 512
Lines temporarily worked by the State ... ... ... 183
Note.—In the case of eight of these lines, viz : —
Piacenza-Alessandria-No vi.
M ilano - Yige vano.
Chivassa-Ivrea.
M or tara - Yige vano.
T or r eber etti - P a via.
Monza-Calolzio.
Palazzolo-Paratico.
Cremona - Manto va,
with a total length of 340 kilometres notice of purchase has been given and State
absorption is proceeding as rapidly as possible.
The existing private railways are considerable in number, but not in importance,
being mainly small lines mostly with State subsidies.
They number about 49, the longest being the Nord Milan with a length of 231
kilometres and the Royal Sardinian lines with a length of 417 kilometres. The Yeneta
line has a length of 545 kilometres, but these are chiefly secondary lines. The total
length of private railways is 3,150 kilometres.
The development of railways in Italy is shown by the following table :—
1880.
1890.
1900.
1907.
Km.
Km.
Km.
Km.
State o wned
3,830
8,421
9,238
13,231
Privately owned ... . ...
4,768
4,434
6,231
3,150
T.otal ... ... ...
8,598
12,855
15,469
16,381
It is impossible to give any classification of railways into main lines and secondary
lines; this division is now in process of compilation, having been ordered by the Law of
classification of lines.—concessions.—subsidies.
221
July 12th, 1908, which Law enacts that public railways must be divided into two groups»
viz., main lines, and secondary lines. Main lines are classed as those which have special
importance in—
(a) Length. .
(fe) Volume of traffic.
(c) Number of important towns or ports served.
(</) Connections with foreign lines.
(e) Military purposes. ~ ■
All other lines are to be classed as " secondary." Included in this category are lines
laid on public roadways, and generally corresponding to the " chemins de fer vicinaux " of
Belgium.
Concessions.
All lines in Italy which are not of State construction are the result of concessions to
private companies. The forms of concession are varied, but for general purposes may be
classified in four groups, viz. :—
(1) Concession for construction and working of new lines.
(2) Concession for construction only.
(3) Concession for working only.
(4) Concession for construction and working, with an added proviso giving the
State power to assume the working after construction and passing of the
line for traffic.
This last concession (No. 4) is probably the most general form.
The concession for construction only (No. 2) is really a consequence of the national¬
isation of the lines in 1905, when it was found that the burdens devolving upon the State,
caused by the unification of the lines, and improvements and construction of subsidiary
lines, rendered it expedient to entrust the construction of other lines which were urgently
needed to private enterprise. By a Law of July 12th, 1908, certain concessions for
construction only were granted, but the actual form of the concession has not yet been
definitely approved.
Concessions for construction and working should properly be divided into two main
groups :—
(1) Concessions without subsidy.
(2) Concessions with subsidy.
In the case of concessions without Government subsidy, such concession may be
granted by Royal Decree on the proposal of the Minister of Public Works. Concessions
with subsidy require, in addition, the approval of the Minister of the Treasury.
The financial assistance which may be given by the State to railways varies greatly
according to individual circumstances. The law of 1873 (which may be abandoned
under special circumstances) authorised the granting of subsidies not exceeding 1,000 lire
per kilometre per annum for a period not exceeding 35 years.
By the Law of July 24th, 1877, the maximum period for which State subsidies
could be granted was extended to 70 years, but this period was reduced from 70 years to
50 years by the Law of July 12th, 1908. As far as the amount of the subsidy is
concerned, this has now been increased to a figure varying from 8,000 to 9,000 lire per
kilometre.
The subsidy may be given, either in the form of a lump sum or as a guaranteed
kilometric subsidy per annum, the system being dictated by existing conditions. In
addition to State subsidy, there is the assistance of the Provinces. The statement which
follows, and which gives the form of subsidy for one or two specimen lines will serve as
an example.
14712
2 f 2
Name of
Line. |
Basaluzzo
Frugarolo.
Novara-Sarono-
Seregno.
A
•+3
bO
d
©
P
d
o
• I—I
oa
«2
©
O
d
o
o
q-t
O
©
-r?
o3
P
d
0
• i-H
02
01
©
©
d
o
o
«H
O
O
•f-H
+3
a
n
d
P
©
©
03
«H
O
©
w
e3
rd
©
fn
P
M ©
rd ^
© eg
•d -43)
a ^
O ©
„ d
© • r—(
-4-3 j
c3 M
Cost of Construction.
Estimated.
Actual.
Total.
Per
Km.
Total.
Per
Km.
Subvention of Provinces, etc.
. Names
of
Provinces.
Non-
continu¬
ance
Sub¬
sidies.
Continuous Subsidies.
02
eg
©
ÏH
q-4
o
o
• r-f
*4
©
P
a
M
n
©
P
d
d
d
<1
©
P
fË ©
•s ^
Cw . 11
Q ^
>>"e3 .
-■Sa
CG © -
„0 02
d,rH
Xfl
©
©
Alessandria
Ovada
Verona Caprino
Udine Porto-
gruaro.
Montebelluna-
Camposampiero
Km.
33
9
55
33
60
27
Apr. 23,
1903.
Feb. 11.
1886.
Sep. 23
1883.
Feb. 11,
1886.
May 10,
1883.
June 29,
1884.
Yrs.
70
90
90
90
90
90
10 years
after
opening
of line
to traffic
May 8,
1917.
Dec. 31,
1917.
Aug. 4,
1919.
Dec" 31,
1918.
July 21
1916.
L.
4,880,216
531,200
8,000,000
3,709,099
8,208,894
1,751,700
i.
146,320
60,172
145,682
101,808
136,055
67,505
L.
575,770
11,000,000
4,666,122
7,794,993
3,000,000
L.
63,988
199,568
134,172
126,560
110,979
Alessandria
(Province),
Alessandria
(Communes),
Rocca-
grimalda
Predosa.
Castellazzo
Bormida.
G-enoa
Frugarolo
Milan
(Province).
Novara
(Communes).
Ceriano
Laghetto.
Verona
(Province).
Verona
(Communes).
TIdine
(Province).
Padua ( Pro¬
vince and
Commune).
L.
270,000
40,000
15,000
110,000
100,000
132,552
20,000
3,000
202,500
52,450
L.
30
30
L.
200
35
35 !
L.
6,670
400
89,824
40,073
L.
108,657
6,515
— >
Total
Subsidy.
1,568,420
699,721
L.
643,657
6,515
155,552
254,950
1,568,420
699,721
Non-
continu¬
ance
Sub¬
sidies.
L.
5,099,584
Subventions of State.
Continuous Subsidies.
m
U
Cg
©
en
O
o
•i-i
©
P
70
35
35
35
a
M
u
©
p
a
d
d
d
<
©
P
r-H U
s a
• rH '
eg p
>> eg .
rH . 43
•»-i ci
02 © *
,Q 02
d'M
m
©
o
Total
Subsidy.
Ratio between
Cost of Con¬
struction and
Subsidies of
the—
©
4-5
©
«rv
m
©
©
d
• r-<
>
o
n
P
35
L.
5,000
1,000
1,000
1,000
1,000
L.
156,750
8,890
13,120
34,389
27,169
L.
3,323,431
155,242
229,088
600,466
474,408
L.
3,323,431
155,242
229,088
600,466
5,099,584
474,408
0-1319
0*0113
♦
0-0141
0*0546
©
-n
eg
4-3
in
0-2012
0-2332
0-6810
0-2696
0-0208
0-1287
0-6542
0-1581
LO
to
in
a
td
Xfl
«
vn
M
rjl
CONCESSIONS. PROFIT SHARING BY STATE.
223
It must not be assumed that all railways are subsidized. The electric railways,
between the station of Genoa (Piazza Principe) and Granaralo, and from S. Quirico
to Santuario di Nostra Signoria della Guardia were conceded by Royal Decrees of
27th December, 1896, and of 1st July, 1897, at the sole risk of the respective
concessionaires.
As previously pointed out, concessions are granted by Royal Decree, on the proposal
of the Minister of Public Works, and also of the Treasury, if there is any question of a
subsidy.
It is necessary that applications for a concession should be accompanied by the
following documents :—
1. Full technical details accompanied by plans and sections.
2. A memorandum setting forth the public advantages of the proposed railway.
3. The sources from which capital is to be drawn.
4. In the case of lines requiring financial assistance an estimate of the gross profits
and of the cost of construction and working.
5. An estimate of the gross receipts and expenses.
6. An estimate of the pecuniary advantages which the Treasury may look forward
to receive as the result of the granting of a subsidy.
Concessions for public lines are granted for a period not exceeding 70 years.
In each concession it is stipulated that should the gross profits exceed!a certain
figure the State shall participate. The Law of 1865 provides that whenever the average
net profit for the preceding five years exceeds 10 per cent, (unless a lowpr rate is
stipulated in the concession itself) the State has a right to half the excess. Such right,
however, may only be exercised after the whole line has been open for 15 years^ but this
again may be varied in individual concessions. ;
The stipulation as to the calculation of the gross profits has recently been altered by
fixing in each concession a kilometric profit, on the attainment of which the State
participation is an average of 30 per cent, of the gross kilometric profit.
The following statement contains particulars of some conceded railways with the
participation of the State in the gross and net profits :—
Table of Railways conceded to Private Companies, showing the right of the State to participate in Gross and Net Receipts.
«O
tN©
State Participation in the Gross Reoeipts.
Name
of
Railway*
Bate
of
Concession.
Period
after
which
State Par¬
ticipates.
Receipts
per km.
beyond
which the
State Par¬
ticipates.
Per¬
centage
of
Par¬
ticipation.
Period
after
which
State Par¬
ticipates.
State Participation in the Net Profit»
Percentage of the Participation.
|r
Bergamo-S. Giovanni Bianco...
Mestre Bassano Primolano ...
1903.
Oct. 26th
1905.
Feb. 23rd
Years.
L.
12,000
12,000
30
30
Grignasco-Coggiola
Oct. 6th
10
10,000
30
ReggioEmilia-Cianod'Enza ...
Dec. 28th
10
5,000
30
Cancello-Benevento
Dec. 28th
10
9,000
30
Aulla-Mozone and Bagni di )
Lucca Castelnuovo di V
Garfagnana J
Dec. 31st
10
11,000
30
Cento-Ferrara
1906.
Feb. 22nd
10
7,000
30
Stazione della Carnia-Villa 1
Santina J
March 29th
10
8,400
30
Fornovo-Borgo S. Donnino ...
Nov. 2nd
— .
7,500
30
Nardo-Tricase Maglio
July 12th
—
4,500
30
S. Margherita Belvedere di \
Lanzo d'Intelvi ... J
1907.
Jan. 27th
—
Monza-Besana-Molteno
April 19th
10
10,000
30
U mbertide-Todi-Terni
1908.
Sept. 27th
—
5,500
i
20
Years.
15
15
15
-{
-{
-{
15
50 per cent, of receipts in excess of what is necessary to pay 4 per cent, on the share capital.
59
55
55
59
59
99
59
59
59
59
55
99
59
59
55
55
55
59
59
55
99
59
59
55
59
99
59
59
55
55
95
59
59
55
55
55
55
59
59
59
59
59
95
99
55
59
59
99
95
99
99
59
55
99
55
59
99
99
99
99
99
99
99
55
55
95
59
5»
9 5
59
95.
59
55
55
55
59
59
59
99
95
99
• 9
95
59
59
55
55
59
55
59
55
59
59
55
55
55
55
59
59
95
55
59
55
55
59
6^ per cent, on the share capital, based
on the last five years' average.
6 per cent, on the existing share
capital.
1 per cent, on amortised capital.
6 per cent, on existing share capital.
1 per cent, on amortised capital.
6 per cent, on existing share capital.
1 per cent, on amortised capital.
6 per cent, on first capital.
6 per cent, on existing share capital.
1 per cent, on amortised capital.
6 per cent, on existing share capital.
1 per cent, on amortised capital.
6 per cent, on existing share capital.
1 per cent, on amortised capital.
6 per cent, on existing share capital.
1 per cent, on amortised capital.
5 per cent, on existing share capital
(fixed at L300,000).
1 per cent, on amortised capital.
5 per cent, on existing share capital.
1 per cent, on amortised capital.
the legal commercial interest on share
capital.
w
o
CO
w
>
w
I—t
o
td
K
&
H
>
H
purchase and leasing oe railways.
Concessions generally contain a clause reserving option of purchase to the State:
This purchase may be effected by three different methods.
A.—Purchase Based on Profit.
The Law of 1865 stipulates that the Government shall have the right of purchase at
any time after the expiry of 30 years from the date of the opening of the line for traffic,
on giving one year's notice.
As payment for the whole of the unexpired period of the concession the Con¬
cessionaire receives an annuity equal to one-third of the net profits of the three best out
of the last five years immediately preceding the giving of notice to purchase. In addition,
the Concessionaire receives payment for stores and material, rolling stock, &c., at a price
to be decided by agreement, or determined by arbitration. The annuity may, at the
option of the Concessionaire, be capitalised at 5 per cent.
(In some cases it should be noted that rolling stock has been provided by the State,
and therefore there is no payment made under this head.)
Deviations from the method of purchase referred to above have occurred in respect
of the period at which purchase can be effected by the State. Some lines have been
purchased within 20 years of construction, others within 15 years, while again the option
of purchase in some cases has been exercised within "five years from the date of the
opening of the line.
Another modification has taken place in fixing seven years instead of five as the
number of years to be taken in ascertaining the profits, the five best of the last seven
being selected.
B.—Purchase within Two Years of the Completion of the Line.
Article 12 of the Law of December 4t>h, 1902, provides that a clause shall be inserted
in each concession giving the State the option of purchase within two years after the
construction of the line. Suitable notice must be given to the Concessionaire and the
purchase price must be based on the cost of construction and expenditure on materials,
rolling stock, &c., with a premium of 5 per cent.
C.—Purchase of Trunk Lines.
The Law of July 12th, 1908, enacts that the State may purchase within a less
period than 30 years after the opening of the line, such trunk lines as may be necessary
to complete the State system of railways, payment being made as follows :—
1. The value of the line, which sum must in no case exceed the amount of the
capital expended on construction and capital expenditure subsequently
authorised. Certain deductions from this figure will be made in respect of
unused subsidies, &c.
2. Reimbursement of general expenses not exceeding 2 per cent, on the original
cost of construction or on the share capital.
3. Reimbursement of the total loss incurred in the working of the line, after
deduction of the subsidies.
4. A premium not exceeding 5 per cent, on the foregoing payments.
Leasing of Railways.
It would now, perhaps, be well to direct attention to the main points of the leasing
of the principal railways of Italy to the three great Companies, viz., to the Mediterranean,
Adriatic, and Sicilian Companies.
This arrangement was ratified by Law of April 27th, 1884. The idea was to
apportion out the railways on the mainland into two systems, running from north to
south, and to secure to the company working the eastern group of lines, access to the
principal markets of the western system, such as Naples, Rome, Pisa, and Milan. One
effect of this scheme was the necessity of incorporating lines, which were not really the
property of the State but had been conceded to private enterprise. With the minor lines
this was arranged by means of special working agreements, in virtue of which the two
great companies were entrusted with the actual working of such lines although so far as
legal relations were concerned the original status as between the State and the Concession¬
aires existed, the two companies being merely looked upon as agents of the former. The
original Concessionaires obtained a percentage on the gross profits and were relieved of
the expenses of maintenance, being, however, under an obligation to share in the cost of
making good all damage caused by force majeure, and of improvements, &c., rendered
necessary by increase of traffic.
Of more importance was the arrangement by which the Adriatic Company was to
gather into its net the Meridionali Company, which was a concessionised company working
a large network of lines in the South of Italy. (The Meridionali Company was, in fact,
226
LEASING OE RAILWAYS.
the company to which the working of the Adriatic system wes entrusted.) It was not
possible, without direct purchase of the lines, to cancel the concession granted to the
Meridionali Company, so it was decided that the State should continue to pay the
kilometric subsidies of which the Meridionali Company were the recipients under their
concession, the Adriatic Company to receive 40 per cent, of the gross profits on that
portion of the system, and to bear the expenses of the working of the lines and the cost
of upkeep and maintenance.
In addition to the agreements providing for the working of the existing State-owned
and the Meridionali lines, it was the intention of the scheme to ensure the completion of
the construction of certain new lines, including secondary lines. With regard to these
latter special conditions were laid down with fixed subsidies, i.e., 3,000 lire for each
kilometre in addition to a percentage of the gross profits.
The State handed over to the companies the working of the lines, and the rolling
stock, &c., on payment of a total sum of 275,000,000 lire, this amount being apportioned
as follows :—
Lire.
Mediterranean ... ... ... ... ... 135,000,000
Adriatic ... ... ... ... ... ... 115,000,000
Sicilian ... ... ... ... ... ... 25,000,000
The provision of new rolling stock to the amount of 15,000,000 lire was also authorised.
The upkeep of the rolling stock devolved upon the three companies, reserve funds
being formed to provide for renewal, and construction funds for the provision of new stock.
It was soon found, however, that the rolling stock was entirely inadequate, and
special legislation was enacted for the provision of the necessary monies. The Laws of
18S2, 1888 and 1900 provided for an expenditure of 334,000,000 lire upon new rolling
stock and by agreement with the companies, the latter paid in advance in 1900 an amount
of 157,000,000 lire. Even this expenditure, however, did not meet the requirements,
and a large sum was spent in hiring, more especially wagons.
The three companies were responsible for all maintenance, but as at the commence¬
ment of 1885 it was found that the permanent way was in a very bad condition the State
undertook to remedy existing defects, and authorised numerous works at an estimated
cost of 144,000,000 lire, and later, by the Law of November 30th, 1887, other works were
undertaken for military considerations at an estimated cost of 65,000,000 lire. The
companies had to bear all ordinary working expenses and were entitled to take certain
amounts from the gross receipts for this purpose, fixed in the case of the two mainland
companies on a sliding scale, decreasing in ratio to the increase of traffic from 62*5 per
cent, to 50 per cent. In the case of the Sicilian system from 82 to 62 was the percentage
authorised.
During the period of the existence of these three great Companies, they were the
recipients of concessions for further new lines from the Government, for instance by Law
of July 25th, 1888, the Mediterranean Company was granted a concession for six lines
for construction only.
As to the participation by the State in the results of working by the agreements
of 1885, it was stipulated that the State should participate in the gross receipts of the
Mediterranean, Adriatic, and Sicilian Railways as follows :—
Each of the three systems was divided into a principal system (composed of
the lines opened before 1885 and of those of new construction with receipts exceeding
15,000 lire per kilometre) and a secondary system (composed of the other newly
constructed lines).
To each of the principal systems were attributed (so-called) " initial " gross receipts,
amounting for : —
The Mediterranean system to 1L2,000,000 Lire.
The Adriatic ,, ,, 100,000,000 ,,
The Sicilian ,, ,, 8,500,000 „
and it was stipulated that, up to such amounts, the receipts should be divided thus :—
In the case of the Mediterranean and Adriatic systems—
27 per cent, to the State,
62 per cent, to the Company,
10 per cent., partly to the reserve funds (established to provide for the
expenditure on (a) renewal of equipment ; (5) renewal of rolling stock ; (c) repairing
damage due to " force majeure " ; (d) new works and material) and partly to the
Company in the form of a fixed sum as indemnification for the capital expended on the
acquisition of rolling stock and working material^.
gs**"
* The sums fixed in each case were 7,800,000 lire for the Mediterranean Company, 6,660,000 lire
for the Adriatic, and 868,650 lire for the Sicilian.
LEASING OF RAILWAYS.
227
In the case of the Sicilian system the initial receipts were distributed as follows :—
3 per cent, to the State,
82 per cent, to the Company,
15 per cent, partly to the reserve funds and partly to the Company, as stated
previously.
The portion of the receipts in excess of the initial receipts, the (so-called) " ultra
initial receipts," were then divided as follows :—
In the case of the Mediterranean and Adriatic systems—
28 per cent, to the State,
56 per cent, to the Company,
16 per cent, to the reserve funds,
and in that of the Sicilian system—
6 per cent, to the State.
72 per cent, to the Company,
22 per cent, to the reserve funds.
In regard to the secondary lines, it was stipulated that the receipts should be divided
in the proportion of 50 per cent, to the State and 50 per cent, to the Company, for the
Mediterranean and Adriatic Companies ; and in the proportion of 35 per cent, to the State
and 65 per cent, to the Company for the Sicilian. Further, the State, in the case of all
three systems, paid the companies 3,000 lire per kilometre of working length.
Finally, besides the participation in the gross receipts, the agreements stipulated
that the State, whenever the nett profits of the companies exceeded 7^ per cent, on the
share capital, including taxes, should have the right to half the balance.
No other subsidy or contribution was paid by the State to the companies in respect
of the working of the lines entrusted to them, beyond the above-mentioned allowance
of 3,000 lire per kilometre of newly constructed lines forming the secondary system.
However, apart from the sums mentioned assigned to the companies as indemnification for
rolling stock and working material, the Companies received from the State considerable
sums under other heads. Thus, the Company working the Adriatic system (which was
the former Company of the Meridional Lines, founded about 1860) continued from 1885
to 1905 to receive the subventions fixed for the lines previously conceded to it, which
were consolidated for the said period at 32,429,359 lire. Moreover, all the companies
having been entrusted with the construction of a like number of groups of new lines, the
State assigned, in payment of such constructions, to each company, besides definite fixed
sums, an annual sum equal to 20,500 lire per kilometre of the lines newly constructed,
an annuity which amounted in the case of the Mediterranean Company to 8,261,386 lire,
in that of the Adriatic Company to 9,053,689 lire, and in that of the Sicilian Company
to 4,911,013 lire.
The net profits, derived by the three companies from the working of the systems,
and at the same time from the construction of new lines entrusted to them by the
State, are shown in the following table :—
Mediterranean Company.
Meridional Company working- the
Adriatic system.
Sicilian Company.
Financial year.
Dividend
per 100 lire
Nominal
Capital.
Financial year.
Dividend
per 100 lire
Nominal
Capital.
Financial year.
Dividend
per 100 lire
Nominal
Capital
1885-86
1886-87
1887-88
1888-89
1889-90
1890-91
1891-92
1892-93
1893-94
1894-95
1895-96
1896-97
1897-98
1898-99
1899-1900
1900-1901
1901-1902
1902-1903
1903-1904
Lire.
5
5-50
5-80
5-50
5-80
5-20
5-50
5-40
5
5
5
5
5
5
5
4
3
3
3-20
1885 (2° sem.) ...
1886
1887
1888
1889
1890
1891
1892
1893
1894
1895
1896
1897
1898
1899
1900
1901
1902
1903
1904
Lire.
3-40
6-80
7-10
7-10
7-10
7-10
7-10
7-10
6-60
6-60
6-60
6-60
6-60
6-60
6-60
6-60
6
6
6
6
1885-86
1886-87
1887-88
1888-89
1889-90
1890-91
1891-92
1892-93
1893-94
1894-95
1895-96
1896-97
1897-98
1898-99
1899-1900
1900-1901
1901-1902
1902-1903
1903-1904
Lire.
5
5
5-50
5-50
6-50
6-50
6-50
6-50
6-50
6-50
6-50
6-80
6-50
7
7
7
7
6-80
6-40
14712
228
administrative control.
The extent of each of the three systems worked by the companies is given below,
the first figure denoting the length of the lines worked at the beginning of the agreement
(1st July, 1885) and the second at their termination (30th June, 1905) :—
Kilometres.
Mediterranean System... ... ... ... 4,236 5,909
Adriatic „ ... ... ... ... 4,515 5,820
Sicilian „ .. ... ... ... 613 1,098
As previously mentioned the duration of this arrangement with the three Companies
was divided into three periods of 20 years each, and the agreements were not renewed
after the expiry of the first period of 20 years.
Special arrangements were then entered into with the Companies, which included
the recoupment to them* of the amount expended in 1885 on rolling stock, materials,
and stores, the sums paid in advance in 1900, and other outstanding financial matters in
dispute. The staff were all transferred to the service of the State, except those required
temporarily for liquidation purposes, who, however, subsequently became State servants.
After the absorption of the railways by the State it was found that the non-ownership
of the lines ceded to the Meridionali Company was a serious drawback to successful
working, and therefore these lines wore acquired. The total length was about
2,300 kilometres, but the purchase imposed no burden on the Treasury, it being
stipulated that the Company should be paid an annuity of about 39^ million lire, to
expire on 31st December, 1966 ; this as a matter of fact was a sum less than the amount
of the subsidies which the State had hitherto paid and would have had to continue
paying to the Company until the expiry of the Concessions, unless of course there had
been some enormous development in traffic.
State Control.
The present system of management of State-owned railways in Italy was inaugurated
by law of April 22nd, 1905, and the railways actually passed into the management of the
State on July 1st, 1905.
Theoretically the idea of the State has been an autonomous administration with
State supervision ; the actual management is in the hands of a general manager attached
to the Ministry of Public Works. The law provides that this department shall have
" the direct management, including finance, of all matters concerning the working of the
" railways. The Minister of Public Works and the Minister of the Treasury so far as the
" latter is concerned, are to satisfy themselves by means of inspections that the administration
" and working is performed in a satisfactory manner."
In addition, however, to the control of the general manager there is provided another
body for controlling purposes, viz., the u Council of Administration " established by
Royal Decree of September 12th, 1907.
The council of administration consists of the general manager as president and eight
members, two chosen from the ranks of the chief State railway officials, three from the
ranks of the higher State officials, and three from the general public possessing technical
\and administrative qualifications.
The latter in consequence of this appointment become State officials and rank as
inspectors of civil engineering (ispettori del Genio Civile).
With the exception of the railway officials who continue in their employment the
other officials as soon as they are appointed temporarily cease to belong to their respective
administrations ; the time spent in their new office, however, ranks for promotion and
pension.
Half of the State railway officials retire every two years but may be reappointed ;
one third of the members of the other two sections retire every year and may only be
reappointed once.
Five members form a quorum at the meetings of the council and an absolute majority
of the members present is necessary for any resolution.
The restrictions imposed by law upon State officials apply to members of the Adminis¬
trative Council ; more especially are they prohibited from acting as directors of or
advisers to other transport undertakings or companies or firms which have made contracts
with State railways for transportation, supplies, or works.
The scope of this council is indicated by the appended details of their duties.
(a) The approval of the regulations of the different departments and any modifications which
may be required.
(b) The estimates, budget, and the final accounts.
(c) The allocation of the available balance among the different departments according to their
requirements.
(d) The approval of schemes for new works and improvements and purchases exceeding
50,000 lire.
EXECUTIVE CONTROL.
229
(e) The approval of public tenders exceeding 20,000 lire and private contracts exceeding 5,000 lire.
(/) The authorisation of legal proceedings and settlements after consultation with the Advocate
General when the amount involved exceeds 10,000 lire. The general manager must give
information to the council at each meeting of any proposed action or compromise
exceeding the above limits, and he must also make a report on actions and compromises
where the amount involved is less than that fixed by the above limits.
{g) The approval of agreements for private sidings, exchange and hire of rolling stock, user of
joint stations, through and connecting services with other railways and arrangements for
transport on land, sea, rivers and lakes, as well as agreements for rebates on tariffs
which are subject to certain conditions.
(h) The approval of the sale or exchange of land or other real property when the value of the
land exceeds 5,000 lire.
(i) Rules and regulations affecting the staff.
(j) Nominations, promotions, increases of salary, transfers, dismissals, &c., postponement of the
date fixed for increase of salary, and reduction in rank.
(k) The hearing of appeals from the staff within limits laid down by the law and regulations.
(l) The approval of extra pay and allowances for the staff when outside the scope of the powers
of the general manager.
(m) The approval of regulations for the payment of salaries in advance.
(n) Decision, after hearing the general manager, as to the regulations respecting the granting
of facilities by way of reduced fares to passengers for the purpose of visiting exhibitions,
attending congresses, or making pilgrimages.
(\o) Decisions on all other questions which the president considers ought to be submitted to
the council and on all proposals brought forward by the general manager or by individual
members.
(p) At the request of the Minister of Public Works decisions or expressions of opinion on all
other questions affecting the proper working of the administration or of the railway
service.
A copy of the minutes of each meeting must be submitted to the Minister of Public
Works, and the decisions arrived at are binding on the administration.
Members of Parliament are not eligible for a seat on the Council of Administration,
the General or District Railway Councils (these two latter are referred to later).
This administrative control has large influence in all matters of management, and in
many of the regulations it is provided that they shall be consulted.
From September 14th, 1907, to June 30th, 1908, the council held 119 meetings, and
passed 2,187 resolutions relating to staff matters, provision of rolling stock, tariff
questions, &c.
The general manager is required to submit an annual statement, after the same has
been approved by the Council of Administration, to the Minister of Public Works setting
forth detailed information concerning the working of the railways and any recommendations
as to conditions of transport and tariffs.
In addition to this direct management, there is further a Parliamentary Supervisory
Committee, appointed by law of July 7th, 1907.
This commission consists of six senators and six membefs of the chamber of deputies.
They are elected by their respective chambers for a period of three years.
Should thé chamber of deputies dissolve, the members of the commission continue in
office until new members are appointed.
The commission elects its own president and secretary from the ranks of its members.
The commission has to supervise the administration of the State railways and to
report to Parliament on the requirements and deficiencies of the railway service.
The commission has to examine and discuss the half-yearly report submitted by the
general management of the State railways.
The commission may make any investigation necessary to ascertain whether the
railway service is carried on in a satisfactory manner.
The commission presents an annual report to Parliament.
Besides the general manager as the head of the executive control for purposes
of working, the railways are divided into 10 districts fixed by Royal Decree of
March, 1908, viz. :—
T urin
Milan
Y enice ...
Genoa
Florence ...
Ancona ...
Rome
Naples ...
Reggio Calabria
Palermo ...
147L2
• • «
• • •
• • •
• • «
• • é • • •
• • •
• CI I • •
Kilometres.
1,706
1,222
1,176
652
1,399
1,353
1,216
2,264
956
1,277
2 G 2
230
financial control, &c. advisory councils.
Financial control is exercised by the Treasury, of course in conjunction with the
Minister of Public Works. The Budget requires to be approved by the Minister of the
Treasury and actual expenditure is supervised by the Corte dei Conti" (Court of
Accounts).
Stores are controlled by the General Manager.
Control over Private Railways.
Control over private railways is exercised by a special railway office, instituted by
law of June 25th, 1905, which in point of fact is a special railway department directly
attached to the Ministry of Public Works. There are in addition to the departments
actually in the Ministry, nine District Inspectorates, each having the supervision of a
separate section of line.
The supervision extends to all questions of working staff, and finance. The rates of
pay of the staff, time tables for goods and passenger trains, &c., and agreements between
private companies must be approved by the State and the staff must undergo technical
examination at the hands of the State.
All rates and fares for passengers and goods are fixed in the concessions, and any
modifications must be approved by the Government All regulations in respect of the
payment, punishment, and pensions of the staff must be submitted to and receive the
approval of the Minister of Public Works before being brought into operation.
We find in Italy there is a use of what may be termed purely private railways, i.e.,
railways not originally required for ordinary traffic, and which have been more in the
nature of connections between works, &c. These lines are divided into two classes, the first
class comprising lines laid exclusively on land belonging to persons by whom they were
constructed, without interfering with any public or private property. The second class
consists of lines crossing property belonging to other persons and public roads.
The control of the Minister of Public Works is restricted in the case of railwavs of
the first category to questions of public safety, but in regard to railways of the second
category the detailed plans must be approved by the Ministry, and the lines themselves
must also, as regards working, conform to the regulations applying to secondary lines.
By law of July, 1879, a new kind of private railway of the second category was
brought into being, namely, " private railways of the second category authorised for
public traffic."
It was found in some cases that the volume of local passenger and goods traffic was
not sufficient to make the construction of a public railway possible from a financial point
of view, and this law of 1879 enacted :—
" The Government is empowered to authorise public traffic on private lines, as a
temporary measure, and for a period not exceeding 20 years, on condition that the stipulated
rules and regulations are observed."
Experience having shewn that in some cases these private lines, adapted to the
public service, met a real local requirement which, wdthout assistance from the State,
could not have been provided for by means of a public railway, the law of Jiily 12th, 1908,
enacted as follows
The Government is empowered to grant annual kilometric subsides up to an amount of
1,200 lire per kilometre and for a period not exceeding 20 years, to private railways
authorised to carry public traffic.
Advisory Councils.
In addition to the Council of Administration for the assistance of the General
Manager, General and District Advisory Councils have recently been instituted by law of
July 7th, 1907.
The General Advisorv Council must consider :—
(a.) The proposals of the Central Railway Administration for increase or decrease
of railway tariffs.
(b.) The abolition of existing tariffs.
(c.) The institution of experimental tariffs and the expediency of maintaining
or abolishing the same.
(d.) The description and classification of goods.
(e.) The interpretation to be placed on the " Conditions of Railway transport "
and on eventual proposals for alterations in these u Conditions."
( f.) Any question submitted to the Council by the Minister of Public Works or
by the Administration of the State Railways concerning the relation
existing between the public and the railways not only with regard to traffic
in Italy but also with regard to through traffic with other Administrations
whether by land or sea.
(g.) The regulations and conditions of special concessions and the expediency
of postponing or renewing such concessions.
ADVISORY COUNCILS.
231
The Council must take into consideration the reports of the District Railway
Councils whether these were made at the request of the Minister or the General Manager
or on their own initiative, and the Council having taken these reports into consideration
must study the requirements of agriculture, industry and commerce with regard to the
tariffs, traffic, and time tables and shall give expression to their recommendation for
satisfying such requirements.
The Administration must consult the Council on points (a), (è), (c) and (g).
The General Railway Council is presided over by the Minister of Public Works, and
is composed of ée-t / u
(a.) The General Manager of State Railways.
(6.) Three chief officials of the Ministry of Public Works; two chief officials
from the Treasury and two from the Ministry of Agriculture, Industry
and Commerce ; one official from each of the following Ministries interested
in services connected with Railway transport :—Finance, Post and
Telegraph, War, Navy.
(c.) Three chief officials of the State Railways nominated by the Council of
Administration.
(d.) One member of the Royal Sardinian Railways appointed by the Board of
Directors; one member appointed by the "local Railways Association "
and another appointed by the "Italian Tramway Association."
(e.) One delegate from each of the District Railway Councils chosen from the
ranks of the elected members.
(/.) Two representatives nominated by the " Council of Commerce and Industry "
and two nominated by the " Council of Agriculture " from the ranks of
their members.
(g.) Seven members chosen by the Minister of Public Works from the ranks of
persons possessing special legal or technical knowledge in railway matters.
(A.) Two representatives of the most important Navigation Companies of the
Kingdom, nominated by the Minister of Public Works in order of seniority
and in accordance with a list compiled in conjunction wTith the Ministry of
the Navy and revised every four years.
(■i.) One representative from the Italian Press Associations elected according to
their regulations.
(/.) Two delegates from the Chambers of Commerce and two delegates from the
Chambers of Agriculture of the Kingdom.
(m.) One delegate from the " Sanitary Council."
(n.) Two representatives elected by the railway staff from their own ranks in
accordance with regulations.
The members of the General Railway Council remain in office for four years, and at
the expiry of this period members of classes (b) and (c) may be re-appointed, but the
others may only be re-nominated after an interval of two years.
The General Railway Council should meet three times a year and is summoned by the
President, who may also convene extraordinary meetings when urgent questions require
immediate discussion.
Two-thirds of the members form a quorum, so that a majority must consist of at
least a third of the Council. In case of a tie the President has the casting vote.
Special Committees may be elected by the President or the Members themselves from
the ranks of the Council for the purpose of special study of various matters.
The District Railway Advisory Councils are convened for an opinion on tariffs, local
time tables and the requirements of the traffic in their district.
The District Railway Advisory Council is composed of the district manager as
president and
(а) Two officials from the district management appointed by the general
manager.
(б) Four local representatives of industry, commerce, and agriculture, two of
them elected by the Chambers of Commerce and two by the Chambers of
Agriculture of those provinces situated within the district.
(c) Two members chosen by the Minister of Public Works from among persons
conversant with railway matters.
The opinion of the District Railway Councils is expressed by vote. In case of a tie
the president has the casting vote.
The members of the District Railway Councils remain in office for three years, those
members belonging to class (a) may be re-appointed immediately and those belonging to
classes (6) and (c) may only be re-nominated after the space of one year.
232
railways and the post. general notes.
The District Councils in existence number nine, viz.:—
Ancona. Milan. Rome.
Florence. Naples. Turin.
Genoa. Palermo. Venice.
Members of the General Railway Council are entitled to free passes over the whole
State railway system and members of the District Railway Councils are entitled to free
passes over the State railways in their district.
By Ministerial Decree of the 10th September, 1907, and Royal Decree of
22nd September, 1907, additional regulations were made, among others the appointment
of two members of the railway staff on the Councils.
Railways and the Post.
Postal matter is conveyed by all trains free of charge, but should more than one
special van be required, or a special traiix be run, payment must be made by the Post
Office. Parcel post must be paid for by the Post Office.
Taxes.
The State railways pay taxes in the same manner as any other public company.
Level Crossings.
No law regulates the construction of level crossings or directs the substitution of
subways or bridges, but it is said that in new constructions every possible effort is made
to avoid level crossings. From the projected direct lines Genoa-Tortona and Florence-
Bologna they are to be absolutely excluded.
Existing level crossings are being gradually eliminated, beginning with the most
important, viz., those in the neighbourhood of great cities and on busy lines.
General Notes.
The opinion has already been ventured that even at the present time the railways of
Italy are in an experimental stage. The insecurity of tenure of the three great companies
of which mention has been made, caused by the possibility of the rescinding of their
agreements at the end of 20 years, could not promote a satisfactory condition of affairs in
connection 'with railroad transportation. Expenditure on railways requires long years to
fructify, and although there has been private management lasting for a period of 20 years,
it must not be forgotten that there was always a State control on railways, i.e., a control
over expenditure in the shape of provision of rolling stock, &c. It may be that the many
complaints relating to the working of the private railways were probably responsible for
the termination of their leases, but the conditions under which the private lines were
operated, and against which they had no voice, must have been in a great measure
responsible for the shortcomings for which they werë held to blame. The purchase of
the lines is said to have been conceived and carried into effect at very short notice, and
the resultant chaos was very serious : insufficiency of stock, accommodation, &c., produced
complete disorganisation.
To make good these deficiencies, heavy expenditure has been necessary, and it is not
fair to judge the working of the lines on such expenditure. If we compare the stock
in 1905 and 1908, the figures reveal some extraordinary increases, viz. :—
State of rolling stock, &c., on—
July 1st, June 30th,
1905.
1908.
Locomotives :
team ... ... ... . >.
2,664
4,053
Electric
6
10
Steam rail motor cars
3
103
Electric cars (exclusive of accumulator cars)
57
51
Carriages (including electric accumulator cars)...
7,008
9,073
Luggage vans
1,752
2,200
Goods and cattle wagons...
50,924
78,660
Ballast, locomotive, coal, &c., wagons ...
1,400
1,992
At the commencement of the State regime an expenditure of 95,000,000 lire was
authorised ; since then, by the law of April, 1906, 205,000,000 lire were sanctioned ;
by law of December 23rd, 1906, 610,000,000 lire were voted, and at the present time a
further expenditure of not less than 4,000,000 lire is contemplated, although the Bill has
not yet been submitted to Parliament.
Of course it must be clearly understood that all these sums have not been expended
in maintenance, &c., of the lines, but for additional accommodation, widenings, &c..
railways and the public. 233
consequent upon the increase of traffic during the last few years. The State railways in
their report do attempt to make some comparison of their working with that of the private
railways, but whether it is expedient to accept such comparison having regard to the
altered conditions is a matter of doubt. The subsidies granted to private lines in their
multiplicity complicate any such comparison almost beyond hope.
For the period 1900-1905 the average receipts on the private lines were L328,870,750
per annum, and the working expenses L221,972,614, a proportion of 67*50 per cent.
Taking one particular year, say 1903, the receipts were L337,187,223, and the expenses
L223,523,741, or 66*24 per cent, of the receipts ; in 1905-6 the receipts on the State lines
were L340,225,195, and the expenses L222,706,658, or 64*05 per cent, of the receipts.
For the year ending June 30th, 1908 :—
Lire.
The estimated receipts were ... ... ... .. 462,520,000
• • #
48,054,440
473,128,767
43,358,814
50,770,593
With a net profit of
Actually the receipts were
With a net profit of
as compared with the previous year's profits of
The increase in expenditure which this statement reveals may be ascribed to causes
common to all railway lines, i.e., wages, fuel, and maintenance generally.
It must, however, be remembered that the cost of working the railways in Italy
must of necessity be high owing to the nature of the country. In many parts there are
very heavy gradients to be negotiated ; tunnels abound, tending to enhance the cost both
of construction and working.
It would be difficult to extract the cost of the various portions of the line, but in
general, the average cost of construction in Italy has been L336,000 per kilometre, or
about ^21,500 per English mile. This figure would certainly be much exceeded in some
of the districts.
There has certainly not been any apparent extravagance. The stations are not
elaborate, the platforms are low as in general on the continent.
Some considerable time must necessarily elapse before the sums which are now being
expended produce their due return, but whether that return be produced or not, there is
no doubt that the time had arrived when if the railways were to cope with the traffic large
expenditure was required.
The result of the State working is said to show, taking the year 1907-8, a return of
2*185 per cent, on the capital. Assuming this capital to have been borrowed at 3j per
cent, there is a deficit of about L77,500,000. A similar calculation for the year
1906-7 reveals a return on capital of 2*18 per cent, or a deficit of about 75,000,000 lire.
The report of the State Administration, while not attempting to deny this fact,
suggests that it is compensated for u by the direct and indirect advantages enjoyed by
commerce and industry."
RAILWAYS AND THE PUBLIC.
Goods Tarifes.
As in other continental countries, provision is made for the transportation of
merchandise over the railways of Italy by two classes of service, known as " grande
velocita" (grande vitesse) and "piccola velocita" (petite vitesse).
Definite bases exist for the calculation of the charges for these two services, but at
the same time from these bases there are important deviations, which are no mean factor
in an endeavour to ascertain the cost of carriage as a whole.
For 45 grande velocita the bases and applicable regulations are :—
A. Ordinary goods, objets d'art, hand-made lace, silk goods.
L 0*464 per ton per kilometre.
Minimum charge per consignment, L0*70.
Every parcel containing silk goods must be placed between two boards of the same
dimensions as the package, fastened with string, and covered with oilskin. The package must
then be tied with stout cord and sealed at the ends of the cord, so that they are fixed to the
packing ; seals must be placed on the joints 10 centimetres apart.
Objets d'art, antiquities, &c., must be placed in boxes or crates, so as to preve'nt any shaking.
Hand-made lace is only accepted for transport packed in boxes or wrapped in oilskin ; each
package must be corded and sealed on the joints 10 centimetres apart.
The cord or string used to tie round packages, boxes, &c. must be of one piece, without joints,
and of suitable thickness.
* Goods consigned by " grande velocita" are, as a rule, conveyed by passenger or mixed trains.
234
GOODS TARIFFS
B. Cocoons live or dead. Double cocoons in grain.
L 0*580 per ton per kilometre. L 0*5220 per ton per kilometre.
Terminal charge to cover loading, unloading, and station expenses, L2*32 per ton.
When the consignment has to travel over lines belonging to three or more administrations,
in addition to the terminal charge, a supplementary charge of L 0*348 per ton for each inter¬
mediate administration must be paid.
Minimum charge per consignment, L0*70.
Consignments of double cocoons in grain mixed with live or dead cocoons are charged at the
rate applicable to the latter.
Rejected cocoons and rejected double cocoons mixed with double cocoons in grain are
charged at the rates for double cocoons.
Cocoons washed and stripped of silk, those left by the moth, and rejected cocoons, compressed
in bales weighing 150 kg. per cubic metre, are charged on the basis of the tariff fixed for ordinary
goods. If compressed, however, to less than 150 kg. per cubic metre, they are charged for
according to the tariff for double cocoons, unless it is more convenient for the sender to apply
the general tariff for ordinary goods on the basis of 150 kg. per cubic metre.
C. Specie, Scrip and Valuables.
L 0*00174 per kilometre and per indivisible 500 lire, minimum charge per consignment
L 0*70.
If the weight of the specie, scrip and valuables exceeds three kilograms for each individual
five hundred lire of declared value, in addition to the aforesaid rate, freight charges based on the
general tariff for ordinary packages and goods must be paid in respect of the excess.
Specie, scrip and valuables must be forwarded in bags, sacks, packets, boxes, and barrels ;
sacks and pouches must be sewn inside, and be in perfect condition, that is to say, not torn or
patched. The mouth of the sack or bag must be closed by means of unspliced cord or string, and
the double knot must be sealed.
Boxes and barrels must be nailed and strongly hooped, and if repaired must not show any
trace of splitting or breaking.
Boxes must be strongly tied with unspliced cord with seals 10 centimetres apart.
Barrels must be corded crosswise with the cords secured at the two ends by means of seals
or leaden discs.
Packets containing scrip must be of raw or bleached linen, in one piece, closed by at least
five seals.
The above conditions and precautions are subject to modification at the discretion of the
administration.
When owing to size or shape, or the nature of goods themselves, consignments may not be
loaded with other consignments, and a separate waggon has, therefore, to be used, a minimum
charge of L 0*9280 per kilometre for each waggon up to 8-ton capacity, is made. If a waggon of
more than 8 tons capacity has been applied for, or is necessary, this charge is increased by
one-eighth for each ton in excess of 8 tons.
The minimum charge is only applicable, however, when the weight to be transported
multiplied by the kilometric rate of the tariff, yields, per waggon and kilometre, a product less
than the said minimum charge.
If application should be made for the exclusive use of a waggon, in spite of the fact that the
nature of the goods would permit of their being loaded with others, the minimum charge referred
to above is increased by 10 per cent.
The loading and unloading of goods consigned by " grande velocita," as a general rule, is
performed by the Railway.
The following goods may not be consigned by " grande velocita " :—
Dangerous goods.
Goods requiring the use of coupled waggons, and others which on account of their shape,
size, or weight cannot in the opinion of the station-master be conveyed by passenger train.
Goods in bulk, except goods consigned in full waggon-loads, or paid for as such.
Goods, the importation, exportation, or conveyance of which is prohibited from sanitary,
police, or other reasons.
The rate basis for goods conveyed by slow train are as follows, viz. :—
Class.
I.
II.
III.
IV.
V.
YI.
VII.
VIII.
Per ton per kilometre
Fixed Terminal per ton
L.
0-1648
2-06
L.
0*1442
2-06
L.
0-1236
2-06
L.
0-1030
2-06
L.
0-0824
2-06
L.
0-0721
1-236
L.
0-0618
1-236
L.
0-0515
1-236
The fixed terminal includes loading, unloading, and station services. If the consignment
travel over lines belonging to three or more Administrations, for goods of the first five classes, an
additional charge of L 0*309 per ton must be paid for each intermediate Administration ; for
goods of the last three classes L 0*1545 per ton.
The minimum charge per consignment is L. 0*50.
Loading and unloading of goods may at the discretion of the Authorities be performed by
the consignor and consignee respectively. In such cases the terminal charge is reduced by
L 0*515 per ton.
classification of goods
235
In the case of wagon load goods, the consignor or consignee in general may load or unload,
but this right cannot be exercised at stations where, owing to lack of appliances, &c., goods of
classes six, seven and eight are not loaded or unloaded by the public in sufficient daily
quantities. In such cases the Administration may, after having given three days previous
notification of their intention so to do, load and unload the goods, when of course the full
terminal must be paid.
In the case of packages containing goods of different classes, rates are charged on the
highest class. This also applies in the case of complete consignments of goods of different classes,
when the weights of each class have not been declared separately.
The minimum weight on which rates are charged is 50 kg. Consignments of a less weight,
and composed of different classes of goods are charged on the actual weight of each class, the
minimum charge, however, being as for 50 kg. at the highest class rate.
With certain exceptions, when the nature of a consignment necessitates the use of a
complete wagon, or when goods cannot be conveyed with other commodities and the use of a
separate wagon is rendered necessary, the minimum rate is L. 0*309 per kilometre and wagon of
eight tons ; if a larger wagon be required, the minimum rate is increased by one-eighth per ton
for every ton in excess of eight.
These minimum rates apply to goods carried in bulk (i.e. not packed) or which are liable to
become mixed with others, and on which rates are charged irrespective of weight ; also to small
consignments of goods in bulk which in accordance with the classification, can only be
forwarded in wagon loads ; and to bulky goods.
The charges applicable to goods in bulk and to packed goods when loaded in one and the
same wagon, may be combined to form the minimum rate per wagon if the consignments be
forwarded by one and the same consignor to one and the same consignee.
These minimum rates are not applicable to consignments charged as for the minimum
weight per wagon used, in accordance with special tariffs, nor to returned empties and
receptacles conveyed at the same rates as returned empties.
When two or more wagons, coupled together, are required for the conveyance of certain
commodities, the minimum rate is L. 0*3605 per kilometre and each wagon of eight tons plus
the terminal on actual weight.
All these minimum rates are applicable only when the weight to be conveyed, multiplied by
the kilometric rate of the class to which the goods belong, gives a figure less than the said
minimum rates per wagon and per kilometre ; therefore if the rate based on the weight is
greater, this is applied instead of the minimum. If the Consignor applies for the exclusive use
of a wagon for goods which could be loaded with other goods, the charges as above are Increased
by 10 per cent. Applications for the exclusive use of wagons for consignments conveyed at
" special " wagon load rates, are not complied with.
The Administration, with the sanction of the Government, may increase the rates for
explosives, inflammable articles, mineral acids, fluids in carboys, &c., by 50 per cent.
Goods such as furniture, pictures, statues, objets d'art, &c., which at the request of the
Consignor are conveyed in special wagons, pay an increase of 10 per cent, on the ordinary rates.
So much for the State Railway tariffs. The privately owned and managed Italian
lines have varying rates, of course only under State sanction, according to the individual
circumstances. À few examples are appended :—
General Bases of Tariffs for Goods Transport.
Railway.
Grande Velocita.
Piceola Velocita.
Per Ton
and per
Kilometre.
— ■ ■" -i
Minimum
per Con¬
signment.
Per Ton, per Kilometre and Terminal Charge per Ton.
Minimum
per Con¬
signment.
I.
II.
III.
IV.
V.
VI.
VII.
VIII.
L.
L.
L.
L.
L.
L.
L.
L.
L.
L.
L.
Arezzo Fossato
0-452
0*70
0-1836
0-1428
0-1122
0-0816
——
-—
__
—
—
*2-04
2-04
1-632
1-224
—
—
—
—
0-50
Circumetnea ..
0-40
0*60
0-13
0-12
0-09
0*07
—
—
—
—
0-50
*2*00
1*50
1-00
1-00
—
—
—
—
—
Nordmilano
0-42
0-50
0-155
0-135
0-116
0*096
0-077
0067
0-0581
• 0-0484
0-50
*2-00
2-00
2-00
2-00
2-00
1-20
1-20
1-20
—
Torino-Lanzo
0*34
0-25
0-22
0-18
0-15
0-12
0-09
0-07
—
—
0-30
Verona - Caprino and 1
0*52
0-30
0-204
0-153
0-102
—
—
—
—
—
—
Affi-Garda. )
*0-55
0-55
0-55
mmmmm
* Terminal Charge.
It will have been observed that for the calculation of the tariffs for goods conveyed
by " piccola velocita " there are eight classes.
To enumerate the whole classification is of course out of the question but to give an
idea of the system some of the principal commodities in each class are quoted :
Class I.
Aniline dyes, biscuits, bulbs, buttons, church organs, coffee, cotton thread, flowers, high
class wines, liqueurs in bottles, meat extracts, photographic apparatus, pins and needles, tapestry,
theatrical properties, tinned foodstuffs, tobaccos, typewriters, &c., worked marble.
14712
236 modifications in tariffs.
class ii.
Beer in bottles, candles, carpets, condensed milk, cotton, jute, and linen textiles, eggs in
boxes, electric accumulators, fish in oil, fresh butter, hides, locks and keys, olive and other
vegetable oils, sausages, soda, worked bronze, worked tin and lead.
class iii.
Agricultural machinery, baskets, cheese, ink, iron stoves, locomotives, &c. springs, ordinary
wine, in bottles or flasks, &c., preserved olives, raisins, raw sugar, shrubs and plants, tarpaulins,
traction engines, zinc tubes, &c.
class iv.
Bacon, benzine, creosote, fresh fruits, fresh grapes in boxes, fresh olives, fresh vegetables,
glassware, glue, raw indiarubber, manufactured steel, margarine, mineral oils, mineral waters,
paper, sulphur, tin, tinplate, various kinds of seeds (grass, &c.).
class v.
Books, caustic soda, coal tar, flour, moulds, nuts, pitch, sleepers, smoked or dried fish, soap,
steel cannon, terra cotta, wines in barrels or casks, worked metal (excluding precious).
class yi.
Anchors, asbestos, asphalte, beet, charcoal, dried vegetables, grain, iron of various kinds, iron
chains, iron roofings, potatoes, sacks, steel cylinders, steel shafts.
class vii.
Artificial manures, calcined bones, coal, kaolin (China clay), fluor spar, fresh and salted
bladders, graphite, guano, hoofs, lignite, oilcake, oilseed, ores, peat, plaster of paris, sandstone.
class viii.
Broken glass, chalk, clay, fire clay, fresh and sea water in casks, barrels, &c., manure, marl,
phosphates, pyrites, refuse, sea sand, soot, tiles.
Bulky goods are charged 50 per cent, in addition to ordinary rates.
Bulky goods are :—
(a) Goods which cannot be compressed when the weight is less than 150 kilo¬
grammes per cubic metre.
(b)Goods which can be compressed when the weight is less than 200 kilogrammes
per cubic metre.
The deviations from the tariffs to which reference has been made should now come
under inspection.
These modifications take the form of what are known as " Tariffe speciali," " Tariffe
locali," and " Tariffe Eccezionali," i.e.,special, local, and exceptional tariffs, with a
further class which is not really a modification but a quite separate tariff itself, known as
" piccola velocita accelerate."
The three first named classes have no defined basis and their compilation follows no
fixed rule, in fact it may generally be said that no two tariffs are alike.
Apart from price their deviation from the ordinary tariffs is particularly in the
direction of (in the majority of cases), a minimum tonnage, varying time allowances for
transit, and varying regulations as to the performance of the operations of loading and
unloading.
The zone system is much used but again it cannot be said that the zone system
progresses on any definite scale, because in some cases the greater the distance, the cheaper
the rate for the zone, in other cases, the more expensive the rate.
Undoubtedly these special tariffs are the products of years, instituted for varying
reasons of policy—many in the days of private companies—until now they are a con¬
comitant part of the tariff system.
Speaking in general terms,
" Tariffe speciali " are applicable to the majority of goods with, as a rule, a stipulated
minimum wagon loading weight.
" Tariffe locali " are in operation for certain goods between one fixed group of
stations, and another group of stations, or it may be between the whole system and a
certain group of stations.
" Tariffe Eccezionali " apply also between group and group but with less restricted
area. It might almost be said these are rates with a more or less national tendency. In
this category are included export rates, import rates, &c.
So it happens that not seldom under varying circumstances the same commodity can
be consigned under each of the tariffs. Take for instance " Cereals."
modifications in tariffs. 23V
A.—" Special" Tariff.
Between any Station and any Station.
Zones.
Series A.
Series B.
Consignment of at least 8 Tons
per Wagon.
Consignment of at least 50 Tons.
Km.
Rate* per Ton
and
per Km.
Price for the
Total Distance
per Ton.
Rate* per Ton
and
per Km.
Price for the
Total Distance
per Ton.
...
Lire.
Lire.
Lire.
Lire.
From 1 to 50
0-0690
3 • 450
0-0669
3-345
51 „ 60
0-0721
4 • 171
0-0669
4-014
61 „ 70
0-0669
4-840
0-0669
4-683
71 „ 80
0-0618
5-458
0-0669
5-352
81 „ 90 ...
0•0566
6-024
0-0669
6-021
91 „ 100
0-0669
6-693
0•0154
6-175
„ 101 „ 150
0-0618
9-783
0-0618
9-265
„ 151 „ 160
0-0515
10•298
0•0515
9-780
„ 161 „ 170
0-0515
10-813
0-0309
10-089
„ 171 „ 180
0-0206
11-019
0•0206
10•295
„ 181 „ 190
0-0206
11-225
0-0103
10-398
„ 191 „ 200
0-0206
11-431
0-0103
10•501
„ 201 „ 250
0•0494
13•901
0-0474
12-871
„ 251 „ 260
0-0412
14-313
0-0309
13•180
„ 261 „ 270
0-0412
14-725
0-0206
13-386
„ 271 „ 280
0-0309
15•034
0-0206
13•592
„ 281 „ 290
0-0309
15-343
0-0206
13-798
„ 291 „ 300
0-0206
15•549
0-0206
14-004
„ 301 „ 350
0-0391
17-504
0•0309
15•549
„ 351 „ 360
0•0412
17-916
0-0206
15-755
„ 361 „ 370
0-0412
18-328
0-0206
15-961
„ 371 „ 380
0-0309
18-637
0•0206
16-167
„ 381 „ 390
0-0206
18-843
0-0206
16-373
„ 391 „ 400
0-0206
19•049
0•0206
16-579
„ 401 „ 450
0-0360
20-849
0-0412
18-639
„ 451 „ 500
0-0360
22•649
0-0412
20-699
„ 501 „ 550 ...
0•0360
24-449
0•0412
22-759
„ 551 „ 600
0-0360
26-249
0-0412
24-819
„ 601 „ 650
0-0309
27-794
0-0412
26-879
„ 651 „ 700
0•0309
29•339
0-0412
28•939
„ 701 „ 750
0-0309
30-884
0-0350
30-689
„ 751 „ 800
0-0309
32•429
0-0350
32-439
„ 801 „ 850
0-0309
33•974
0-0309
33-984
„ 851 „ 900
0-0309
35•519
0-0309
35-529
„ 901 „ 950 ...
0-0309
37-064
0•0309
37-074
„ 951 „ 1,000
0-0309
38•609
0-0309
38-619
1,000 and beyond
0-0309
—-
0-0309
* To the above-named rates must be added the fixed terminal of L. 1*236 per ton.
B.—"Local" Tariff.
Between Groups of Lines in Southern Italy.
Zone Kilometres.
Rate per Ton
per Kilometre.
Price for the
Total Distance of
each Zone inclusive
of the preceding
Zone Rate.
Zone Kilometres.
Rate per Ton
per Kilometre.
Price for the
Total Distanoe of
each Zone inclusive
of the preceding
Zone Rate.
Lire.
Lire.
Lire.
Lire.
1-50
0-0566
2-830
261-270
0-0103
12-561
51-60
0-0515
3-345
271-280
0-0103
12-664
61-70
0-0515
3-860
281-290
0-0103
12-767
71-80
0-0515
4-375
291-300
00103
12-870
81-90
0-0515
4-890
301-350
0-0360
14-670
91-100
0-0515
5-405
351-400
0-0360
16-470
101-150
0-0463
7-720
401-500
0-0412
20-590
151-200
0-0515
10-295
501-600
0-0412
24-710
201-210
0-0412
10-707
601-700
0-0412
28-830
211-220
0-0412
11-119
701-800
0-0360
32-430
221-230
0-0412
11-531
801-900
0-0309
35-520
231-240
0-0412
11-943
901-1,000
0-0309
38-610
241-250
0-0412
12-355
beyond 1,000
0-0309
251-260
0-0103
12-458
•
Note.—To the above must be added the fixed terminal charge of L. 1-236 per ton.
11712 2 H 2
238 modifications in tariffs.
C.—" Exceptional " Tariff.
From Defined Stations on the Southern and Central Lines to Northern
Stations.
Zone Kilometres.
Consignments of not less than 8 Tons per Wagon.
Consignments of not less than 50 Tons.
Per Ton per Kilometre.
Per Ton per Zone includ¬
ing the previous Zone.
1
Per Ton per Kilometre. ;
1
Per Ton per Zone includ¬
ing the previous Zone.
Lire.
Lire.
Lire.
Lire.
1-50
0-0621
3-105
0-0602
3 • 010
51-60
0-0649
3-754
0•0603
3-613
61-70
0•0602
4-356
0•0602
4 • 215
71-80
0-0556
4-912
0-0602
4-817
81-90
0-0510
5 ■ 421
0•0602
5 • 419
91-100
0•0602
6-024
0-0139
5 • 558
101-150
0•0556
8-804
0-0556
8-338
151-160
0-0464
9-268
0-0464
8-802
161-170
0-0464
9-731
0-0278
9-080
171-180
0•0186
9-917
0-0185
9 • 265
181-190
0-0186
10-103
0-0093
9-358
191-200
0-0185
10-288
0■0093
9 • 451
201-250
0-0395
12-264
0-0379
11-346
251-260
0-0330
12-593
0-0247
11-593
261-270
0-0330
12-923
0•0165 .
11-758
271-280
0-0247
13•170
0-0165
11-923
281-290
0-0247
13-417
0-0165
12-088
291-300
0-0165
13-582
0•0165
12-253
301-350
0-0313
15-147
0-0247
13-488
351-360
0-0329
15•476
0•0165
13-653
361-370
0-0329
15•805
0•0165
13•818
371-380
0-0247
16-052
0-0165
13•983
381-390
0-0165
16-217
0-0165
.14 • 148
391-400
0-0165
16•382
0-0165
14•313
401-450
0-0216
17-462
0•0247
15-548
451-500
0-0216
18•542
0•0247
16•783
501-550
0-0216
19-622
0•0247
18-018
551-600
0-0216
20-702
0-0248
19-258
601-650
0-0124
21•322
0-0165
20•080
651-700
0-0124
21•942
0-0164
20-903
701-750
0-0123
22-557
0-0140
21•603
751-800
0-0123
23-172
0•0140
22-303
801-850
0-0062
23-482
0•0062
22•613
851-900
0-0062
23-792
0-0062
22•923
901-950
0•0062
24•102
0-0062
23-233
951-1,000
0-0062
24-412
0•0062
23-543
Beyond 1,000
0•0062
—
0-0062
" Piccola velocita accelérata " is a special tariff applicable to foodstuffs, wine, and live
animals. Like the other special tariffs it has no defined basis, but it is intended as a
quicker transit than " Piccola velocita " for those consignments which cannot reasonably
pay the " Grande velocita " rates. The time for transit is a little more than " Grande
velocita," but appreciably less than the 11 Piccola velocita."
The Table which is appended is useful to show at a glance the varying rates of the
Italian tariffs.
Consignments of 1,000 Kilogrammes for 500 Kilometres.
Goods.
Carbonised turf and lignite..
Coal by-products
Combustible residues of coal
Coal (anthracite, &c.)
Charcoal (coarse powder) ...
Charcoal
" Grand
Velocita."
" Piccola
Velocita
accelerata"
" Piccola Velocita."
General.
Special.
Local.
Exceptional.
Lire.
Lire.
Lire.
Lire.
Lire.
Lire.
Lire.
I.
II.
123-05
—
28-52
17-20
123-05
—
24-40
16-70
——
—
123-05
—
28 • 52
17-20
—
—
123'05
—
28-52
17-20
11-00
123-05
—
28-52
17-21
——-
—-
123-05
31 • 62
20 • 80
MODIFICATIONS IN TARIFFS
239
Goods.
Gas coke or raw graphite
Carbons for electric lighting with
metal mountings
Carbons for electric lighting and
carbon in the form of piles
Cereals such as oats, barley, durra,
wheat, maize, buckwheat, millet,
rye, spelt
Hygroscopic cotton wool
Medicated cotton wool
Cotton in rolls
Raw cotton in bales ...
Ordinary wines, bottled, in boxes ...
Ordinary wines in demijohns or
flasks, also in full wagon loads ...
Ordinary wines, barrels, casks, or
tank wagons
Ordinary wines, barrels, casks, or
flasks loaded in private wagons ...
Ordinary wines in skins, or in skins
placed in boxes and, if in full
wagons, also unpacked, without
guarantee for loss ...
High class wines
Textiles—hemp, cotton, jute, linen
.. —-wool ... ... ...
" Grand
"Piccola
Velocita
accelerata"
" Piccola Velocita.' '
Velocita."
General.
Special.
Local.
Exceptional.
Lire.
123-05
Lire.
Lire.
28-52
Lire.
21-31
Lire.
Lire.
I.
Lire.
II.
123-05
76-22
—
—
—
123-05
55-62
—
—
—
91-65
184-55
184-55
184-55
184-55
91-65
30-30
31-62
97-85
113-30
67-71
67-71
55 • 62
A.22-86
B.20'91
47-40
30-90
30-90
29-85
20-80
A.18-75
B.17-00
16-90
91 • 65
26-80
55-62
27 • 30
24-60
91-65
30-30
38-65
25 • 75
A.25-25»
21•655
B.18-10
13-30
11-45
A.22-76a
18•455
17•40c
B23.-2L
91-65
26-80
38-65
25 • 75
—
91-65
123•05
123•05
123-05
30-30
45-85
76-22
65-92
76-22
25-75
47-40
50-00
47 • 40
50-00
MM
Probably from the foregoing description of the general tariffs in force more
complication would appear to exist than is really the case, speaking from a general point
of view.
The tariffs are issued to the public in four volumes.
Volume I. contains the general conditions.
II. contains the passenger tariffs.
III. is the classification, and
IV. contains the special, local, exceptional tariffs, &c.
The volume containing the classification gives in alphabetical order the articles
intended for railway transportation, and also gives the whole of the tariffs under which
such articles may be sent, so that to obtain the freight charges, it is a matter, in the
main, of reference to these tariffs. Of course, the varying conditions render it sometimes
difficult to decide which particular tariff is applicable, but it must be said that the system
is as simple as could conceivably be devised.
A page picked at random from this classification will explain :—
55
55
55
Description of Goods.
Class of
the
Ordinary
Tariff and
of Special
General
Tariff
No. 75.
Special.
Tariffs.
Local.
Excep¬
tional
Number
of
Tariff.
No.
Series.
Number of Tariff.
Tannin...
1
304
405
414
!
417 ;
-
Hemp, Cotton and Flax Carpets ...
2
107
B
206
223
304
405
414
117
—
Fibre, and Jute Mats ... ... .
2
107
B
206
223
304
405
414
117
Hair Carpets ... ... ... ...
1
—
304
405
414
417
—
—.
Woollen Carpets
I
107
A
206
223
304
405
414
417
—
Silk and Spun Silk Carpets
1
—
304
414
417
—
Fine Tapestries
1
—
304
414
417
—
Ordinary Tapestries
3
112
B
304
414
417
—
Wooden Stoppers and Wedges
5
118
Raw Tartar
4
123
A
304
414
1 1 ""
■
1,1
1,066
240
LOADING AND UNLOADING, &C.
Description of G-oocls.
Class of
the
Ordinary
Tariff and
of Special
General
Tariff
No. 75.
Special.
Tariffs.
Local.
Excep¬
tional
Number
of
Tariff.
No.
Series.
Number of Tariff.
-
Prepared Tartar
2
304
414
417
Raw Tortoiseshell ... ... ... j
1
—
—
304
414
417
—.
—
Tortoiseshell Articles i
1
—
—
304
414
417
——
—
Preserved Truffles ... ... ...
1
—
304
414
417
—
Piano Key Boards ... ... ...
1
—
304
414
417
—
—
Sack Cloth Packing Canvass and
4
107
E
206
223
304
405
414
—
other Raw Cloths made of Hemp
and Jute. These must be con¬
signed unpacked.
Note.—It must not be imagined by seeing Exceptional Tariff No. 1,086 that there are 1,066 Exceptional Tariffs; the
numbers are used without any apparent relationship to numerical order. The Exceptional Tariffs, as a matter of fact,
number less than 60. The same remarks apply to the Special and Local Tariffs.
As explained in the regulations for the tariffs, loading and unloading is generally
performed by the authorities, the services being included in the station terminals. How¬
ever, either bv choice or necessity, some loading or unloading is performed by the trader.
It has been shown that if a trader does the work himself he obtains a refund, but on the
other hand some of the special tariffs stipulate that the loading and unloading shall be
performed by the consignor and consignee, and in such cases, if the work be carried out
by the railway, a charge of 0*515 lira per ton, in addition to any terminal charge there may
be, must be paid. The regulations stipulate that—
44 Wagons must be completely loaded within 24 hours after being placed in
position ;
44 Wagons must be completely unloaded within the peiiods fixed for the removal
of goods#;
44 The consignor and consignee are bound to comply with all instructions of the
stationmaster."
In the case of machinery, &c., the consignor must provide cords, chains and covers
to ensure the safety of the goods on the wagons.
When the loading or unloading of certain articles, such as blocks of marble, beams,
machinery, boilers, &c., cannot be performed by manual labour without risk of accident,
cranage is charged at the rate of 0*20 lira per ton for goods up to a weight of 3 tons, and
0*40 lira for goods of a greater weight.
Where there is no crane at the station where the loading and unloading has to be
performed, a crane will be supplied from another station at a charge of 0T16 lira per
kilometre (with a maximum charge of 11*60 lire) when sent by fast train, and of
0*103 lira per kilometre (with a maximum of 10*30 lire) when sent by slow train.
It has been stated that consignments of goods sent by 44 grande velocita " are, as a
rule, conveyed by passenger or mixed trains and so the regulations as to the time in
which these goods must be delivered at destination are, to a certain extent, dependent
upon the time tables.
Consignments not exceeding 50 kilogrammes in weight must be handed in for
conveyance at least two hours before the time fixed for the departure of the train, and in
such cases the time allowed for transit is governed by the scheduled time of the train.*}*
However, if the consignment has to travel over different lines of the same adminis¬
tration in which there is transhipment of goods or recomposition of trains, or has to pass
or travel over lines belonging to another administration the continuation of the journey
with the connecting trains is not obligatory and the periods of delivery are not calculated
-consecutively, except if between the train carrying the consignment and the connecting
train there is an interval of at least one hour in the first case and two hours in the second.
In the case of consignments exceeding 50 kilogrammes in weight, 18 hours is allowed
for loading at the station with a further period of 24 hours for each indivisible distance of
250 kilometres The periods for delivery are suspended during such time as goods are
waiting for Customs' formalities, or from any other causes independent of the adminis¬
tration.
* The conditions, in the siding agreement under this head should be noted.
t Live cocoons and mulberry leaves are sent by the train following the reception of the consign¬
ments, provided they are received one hour before the booked hour of departure.
COLLECTION AND DELIVERY.
241
The period for deliver}? by slow train is made up of 24 hours for despatch at principal
and 36 hours at less important stations, and 24 hours for every 125 kilometres exclusive
of the day of arrival, and of State holidays if such happen to fall on the day of departure
or arrival. The period commences at midnight of the day on which the goods are handed
in for transport. The time occupied in Customs' formalities, &c., is not included in the
time allowed for transit, nor is the time during which goods are not accepted on account
of congestion, either in the case of consignments destined for the congested station and
en route at the time of the notification of such congestion, or in the case of goods in
transit through the congested station accepted before or after the notification.
The period for delivery is increased—
(a) P>y 18 hours for journeys in mountainous districts where the gradient is more
than 1 in 50.
(ô) By 12 hours where the lines of other administrations form part of the route,
(c) By 6 hours when goods have to be transhipped from one section of the
company's line to another owing to there being no through connection.
( d) In the case of goods destined for ports, by such time as the ports for reasons
of holidays, or from other causes, are unable to deal with the goods.
For " piccola velocita accelerata " the time is as a rule based on 18 hours for despatch
and 24 hours for each 225 kilometres.
In common with the general Continental practice the rates as such are merely
intended to cover the cost of rail transportation, and in some cases the services of loading
and unloading. Collection and delivery is not considered as within the actual scope of
rail transport.
However in Italy the railways seem to have made a nearer approach to the English
system of collection and delivery. Although themselves not the owners of cartage teams
they have specially appointed agents and accordingly arrange the collection and delivery
of certain consignments. In fact so much is this system in vogue that if the consignee
wishes to remove the goods himself he must give special notice. Of course the service of
collection and delivery is a separate charge from the rate and varies in different towns.
The tariffs are published separately.
Excluded from this arrangement are—
Building stone.
Goods consigned and loaded in bulk.
Uncompressed forage and straw.
Indivisible packages, the weight of which exceeds 800 kilogrammes, or with a
length of more than 6*50 metres.
Dangerous goods.
Goods destined for public or private establishments with siding connections.
Those goods the unloading of which is optional or obligatory on the consignee.
Delivery at residence of goods such as foodstuffs, agricultural produce, &c., weighing
up to 20 kilogrammes is Obligatory when the charge for such does not exceed 15 centesimi.
Should the charges exceed 15 centesimi delivery is optional, but in case the consignor
should not avail himself of this option the goods will be delivered at his address by the
agency.
The charges are based on quintals in units of 10 kilogrammes. Packages belonging
to one consignment are weighed together and amounts of less than 10 kilogrammes are
considered as 10 kilogrammes. In the case of goods detained on the premises of the
agents owing to the fault of the consignees, warehousing charges are levied according to
the general tariff.
If goods cannot be delivered owing to the absence of the consignee the agents take
them back to their premises and advise the consignee. When the consignee, after such
notification, removes the goods he must pay the charge for the fruitless conveyance
as well as for taking the goods back to the premises of the agents, and in addition the
warehousing charges incurred.
242 DEMURRAGE AND WAREHOUSING.
The charges for these services vary in different towns, but the tariffs are published,
and the following are quoted as examples :—
Town.
Grande Velocita."
" Piccola Velocita."
Articles of
Special
Tariffs
1 and II.
articles.
General
goods.
:
Furniture
and
bulky
goods.
Minimum
charge
per
consign¬
ment.
General
goods.
Furniture
and
bulky
goods.
Grain
and
flour.
Minimum
charge
per
consign¬
ment.
Rate per
consign¬
ment.
Rate per
value
1,000 lire
(indi¬
visible).
Premium
charge
per
consign¬
ment.
i
Charges per quintal
in units of
1C kilogrammes.
Charges per quintal in units
of 10 kilogrammes.
L.
L.
L.
L.
L.
L.
L.
L.
L.
L.
Milan ...
0-15
0-40
0-25
0-60
0'80
0-35
0-50
0-80
0-20
0-35
Florence
0-15
0-50
0-50
0-55
0-90
0-40
0-40
0-80
0-35
0-40
Naples...
0-15
0-25
0-15
1-20
1-50
0-50
0-50
1-20
0-20
0-40
Turin ...
0-15
0-20
0-25
0-35
0-80
0-40
0-30
0-80
0-20
0-35
Venice...
0-15
0-35
0*25
0-80
1-20
0-25
0-30
0-60
0-25
0-35
Rimini
0-15
0-30
0*30
0-25
0-40
0-25
0-25
0-40
0-20
0-25
The time allowance for collection or delivery, when the collection or delivery between
station and residence is effected through the agency of the railway, represents an increase-
of eight hours on the total time for transport on the railway.
In some cases this allowance of eight hours is increased to 1.2 when the time of
arrival of goods at the station is too late to leave eight consecutive working hours for the
period of delivery.
In the case of " piccola velocita," the total time for the complete transit is increased
by 30 hours for collection and delivery. These periods are calculated from the midnight
following the hour of collection.
In the case of " piccola velocita accelerata," the same 30 hours is allowed, but the
period is counted from the actual time of collection.
Collection and delivery in the months of April to September is performed from
6.0 a.m. to 8.0 p.m., and from October to the end of March from 8.0 a.m. to 5.0 p.m. with,
of course, shorter hours on holidays.
In the case of delivery at residence, if the address be some distance from the station,
or difficult of access, special charges may be fixed for delivery.
The period of delivery, so far as any responsibility for delay is concerned, is considered
to have been complied with when a consignment has been presented to the address within
the stipulated time, even although the consignee, from any reason, is unable, or refuses, to
accept it.
When the advice note is delivered by hand, if received before 12 noon, goods must
be removed before 12 noon on the following day, whether a working day or ordinary
holiday, if the advice note be received after 12 o'clock the goods must be removed during
the course of the following day, unless it be a holiday,# in which case the goods must be
removed before 12 noon on the day following, whether holiday or not.
When the advice note is sent by post if posted before 12 noon on any day, the goods-
must be removed during the course of the following day, unless it be a holiday, in which
case goods must be removed before 12 o'clock on the day following, whether a holiday
or not.
If the advice note was posted after 12 noon, the goods must be removed before 12 noon
on the second following day, unless the day immediately following the posting be a
holiday, in which case the goods may be removed at any time during the second day ; if
the second day is also a holiday, the goods may be removed before 12 noon on the
third day.
The consignee must acknowledge receipt of an advice note by signing the book
presented by the employee when delivered by hand, and by signing the station book when
the advice note is sent by post ; in the latter case he must refund the cost of postage.
When goods are not removed within the stipulated periods, a charge is made for
storage and wharfage :—
* State holidays are :—Sundays, New Year's Day, Epiphany, Ascension Day, Feasts of the
Immaculate Conception, Nativity, and Assumption of the Virgin Mary, Corpus Christi, Festival of
St. Peter and Paul, September 20th, All Saints Day, Christmas Day, and the Day of the Patron Saint
of each Diocese, City and Province.
HIRE OE SHEETS.—ORDERING OE WAGONS.
243
Goods conveyed as "Grande Velocita," " Piccola Velocita Accelerata" (according to
classification), or "Piccola Areloeita " (Classes L to V. inclusive), 0*10 lira per quintal
and 24 hours.
"Piccola Velocita" (according to classification), and "Piccola Velocita Accelerata"
(Classes VI., VII., and VIII.), 0*05 lira per quintal and 24 hours.
Specie, valuables, &c., 0*05 lira per 500 lira value and 24 hours.
Two-wheeled vehicles, &c., one lira per vehicle and 24 hours.
Four-wheeled vehicles, 1*50 lire per vehicle and 24 hours.
Cattle remaining in the wagons 0*30 lira for each consignment or for each wagon,
and for each hour of standing after the first four.
Portions of quintals and of 500 lire value are considered as full quintals and 500 lire
value, and every portion of 24 hours is considered as 24 hours.
Storage and wharfage charges are also levied on goods stored prior to departure ; on
goods the whole of which were not dispatched within the prescribed period ; on all goods
lying at stations, in wagons, &c. under distraint, by order or by act of the interested
parties or from any other cause independent of the administration. -
If the goods which have not been removed are goods which should be unloaded by
the consignee, the wharfage charge is not less than 6 lire per wagon per day, and the
administration have the right to unload such goods if the period for unloading has
expired at the rate of 0*580 lira per ton in the case of " Grande Velocita," and 0*515 lira
per ton in the case of " Piccola Velocita," or " Piccola Velocita Accelerata."
When it is impossible entirely to remove a consignment prior to the expiry of the
prescribed period, no wharfage will be charged if the work of removal be carried on
continuously, and is not retarded by inadequate appliances.
In the case of extraordinary pressure of traffic liable to interfere with the working of
the railway, the administration have the right to reduce by one-third the period for
removal and to increase by one-third the charges for storage and wharfage at those
stations where there is congestion of traffic.
It would appear that as a general rule, the administration are not called upon to any
considerable extent to provide sheets, that being more within the province of the consignor,
but regulations are laid down for the use of railway sheets. A charge of L 0*0116 per
ton per km. with a minimum of L 1*16 for fast goods, and L 0*0103 per ton per km. with
a minimum of L 1*03 for slow goods is made.
There is, however, no obligation upon the administration to supply sheets, and they
may refuse to supply them if the nature of the goods is such as to suggest the possibility
of damage to the sheets.
Sheets belonging to the consignor are returned free of gharge, as well as cords,
chains, &c.
Sheets are returned by fast trains, but no responsibility attaches to the administration
for delay.
Some rather stringent regulations exist dealing with the procedure for obtaining
wagons. Attention should be drawn to the value of these regulations from the financial
standpoint of railway working.
Applications for wagons must be made to the station master at the forwarding station and
they must set forth the nature of the goods, the description and capacity of the wagons required
as well as the destination station. All applications must be accompanied by a deposit of five lire
for each wagon required. This amount will become forfeit to the administration if the goods
are not loaded within the prescribed period, which commences from the moment the wagon is
placed in position.
If wagons have to be specially procured from another station, the consignor must pay
0*116 lira per wagon per kilometre of the distance from such station to the loading station with a
maximum of 11*6 lire per wagon in the case of goods conveyed by fast train, and 0*103 lira per
wagon per kilometre, with a maximum of 10*3 lire per wagon for goods conveyed by slow train.
The charge for obtaining the wagon must be paid in advance, and is not returned if the wagon be
not utilised.
Wagons must in no case be loaded to more than 5 per cent, in excess of their carrying
capacity but the administration do not undertake to supply wagons allowing of this excess
loading nor do they accept any responsibility on account of this limitation.
In the esse of goods liable to increase of weight from atmospheric causes, the administration
may require the loading to be limited to a certain extent in order that the ultimate weight may
not exceed the carrying capacity of the wagon plus 5 per cent.
In the case of goods charged at a rate based on a minimum weight per consignment or at
wagon load rates, indivisible packages, goods in bulk, or goods which cannot be conveyed together
with other goods, the consignor must always indicate in his application the description and
capacity of the wagon required. Application for wagons of a specific capacity for the transport
of goods weighing more than such specific carrying capacity plus 5 per cent, cannot be entertained
nor will those for wagons required for indivisible packages, for which on account of their form
or size, the administration considers it necessary to employ wagons of a higher capacity.
14712
2 44
WEIGHING OF GOODS.
The administration will supply the wagon applied for, if possible, but in case of inability to
do so, the deposit will be returned.
When the wagon supplied is in accordance with the application, but it is found that all the
goods intended for transport cannot be placed in the wagon on account of their bulk, the excess,
if the consignor does not prefer to remove it, will be loaded on another wagon and charged for as
a separate consignment, for which a separate consignment note will be required.
When on departure or en route it is ascertained that the loading capacity of a wagon has been
exceeded beyond the limit of 5 per cent, (in wagons which allow of overloading) the administra¬
tion may unload such excess at the risk of the consignor and forward it to destination by fast or
slow train (viz., as the principal consignment may have been forwarded). This excess is treated
as a separate consignment, and if the original loading was performed by the consignor, a tranship¬
ment fee charged amounting to T16 lire per ton for fast goods, and 1*03 lire per ton for
slow goods.
If the excess be ascertained on arrival at the destination station the same regulations apply as
if such excess had been discovered at the departure point or en route.
When the wagon supplied is of larger capacity than that ordered, the consignor provided he
does not refuse to forward the* goods, may use the said wagon for the same payment as if the
wagon supplied were of the capacity applied for, upon condition that the goods to be forwarded
do not exceed the capacity of the wagon applied for by more than 5 per cent. If the goods
should prove to be of greater weight than the capacity of the wagon applied for, plus 5 per cent.,
such excess will be forwarded in the same wagon but will be regarded as a separate consignment,
and charged for at ordinary rates. If, however, it should be more favourable to the consignor
the same rates will be charged as if he had applied for the proper wagon. Terminals are charged
on the excess weight in accordance with the tariff applying to such excess weight.
The regulations as to the use of tank wagons may be interesting.
The general, special, local, &c., tariffs in force in regard to the wine and other liquids in vats
and barrels, also apply when they are conveyed in tank wagons, the freight charges being
calculated on the minimum weight corresponding to the capacity of the wagon employed, or on
the actual weight if in excess thereof. As an exception, in the case of wine, petroleum, alcohol,
benzine, &c., the minimum weight on which charges are levied is to be ascertained by multiplying
the average density of such liquids by the capacity of the tank, expressed in litres as follows :—
(a) Petroleum 0*780 kilogrammes per litre.
(&) Wine 0*970 kilogrammes per litre.
(c) Pressed grapes, &c., by multiplying the specific gravity of 1*10 kilogrammes by fths of
the capacity of the tank.
(d) Alcohol 0*800 kilogrammes per litre.
Benzine 0*680 kilogrammes per litre.
Vegetable oil 0*918 kilogrammes per litre.
If the weight thus ascertained is less than the minimum weight or capacity per wagon
prescribed by the special, local, or exceptional tariffs as the case may be, charges will be made for
such minimum as if the goods had been conveyed in ordinary wagons.
If tank wagons of a capacity greater than eight but less than 10 tons, greater than 10 but less
than 12 tons, &c., be used for the conveyance of liquids at rates for wagons of 8, 10, 12 tons
capacity &c., the rate applied will be that of the wagon whose capacity is immediately under that
of the tank wagon use^ and should the load exceed that on which the charges are based, a
proportionate increase will be made for every 10 kilogrammes of such excess.
In addition to the freight charges as above, a supplementary charge for the use of tank
wagons is made per kilometre and 10 ton wagon as follows :—
Lira 0*0812 for " grande velocita."
Lira 0*0721 for " piccola velocita accelerata " and " piccola velocita."
In the case of wagons of more than 10 tons capacity the above charge is increased by one-
tenth for each ton in excess thereof.
The loading and unloading of tank wagons must be performed by the consignor, or
consignee.
Consignments are accepted and conveyed, at the risk of the sender, the administration not
being responsible for- deterioration, damages, &c., unless it be proved that such be due to the
negligence of the administration.
The administration must deliver the wagon to the consignor, properly cleaned inside, leaving
it to his discretion to carry out any further cleansing, which must be performed in accordance
with the special instructions issued by the administration ; no extension of the loading time can,
however, be permitted.
The acceptance of tank wagons by the consignor cannot be made dependent on the state of
internal cleanliness of the wagon, and therefore no liability attaches to the administration on this
account when once the wagons have been accepted.
With regard to the weighing of goods the administration have the right to ascertain
the weight and nature of goods and to open packages to assure themselves that the
contents correspond to the particulars given on the declaration and also to ascertain
whether the internal packing is in accordance with the regulations. This examination,
however, must not delay the transport of the goods, and the packages opened must be
closed again by the administration at their expense, if no fraud has been discovered.
A fine equal to the amount of the proper rate which ought to have been paid
is imposed for false declaration as to the weight of the goods, twice that amount for
differences in weight of wagon-load consignments exceeding by 10 per cent, the proper
load of the wagon, and for false declaration as to the quality of the goods.
TARE OE WAGGONS.—PACKING REGULATIONS, &C.
245
In the case of a false declaration in respect of goods of a dangerous nature a fine
five times the amount of the proper rate chargeable is imposed, with minima of 58 lire
and 51*50 lire in the case of fast and slow trains respectively.
When the weight of goods is not stated, or when the consignor or consignee request
that the weight be ascertained, the administration charges 1 lire per wagon if the goods
be weighed together, and of 0*10 lira per quintal if the weight of each package be
ascertained separately. The same charges are still enforced if the weight declared is
found to be greater than the actual weight.
Consignments of less than 50 kg. are weighed free of charge on departure,
and goods showing signs of diminution in weight are also weighed on arrival free
of charge.
Consignments composed of goods charged at varying rates, and shown separately on
the waybill, when it is necessary to ascertain their weight either owing to the omission
of particulars, or at the request of consignor or consignee, are treated as separate
consignments for the purposes of weighing.
Although the administration have reserved the right to question the weight of
all consignments, it is said that in ordinary practice the declared weights are taken with
checks at irregular times. This possibility of checking may serve to prevent fraudulent
declarations.
The tare of wagons is checked periodically, every one, two, or three years, according
to the work performed by the wagon.
If a consignor or consignee request that the tare of a wagon be asoertained, a charge
of 0*50 lira is made if the difference between the actual tare and that marked on the
wagon is found to be not more than 1 per cent.
There are several small services which are not, strictly speaking, an internal part
of transportation, but which are rendered by the railway on application at a specified
charge.
The administration will arrange the clearance of these charges against reimbursement
by the consignee, plus 10 centesimi per consignment.
The sender may charge goods with a certain sum which will be paid to'him on
receipt of an advice from the arrival station that actual payment has been made by
the consignee.
The sender must pay for this service (on receipt of the money) L 0*25 per 100 lire
made up in multiples of five centesimi with a minimum of 25 centesimi for each
consignment. The minimum only is payable by the sender in case of the transaction
being cancelled.
In case of consignments involving a journey over the lines of more than one
administration the payment is due to each.
For furnishing proof of delivery a charge of L 0'25 is made.
In studying the various conditions of the tariffs one cannot fail to notice that there
is generally some qualifying clause directed to the safeguarding of the railway, obviously
in respect of claims. In addition there are specific regulations to the same end, of which
the first is " packing."
" Goods must be packed in such a manner as to permit of their being loaded,
conveyed, and unloaded without risk of damage. The administration have the
right to refuse to accept for transport goods unpacked or insufficiently packed if
the railway employees consider that they ought to have been packed. Goods which
show traces of deterioration or damage will not be accepted for transport unless the
consignor relieves the administration from responsibility.
" Goods consigned in bulk or unpacked, perishable and fragile goods, &c., also
cattle are conveyed entirely at the risk of the consignor."
Then turn to the definition of the responsibility of the railway for loss or rather
the regulations defining when they are not responsible, i.e.—
They are not responsible for damage to goods transported at the sender's
risk ; for liquids, and other substances easily fermented or subject to atmospheric
influences, in so far as the damage is due to the nature of the goods, or the condition
in which they are handed in for transport.
Loss of weight in consignments of fresh fish and other commodities where the
loss is the inevitable consequence of the nature of the consignment.
Inflammable, explosive, or otherwise dangerous goods.
Damage caused to goods which in accordance with regulations or agreement
with the consignor are forwarded in open wagons, or covered with the consignor's
own sheets, so far as the loss is due to this method of transport.
14712
2 12
246
INSURANCE. PENALTIES.
Damage to goods which in accordance with the tariffs or under agreement are
loaded by the consignor or unloaded by the consignee in so far as the damage is
due to bad loading or unloading or to defective packing.
Goods forwarded under false declaration, if damage is so occasioned.
Damage or loss connected with the transport of living animals in so far as
such are consequences of the risks peculiar to the transport of live stock.
Damage to or loss of animals which require to be watched or accompanied in
so far as the loss or damage might have been avoided if someone had travelled
with the animals.
Damage or loss due to negligence on the part of interested parties, defects in
the goods themselves or in the packing of the same, also " force majeure."
Should however the railway be liable for loss or damage, liability is limited :—
" The liability of the Administration is limited in every case to the actual value
of the goods, calculated on the basis of the current prices of goods of the same kind
and quality at the town and time of acceptance, plus the reimbursement of the
freight paid after deduction of any expenditure incurred by the Administration.
" A period of four weeks must elapse before goods are considered lost.
" Any wastage of goods conveyed under special tariffs not previously fixed is
determined at the moment the damage or loss is discovered. In case of dispute the
matter will be referred to arbitration."
Goods may be insured against loss or damage in certain circumstances on payment
of 0*00174 lira per kilometre and indivisible value of 500 lire with a minimum charge
of 0*70 lira. The regulations under this head provide :—
u The Administration have the right to issue special instruction as to the
nature of the packing to ensure the packages not being tampered with.
u Perishable and dangerous goods cannot be insured nor those goods for which,
owing to their condition or nature, the Administration is not responsible.
" If the goods are insured for total loss the entire sum insured is paid
proportionately for partial loss.
" If the loss exceed three-quarters of the total quantity it may be considered as
a total loss.
" In cases of partial loss account is taken of the natural leakage of the goods
calculated at so much per cent. The rates for conveyance must, however, be paid on
the full weight."
For exceeding the time limit the Administration is bound to refund or deduct a
portion of the freight charges proportionate to the duration of the delay, or the whole of
the freight charges if the delay should be equal to twice the prescribed period. In
addition compensation for any contingent loss is recoverable.
In the case of goods conveyed under special or exceptional tariffs the liability is
limited to the repayment of the freight charges.
The regulations as to delays are sufficiently interesting to quote in this
connection :—
In the case of a block on the line notice must be given to the public.
Transhipment of goods is performed by the Administration free of cost, except in the case
of transhipment by dray when a charge may be made for the additional expenses incurred.
Passengers or goods travelling after notice has been given will be sent by the best available
route and charged for the actual distance traversed.
Passengers and luggage en route at the time of the commencement of the block are conveyed
by the alternative route without additional charge.
If there be no alternative route they are conveyed to the starting point or some intermediate
point free of charge and the balance of the fare for the untraversed portion of the journey
returned.
In the case of goods they may be sent by the most convenient alternative route or the Adminis¬
tration may communicate with the consignor and await his instructions as to whether they be
returned or forwarded by the alternative route.
In case of the goods being returned or sent on by a longerjroute than that originally intended
the following special tariffs are applied :—
(a) Specie, notes, valuables, vehicles, hearses, cattle and other animals, rates according to
tariff, with 50 per cent, reduction.
(b) Goods, provisions, cocoons (by " grande velocita "), L. 0*058 per ton per kilometre.
(c) Goods by " piccola velocita " and k< piccola velocita accelerata," L. 0*0206 per ton per
kilometre.
The minimum charge for these transports must not be less than L. 0*15 per consignment,
whether fast or slow.
Provisions and perishable goods may be sold.
If before the sender's instruction come to hand, traffic has been any way re-opened on the
blocked line, the goods will be sent on to their destination without waiting for
his reply.
The penalties for attempted fraud on the part of the public are met in this wise,
CLAIMS.
247
Any subterfuge tending to defraud the Administration of what is its due ; any
attempt to travel without paying the whole or part of the charge for transport ; any false
declaration of quality, quantity or weight of goods or cattle ; or of the value as regards
specie, scrip and valuables ; any act tending to obtain an improper application of special
or reduced tariffs ; any undeclared agglomeration in one and the same package or in one
consignment of articles belonging to different classes ; any combination in one and the
same consignment of articles addressed to different persons, entitles the administration to
exact a direct fine, beyond the amount or part of the amount due to it, three times the
sum of the payment which is avoided, except in cases where greater or less surcharges
are specially established. This is without prejudice to the penalties imposed by law.
Having now considered the precaution to provide against claims the regulations
directly applicable to claims must be looked at.
It is laid down that payment of carriage and the acceptance of delivery of the
consignments extinguishes the right of action against the administration even if payment
of the carriage has been made in advance. However, in the case of partial loss or damage,
not apparent, at the time of delivery the right to claim still exists if the damage
discovered is thought to have èeen caused during the time the goods were in the
possession of the Administration. Such claims must be presented immediately after
discovery of the damage, and not later than seven days after the receipt of the goods.
Actions against the Administration must be brought within—
Six months if the consignment originated in Europe.
Twelve months if originating elsewhere.
In making claims two copies must be presented, one of which will be signed and
returned to the Claimant.
It is certainly justifiable to imagine, having gauged all the foregoing regulations,
that against the possibility of claims all reasonable precautions have been taken, but in
real practice this assumption is proved false. Claims are numerous, especially for delays
and for errors in freight charges.
The best idea of the position is given by merely saying that in the principal towns
there are firms—not one but several-—whose sole means of support is the prosecution of
claims against the railway. For fixed annual charges or a proportion of amounts
recovered they examine accounts and compile the claims where such are justifiable.
As to whether there is great delay or not in obtaining settlement of claims opinion
varies. On the one hand cases of rapid settlement are known ; in other cases recourse to
law is necessary. Payment on grounds of policy is not of the same extent as in the time
of private working.
The report of the State railways supplies some interesting data.
In the year ending June 30th, 1908, claims for loss, damage, theft, and delay to
goods were paid to the amount of Lire 9,384,228.
No. of Amount paid,
cases. Lire.
Damage ... ... ... ... ... 57,655 2,515,034
Theft ... ... ... ... ... 26,665 654,567
Loss ... ... ... ... ... 38,786 2,444,462
Delays ... ... ... ... ... 603,238 3,347,221
Various other causes ... ... ... 7,953 319,170
Loss due to accidents ... ... ... 707 103,774
44 On the 1st July, 1907, claims to the number of 137,812 still remained unsettled, and the
number of claims preferred during the year 1907-8 amounted to 912,406, making a gross total of
1,050,218, of which 735,004 were paid, and 139,794 refused or withdrawn, leaving 175,420 still to
be dealt with on the 1st July, 1908.
44 Claims in respect of damage, theft, and loss shewed a marked diminution, but those for
delays on the other hand have increased. The total amount paid approximated to that of the
preceding year. The claims are due to the increased traffic which it was impossible to meet with
a corresponding increase in facilities.
44 Greater keenness is also displayed in the preferment of claims.
44 Claims for the most part are for small amounts, and many of them are quite groundless,
and cause an enormous amount of work in the offices and consequent delay.*
44 The claims for delay would not have been so numerous had it not been for exceptional
chcumstances, such as the interruption of working on the Marenna line for two months, causing
the Administration to divert the traffic to more circuitous routes, resulting in a block on the said
lines and stations which were incapable of dealing with the increased traffic. Strikes also
contributed towards the delays."
* There is no doubt that in the past, many of the claims have been of a petty nature, and it is
probable that this is the reason for the forthcoming introduction of a regulation that all claims must be
made on stamped paper (probably 1 Lira).
248
expoet eates
No mention is made of errors in freight charges.
The Tariff Books of the Italian State Lines contain Export rates both by land and
sea. These rates are all contained in the special and exceptional tariffs, and it will be
sufficient to quote the widest of these to illustrate the method of fostering the export
trade by sea.
Consignments of goods by " piccola velocita " consigned to the undermentioned
stations to be loaded on ship and forwarded by sea to foreign destinations :—
Ancona. Genoa. Barlette. Brindisi.
Civita-Y ecchia. Reggio-Calabria. Leghorn. Naples.
Ravenna. Venice. Savona. Spezia.
Bari.
Consignments as above, except those conveyed under certain local and exceptional
tariffs, are conveyed, if travelling exclusively over State lines, at a reduction on the
" internal " tariffs of :—
5 per cent, for not less than 50 kilometres or on payment for such distance.
10 „ „ „ 100
15 „ „ „ 150
25 „ „ „ 200
The reduction, however, does not apply to the terminal and other accessory charges.
The minimum charge is not to be less than L.0*033 per ton per kilometre.
The reductions only operate when the goods are shipped within two months of their
conveyance.
One waybill must not contain particulars of goods for destinations other than those
to which the tariff is applicable. Should this regulation be disregarded, the whole con¬
signment must pay ordinary rates, and is subject to the penalties laid down hereafter.
For export overland the tariff for food stuffs, eggs, olive oil, &c. which is quoted
shews the principle :—
5 5
55
55
55
55
55
55
55
55
55
55
55
Special Taeiee.
For transport in full wagon loads of food stuffs for export abroad through Yentimiglia,
Modane, Iselle Pino, Chiasso, Peri, Pontebba and Cormon.
Zones.
Loading conditions.
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.
x.
xi.
xii.
1 to
100
kms.
101 to
150
kms.
151 to
200
kms.
201 to
300
kms.
301 to
400
kms.
401 to
500
kms.
501 to
600
kms.
601 to
700
kms.
701 to
800
kms.
801 to
900
kms.
901 to
1,000
kms.
Over
1,000
kms.
Consignments up to 5 tons
per wagon of 10 tons
capacity, per kilometre.
For the total distance
l.
0*6458
64-58
l.
Fixed
rate for
any
distance.
66-95
l.
0-8914
86-52
l.
0-3502
121-54
l.
0-3090
152-44
l.
0*2678
179-22
l.
0-2369
20291
l.
0-2163
224-54
l.
0-2060
245-14
l.
0-1957
264-71
l.
0-1254
277-25
l.
0-1153
For every ton in excess
divided into units of
10 kilog., loaded on same
wagon up to its capacity,
per kilometre.
For the total distance
0-0504
5-04
Fixed
rate for
any
distance.
4-85
0-0404
6.87
0-0240
9-27
0-0240
11-67
0-0172
13-39
0-0137
15*11
0-0114
16-48
0-0113
17-62
0-0113
18-75
0-0082
19-57
0-0082
In order to take advantage of the special export tariff, duplicate way-bills must be
presented for each consignment, on which a request for the application of this special
tariff must be clearly inserted.
If any change in the destination be made notification thereof must be given to the
railway authorities at Turin, and also to the stations concerned not later than one month
from the date of such change and the interested parties must pay the difference between
the reduced export tariff and the ordinary tariff, on the whole consignment.
In default of such notification within the stated time, when a consignment ostensibly
intended for export has been sent to another locality, as also when the shipment has not
been effected within two months from the date of despatch, the railway Administration
may demand from the interested parties the difference between the amount paid and the
amount due under ordinary tariffs, plus twice the said sum as a penalty, without prejudice
to legal proceedings.
import rates.
249
In cases where it is not possible to convey the goods in railway wagons on to the
quay, the interested party must provide for their conveyance from rail to ship.#
Consignments such as garlic, oranges, chestnuts, fruit and vegetables may be loaded
in a 10-ton waggon up to the full capacity of the wagon, but consignments such as grapes,
eggs, cheese, sausages, olives can only be loaded up to 5 tons in one wagon.
Any excess must be paid for at the same rates as apply to the main consignment.
When wagons of a greater capacity than 10 tons are applied for and used, the charge
must be based on the rate for 5-ton consignments in 10-ton waggons with an additional
charge considering every additional two tons in weight as one.
For consignments which can only be loaded 5 tons to the wagon, the additional
charge is based on the total additional tonnage.
The charge is reduced by 8 per cent, in the case of eggs in boxes, or live poultry.
No wagon of a less capacity than 10 tons may be used. Loading and unloading
must be performed by the consignor and consignee respectively : the loading within three
hours of the wagon being placed in position.
♦ Import Rates.
Import rates, as opposed to export rates, are not the object of the same solicitude on
the part of the authorities, in fact in some cases, imports are deprived of the benefit of
tariffs which are applicable to the home traffics in the same commodity. The " tariffe
eccezionale" are distinctly stated not to apply (with two exceptions) to imported
articles.
The exceptions are the rates for :—
(1) Nitrate of soda, sulphate of soda, artificial manures, and
(2) Agricultural machinery.
The particular rate for agricultural machinery is applicable to consignments passing
from any Italian station to a certain group which can for this purpose be referred to as
the Southern portion of Italy ; the advantage conferred by the tariff is shewn by making
a comparison with the ordinary special agricultural machinery tariff, which is also
given :—
Exceptional Tariff.
CD
»
+3
bo
- r—!
<D
£
s a
£ o
3 àc
.ri ce
a fe
Zones.
From
1 to 50
Km.
II.
From
51 to
100 Km.
III.
From
101 to
200 Km.
iv.
From
201 to
300 Km.
V.
From
301 to
400 Km.
vi.
From
401 to
500 Km,
VII. VIII.
From From
501 to | 601 to
600 Km.I 700 Km.
IX.
From
701 to
800 Km.
X.
From
801 to
900 Km.
XI.
From
901 to
1,000
Km.
XII.
Beyond
1.000
Km.
fl
o
+3
<D
&
<D
tJQ
ce
•8
H
ce
a
u
o
H
Tons, i
5 i 0*0556
0*0556
0-0371
0-0330
Prices per ton per Km. in Lire.
0*0330
0-0216
0*0216
0*0144
0-0123
0*006*2
0-0062 i 0-0062
1*545
Note.—The minimum weight of five tons may be arrived at by means of a mixed
consignment consisting of any of the articles mentioned in the tariff.
— Conditions.—When traffic is heavy the administration shall be entitled to increase
the period for delivery by 3 days for distance up to 300 km. and by 12 hours for every
further distance of 100 km.
Ordinary Special Tariff.
! Minimum weight
per waggon.
i.
From
1 to 50
Km.
II.
III.
IV.
V.
VI.
VII.
VIII.
IX.
X.
XI.
XII.
I
\
Terminal charge
per too.
From
51 to
100 Km.
From
101 to
200 Km.
From
201 to
300 Km.
From
301 to
400 Km.
From
401 to
500 Km.
From
501 to
600 Km.
From
601 to
700 Km.
From
701 to
800 Km.
From
801 to
900 Km.
From
901 to
1,000
km.
Beyond
1,000
Km.
Prices per ton per Km. in Lire.
Tons.
5
0 0618
0-0618
0-0412
0-0412
0-0412
0-0360
0-0360
0-0360
0-0309
0-0309
0-0309
0-0309
1-545
* In Genoa there is one fixed charge for placing loaded wagons on the quays. Nine kilometres
is added to the actual distance from the sending station to the reception sidings for the port and the
throughout rate reckoned on the total distance.
250
returned empties.—experimental rates.
Returned empties.— There are one or two tariffs applicable to returned empties :—By
w ay of example the tariff by " grand velocita " is quoted.
Empty Receptacles generally in use for the Transport of Goods on the Railway.
Consignments weighing over 20 Kg.
I.
II,
III.
iv. v. : vi.
!
! 1 "
i ;
VII.
VIII.
IV.
X.
XI.
XII.
1
i
From
1 to 50
' Km,
i
1
From
51 to
100 Km.
From
101 to
200 Km.
i
From 1 From
201 to I 301 to
300 Km.1 400 Km.
;
From
401 to
500 Km.
From
501 to
600 Km.
From
601 to
700 Km.
From
701 to
800 Km,
From
801 to
900 Km.
From
901 to
1,000
Km.
Over
1,000
Km.
Per kilometre
For the total
distance ...
Per kilometre
For the total
distance
0-2088
10-44
0-3248
16-24
0-2088
20*88
Lire per ton.
Series A.—Sacks, bales and packing clo
0-1160 ; 0-0812
32-48 40-60
0-0812
48*72
0-0812
56-84
0-0812
64-96
ihs in open packages.
i i
0-0696 ! 0-0696 0*0696
78-88
71-92
85-84
0-0696
92-80
Series B.—Baskets, barrels, casks, bottles, flasks, crates, boxes, wooden or iron, &c.
0-3248
32-48
0-2088
53-36
0-1624
69-60
0-1392
83-52
0-1392
97*44
0-1392
111-36
0-1392
125-28
0-1392
139-20
0-13921 0-1392
153-12
167-04
♦
0-0696
0-1160
The minimum charge per consignment is L 0#90 for distances up to 200 Km., LP15
for 201 to 400 Km., and L 2*00 for distances beyond 400 Km.
There is another returned empty tariff which is experimental, and is only applicable
to distances of 600 kilometres and beyond :—
Barrels (wooden).
Pipes (wooden, not exceeding 7 hectolitres).
Frails.
Casks (small wooden).
Cases (rough wood).
Baskets.
Crates (rough wood) for conveyance of poultry and game.
Packages of matting or straw for ice and snow.
Firkins (wooden).
Market baskets.
Yats.
Butter tubs.
Zones.
Minimum weight
per waggon—Two tons.
600 km., or
on payment
as for that
distance.
601 to
700 km.
701 to
800 km.
801 to
900 km.
901 to
1,000 km.
Over
1,000 km.
Fixed
Terminal.
Per kilometre
For the total distance
Lire.
35*02
Lire.
•04635
39-655
Lire.
•0412
43-775
Lire.
•0412
47•895
Lire.
•03605
51-5
Lire.
•03605
Lire.
| #515
Charges must be prepaid.
Loading and unloading must be performed by the consignor- and consignee
respectively.
Some of the special tariffs also have regulations as to the conveyance at a modified
charge of empties used for the conveyance of the articles to which the special tariff
applies.
At the present time there are several experimental rates in operation mainly directed
to the encouragement of industries whose advantage should be to the advantage of the
community at large. In some cases these experimental rates are for certain periods of
the year only.
They are included in the special and exceptional tariffs, and in illustration those for
dead cocoons and fresh grapes are quoted.
experimental rates. 251
Dead Cocoons and Baskets used for their conveyance Returned Empty or for
the purpose of being loaded.
In force by way of experiment from the 1st June to 31st August each year.
Forwarding Station.
Destination Station.
Rates per ton.
Terminal
1 to ^00 km.
201 to 300 km.
per ton.
All stations on the Ionian and Tyrrhenian
Sea, with Piccola Yelocita service, and
situated between Catanzaro Marina and
Belvedere inclusive, and stations on
~ the S. Kufemia-Catanzaro Marina line,
as well as Cassano-all-Ionic Cosenza,
Rossano, and Spenzano Castrovillari ...
•
«r
Villa S. Giovanni and
Cannitello, per km.
Villa S. Giovanni and
Cannitello, for the
whole distance
Lire.
0-2884
57-68
Lire.
0-2781
85-49
Lire.
")
y 2-06
J
Baskets used for the conveyance of the above, when returned empty or to be
reloaded, from Villa S. Giovanni and Cannitello to the above-mentioned stations, will be
forwarded free of charge on presentation of the documents proving that they were fully
loaded on the outward journey.
If sent in full wagon loads the loading and unloading must be performed by the
consignor and consignee, the terminal charge being reduced from 2*06 lire to 1*03 lire.
The work must be undertaken within six hours of the arrival of the wagon.
Temporary Special Tariff—" Piccola Yelocita Accelerata."
(Applying only to the mainland lines of the State Railways).
In force by way of experiment from 15th August to 15th December in each year.
Consignments of fresh and pressed grapes in full waggon loads of 10, 12, 14 and 15 tons.
* Zones.
i.
XL
iii.
iv.
v.
vi.
vii.
Capacity of waggon.
Up to 500 km,
, : .
or on
501 to
601 to
701 to
801 to
901 to
Over
payment for
600 km.
700 km.
800 km.
900 km.
1,000 km.
1.000 km.
such distance.
Rates per waggon in lire.
10 tons, per km.
—
0-4120
0-3605
0-3399
0•3399
0-3296
0-2987
„ for the whole
*
distance...
309-81
351-01
387-06
421•05
455-04
488-000
—
12 tons, per km.
„ for the whole
0-4470
0-3935
0-3842
0-3719
0-3626
0-3296
distance...
342•93
387-63
426-98
465-40
502•59
538-85
—-
14 tons, per km.
„ for the whole
—.
0-4821
" 0-4286
0-4265
0•4039
0-3956
0•3605
distance...
376-05
424-26
467•12
509-77
550•16
589•72
15 tons, per km.
0-4990
0-4507
0•4429
0-4198
0-4120
0-3759
„ for the whole
distance...
392-61
442•51
487•58
531-87
573-85
615-05
mmmmmm
Although the rates fixed by the above tariff for waggons of a capacity of 10, 12, 14,
and 15 tons respectively, are applicable without regard to the weight of the goods
loaded (it being of course understood that the latter does not exceed the capacity of
the waggon used), the actual weight of the consignment must always be stated in the
waybill. When this exceeds the capacity of the waggon used the prescribed regulations
apply.
Consignors cannot apply for waggons of a capacity of less than 10 tons. However,
if from lack of waggons of the specific capacity applied for, or for other reasons, the
Administration is only able to supply 8-ton waggons, the same rates will apply as for
10-ton waggons reduced by two-tenths.
14712 2 k
252
THROUGH RATES.—REBATES.
Through rates are compiled in collaboration with the foreign Administrations ; it is
not possible to give a basis, as the individual necessities of the countries have large
influence in fixing the rates. This has been shown in dealing with German railways.
Rebates to-day do not exist to the same extent as in the days of private enterprise,
although they are not as yet entirely abolished.
The general Law of July 7th, 1907, applicable to the State railways, enacts that
special concessions for definite quantities of goods may bp granted, but must be applicable
to all traders alike, fulfilling the same conditions, and so we find still in the tariff books
rates which have a percentage reduction in proportion to the number of tons conveyed.
This can be best exemplified by the tariff for foodstuffs in full wagon-loads consigned by
" piccola velocita accelerata," viz. :
Zones.
Conditions of Loading.
I.
II.
in.
IV.
v.
VI.
1 to 50
km.
150 to 100
km.
101 to 200
km*
201 to 300
kg.
301 to 100
km.
401 to 500
km.
(toods up to 4 tons conveyed in
8 ton waggon, per km.
Do. Price per waggon
for the whole distance.
For every ton in excess in units
of 10 kg. loaded on the same
waggon up to its loading
capacity, per km.
Do for the whole dis¬
tance.
Lire.
0*6180
30*90
0*0618
3*09
Lire.
0*6180
61*80
0*0618
6*18
Lire.
0*5150
113*30
0*0412
10*30
Lire.
0*4635
159*65
0*0360
13 * 90
Lire.
0-4120
200-85
0-0360
17-50
Lire.
0-3605
236•90
0•0257
20-07
Conditions of Loading.
Zones.
VII.
VIII. ,
IX.
X.
XI.
XII.
501 to 600
km.
!
601 to 700
km.
701 to 800
km.
801 to 900
km.
901 to 1,000
km.
Beyond 1,000
km.
Goods up to 4 tons conveyed in
8 ton waggon, per km.
Do. Price per waggon
for the whole distance.
For every ton in excess in units
of 10 kg. loaded on the same
waggon up to its loading
capacity, per km.
Do. for the whole dis¬
tance.
Lire.
0-3090
267•80
0-0257
22-64
Lire.
0-2884
296-64
0•0206
24-70
Lire.
0-2678
323-42
0•0206
26-76
Lire.
0-2678
350-20
0•0206
28-82
Lire.
0-2575
375-95
0•0206
30-88
Lire.
0-2060
0-0206
Reductions.—The Administration will allow the following reductions on the tariffs
when, within the year, and on account of one consignor, the under-mentioned minimum
numbers of wagons have been forwarded over their own lines, viz. :— ;
Per cent.
For 100 wagons h
200 „ r
300 „ U
400 „ 2
500 „ 2h
55
55
55
55
cent.
}'
For 600 wagons 3
700 „
800 „ 4
„ 900 „
„ 1,000 „ 5
55
55
3L
' 2
41
±2
The above amounts will be paid as a refund to the consignor on his making, within
two months after the expiry of the year, an application therefor, accompanied by the
necessary receipts.
The period for the delivery of goods at their destination is fixed at 24 hours for every
225 km. traversed plus 18 hours for service operations, and six hours for each transfer to
a line belonging to another Administration. The consignor cannot claim for any delays
not exceeding one-third of the aforementioned periods. _ ;
private sidings.
253
Delivery is considered to have been effected when the administration has either
handed over, or posted, the advice note.
The general regulations applying to special tariffs in general also apply to the tariff
under review.
Private Siding Agreements.
Private siding agreements follow a defined form, the principal conditions being :—
Application for Siding.
Applications in connection with private sidings must be addressed to the District Manage¬
ment of the State Railways, and must be accompanied by a plan of the locality on a scale of 1 in
1,000. A deposit must be made sufficient to cover the expenses of survey, etc., such sum to be
placed to the construction account.
If, after the survey, the matter be not further proceeded with, only expenses actually incurred
will be deducted from the deposit, the remainder then being returned to the applicant.
Construction of Siding.
The construction on railway property is carried out by the railway at the expense of the firm.
Beyond the railway boundary the firm is responsible for all works unless arranged otherwise by
agreement.
Powers of Suspension and Cancellation.
The Administration have the right to suspend or cancel the agreement when any change in
the conditions takes place. The firm are entitled to no compensation, and if no particular notice
be stipulated in the agreement, one month's notice of the suspension is required.
If the working of a siding be suspended, the railway are entitled to take out the
connecting points.
Duration of Agreement.
Unless otherwise stipulated, the agreement is for a term of three years. The agreement is
binding on the firm immediately after signature, but the Administration are not bound until it
has received the approval of the Council of Administration.
The cost of the agreement, &c., must be defrayed by the firm.
Transfer of Agreement.
The siding may be transferred to another firm with the assent of the Railway Administration.
The firm may also admit another firm to common user with the assent of the Railway
Administration.
New Connections.
The Administration may, on their own land, make connections with the siding for their own
use, or for the provision of connections with firms other than the one for whom the connection
was originally laid in. The new firm must 'make arrangement with the original firm as to the
apportionment of maintenance, &c., expenses, <&c., the Administration acting, if required, as
arbitrator, without appeal.
Accommodation.
The firm are required to provide sufficient accommodation for dealing with the average
daily traffic, with a reasonable margin for increases.
Refunding of Expenses Incurred by Railway.
All materials used in the construction of the siding on the property of the railway are charged
at wholesale prices, except serviceable materials in stores, which are at second-hand prices.
All expenses incurred by the Administration must be refunded by the firm with an
addition of 10 per cent, for general supervision.
Prior to the construction of the siding, a deposit must be made with the State Railways
corresponding approximately to the estimated expense to be incurred by them. If the expenses
exceed this amount, the excess must be paid by the firm. On the other hand, the firm receives
any residue.
Alterations on Railway Property.
If alterations on railway property render the working of the siding impossible, a new siding
can only be provided at the cost of the firm.
Maintenance.
Maintenance, &c., beyond the limits of the railway property, must be provided for by the
firm, unless ordained otherwise by agreement. The railway may in default carry out
maintenance themselves, charging the actual cost, plus 10 per cent, for supervision.
Responsibility for Damage.
Should any damage, for which the firm are responsible, be occasioned to any of the works
lying on the railway property or to the railway property itself, rolling stock, &c., all repairs are
carried out by the Administration, the cost thereof being recovered from the firm.
U7I2
2 K 2
254
private sidings.
Right of Purchase by Railway at Termination of Agreement.
At the termination of the Agreement, the railway may purchase at a valuation such portions
of the siding as lie on the railway property.
Restoration of Land to Former Condition at Termination of Agreement.
On the termination of the agreement, the ground shall be restored to its former condition.
„ After such termination, if all amounts due are not paid within 15 days from the presentation of
the account, the railway may recoup themselves from any materials, &c., which may be lying on
their property.
Payment for Maintenance on Railway Property.
The firm must annually pay in advance to the railway, the amount agreed upon for
maintenance, supervision of points, signalling apparatus, &c., situated on railway property.
User of Siding by Railway.
The railway may have the full use of the siding without payment of compensation.
Marshalling of Waggons.
Marshalling of waggons is usually performed by the railway. If by the firm, certain
regulations must be observed.
(a) The locomotive employed must be of a type working on the state lines.
(5) The locomotive staff must obey the state regulations.
(c) The Administration has the right of inspection at any time.
All shunting operations outside the railway boundary must be carried out by the firm, but
the Railway Administration has the right of supervision without in any way diminishing the
responsibility on the part of the firm.
Responsibility for Accident.
All responsibility for accidents to employees of the firm, railway employees or third persons,
«occurring on the siding devolves upon .the firm unless the Railway Administration is at fault.
The firm are also responsible for accidents occurring to their own staff working on railway
property. The firm must provide for the complete observance by their staff of all regulations
ordained by the State for the prevention of accidents.
Tariffs.
For services rendered by the railway in connection with the reception and delivery of
waggons, &c., siding charges must be paid as follows :—
(a) A terminal charge of L. 0*25 per waggon of any capacity.
(b) A marshalling charge of L. 0*50 per waggon if not exceeding 14 tons ; L. 0*65 for each
waggon of over 14 tons capacity and not exceeding 20 tons ; and L. 0*80 for each
waggon over 20 tons capacity.
(c) A charge for taking the waggon from the marshalling yard to the exchange point of
L. 0*25, 0*35, and 0*45 per waggon and for each indivisible half kilometre for the
three classes of waggons referred to in paragraph (&). These charges may be
altered by special agreement.
Transfer of Waggons from Station to Works.
For the transfer of full waggon loads in addition to the siding charge, the firm must pay a
fixed charge of L. 0*515 per ton of tonnage capacity of the waggons.
Supply of Waggons.
No preference will be shewn to a firm possessing a siding connection in respect of the supply
of waggons.
Placing of Empty or Loaded Waggons.
Empty or loaded waggons are placed by the State railway in the reception siding provided
for that purpose.
Failure to Use Empty Waggons.
One hour after the giving of notice to the firm of the supply of an empty waggon, the
railway has the option of withdrawing the waggon, debiting the firm with the authorised siding
charge. For such time as the waggon remains at the disposal of the firm until its withdrawal, a
charge for waggon hire must be paid (see later article).
Period for Loading and Unloading.
Loaded waggons must be returned empty and empty waggons returned loaded within six
hours after receipt when the works are not distant more than 300 metres, and if the daily traffic
is an average of 15 waggons. The maximum time allowance is nine hours, and this applies
when the works are 2,000 metres distant and have an average traffic exceeding 50 waggons per
day. Departures from this rule can be arranged under special circumstances.
spediteurs.
255
Reloading of Foreign Waggons.
Waggons belonging to other Administrations received loaded cannot be reloaded without the
assent of the station master. The Railway Administration have also the right to prevent the
reloading of their own waggons if they so desire. Waggons loaded contrary to the instructions
of the Administration will not be accepted for transport, and charges for hire will be levied for
the whole time they remain at the works. Covered waggons intended for the transport of
foodstuffs if loaded with dirty or noxious goods will be refused transit, and in addition to the
charges for hire a fine of five lire per waggon imposed.
Waggons Remaining at Works on Account of Inability of Station to
Receive them.
No compensation whatever is paid for the non-acceptance of wagons which are ready for
removal, but no charges for hire will be levied thereon.
Charge for Delay in Returning Waggons.
If the loading and unloading times be exceeded, a charge for hire is made at the rate of
25 centesimi per waggon per hour. When empty waggons are returned unused the aforemen¬
tioned charge is levied counting from the time of the placing of the waggons at the disposal of the
firm with a minimum of 2*50 lire per waggon.
Responsibility for Defects in Waggons.
The firm are responsible for all defects in waggons discovered after acceptance by them.
Presence of Railway Staff at the Loading and Unloading of Trucks.
The firm may require the presence of a railway official to witness the unloading operations
and also to accompany a waggon from the station to the works. If everything is found to be
in order a charge must be paid for this service at the rate of 5 lire per day of 10 hours. The
attendance of a railway official is necessary when waggons are being loaded for foreign lines, in
which case a charge of 1 lira per waggon with a minimum of 2 lire is levied.
User of Siding for Full Waggon Loads only.
The siding may only be used for goods arriving or departing in full waggon loads, except
by special arrangement with the railway authorities. If the siding be used for goods not in full
waggon loads, notwithstanding that the railway is responsible for the loading and unloading if
such make use of the siding, the loading and unloading must be performed by the firm without
any refund from the railway.
Loading and Unloading.
In the case of full waggon loads of goods consigned by " grande velocita " and " piccola
velocita accelerata " no allowance is made to the firm for loading and unloading. In the case of
goods consigned by "piccola velocita" for goods of the first five classes where the loading and
unloading should rightly be performed by the Administration no reduction is made on the fixed
terminal, but a certain amount may be obtained by the firm on application corresponding to the
actual expense saved the Administration.
In the case of goods of the last three classes consigned by " piccola velocita " when the
loading and unloading may at his option be performed by the consignor or consignee, and goods
of the first five classes where the loading and unloading is obligatory on the consignor or consignee,
the fixed terminal is reduced in accordance with the tariffs.
Interruption in Working.
If, through the carrying out of repairs to the siding, &c., the delivery and reception of
waggons is delayed, the loading and unloading of goods must be performed at the station ; no
obligation being assumed by the railway in respect of delay in removing or delivering waggons
from or to the works.
Weighing of Trucks.
The railway may cause all trucks to be weighed in the presence of one of its employees on
arriving at or leaving the works in accordance with the general tariff charges.
Cleansing of Waggons.
The firm are responsible for the cleansing of all waggons received loaded. If they fail to
attend to this they must pay to the Administration 1 Lira per wagon,
Guarantee.
In addition to the deposit previously referred to additional security must be deposited in
bonds or money as required by agreement.
Spediteurs.
Spediteurs play an equally important part in the transportation of traffic in Italy as
in other continental countries. ,
The facility of " lumping" which is a great asset to spediteurs, although not generally
recognised, still exists in certain circumstances.
A consignment of mixed goods may be sent by one consignor to one consignee,
:although as a matter of fact the goods may be redistributed by that consignee to various
destinations and receivers.
256
interest in delivery, &c.
This facility is granted in respect of goods of the first four classes, and also goods
sent under the special export tariff.
Interest in delivery does not exist on the Italian State Railways, but there is
a regulation by which, in certain cases, transport may be quickened by the payment of
a higher rate, take for instance, cattle, an increase of 25 per cent, on the ordinary rates
provides for accelerated transit.
Alterations in Tariffs.
Alterations in tariffs are not matters of easy or rapid attainment. It is the practice
for applications as a rule to be passed forward through the Chambers of Commerce,
backed up with recommendation. If then the alteration required be of an important
nature, the matter must be referred to the advisory councils.
Any modifications in the tariffs must be published either in the form of an appendix
to the tariffs, or in the official ministerial publication.
As to the opinion of the public on the utility of the advisory councils, sufficient time
has not elapsed since their institution to admit of any authoritative expression of views.
In theory they are considered to be of great possible utility, but-so far no experience has
been gained of the advantage of their existence. One anomaly which is pointed out in
connection with the advisory councils is that the term of office of the elected members of
the district councils expires at the end of two years, while members of the general
council hold their seat for four years, therefore it would appear that members elected to
represent the district councils on the general council, may remain members of the general
council after ceasing to be members of the district councils, as reference to the rules shows
that a period of one year must elapse before re-election to the distinct council.
Credit Accounts.
The facility of credit accounts obtains to a limited extent on the State Railways.
Firms must pay every ten days a certain agreed amount as payment on account for
goods forwarded.
Monthly accounts are prepared by the firm and the railway, and if the firm is still in
the debt of the railway over and above the total of the sums paid every tenth day, this
debit balance must be adjusted within six days after the receipt of the account.
If the balance is on the side of the firm they may deduct the amount from the next
payment on account.
In addition to the payment on account a bond of a certain amount must be
entered into.
If the traffic should increase, the administration may require the bond to be
increased..
Should the regulations as to the date of payments be contravened, the contract is
terminated without any notice being necessary, and henceforward goods are only accepted
for transport against payment in cash.
The administration may make use of the bond referred to for the recoupment of any
monies owing.
Private Waggons.
Very few private waggons are in use, with the exception of tank and refrigerator
waggons, and cage trucks for the conveyance of poultry. The regulations follow :—
Private waggons mnst comply with the technical conditions laid down for rolling stock and
any other conditions as to the nature of the goods they are intended to carry,
Requests for permission to introduce private waggons must be made to the Administration and
be accompanied by detailed drawings and particulars as follows :—•
(a) The number of waggons for which permission is requested.
(b) The nature of the goods they are intended to carry.
(c) Their tare and carrying capacity.
(d) The brakes and special apparatus with which the waggons will be provided.
(e) The loading appliances and tools with which the waggons will be supplied.
(/) The name of the station where it is intended to store the waggons when they are not
being used.
(g) The exact name of the owner.
The Railway-Administration will make a payment to the firms for the use of the waggons, the
amount being fixed by the Railway Administration from time to time, taking into consideration
the type of the waggons, the value, and the nature of the goods which they are intended to carry
the cost of upkeep and the facilities which their use affords. , „ '
The aforesaid payment will be based upon the loaded mileage of the waggons and the owners
must send in a statement of the mileage run by their waggons on the State Railway lines, shewing
whether run in "Grande velocita " "Piccola velocita accelerata " or "Piccola velocita." The
statement must also show the number of consignments, date of forwarding of each waggon, the
departure and arrival stations, and the weight and description of the goods carried.
The statement must be sent in within six months of the termination of the period to which
it refers.
COMPETITION.
257
Private waggons standing empty in the sidings of their home station pay per waggon and per
day the sum of 25 centesimi, at other than the home station, 50 centisimi per waggon per day.
A charge of 25 centesimi only, however, is levied when the Administration has transferred a
waggon to another station, owing to the necessities of the service. The charge of 25 centesimi is
levied when the owner orders an empty waggon to be sent to another station.
The ordinary regulations of the tariffs as to loading or unloading apply to private waggons,
and demurrage is charged as on railway owned waggons.
The cost of upkeep and repair of private waggons is borne by the owner : lubrication is
looked after by the railway free of charge.
The railway are not responsible for damage to waggons unless it be proved that they are at
fault. Should a waggon be completely destroyed through the fault of the railway, the Administra¬
tion will either reconstruct it or else pay its value, having regard to its type, age, and state of
preservation.
All repairs must be carried out to the satisfaction of the railway.
Private waggons when running over lines other than the State lines are treated as State
railway waggons, and mileage charges received by the State are handed over to the owners.
The ordinary regulations as to the time to be occupied in transit apply to the working of
loaded private waggons, with an additional allowance of two days for distance up to 300 km. and-
of four days for greater distances.
These additional allowances include any time occupied in light repairs. Empty waggons are
allowed the transit time applicable to "piccola velocita," with the above named additional
allowances.
An indemnity of 2 lire per waggon is paid for every delay of 24 hours.
This indemnity may not be paid for a continuous period exceeding six months ; at the end
of that time the wagon is considered as lost and compensation paid.
Empty waggons may be utilised for returned empties, for which ordinary tariff rates must be
paid, without, however, any stipulation a§ to minimum charge.
No reduction in tariffs is allowed for goods conveyed in private waggons. Empty waggons are
conveyed by slow train free of charge so long as their mileage when empty does not exceed their
mileage when loaded. Should the empty waggon mileage, however, exceed the loaded waggon
mileage a charge of L. 0*075 is made per waggon per kilometre.
Should the owner require an empty waggon to be sent by fast train the tariff for the haulage
of vehicles " running on their own wheels " operates, viz., from L. 0*3480 to L. 0*6960 per
kilometre according to the tonnage of the waggons.
Competition.
So far as competition is concerned this has not, for many years past at all events,
been a feature of the transportation facilities accorded to traders of Italy. The leasing of
the majority of the lines of communication to three large companies did not result in any
estimable amount of overlapping, and agreements existed limiting the opportunities for
competition.
The existing private companies are not in a position to compete with the State either
singly or in concert, owing to the stringency of the State control.
Nor does water competition play a very great part. The internal waterways are not
largely used ; in fact they are not adapted for large use, although the question of their
improvement is now receiving particular attention. There is, of course, some water-borne
traffic, viz., from Venice to Mantua, and from Como to Milan, Pavia, &c., and then to
combat this we find special rail tariffs, i.e. :—
Building materials and other goods from—
Como, Arona, Baveno, Belgirate, Beura, Domodossola, Lecco, Luino,
Piedimulera, Stresa, Villadossola, &c.
to
Cremona, Milan, Pavia, and Piacenza.
Goods.
Minimum Weight
per Waggon.
Hate per Ton
per Kilometre.
Terminal Charge
per Ton.
Tons.
L.
L.
Charcoal ...
6
0 * 0412
1-236
Granite, &e.
ft
0*0412
1-236
Sand
ft
0*0412
1-236
Turf ...
Mr
0
0*0412
1-236
* The load must be equal to the capacity of the waggon applied for. otherwise payment must be made as for such
capacity.
Probably, however, the competition by way of the sea is more acute-—that is by
rail to some port and then by coasting steamer. Still the railway does not intend
to lose the traffic if possible, and so here again are special tariffs. For example :—
Goods of the first four classes, excluding objets d'art, explosives, and indivisible
consignments weighing more than five tons.
258 nationalisation.
Rate per Ton for the whole Distances Travelled including Terminals.
From or to —
To or
from—
Series A.
Series B.
Bari.
Naples and Caserta.
Bari.
Naples and Caserta.
Consignments of a Minimum Weight
of 50 kg. or on Payment of
such Minimum.
Consignments of 8 Tons or Payment
for such in Wagons up to
10 Tons Capacity.
Lire.
Lire.
Lire.
Lire.
Bologna
45-49
39-68
42*09
36-58
Ferrara
43-02
52-31
39-77
47-54
Milan...
63-11
52-86
54-88
46-33
Padua... ... ... ...
46 • 40
57-76
42-95
53-70
Parma
Nil
44-55
Nil
41-25
There are no combined rail and water rates, except, of course, for Sardinia, but for
foreign lands an elaborate tariff is now in course of compilation which will provide
for through rates from Italy to Tripoli and Cyrene. This tariff is in connection with
the " Navigazione Generale Italiana."
Nationalisation.
As to the benefits or otherwise of nationalisation in Italy, one cannot at the
moment express an opinion beyond saying that as yet everything is in the experi¬
mental stage. Whether or not the hopes now entertained will be justified cannot be
foreseen.
The private railways, handicapped by Government restrictions, were certainly not
able to cope with the traffic, insufficient accommodation and shortage of rolling stock
being largely responsible. No company could be expected to incur large expenditure
on new works and the provision of rolling stock with the prospect of State purchase
ever present.
The decision to nationalise the railways was very rapidly come to. It was not
unopposed, especially by Northern Italy where the principal trades find their home,
they being much more concerned with the general question of railway facilities than
the inhabitants of the south ; having regard, however, to the position in which the
railways were at that time, whatever may have been the reason—the limitations
imposed on private management by the State control certainly being a factor—it
was really felt that any change would be desirable if only based on hopes of
improvement.
The condition into which affairs had degenerated was evident when nationalisation
was really effected, the insufficiency of rolling stock and accommodation resulting in a
state of chaos. The Government at once recognised that large sums of money would
have to be spent, and without delay ; much outlay is now being incurred, and it is only
fair to assume that the resultant benefit should do much to relieve the difficulties from
which the railways at the present time are certainly suffering.
Whether or not the condition to-day is better than in the days of private
companies is a matter upon which there is much diversity of opinion. The time
is too short for the moneys which have already been spent to have shown their return, but
day by day the situation cannot but improve with the increased accommodation which is
being provided.
The chief point is whether, assuming that the private companies had been granted
a free hand, resulting in their providing the accommodation themselves, they would have
been in quite as good or in a better position than the State to-day, or as the State will
be when the new works are completed. By some the opinion is held that the same
results could have been achieved by the private companies at a much less outlay.
Traders generally cannot unrestrictedly disparage the private management in their
relationship with the trade. It was quite recognised that the granting of concessions
might result in mutual benefit, and to-day the tariffs bear traces of many concessions
inaugurated by private enterprise ; it is in respect of these facilities that a great many
traders bemoan the loss of the private Companies, as they fear that with a complete
monopoly of State ownership those concessions which were granted from a business point
of view by private railways will be unattainable under State management. However,
that remains to be seen ; the State have certainly always taken a considerable interest
nationalisation. 259
in the tariff question, and at their request several rates of a national character
have been adopted by the private companies, the State themselves recouping the
private companies for any loss which the inauguration of the tariffs might entail.
In some cases where the State were entitled to participate in the profits of a private
company, such participation has been waived in consideration of tariffs being reduced.
The State are now grappling well with the situation both as regards accommodation
and a revision or rather unification of the tariffs. By a ministerial degree of October 28th,
1907, a Commission has been appointed. The Commission consists of :—
Four representatives of the State Railway Administration.
One representative from the Special Railway Board in the Ministry of Public
Works.
One Parliamentary Deputy.
The President of the Associated Chambers of Commerce.
Two other Railway Experts.
A representative of the State Railways as Secretary.
This Commission at the end of the three years has to submit a report, and a scheme
for the modification and placing together of the tariffs and regulations on a general basis,
adopting, as far as possible the arrangements of the Conference of Berne. The reason for
this is self-evident. The present tariffs are a combination of the tariffs of the private
companies, which, although in their general bases, with the State control, were on some¬
what of a parity, yet, to meet individual circumstances or probably from purposes of
competition, had certain anomalies. It is these which under this unification will disappear,
and there are no grounds for anticipation that the public will suffer in the process.
The Chambers of Commerce have all been requested to send in their views, and very
lengthy documents are now in process of compilation embodying their suggestions.
Even, however, to-day it is stated that the Italian railways compare very favourably
with their neighbours in their freight charges, especially in the matter of through rates,
this no doubt in many cases arising from the tendency in Germany, Austria, and other
countries not to give any facilities to imported goods. By way of comparison, the
following figures show the rate per 10-ton waggon per kilometre on the I talian portion of
the line and the foreign portion of the journey in exported consignments from Messina.
Tariffs,
Vienna, L. 0*311 on the Italian section and L. 0*910 on the foreign section.
Antwerp, L. 0*313 „ „ ,, ,, L. 0*605 ,, „ ,,
London, L. 0*313 ,, „ ,, „ L. 0*803 ,, ,, ,,
Berne, L. 0*316 „ „ „ „ L. 1*025 „ „ „
Berlin, L. 0*327 „ „ „ „ L. 0*750 „ „ „
Paris, L. 0*307 „ „ ,, ,, L. 0*744 „ „ „
Coal rates work out at between 4 and 5 centesimi per ton per km., i.e., 4 (exclusive
of the fixed terminal charge—about 1.5. per ton).
Rates per Ton for Coal from Seaports to Milan.*
Milan.
Porta Romana.
Porta Garibaldi.
Boirsa.
Km.
Rate.
Km.
!
Rate.
Km.
Rate.
Lire.
Lire.
'
Lire.
Genoa, Piazza Oarieamente (Calate)
155
7-1094
157
7-1706
164
7-5556
Genoa, Piazza Oarieamente (Locale)
151
6-987
153
7-0482
160
7-4332
Savona (Mare)
186
8-38
188
8-44
195
8-825
Spezia (Marittima)
239
10-2124
241
10-2736
248
10-6586
Venice (Santa Lucia)
276
11-26
265
10-9334
272
11-3084
It is really not in tariffs but in service that the chief drawback of the system of
railways in Italy is to be found.
The insufficiency of lines, long stretches of single line, &c., cause delays which
nothing could obviate but a large expenditure on new works. From Civita Vecchia to
Rome, a distance of about 81 kilometres, it has been found impossible for a gas company
to obtain 200 tons of coal per diem ; and, a more patent fact, owing to the congestion
11712
* Exclusive of the fixed terminal charge.
260
passenger tarifes.
between Genoa and Milan, goods from England have had to come overland via Antwerp.
Traffic has increased largely and the accommodation has not kept pace.
Take the coal dealt with through Genoa
In 1881 it was 617,798 tons.
„ 1891 „ 1,463,657 „
„ 1901 „ 2,220,972 „
„ 1907 „ 3,002,863 „
The total increase in traffic on the State lines for 1908, as compared with 1907, was
9*69 per cent.
The scarcity of waggons is a source of complaint, but whether altogether justified or
not is doubtful. There is certainly often a shortage, but this, in some cases at all eventsj
is a consequence of the circulation, the mileage per waggon per day being extremely low.
This is again largely a question of rail accommodation.
The regulations as to demurrage, time limits, &c., which of course must be a large
financial asset to the Administration, are not new ; the trade has grown with them so
they have no bearing when considering the nationalisation effects in Italy.
There is one element in connection with the transfer from private to State ownership
which is, in the opinion of many, detrimental to the working, and that is the change
which has taken place in the management of the personnel. Numerous removals have
been effected consequent on promotions being made in order of seniority, which is not in
all cases compatible with merit. One hears traders, who have had close associations with
the officials in the days of private ownership, deploring the disadvantages caused by the
removal of local officials possessing intimate knowledge of the working, and their replace¬
ment by officials from probably quite a different part of the country owing to some claim
of seniority.
Again, in the staff themselves, there has been noticed, it is said, a change occasioned
by the transfer from private to State ownership.
As State officials there does not seem to be quite the same amount of willingness to
take responsibility ; the strict letter of the rules and regulations is the boundary line over
which there is no disposition to step.
The centralisation in Rome is rather disparaged by the trade of northern Italy, and
naturally so, as it is not accompanied by any but limited authority on the part of the
local representatives.
As to the future it must be said, with regulations which theoretically are all in
favour of the railway, the future of the Italian railways, although it should not be painted
in too rosy colours, would seem to be very hopeful from the point of view of the manage¬
ment, and so far as the trade is concerned the expenditure which is being incurred should
confer some benefits in the direction of an improved service, the lack of which to-day is
the most patent defect of the Italian railways.
Passenger Tariffs.
Passenger tariffs are divided into two distinct classes, that is (a) journeys up to
150 km. and (5) the "differential" tariff for longer distances traversed. For the first
150 km. the scale is :—
Trains.
Fares per Passenger and per Kilometre.
1st;.
2nd.
3rd.
Fast... ... ... • >« ...
Slow and mixed ...
L.
0*1276
0-1160
L.
0-08932
0-08120
L.
0-0580
0-0522
For trains composed entirely of 1st class stock the fare is 0T392 lira per passenger
per kilometre.
The prices of circular tickets and others at reduced rates, and the respective pro rata
reductions (except return tickets) are based on the average of the above prices, passengers
having the option of travelling by fast, slow, or mixed trains.
For distances of less than two kilometres fares are charged as for 2 kilometres.
Fast trains are those with a speed of 55 to 60 kilometres per hour when under full
steam on lines with gradients of less than 1 in 125, and on curves with a radius of more
than 400 metres. On lines with steeper gradients and curves with a less radius, the
speed of fast trains is fixed by the Government on the suggestion of the administration.
Intermediate stoppages and speed restrictions are fixed likewise.
PASSENGER TARIFES
261
Third class tickets are only issued for specified fast trains.
On certain local lines, i.e., Benevento-Aversa-Naples and Nap 1 e s - Ca s te 11 a mare, 4th
class tickets are issued by certain specified trains at a price of O0348 lira per passenger
per kilometre.
Beyond 150 km. the fares are as under ;—
Distance.
Class.
Distance.
Class.
Distance.
Class.
I.
II.
III.
I.
II.
III.
I.
II.
III.
Km.
L.
C.
L.
C.
L.
c.
Km.
h.
C.
L.
C.
L.
C.
Km.
L.
C
L.
C.
L.
a
151
19
25
13
50
8
75
226
26
65
18
65
12
05
421-425
44
_
30
05
19
30
152
19
35
13
55
8 .
80
227
26
75
18
75
12
05
426 430
44
40
30
30
19
45
153
19
45
13
65
8
85
228
26
85
18
80
12
10
431-435
44
80
30
55
19
60
154
19
55
13
70
8
90
229
26
95
18
90
12
15
436-440
45
20
30
80
19
75
155
19
65
13
75
8
95
230
27
05
18
95
12
20
441 445
45
60
31
05
19
90
156
19
75
13
85
9
—
446-450
46
—
31
30
20
05
157
19
85
13
90
9
05
231
27
15
19
12
25
451-455
46
35
31
50
I OA
O /A
158
19
95
14
—
9
05
232
27
25
19
10
12
30
456-460
46
70
31
70
> 20
30
159
20
05
14
05
9
10
233
27
35
19
15
12
35
461-465
47
05
31
90
f OA
160
20
15
14
10
9
15
234
27
45
19
20
12
40
466-470
47
40
32
10
> 20
55
235
27
55
19
30
12
40
161
20
25
14
20
9
20
236
27
65
19
35
12
45
471-475
47
75
32
30
,
on
OA
162
20
35
14
25
9
25
237
27
75
19
45
12
50
476-480
48
10
32
50
20
80
163
20
45
14
30
9
30
238
27
85
19
50
12
55
481-485
48
45
32
70
j
o 1
A £
164
20
55
14
t
40
9
35
239
27
95
19
55
12
60
486-490
48
80
32
90
21
Oo
165
20
65
14
45
9
40
240
28
05
19
65
12
65
491-495
49
15
33
10
/
91
O A
166
20
75
14
55
9
40
496-500
49
50
33
30
j
2 X
30
167
20
85
14
60
9
45
241
28
15
19
70
12
70
501-505
49
85
33
50
Ol
r p
168
20
95
14
65
9
50
242
28
25
19
75
12
75
506-510
50
20
33
50
► 21
Oo
169
21
05
14
75
9
55
243
28
35
19
85
12
75
511-515
50
55
33
90
l 91
OA
170
21
15
14
80
9
60
244
28
45
19
90
12
80
516-520
50
90
34
10
f
80
245
28
55
20
_
12
85
171
21
25
14
85
9
65
246
28
65
20
05
12
90
521-525
51
25
34
30
i on
AC
172
21
35
14
95
9
70
247
28
75
20
10
12
95
526-530
51
60
34
50
> 22
05
173
21
45
15
—
9
75
248
28
85
20
20
13
—
531-535
51
95
34
70
( oo
OA
174
21
55
15
10
9
75
249
28
95
20
25
13
05
536-540
52
30
34
90
> 22
50
175
21
65
15
15
9
80
250
29
—
20
30
13
05
541-545
52
65
35
10
' OO
K P
176
21
75
15
20
9
85
546-550
53
_
35
30
> 22
5«>
177
21
85
15
30
9
90
251
29
10
20
40
13
10
551-555
53
30
35
45
oo
178
21
95
15
35
9
95
252
29
20
20
45
13
15
556-560
53
60
35
60
► 22
7 5
179
22
05
15
45
10
—
253
29
30
20
50
13
20
561-565
53
90
35
75
oo
A f
180
22
15
15
50
10
05
254
29
40
20
55
13
25
566-570
54
20
35
90
> 22
95
255
29
45
20
60
13
25
181
,22
25
15
55
10
05
256
29
55
20
70
13
30
571-575
54
50
36
05
oo
1 p
182
22
35
15
65
10
10
257
29
65
20
75
13
35
576-580
54
80
36
20
> 16
10
183
22
45
15
70
10
15
258
29
75
20
80
13
40
581-585
55
10
36
35
0 f
184
22
50
15
75
10
20
259
29
85
20
85
13
45
586-590
55
40
36
50
> 2d
35
185
22
60
15
85
10
25
260
29
90
20
90
13
45
591-595
55
70
36
65
oo
K P
186
22
70
15
90
10
30
596-600
56
36
80
23
55
187
22
80
16
—
10
35
261
30
. —
21
;
13
50
601-605
56
30
36
95
o o
rr p
188
22
90
16
05
10
40
! 262
30
10
21
05
13
55
606-610
56
60
37
10
> 23
75
189
23
—
16
10
10
40
: 263
30
20
21
10
13
60
611-615
56
90
37
25
r\ t»*
190
23
10
16
20
10
45
264
30
30
21
15
13
65
616-620
57
20
37
40
> 2d
95
265
30
35
21
20
13
65
191
23
20
16
25
10
50
266
30
45
21
30
13
70
621-625
57
50
37
55
1 O A
•4 pm?
192
23
30
16
30
10
55
267
30
55
21
35
13
75
626-630
57
80
37
70
> 24
15
J 93
23
40
16
40
10
60
268
30
65
21
40
13
80
631-635
58
10
37
85
1 91
194
23
50
16
45
10
65
269
30
75
21
45
13
85
636-640
58
40
38
-
> 24
35
195
23
60
16
55
10
70
270
30
80
21
50
13
85
641-645
58
70
38
15
[24
55
196
23
70
16
60
10
75
646-650
59
38
30
197
23
80
16
65
10
75
271-275
31
25
21
80
14
05
651-660
59
40
38
60
24
75
198
23
90
16
75
10
80
276-280
31
70
22
10
14
25
661-670
59
80
38
90
24
95
199
24
—
16
80
10
85
281-285
32
15
22
40
14
45
671-680
60
20
39
20
25
15
200
24
10
16
85
10
90
286-290
32
60
22
70
14
65
681-690
60
60
39
50
25
35
291-295
33
, 05
23
_
14
85
201
24
20
16
95
10
95
296-300
33
50
23
30
15
05
691-700
61
■
39
80
25
55
202
24
30
17
—
11
—
301-305
33
95
23
60
15
25
701-710
61
40
40
10
25
75
203
24
: 40
17
10
11
05
306-310
31
40
23
90
15
45
711-720
61
80
40
40
25
95
204
24
50
17
15
1]
05
311-315
34
85
24
20
15
65
721-730
62
20
40
70
26
15
205
24
60
17
20
11
10
316-320
35
30
24
50
15
85
731-740
62
60
41
26
35
206
24
70
17
30
11
15
741-750
63
41
30
26
55
207
24
80
17
35
11
20
321-325
35
75
24
80
16
05
751-760
63
35
41
55
26
70
208
24
90
17
45
11
25
326-330
36
20
25
10
16
25
761-770
63
70
41
80
26
85
209
25
—
17
50
11
30
331-335
36
65
25
40
16
45
771-780
64
05
42
05
27
210
25
10
17
55
11
35
336-340
37
10
25
70
16
65
781-790
64
40
42
30
27
15
341-345
37
55
26
_
16
85
211
25
20
17
65
11
40
346-350
38
—
26
30
17
05
791-800
64
75
42
55
27
30
212
25
30
17
70
11
40
351-355
38
40
26
55
17
20
801-810
65
10
42
80
27
45
213
25
40
17
75
11
45
356-360
38
80
26
80
17
35
811-820
65
45
43
05
27
60
214
25
50
17
85
11
50
361-365
39
20
27
05
17
50
821-830
65
80
43
30
27
75
215
25
60
17
90
11
55
366-370
39
60
27
30
17
65
831-840
66
15
43
55
27
90
216
25
70
18
—
11
60
841-850
66
50
43
80
28
05
217
25
75
18
05
11
65
371-375
40
—
27
55
17
80
851-860
66
80
4 4
30
218
25
85
18
10
11
70
376-380
40
40
27
80
17
95
861-870
67
10
44
20
j- 2»
219
25
95
18
20
11
75
381-385
40
80
28
05
18
10
871-880
67
40
44
40
i rt o
55
220
26
05
18
25
11
75
386-390
41
20
28
30
18
25
881-890
67
70
44
60
j- 28
391-395
41
60
28
55
18
40
221
26
15
18
30
11
80
396-100
42
28
80
18
55
891-900
68
■
44
80
f rt t
80
222
26
25
18
40
11
85
401-405
42
40
29
05
18
70
901-910
68
30
45
> 28
223
26
35
18
45
11
90
406-410
42
80
29
30
18
85
911-920
68
60
45
20
>29
A iw
224
26
45
18
55
11
95
411-415
43
20
29
55
19
921-930
68
90
45
40
0i>
225
26
55
18
60
12
—
416-420
43
60
29
80
19
15
.
»
•
14712 2 L 2
262
luggage charges
Class.
Class.
r Class.
Distance.
Distance.
Distance.
I.
II.
III.
I.
II.
III.
I.
II.
III
Km.
L
C.
L.
C.
L.
c.
Km.
L.
C.
L.
C.
L.
C.
Km.
L.
C.
L.
C.
L.
C.
931-940
69
20
45
60
| 29
30
1151 1160
75
80
50
_
T 32
05
1371-1380
82
40
54
40
|34
80
941-950
69
50
45
80
1161-1170
76
10
50
20
1381-1390
82
70
54
60
951-960
69
80
46
—
j 29
55
1171-1180
76
40
^50
40
T 32
30
961-970
70
10
46
20
1181-1190
76
70
50
60
1391-1400
83
_.
54
80
j-35
05
971-980
70
40
46
40
}29
80
1401-1410
83
30
55
—
981-990
70
70
46
60
1191-1200
77
_
50
80
\ 32
55
£
1411-1420
83
60
55
20
j- 35
30
1201-1210
77
30
51
1421-1430
83
90
55
40
991-1000
71
—
46
80
j 30
05
1211-1220
77
60
51
20
) O.J
80
1431-1440
84
20
55
60
j- 35
55
1001-1010
71
30
47
—
1221-1230
77
90
51
40
J~ à 2)
1441-1450
84
50
55
80
1011-1020
71
60
47
20
\ 30
30
1231-1240
78
20
51
60
4 33
05
1451-1460
84
80
56
—
j- 35
89
1021-1030
71
90
47
40
1241-1250
78
50
51
80
1461-1470
85
10
56
20
1031-1040
72
20
47
60
4 30
55
1251-1260
78
80
52
—
4 33
30
1471-1480
85
40
56
40
j-36
05
1041-1050
72
50
47
80
1261-1270
79
10
52
20
1481-1490
85
70
56
60
1051-1060
72
80
48
—
4 30
80
1271-1280
79
40
52
40
4 33
55
1061-1070
73
10
48
20
1281-1290
79
70
52
60
1491-1500
86
56
80
j- 36
30
1071-1080
73
40
48
40
}«
05
1501-1510
86
30
57
—«
1081-1090
73
70
48
60
1291-1300
1301-1310
80
80
30
52
53
80
4 33
80
1511-1520
1521-1530
86
86
60
90
57
57
20
40
j- 36
55
1091-1100
1101-1110
74
74
30
48
49
80
}si
30
1311-1320
1321-1330
80
80
60
90
53
53
20
40
}34
05
1531-1540
1541-1550
87
87
20
50
57
57
60
80
j- 36
80
1111-1120
74
60
49
20
} 31
55
1331-1340
81
20
53
60
} 34
30
and beyond
1121-1130
74
90
49
40
1341-1350
81
50
53
80
1131-1140
75
20
49
60
} 31
80
1351-1360
81
80
54
_
} 34
55
1141-1150
75
50
49
80
1361-1370
82
10
54
20
Passengers holding differential tariff tickets may break their journey—
Once on journeys up to 300 kilometres.
Twice on journeys from 301 to 600 kilometres.
Thrice on journeys from 601 to 900 kilometres.
Four times on journeys from 901 to 1,000 kilometres.
Five times on journeys over 1,000 kilometres.
No free luggage is allowed, with the exception of hand baggage, which, however,
must be kept within certain defined limits. So far as the luggage handed over to the
railway for registration is concerned, the same principle of two tariffs applies as in the
case of passengers. The basis of the tariff up to 150 kilometres is 0*464 lira per ton per
kilometre ; beyond 150 kilometres the tariff is :—
Luggage.
Distance
km.
Price per
10 kilogs.
Distance
km.
Price per
10 kilogs.
Distance
km.
Price per
10 kilogs.
Distance
km.
Price per
10 kilogs.
Distance
km.
Price per
10 kilogs.
L.
L.
L.
L.
L.
151-152
0*70
237-239
1*00
376-380
1*46
601-610
2*03
951-970
2*43
153-155
0-71
240-242
1*01
331-385
1*48
611-620
2*05
971-990
2*44
156-158
0*72
243-245
1*02
386-390
1*49
621-630
2*07
991-1010
2*46
159-161
0*73
246-248
1*03
391-395
1*51
631-640
2*09
1011-1030
2*47
162-164
0*74
249-250
1*04
396-400
1*52
641-650
2*11
1031-1050
2*48
165-167
0-75
251-255
1*06
401-405
1*54
651-660
2*13
1051-1070
2*49
168-170
0*76
256-260
1*07
406-410
1*55
661-670
2*14
1071-1090
2*50
171-172
0*77
261-265
1*09
411-415
1*57
671-680
2*16
1091-1110
2*52
173-175
0*78
266-270
1*11
416-420
1*58
681-690
2*17
1111-1130
2*53
176-178
0*79
271-275
1*12
421- 425
1*60
691-700
2*19
1131-1150
2*54
179-181
0*80
276-280
1*14
426-430
1*61
701-710
2*20
1151-1170
2* 55
182-184
0'81
281-285
1*16
431-435
1*63
711-720
2*22
1171-1190
2*56
185-187
0*82
286-290
1*17
436-440
1*64
721-730
2*23
1191-1210
2*58
188-190
0*83
291-295
1*19
441-445
1*66
731-740
2*25
1211-1230
2*59
191-193
0*84
296-300
1*21
446-450
1*67
741-750
2*26
1231-1250
2*60
194-196
0*85
301-305
1*22
451-460
1*69
751-760
2*27
1251-1270
2*61
197-199
0*86
306-310
1*24
461-470
1*72
761-770
2*28
1271-1290
2*62
200-202
0*87
311-315
1*25
471-480
1*74
771-780
2*29
1291-1310
2*64
203-204
0*88
316-320
1*27
481-490
1*77
781-790
2 * 30
1311-1330
2*65
205-207
0*89
321-325
1*29
491-500
1*79
791-800
2*31
1331-1350
2*66
208-210
0*90
326-330
1*30
501-510
1*81
801-810
2*32
1351-1370
2*67
211-213
0*91
331-335
1*32
511-520
1*84
811-820
2*33
1371-1390
2*68
214-216
0*92
336-340
1*34
521-530
1*86
821-830
2*34
1391-1410
2*70
217-219
0*93
341-345
1*35
531-540
1*89
831-840
2*35
1411-1430
2*71
220-222
0*94
346-350
1*37
541-550
1*91
841-850
2*36
1431-1450
2*72
223-225
0*95
351-355
1*39
551-560
1*93
851-870
2*37
and beyond.
226 -228
0*96
356 360
1*40
561-570
1*95
871-890
2*38
229-231
0*97
361-365
1*42
571-580
1*97
891-910
2*40
232-234
0*98
366-370
1*44
581-590
1*99
911-930
2*41
235-236
0*99
371-375
1*45
591-600
2*01
931-950
2*42
RETURN TICKETS, &C.
263
Luggage may be insured against possible loss on payment of a premium of
0*00174 lira per km. for each indivisible 500 lire, with a minimum of 0*70 lira. Insured
luggage must comply with all regulations of the railway as to packing, including cording
and sealing.
When 10 days have elapsed from the proper date of arrival, the luggage is deemed
to have been lost, and compensation may be obtained in accordance with the general
regulations for loss or delay (explained in the goods tariff).
Ordinary return tickets are issued at reductions of about 20 per cent, to 25 per cent,
according to distance, for stations distant less than 150 km., but such tickets are only
issued between stations where there is considerable passenger traffic.
Circular tickets form an important element of the facilities accorded to passengers,
and especially to tourists. The basis for these circular tickets is a reduction of about
20 per cent, on the ordinary tariffs, according to the importance of the line traversed.
The following may be taken as the average scale :—
Fares per Passenger per Kilometre.
1st.
2nd.
3rd.
L.
L.
L.
For lines served by through trains
0-0974
0-0682
0-0441
„ not Served by through trains
0-0928
0-0650
0-0418
Should the price of the circular ticket resulting from this scale exceed the sum of
two tickets, each for half the total distance involved, and each of such tickets being
calculated according to the differential tariff scale for single journeys, the resultant charge
will be adopted instead of the price fixed in the scale for circular tickets plus, of course,
the fixed charge. This reduction, however, only applies to circular tickets available up
to 4,000 km.
The essential principle of circular tickets is that the journey shall not permit of any
one section of the lines being traversed more than once. (From this general rule, small
lines are exempted.) A further reduction of 10 per cent, on the price is given if the
distance is not less than 2,000 km.
With regard to reductions on the general scale, in the case of children, the requisite
distance is reduced by half.
In addition to the price of the ticket, a fixed charge of one lire is made, and also
a stamp fee of five centesimi. No circular ticket is issued for a less distance than
400 km.
Families and parties (not less than four) making the same journey may obtain a
reduction of 10 per cent, when by multiplying the distance to be travelled by the number
of members of the party, the resultant figures work out at not less than 2,000 km.
However, in no case can the distance to be travelled by each individual member of the
party be less than 400 km.
The validity of the tickets is as follows :—
Days.
For journeys over distances less than 800 kilometres ... ... ... 15
beyond 800 and less than 2,000 kilometres 30
„ 2,000 „ „ 3,000 „ 45
,, 3,000 kilometres ... ... ... 60
The validity of the tickets may be extended by paying 1 per cent, per day on the
original price paid. The first extension must not be less than 10 days.
With these bases, a wide field is open for special journeys and circular tours, of great
use to tourists, especially with the facility to break the journey. The tickets themselves
are issued in the form of coupons, for different sections of the line, and the journey can
be broken at the termination of each section plus three other breaks.
Examples :—
Pisa—Rome—Florence—Pisa :—
Lire.
Fares—1st class ... ... ... ... 71*95
2nd 50*7 5
33*15
55
55
55
55
55
55
55
55
55
55
55
55
3rd
55
55
• • •
• • •
• • a
• « «
The tickets are available for 15 days.
264
PARTY" TICKETS.
Milan—Genoa—Rome —Florence—Bologna—Milan :—
Lire.
Fares—-1st class ... ... ... ... 119*80
2nd ,, ... ... ... ... 78*20
ord ,, ... ... ... ... 50 oO
Rome—Naples—Brindisi—Foggia—Caserta—Rome -
Lire.
116*00
Fares—1st class
2nd „
3rd ,,
• I •
• § •
• t •
• t •
« • «
» • f
76-10
49-30
The above tickets are available for 30 days.
There are also special return tickets available for a fixed period between two points,
the journey in each direction to be performed by the same route, with availability for
break of journey at different points.
Departure
Station.
Destination
Station.
m
Validity
Days.
Distance.
1st.
Fares.
2nd.
3rd.
Km.
Lire.
Lire.
Lire.
Bergamo
Rome
Milan — Bologna —
30
1,438
124-60
81-80
52-90
Florence.
Milan
Naples
Genoa—Pisa—Rome
30
1,796
137-00
90-60
58-60
Milan
Naples
Bologna — Arezzo —
30
1,828
138-20
91-40
59-10
Rome.
Genoa
Yeniee
Milan
30
832
82-20
57-80
37-80
Rome
Yentimiglia ...
Pisa—Genoa
30
1,298
119-00
77-60
50-10
The various routes comprised in these two classes of tickets are numerous, and were
no doubt designed to have the effect of inducing tourist traffic.
Combined tickets of which the journey over the Italian railways forms only a part
of the whole itinerary are issued in conjunction with the other railway authorities
concerned.
Tickets at reduced prices are issued to passengers travelling in parties of not less
than 25, and for a distance of not less than 25 kilometres.
These journeys may either be single, return or circular.
Return fares are based on the full tariff' price one way, and half price for the return
journey.
Circular tickets are formed by calculating the entire kilometric distance, dividing
it by two and charging the full tariff' price for one half, and half-price for the
other half.
An additional stamp tax of L. 0'05 is charged on each ticket.
Children between the ages of three and seven are not entitled to any special
reduction. Tickets at half the price of the ordinary fares may, however, be taken for
them, but they may not be counted as members of the party.
Parties are considered as such only when the members forming it are travelling
with a common object in view. Chance gatherings of passengers are not considered
as parties.
The advantages of this tariff may be enjoyed by a party numbering less than 25f
provided 25 tickets are taken.
Although members of a party of 25 or more travel in different classes they will
nevertheless be considered as forming one party.
This tariff does not apply to fast trains. Should parties, however, be permitted by
way of exception to use last trains (in no case may they use express trains) they must
pay the stipulated supplement.
Parties may also travel by special trains if the general condition of traffic permits.
The prices charged are the same and there is no charge for the use of fast trains or for the
stamp tax. The price paid must not, however, be less than 7 lire per kilometre for the
whole train, and the total price paid less than L. 350.
When special trains are asked for by parties travelling in different classes, there
must not be less than 25 passengers in each class.
The validity of single journey tickets is one day for every 100 km. or fraction
thereof.
scholars' party tickets.
265
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
Return tickets are available for three days for every 100 km. (or fraction thereof) of
half the distance travelled, the other half distance being reckoned as a single journey.
The same applies to circular tickets.
The journey may be broken once for distances up to 300 km.
twice for distances from 301-600 km.
thrice for distances from 601-900 km.
four times for distances from 901-1000 km.
five times for distances exceeding 1000 km.
Parties requiring more time or more intermediate breaks must sub-divide their
journey into two or more parts, each part being considered as a separate journey.
The Administration reserves the right to suspend the tariff on all or part of the
railway when traffic is dense. In any case no tickets are issued under this tariff available
on Christmas Pay, Easter Sunday, Whit Sunday, August loth, September 8th, and the
days preceeding and following these holidays.
The tariff itself is experimental and is limited to a period of two years.
The fares are divided into 5 categories, viz. :—
a. 25-50 persons.
b. 51-100
c. 101-200
d. 201-400
e. 400 and upwards,
and the fares are on the Zone system.
The prices for the shortest and longest zones are :—
55
55
55
25 Kilometres.
1491-1500 Kilometres.
I.
II.
in.
I.
II.
ill.
L.
L. 1
L.
L.
L.
L.
••• • • • • • •
215
1-55
11)5
75-15
53-10
34-80
f) .. ... ...
2-00
1-45
0-95
70-40
49-50
32-90
G ••• ••• « • •
1-85
1-35
0-90
62-80
43-95
29-50
â
i(/ ••• •, • « • *
1-70
1-25
0-85
60-70
42-45
28-60
G « • » » • • • • •
1-55
115
0-75
59-35
41-50
28-00
with proportionate prices for intermediate distances, the whole being given in detail in
the lists of fares published by the Administration.
The supplementary charges for fast trains under the party tariff are :—
Distance.
Per Passenger.
Distance.
1st Class.
2nd Class.
3rd Class.
Per Passenger.
1st Class.
2nd Class.
3rd Class.
Kilometres.
From 25 to 40
41 50
11
11
!»
5 J
11
11
11
11
11
51
61
71
81
1)1
101
111
121
131
60
70
80
90
100
110
120
130
140
Lire.
0-50
0-60
0-75
0-85
1-00
1-10
1-20
1-35
1-45
1-60
1-70
Lire.
0-35
0-40
0-50
0-60
0-65
0-75
0-80
0-90
1-00
1-05
1-15
Lire.
0-20
} 0-30
j 0-40
0-50
j 0-60
0-70
}
11
11
11
11
11
11
11
11
11
11
Kilometres.
Lire.
Lire.
141
150 ...
1-80
1-20
151
160 ...
1-95
1-30
161
170 ...
2-05
1-40
171
180 ...
2-20
1-45
181
190 ...
2-30
1-55
191
200 ...
2-40
1-60
201
210 ...
2-55
1-70
211
220 ...
2-65
1-80
221
230 ...
2-80
1-85
231
240 ...
2-90
1-95
241
250 ...
3-00
2-00
and beyond.
Lire.
| 0-80
J 0-90
| 1-00
1 1-10
I 1-20
1-30
The above table refers to single journeys only, and the supplement must be paid
separately each time a fast train is used (this of course applies to breaks on the
journey).
Tickets are issued at cheap rates to pupils of both sexes belonging to Government
schools, or schools recognised by the Government, and to the teaching staff accompanying
them when there are at least 10 travelling at the same time, or if 10 tickets be paid for.
The teaching staff accompanying the party must not exceed one-third of the total number
of travellers.
266 SEASON TICKETS.
The reduction is extended to members of the Italian Alpine Club when conducting
parties on alpine excursions.
The prices per passenger per kilometre are :—-
1st Class.
2nd Class,
3rd Class.
L.
L.
L.
Up to 200 km.
0*074
0-052
0-034
For each successive km. from 201-400 km. ...
0-061
0-043
0-028
For each successive km. beyond 400 km.
0-049
0-035
0-023
Children between the ages of three and seven pay half these prices.
A list of the names of the travellers stamped and signed by the school authority
asking for the reduced prices, signed by the person conducting the excursion and stamped
at the departure station must be produced at the request of the railway staff.
University students and students of higher schools may produce their certificates
instead of this list.
Season tickets are of two kinds, i.e. those issued on the ordinary mileage basis, and
special tickets available for certain defined groups of stations.
Take first ordinary season tickets :—
The various lines of the railway net are divided into three classes.
The prices for the second and third class lines are reduced respectively by 10 per cent,
and 20 per cent,, the annexed table shoeing the prices for the first class.
Children over three years of age pay full fare.
The amount of the payments for season tickets comprising lines belonging to
several categories is obtained by fixing first the charge at the tariff rate for the whole
distance as if the lines all belonged to the first class and then multiplying the charge by
the ratio of the sum of different distances (reduced in the case of lines of the second and
third classes respectively by 10 per cent, and 20 per cent.) and the actual distance to be
covered by the ticket.
Example : second class season ticket available for one year for 1912 km. and divided
out as follows—
1200 km. on first class lines,
500 km, on second class lines,
212 km. on third class lines.
Price for 1912 km. first class lines = 1254 lire.
L. 1254 x 1200 + (500 - 10°/o) + (212 - 20%)
1912
= 1254 x 1819| = L. 1193-39.
1912
' r Price of ticket = L. 1193*39 in addition to the fixed charge of 1 lire per ticket.
A reduction of 30 per cent, is granted on season- tickets when the ticket is for
distances radiating from a common centre, and when the itinerary to be travelled is in
accord with the following two conditions :—
(а) That the total distance does not exceed 500 kilometres.
(б) That the maximum distance from the common centre when multiplied by
three does not exceed the above 500 kilometres.
A reason ticket can be issued to two members of the same firm at a price one-third
in excess of the single season ticket prices. Such tickets cannot be taken for less than
six months.
A fixed tax of 1 lira per ticket is charged in addition to a deposit of five lire as a
guarantee for the return of the ticket when no longer valid.
The ticket holder must have a certificate of identity which the administration will
issue for 1*50 lire.
Season tickets available for more than one month may be paid for by means of
monthly or bi-monthly instalments, and the validity of the ticket is apportioned out
according to such instalments.
season tickets.
267
Examples of Prices of Season Tickets on First Class Lines.
Available for—
Distance
in
Kilometres.
m
k
1
2
3
4
5
6
7
8
9
10
11
12
Month.
Months.
Months.
Months.
Months.
Months.
Months.
Months.
Months.
Months.
Months.
Months.
Price per Ticket per Passenger.
s
1st Class.
L.
L.
L.
L.
L.
L.
L.
L.
L.
L.
L.
L.
Up to 5
18
27
36
45
54
63
72
81
90
99
108
117
25 „ 26 ...
59
88
118
147
177
206
236
265
295
342
354
383
51 „ 54 ...
85
127
170
212
255
297
340
382
425
467
510
552
101 „ 110 ...
108
162
216
270
324
378
432
486
540
594
648
702
201 „ 215 ...
138
207
276
345
414
483
552
621
690
759
828
897
501 „ 525 ...
188
282
376
470
564
658
752
846
940
1,034
1,128
1,222
1,001 „ 1,025 ...
228
342
456
570
684
798
912
1,026
1,140
1,254
1,368
1,482
2,001 ,,2,050 ...
—
408
544
680
816
952
1,088
1,224
1,360
1,496
1,632
1,768
2,901 ,,3,000 ...
462
616
770
924
1,078
1,232
1,386
1,540
1,694
1,848
2,000
Whole railway
n pf
250
462
616
770
924
1,078
1,232
1,386
1,540
1,694
1,848
2,000
lieu.
•
2nd <
Dlass.
Up io 5
13
19
26
32
39
45
52
58
65
71
78
84
25 ,, 28 ...
42
63
84
105
126
147
168
189
210
231
252
273
53 „ 56 ...
59
88
118
147
177
206
236
265
295
324
354
383
101 „ 110 ...
75
112
150
187
225
262
300
337
375
412
450
487
201 „ 220 ...
96
144
192
240
288
336
384
432
480
528
576
624
501 „ 525 ...
128
192
256
320
384
448
512
576
640
704
768
832
1,00.1 ,,1,050 ...
163
244
326
407
489
570
652
733
815
896
978
1,059
2,001 ,,2,100 ...
294
392
490
588
686
784
882
980
1,078
1,176
1,274
2,901 ,,3,000 ...
325
434
542
651
759
868
976
1,085
1,193
1,302
1,410
Whole railway
178
325
434
542
651
759
868
976
1,085
1,193
1,302
1,410
IlvL
«
3rd Class.
Up to 5
11
17
22
28
33
39
44
50
55
61
66
72
25 „ 26 ...
29
44
58
73
87
102
116
131
145
160
174
189
51 „ 55 ...
41
62
82
103
123
144
164
185
205
226
246
267
101 „ 110 ...
54
81
108
135
162
189
216
243
270
297
324
351
201 „ 220 ...
65
97
130
162
195
227
260
292
325
357
389
422
501 „ 550 ...
87
130
174
217
261
304
348
391
435
478
522
565
1,001 ,,1,050 ...
107
160
214
267
321
374
428
481
535
588
642
695
2,001 ,,2,100 ...
——
192
256
320
384
448
512
576
640
704
768
832
2,901 ,,3,000 ...
-—
206
274
343
411
480
548
617
685
754
822
891
Whole railway
117
206
274
343
411
480
548
617
685
754
822.
891
net.
*
" Special " season tickets are issued, available over groups of lines, for varying
periods, and are obviously designed to meet the requirements of persons making constant
journeys on business. The system can be seen from the examples given :—
Chiasso—Milan-—Piacenza—Bologna.
Codogno—Cremona — Mantua— Mon-
selice.
Parma—Piadena—Brescia—Iseo.
Peri—Y erona—Mantua—Modena,
Bologna—Padua.
Bologna—Poggio—Rusco.
Milan—Verona—V enice.
Milan—Lecco—Chiavenna.
Colico—Sondrio.
Como—Lecco.
Seregno—Usmate—Ponte S. Pietro.
Lecco—Bergamo—Rovato.
Palazzalo—Paratico.
Bergamo—Treviglio—Cremona.
14712
C remona—Brescia.
Y erona—Legnago— Rovigo—Chioggia.
Venice—Treviso—Udine—Portebba.
Treviso — Belluno.
Treviso—Motta di Livenza.
Udine—S. Giovanni Manzano.
Y enice—Portogruaro—Spilimbergo,
Vicenza—Treviso.
Y icenza—Schio.
Padua — Camposampiero — Cittadella'—
Bassano.
Camposampiero—Montebelluna.
Lake Como.
Lake Garda.
2 M
268
SEASON TICKETS.
Price of ticket available over the group of lines indicated :
15 days.
30 days.
3 months.
1 year.
L.
L.
L.
•
L.
.
1 si
-LOll ... ... * # . ...
95
160
410
1,100
Orirl
MllvL • * • • • • • • • •••
65
110
280
770
3rrl
i/J- VA. ••• • I » ••• •••
40
65
165
495
The cost of an annual season ticket covering the above ground for two persons of the
same firm is as follows :—
• i i
• • •
• i i
1st ...
2nd ...
3rd ...
Straits of Messina.
Messina— T ermini— Palermo.
Messina—Syracuse.
Syracuse—Licata—Canicatti.
Price of above :—
t • •
• • •
• i •
L.
i.. ... ... Ij450
».. ... ... 1 jOl o
>.. ... ... 660
Palermo—Porto Empedocle.
Bicocca—Aragona Caldare.
S. Caterina Xirbi—Roccapalumba.
Yalsavoia—Caltagirone.
7 days.
15 days.
30 days.
3 months.
6 months.
1 year.
L.
L.
L.
L.
L.
L.
1st ... ... ... ...
50
75
100
250
450
690
... ... ... ...
40
55
80
200
370
530
3rr)
tJX. V*. . • ... ... ...
27
40
55
140
230
340
An annual season ticket for two members of the same firm is issued at the following
rates, viz. :—
L.
920
700
450
• • #
• • •
• • •
1st ...
2nd ...
3rd ...
Genoa—Pisa—Rome.
Avenza—Carrara.
Yiareggio—Bagni di Lucca.
Pisa—Leghorn—Colle Salvetti.
Cecina—Vol terra.
Campiglia Marittima—Piombino.
Palo —Ladispoli.
P onte—Galera—F iumieino.
I^oma T rastevere—Y i terbo—Attigliano
e Capranica—Ronciglione.
Price of above :—
•..
Pisa— L ucca—Pistoia.
Pisa—Empoli—Florence.
Empoli—Siena—Chiusi.
Asciano—Montepescali.
Florence—Pistoia—Bologna.
Bologna—F aenza.
Florence—Faenza.
Florence—Arezzo—Chiusi—Rome.
T erontola— F oligno—T erni—Orte.
15 days.
30 days.
3 months.
1 year.
1.
L.
L.
L.
1st ... ... ... ...
95
160
410
1,100
9nr|
11V l ... ... ... ...
65
110
280
770
<_/1 VI ... ... ... ...
40
65
165
495
The cost of an annual season ticket covering the above ground for two persons of the
same firm is as follows :—
L.
1,450
1,015
660
• • «
• • •
1st ...
2nd...
3rd ...
Naples—Tarentum—Brindisi.
Naples—Gragnano.
Naples—Cancello—Benvento.
Caneello—Torre Annunziata.
Codola—Nocera.
Avellino—Rocchetta S. Antonio.
• I t
• • •
• • •
• • •
Naples—Reggio Calabria Porto.
S. Eufemia—Catanzaro Marino.
Sicignano— Lagonegro.
Metaponto—Reggio Calabria Porto.
Sibari—Cosenza—Pietrafitta.
SCHOLARS* AND WORKMEN^ TICKETS.
269
Price of above
15 days.
30 days.
3 months.
L.
L.
L.
J st ••• ••• ••* • • ♦ •••
75
125
320
0 n fl
Li- V^L ••• • • • • • • •••
50
84
210
'•Ipd
tJ-L U. ••• ••• ••• ••• • • •
30
50
130
For purposes of identity, the season ticket holder must provide himself with a special
document, which is issued by the Administration at a price of Lire 1*50.
A deposit of 5 Lire must be made at the time the ticket is taken up.
Tickets must be surrendered not later than the day after their expiry, when a refund of
the deposit of 5 Lire will be made. If, however, the ticket be not surrendered within this
period, the deposit is forfeited, unless a new ticket be applied for on the day following the
surrender of the ticket, when the amount will be considered as a deposit on the new ticket.
In conjunction with the aforementioned special season tickets, special supplementary
season tickets are issued as follows :—
Season tickets for 15 days, and one month
55
55
55
55 > 55 55
Season tickets for three months
55
55
55
55
55
55
55
55
Season ticket for one year for one person ...
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
55
• • •
...
two persons of the same firm
55
55
55
55
Per Kilometre.
L.
1st class
0T5
2nd
55
0T1
3rd
55
0-07
1st
55
0-30
2nd
55
0-22
3rd
55
0T4
1st
55
0-90
2nd
55
0-65
3rd
55
0-45
1st
55
1-20
2nd
55
0-87
3rd
55
0-60
These conjunction tickets are only available from one of the stations comprised in
the itinerary covered by the special season ticket, and for continuous distances not
exceeding 200 km. They must be of the same class and available for the same period as
the special season ticket in conjunction with which they are issued.
Only one conjunction ticket will be issued to each special season ticket holder.
• Applications for conjunction tickets must be made at the same time as the special
season tickets are applied for.
The conjunction tickets are only valid when presented together with the special
season tickets and the document of identity.
• Season tickets are issued to scholars of Royal Universities, and schools under the
jurisdiction of the Ministry of Agriculture, Industry, and Commerce, secondary schools,
&c. Students are entitled to receive tickets at half the ordinary season ticket rates ; and
no ticket will be issued for a less period than one month.
These season tickets are only issued for journeys between the place of residence and the
locality where the University or School is situated, and are not available during the autumn
vacation. Season tickets will not be issued for a greater distance than 100 km. for University
students or 50 km. for students of other schools save in the case of the latter, when particular
circumstances exist. When application for a season ticket is made a tax of 1 lira must be
paid ; when the ticket is delivered its price must be paid in addition to a deposit of 5 lire.
The holder of the ticket is not entitled to alight at any intermediate station and any
holder so alighting will be dealt with as a passenger travelling without a ticket.
Season ticket holders who do not fulfil the conditions of this regulation are liable to
the confiscation of their ticket for the rest of its term and to payment of the difference
between this special season ticket and the ordinary season ticket plus a fine of three times
the difference.
Season tickets are issued to State employees and their families, as well as to workmen
in military establishments at half the price of the ordinary season tickets for distances
not exceeding 60 km. and for a period of not less than one month.
This reduction is granted—
(a) When the employee resides away from his place of work and is available
only between such place of work and his residence.
(5) When the employee or his family visit health resorts (the limit of 60 km.
still applies in this case).
14712 2 M 2
270
platform tickets, excursion trains, &c.
Tickets for families are only issued when the employee himself is provided with a
similar ticket and for the same distance. (This of course does not apply to (b).)
No deposit need be made.
Tickets are available by all trains subject to the regulations for ordinary season tickets.
No break of journey is allowed.
The special facilities to ordinary workpeople are restricted to the occasions when
they are travelling in parties of five or more to a common destination point and then
they receive cheap 3rd class tickets at a reduction of from 50 per cent, to 70 per cent, on
the ordinary rates.
This facility applies to workpeople travelling in Italy or going to or returning from
some foreign country for temporary work. (European countries and those countries
whose shores touch the Mediterranean Sea alone come under the clause). The
qualification of travelling in parties of five or more does not apply to return journeys.
No break of journey is allowed.
The prices per passenger per kilometre are—
(<a) For journeys in Italy to a foreign country-
• • •
55
Up to 50 km. ...
Each successive km. from 51-200 km.
201-400 km.
„ „ „ 400 km.
Minimum price five 3rd class tickets.
(5) For journeys from a foreign country—
• • •
55
55
55
55
L.
0-0276
0-0221
0-0166
0-0138
• • f
• • •
• • •
• • •
L.
0-034
0-028
0-023
Up to 200 km.
Each successive km. from 201-400 km.
„ ,, beyond 400 km.
Children between the ages of 3 and 7 pay half price.
As in other continental countries, stations in Italy are 66 closed," and a charge varying
from 10 to 20 centesimi is made for platform tickets.
Luggage porters are not employees of the railway, and require to be paid by the
public for their services.
Excursion trains are few in number, except at holiday times, the fares for such trains
being in accordance with the discretion of the management.
When a special train is applied for, a minimum of 7 lire per kilometre is required as
a guarantee.
General Notes.
It will have been seen from the foregoing that the attitude of the State railways
towards the development of passenger traffic, in the multiplicity of inducements in the
shape of various forms of tickets, is excellent, but unfortunately in the actual transport
it cannot be said that the facilities afforded attain the same degree of excellence.
Partly, no doubt, owing to the insufficiency of accommodation, trains are constantly
unable to keep to the scheduled times, and delays are of very frequent occurrence. Some
improvement in this respect is certainly taking place ; the State railways in their Report
for 1907-08 give a comparison of the delays corresponding to those of the previous
year, viz. : —
Line.
Average of delays per train.
1906-07.
1907-08.
Minutes.
Minutes.
Modane—Turin—Genoa—Rome
28
14
Milan—Sarzana—Rome
30
19
Milan—Florence—Rome
26
23
Bologna—Venice
13
9
Bologna—Brindisi—Lecco ...
11
14
Turin—Milan—Venice
22
8
Rome—Naples—Reggio—Palermo
10
13
Venice—Portebba
12
7
Naples—Foggia
9
Q
%/
Metaponte—Reggio ... ... ... ...
11
12
Total Average
17
13
railways and the staff.
271
These, however, are averages, and in many individual cases the delays are very much
longer than would appear from a casual perusal of the afore-mentioned figures.
With a large amount of single line any slight running out of course in the early
stages of the journey must necessarily mean that the delay, if there be but a slight
margin fixed in the time-tables at the various passing places, is considerably increased by
the end of the journey. The speed of the trains is low, and there would appear to be a
margin allowed for making up time, in fact the engine drivers have instructions as to
portions of the line, and to what limit, time may be recovered.
It must, however, be said that the train service itself, apart from any question of
unpunctuality, is by no means lavish, although it has been considerably increased within
recent years. By law there is a regulation as to the putting on of additional trains,
which is of considerable interest, viz. :—
" Three passenger trains are run in each direction on a line whose annual passenger and fast
goods receipts do not exceed 9,000 lire per kilometre.
" When these annual receipts usually exceed 9,000 lire per kilometre, a fourth passenger train
shall be run in each direction. When the annual receipts exceed 12,000 lire per kilometre, the
Council of Administration may, on the proposal of the General Manager, authorise a more extensive
service of passenger trains.
" It is within the power of the General Manager to increase the passenger train service for short
periods only.
" The 4 trains de luxe ' are not to be reckoned as ordinary passenger trains.
" Should there be a decrease in the passenger and fast goods receipts on a line, the daily number
of passenger trains may be reduced, on the advice of the General Advisory Council, and in accordance
with the rules laid down as to the proportion of trains to the receipts."
It is of interest to mention that the passenger trains are run without brake vans and
the guard must travel in the ordinary carriages.
RAILWAYS AND THE STAFF.
Rates of Pay and Allowances.
The staff of the State Railways of Italy is divided into 17 categories with fixed
rates of pay for each. In these categories there is no sub-division defining the grades,
such as is exemplified in Germany and Austria by the title u Beamte," " Arbeiter," &c.,
but generally^ speaking the members of the first six categories may be termed " officials,"
the 7th to the 11th categories, including clerks of the 12th category, may be considered
" administrative personnel," whilst the remainder of the grades represent the employees
of the lower ranks.
Extracted from the rates of pay are given those applicable to some of the working
staff :—
Annual Salary.
Period of wait¬
Average of
Grade.
ing in years for
supplementary
attainment of
allowances
Minimum.
Maximum.
maximum.
per nionth..
Lire.
Lire.
Lire.
Chief stationmasters
3,600
5,400
19
—
Stationmasters and inspectors, Grade I.
3,000
4,200
13
—
>5 J) 5? ff •
2,400
3,600
12
—
,, ,, ,, III.
1,800
3,300
17
—
Yard inspectors ...
1,080
2,100
25
—
Engine drivers
1,500
2,700
.18
125•93
Chief station clerks
3,300
4,800
18
Assistant station clerks ...
2,400
3,500
14
Draughtsmen
1,200-2,700
3,000-4,500
16-23
Chief guards ... ...
1,080
2,100
25
83-03
Goods guards
780
1,200
15
65-80
Workshops foremen
1,500
3,000
25
Firemen
900
1,650
23
67 * 62
Messengers, Class I.
1,080
1,800
19
—
The following grades of staff are paid at a
daily rate :—
Per
day.
Brakesmen ... ... ... ... ...
2-10.
3-20
23
51-05
Station porters ...
2-00
3-8o
30
Messengers, Class II. ...
2-50
4-00
21
—
Signalmen
2-10
3-20
18
Gatekeepers (Women) ..
0-30
0-75
(according to importance
of duties).
In addition to the foregoing fixed rates of pay various forms of extra pay are
given, probably the most important of which is the " locality allowance," i.e., a special
allowance granted in accordance with the importance of the home station.
272
KATES OF PAY.—LOCALITY ALLOWANCE.
The regulations are appended, as well as examples of the allowances at some of the
more important towns.
| All employees at stations included in the Tables A, B, C, and D receive extra 46 locality " pay
I in accordance therewith.
It is also given to maintenance staff permanently employed on sections contiguous to the
stations enumerated in the tables. Such employees may receive the same treatment as the
residents, or otherwise, by order of the Administration, which determines at what distance from
the said stations the extra pay may be allowed.
Extra pay for localities of the first and second class (Tables A and B) is reduced by one-third
for employees of grades up to the 13th, who receive free lodging in the premises of the Adminis¬
tration, and for employees of the same grades who are bachelors, or widowers without children ;
such reduction must not reduce the amounts below the minimum fixed for the particular locality
and grade.
Women gatekeepers residing in localities included in classes 1 and 2 receive half the extra
pay allowed to grades 14-16 ; they receive no allowance for stations included in classes 3 and 4.
The extra locality pay is calculated on the basis of the rank of the employee, not the duty he
performs, and is proportionate to his salary alone, exclusive of any supplementary allowances.
It is granted to permanent staff, probationers and extra staff. From the monthly extra pay
which would accrue to an employee if on duty for the whole month, reductions must be made in
respect of days of absence from duty for which no salary or sick allowance has been paid, or
excepting only in the case of workmen, &c., employed at the works, feast days for which they are
not paid.
During absence from duty, when the employee receives only part of his salary or pay, the
locality extra pay is reduced accordingly.
Table A.—Extra Pay for Localities of the 1st Class.
Grades.
1-13.
14-16.
Home Stations.
Monthly extra pay.
Maximum.
Normal
Percentage
of Salary.
Minimum.
Fixed.
Rome ... ... ... ... ... ... ... ...
Genoa, V"enxce ... ... ... ... ... ...
Turin, Milan, Naples
Lire.
70
50
40
10
5
6
Lire.
20
12
10
Lire.
15
10
10
Table B.—Extra Pay for
Localities of the 2nd Class.
Grades.
1-13.
14-16.
Home Stations.
Monthly extra pay.
Maximum.
Normal
Percentage
of Salary.
Minimum.
Fixed.
Modane, Yentimiglia ... ...
Portebba, Domodossola, Iselle
Lire.
50
40
15
10
Lire.
15
10
Lire.
15
10
Table C.—Extra Pay for Localities of the 3rd Class.
Grades.
Locality
Allowance.
Grades.
Locality
Allowance.
14.
15 and 16.
14.
15 and 16.
With Daily Wages in Lire.
With Daily Wages in Lire.
• -
Lira.
Lira.
2'00
1*70
0*30
2-60
2-30
0-20
2*10
1-80
0.30
2*70
2*40
0* 15
2*20
1*90
0-30
2*80
2*50
0-15
2*30
2-00
0-25
2*90
2*60
0-10
2*40
2*10
0*25
—
2-70
0*10
2*50
2-20
0*20
locality allowance.
273
Arenzona.
Bardonecchia.
Bergamo.
Bologna.
Catania.
Civitavecchia.
Florence.
Lecco.
Messina.
Prevestina.
Reggio Calabria.
Salerno.
Spezia.
Varese.
Table D.—Extra Pay for Localities of the 4th Class.
Grades.
Locality
Allowance.
Grades.
Locality
Allowance.
14.
15 and 16.
14.
15 and 16.
Receiving Daily Wages
Receiving Daily Wages.
Lire.
Lire.
Lira.
Lire.
Lire.
Lira.
2'00
1 * 70
0*20
2-40
2*10
0*15'
2*10
1*80
0*20
2*50
2-20
0-10
2-20
I '90
0*20
2-60
2*30
0*10
2*30
2*00
0 ' 15
2-70
2-40
0*10
Acquasanta.
Andora.
Areola.
Bellano.
Caserta.
Cremona.
Ferrara.
Frasenti.
Girgenti.
Mantua.
Modena.
No vara.
Parma.
Pisa.
Reggio Emilia.
Syracuse.
Tivoli.
Verona.
It will be noticed that locality allowances are only granted to the inferior employees
(grades 14, 15, and 16) at the towns mentioned in C and D. Further, it is not all the employees
in those grades who receive this allowance, only those who are in receipt of pay below a certain
fixed minimum. For example, an employee in the 14th grade paid at the rate of two lire per
day, receives an extra allowance of 0*30 lira ; if paid at the rate of 2*90 lire, the extra grant is
, 0T0 lira ; if paid at a higher rate than 2*90 lire, no extra allowance is granted.
In addition to this locality allowance there is what is termed a "dwelling" allowance.
The staff intimately connected with the working of traffic, such as—
Stationmasters,
Employees generally in the traffic department,
Signalmen,
Pointsmen,
Shed foremen,
Maintenance staff,
Gate keepers,
Employees connected with the ventilation of tunnels,
are required to live in the premises provided by the Administration—of course rent free. If
there be no vacant apartment, the staff must find accommodation themselves, as near
to the station as possible, and it is when this has to be done that the allowance is
granted.
The allowance varies according to grade, for example :—
Lire.
Stationmasters receive ... ... ... 50 per month.
Clerks in the traffic department ... ... 15
Pointsmen and signalmen, &c., &c. ... 5
Employees who have been allotted apartments which are insufficient for the accommodation
of their families, and are compelled to rent other accommodation not belonging to the. Administra¬
tion, may at the discretion of the authorities receive in addition to the free accommodation a
monthly allowance not exceeding 15 lire.
Employees who have a right to free lodging, or dwelling allowances, if assigned to duties to
which these allowances do not apply, continue to enjoy them for à period of three months after
such change of duty, unless the latter be accompanied by an increase of pay, in which case the
allowances cease.
Free accommodation does not entitle employees to have the use of the gardens which may be
attached to the premises provided by the Administration.
Employees provided with free accommodation by the Administration are responsible for the
payment of house duty (" tasse sul valore locativo "), even though the demand note be made out
in the name of the Administration.
When there are vacant apartments in the buildings provided by the Administration, and the
appointed staff have already been provided for, free lodgings may be granted to other grades, bu*
these latter are not entitled to a dwelling allowance in the absence of free accommodation.
5?
95
274
ALLOWANCES.™—TRAVELLING EXPENSES.
Hourly and kilometric allowances are made to the locomotive and train crews.
Locomotive Grew.—-For each hour of "work" drivers receive 0*10 lira, and firemen
0*05 lira.
" Work " is thus defined :—
(a) The time employed in hauling trains, based on the time-tables, and without
taking into account possible delays.
(5) Time employed in auxiliary operations before departure and after arrival (with
the exception mentioned in clause (<i), which time for simplicity of calculation
is fixed in the case of passenger trains at 45 minutes before departure and
45 minutes after arrival, and 60 minutes in the case of goods trains. The
Administration may, at their discretion, extend the above-mentioned period
of 45 minutes to 60 minutes in the case of passenger trains at certain large
stations. In the case of trains (excluding express and similar trains) which
have to perform a journey of less than 45 minutes duration, the period is
reduced to 25 minutes.
(c) Travelling time to and from duty and time in travelling with light engines,
when travelling expenses are not allowed.
(d) Time employed in marshalling and shunting en route, except when such
operations are performed by the locomotive with its own crew, viz. : at way¬
side stations. Shunting, &c., on arrival and departure up to 30 minutes
(longer periods come under the definition of the auxiliary operations£in
paragraph (5).
(e) Time during which the crew is required to be on the engine in readiness to
assist certain specified trains.
(/) One quarter of the time during which the employee holds himself in readiness
to take duty at the shed or elsewhere.
%J w •
For hauling trains or for shunting drivers are paid at the rate of 1 Lira per
100 kilometres, and firemen at the rate of 0*50 Lira ; each hour of shunting in respect of
kilometric pay is considered to be equivalent to 6 kilometres. Kilometric pay is allowed
also for journeys to and from duty and on light engines, where travelling expenses are not
allowed.
Train Crew.—The allowances to the train crew are :—
Grade.
Per hour of Work.
Per 100 kilometres.
Lira.
Lira.
Chief Passenger Guards
0-12
0-50
Passenger Guards
0-11
0-40
Chief Goods Guards
0-11
0-40
Goods Guards
o-io
0-35
Brakesmen
0-08
0-30
An allowance is made for night duty when absent from the home station from mid¬
night to 5.0 a.m. inclusive, or arriving or departing at an hour falling within this period.
This payment is based on the official time-tables without taking into account any possible
delays.
For the train crew the allowances are Lire.
Chief Passenger Guards... ... ... ... ... ... 1*40
Passenger Guards ... ... ... ... ... ... 1*20
Chief Goods Guards ... ... ... ... ... ... 1*20
Goods Guards ... ... ... ... ... 1*00
Brakesmen ... ,,, ... ... ... ... 1*10
For the locomotive crew : —
Drivers ... ... 2*40 ^
Firemen ... ... ... ... ... ... ... ... 1*60
Further allowances are made in the form of travelling expenses.-
(a) Engine Crew :—
1. When temporarily removed to another locality.
2. When piloting train engines or engines returning light from the repairing
shops.
3. When accompanying light engines from one depot to another, or if the engines
are occupied in regular haulage service when absent more than 24 hours
from their home station. «
SUBSIDIARY PAYMENTS.
275
4. When on duty with ballast trains or snow-ploughs.
5. When acting as pilot-men.
6. When owing to the interruption of the working there is an absence from the
home station of at least 48 hours beyond the hour of return in ordinary
events. In this case the allowance is. made as from the hour at which the
return to the home station should normally have taken place.
(b) Train Crew :—
1. When temporarily removed to another locality.
2. When taking duty on ballast trains or snow-plough trains.
3. When, from interruptions in the working, detained at least 48 hours beyond the
booked arrival home ; in such case travelling allowance is paid from the
hour at which the return to the home station should in the ordinary course
have taken place. Employees who, without being obliged to remove from
their own home station, have to take duty for at least seven hours out of the
24 at some place not less than 3 kilometres distant, receive half daily
allowances.
Travelling expenses are granted in two forms, viz. " Day " and " Night " :—
Day Allowance.—The day allowance is granted when the absence from home
exceeds seven hours. For absences exceeding four hours and not more than seven, half
allowances are given.
For absences less than four hours no allowance is made.
Night Allowance.—Night allowance in addition to the day allowance is granted when
the employee is absent from the home station, or signs on or off duty, between the hours
of 1 a.m. and 4 a.m.
The duration of absence is measured by the booked hours of departure and arrival of
the trains.
The " Day " and " Night " allowances are in accordance with fixed scales ; some
examples are given.
Day
Night
Day
Night
Allow¬
Allow¬
Allow¬
Allow¬
ance.
ance.
ance.
ance.
Lire.
Lire.
Lire.
Lire.
Principal Stationmasters
7
3
Passenger Train Guards ...
3
2
Stationmasters at small stations :—
Goods Train Guards
2-50
1-50
1st grade...
6
2
Brakesmen .. ...
2-25
1-25
2nd ... ... ... ...
6
2
Foremen in Workshops ...
3
2
%J 1 vl ^ J • • • • * • » • •
5
2
Locomotive Firemen
275
1*75
Inspectors
3
2
Ticket Examiners ...
2-50
1-50
Yard Inspectors
3
2
Messengers ...
2-75
1-75
Engine Drivers
7
3
Signalmen ...
2-25
1-25
The higher grades of Station Clerks
6
2
Gate-keepers (females)
1-25
0:75
Dranghtsmen...
G
2
Other subsidiary payments to the locomotive crew are in the form of premiums for
special services, viz., economy in use of fuel and oil, &c., and for making-up time.
For economical use of fuel, the engine crew receive six lire for every ton of fuel
economised. Cardiff coal is taken as the basis of calculation in ascertaining the
amounts due.
For the economical use of lubricating and lighting materials the engine crew receive
a premium of 0*30 lire per kilog. of oil economised.
For each minute of delay regained during the journey by increasing the speed
within authorised speed limits, the following allowances are made to the engine crew :—
(a) For express and through trains, 0*24 Lira.
(b) For fast slow, mixed and other passenger trains, 0T2 Lira.
(e) For goods trains, 0*06 Lira.
Without prejudice to any disciplinary measures taken in the case of time made up
by exceeding the prescribed speed limits, it is laid down that premiums are not granted
for time made up over certain sections of line. In the case of trains of special importance,
the above-mentioned rates may be increased by 50 per cent, at the discretion of the
Administration.
In cases where trains are assisted by two or three engines, of which one or two
propel at the rear, the full allowances as above are granted to the crew of each separate
engine, but if there are more than two engines at the head of the train, no premium is
allowed for time regained.
14712 2 N
subsidiary payments.
Staff residing in malarial districts receive a daily allowance as follows. (The districts
are grouped in zones) :—
* •• s
Grade of Employee.
Season.
Amounts of daily allowance for zones—
I.
II.
III.
A i
XX • • • ••• A
R J
-LI • # # • • • \
0 j
\J • • • ••• 1
Summer
Winter
Summer
Winter
Summer
Winter
L.
1-20
0-60
0-80
0-40
0-60
0-30
L.
0-75
0-35
0-50
0-25
0-30
0-15
L.
0-45
0-30
0-20
Grade A includes : station-masters, inspectors, stores foremen, &c.
Grade B includes : chief ticket examiners, gangers, &c.
Grade C includes : ticket examiners, lampmen, porters, &c.
" Summer" is the period from July 1st to October 31st, the remaining eight months
being considered " winter."
Further subsidiary payments are given as reward for satisfactory performance of
duty.
(a) Premiums to shunting staff :—
Stations classed according to importance.
Grade.
I.
II.
III.
IV.
Daily premium in Lire.
Shunting inspectors
Foremen shunters
Shunters...
0-70
0-60
0-50
0-60
0-50
0-40
0-40
0-30
0-20
• • •
• « •
* * *
• • •
i • #
• • •
Daily premium in Lire.
... 0-60
0-50
• • •
Note.—At certain stations where the work is of a very arduous nature, premiums on
a higher scale may be granted at the discretion of the Administration.
(6) Premiums to signalling staff :•
Grade.
Signalling inspectors
Chief signalmen ...
Signalmen :—
Grades of station :—
I.
II.
III.
IY.
(c) Premiums to staff connected with marshalling operations (" apparati centrali di
manovra ")
Iff
• • •
• • •
I • •
• • •
• • •
• It
• • •
• • •
• • •
• • •
• If
• • I
• • •
0-50
0-35
0*20
0-10
Grade of Station.
Grade.
I.
II.
IIL
Daily premium in Lire.
•
Station-masters
Assistants, inspectors, &c
Signalmen ...
0-70
0-50
0-50
0-50
0-35
0-35
*
0-40
0*30
0-20
Note.—Signalmen employed exclusively in marshalling operations receive, in
addition to the above-mentioned allowance, the premium allowed to signalmen at
second class stations.
hours of duty. 277
(d) Premiums to the higher grades of station clerks :—
Monthly premium,
Lire.
At first class stations ... ... ... ... ... ... 50
At second class stations ... ... ... ... ... ... 40
At third class stations ... ... ... ... 30
For certain sections of the line, where tunnels abound, special allowances are made.
The payments, &c., may be exemplified :—
Engine Crew.
Sections of Line.
Duty.
Allowance.
Engine Driver.
Fireman.
Modane Bardonecchia...
Savona Ferrania
,, ,,
,, ,, ... ...
Pistoia Pracchia
,, ,, ... ...
Hauling
• • • • • •
Propelling ...
„ (2 engines)
Hauling
Propelling
Lire.
0-50
0-20
0-40
0-60
0-40
0-80
Lire.
0-30
0-12
0-25
0-35
0-25
0-50
Train Crew.
Allowance.
Sections of Line.
Chief Goods guard.
Goods guard.
Modane Bardonecchia
Savona Ferrania ...
Pistoia Pracchia
L.
0-60
0-25
0-50
L.
0-40
0-15
0-30
Additional payments may be made at the discretion of the Administration when
increased traffic or altered circumstances in the ventilation of the tunnels justify such
a course.
The hourly, kilometric, tunnel, and night duty allowances in certain cases are fixed
at a minimum amount per month, viz.:—
(а) 45 lire in the case of chief goods guards, goods guards and brakesmen travelling
permanently with trains in mountainous districts.
(б) 50 lire for chief passenger guards, 45 lire for passenger guards and chief goods
guards, 40 lire for goods guards, 35 lire for brakesmen, when travelling
permanently on lines of secondary importance with certain specified trains.
The minimum allowances as above are reduced in cases of absence from duty by an
amount proportionate to the number of days on which the employee was actually on duty,
taking into account the authorised days of rest.
Hours of Duty.
In general the duration of daily work must not ordinarily exceed 12 hours, the
maximum allowed being 17 hours. Night duty is calculated alike with day duty.
Taking the working staff the following regulations apply :—
Locomotive Staff\
Engine Drivers and Firemen.
The average duration of day duty shall not exceed 10 hours. (Days of rest are included in
the calculation of the average.)
No one continuous turn of duty must exceed 13 hours, but the hours of actual work may be
increased to fourteen when the duty consists of short detached shifts with lengthy intervals.
The total period on duty between two periods of lengthy rest must not exceed 17 hours.
The locomotive staff employed on regular shunting work may not be employed on regular
night work for more than six consecutive nights.
After every period of duty a continuous rest of at least nine hours must be allowed if the
rest be taken at home, and seven hours if spent away from home, taking into consideration in this
latter case the periods spent in awaiting work.
When it is impossible to grant nine hours' rest at home, the difference must be made good by
means of a longer period of rest before or after the next shift, or by means of a continuous break
of not less than three hours' duration ; in any case the period of rest at home must not be less
than seven hours.
14712
2 .\ 2
278
HOURS OR DUTY
Whenever a shift exceeds 12 hours, the period of rest before and after such work must not
be less than 10 hours.
Staff waiting in readiness for duty may be kept on duty for a period exceeding 12 hours,
even after a period of rest of less than 10 hours, but not less than eight, provided that the
difference be made good by means of a longer period of rest after leaving duty.
Two periods of rest of 24 hours each are granted each month, apart from annual leave
of absence.
In times of congestion or in exceptional circumstances these periods of rest may be suspended,
provided that such suspension does not last longer than three months.
Train Grew.
Chief guards, passenger guards, goods guards, brakesmen.
The average hours of daily duty of these grades must not exceed 11 hours (included in the
calculation are the days of rest).
The total time on duty must not exceed 17 hours. In case of interruptions of continuous
duty by periods of leisure of not less than four hours'duration, the total time on duty may be
increased to 19 hours.
The duration of any one continuous turn of duty must not exceed 15 hours.
After every period of work periods of rest of eight hours' duration if spent at home, and of
seven hours' duration if away from home, are allowed.
When it is impossible to grant eight hours' rest at home, the difference must be made good
by means of a longer period of rest before or after the shift, or by means of a continuous break
of not less than three hours' duration ; in any case the period of rest at home must not be less
than seven hours.
Whenever a period of duty by any chance is of 19 hours' duration, the succeeding period of
rest must not be less than 10 hours.
Whenever a period of duty entails work exceeding 14 hours' duration, the period of rest
before and after such work must not be less than 10 hours.
The staff waiting in readiness for duty may be employed for more than 14 hours, even after
a period of rest of less than 10 hours, but not less than eight, provided that the difference be
made good by means of a longer period of rest after leaving duty.
One period of rest of 32 hours' duration is granted to the staff once a month ; the duration of
such a period of rest may, however, be curtailed to 24 hours, but in that case 18 of such periods
are granted in the year.
These periods of rest are granted without prejudice to the regular leave.
In times of congestion or in exceptional circumstances these periods of rest may be
suspended provided that such suspension does not last longer than three months.
Station Staff.
Station masters, inspectors in charge of " halts," 1st class clerk3, 2nd class clerks, telegraphists,
1st class signalmen, signalmen, block signalmen, foremen-shunters, shunters.
The duration of daily work for these grades is dependent upon the nature and continuity of
the work :—
(a) it may be of 10 hours' duration when the nature of the work is very important ;
(b) of 12 hours when the work is of an ordinary character.
The hours of duty may either be continuous or divided out into a maximum period of 16 or
17 hours with intervals of rest of less than one hour's duration.
When the work is continuous for the space of 12 hours, however, an interval of one hour is
allowed for the purpose of taking refreshment, but without leaving the place of work.
In cases of alternate day and night shifts, the hours of duty mentioned in (a) may be
increased to 12 hours when a continuous rest of: 24 hours' duration is granted each week.
Those employees who have night duty to perform must not be employed on such service for
more than 20 nights in the month.
When the day and night shifts are alternate the staff must not be employed for more than
seven consecutive nights on night service.
In changing shifts the hours of duty may be extended to 16 hours one day and 14 hours the
preceding or following day, provided that such shifts be preceded or followed by periods of rest
of 16 and 14 hours respectively.
All periods of duty must be preceded and followed by periods of rest of not less than
8 hours. This period may, however, be reduced to 7 hours when the home of the employee is
situated within the precincts of the station or within a distance of 500 metres from the point
where he must sign on duty.
Maintenance Staff.
Gangers.
The hours of duty are 14 out of every 24.
Employees are allowed continuous rest of 7 hours at least, exclusive of time occupied in
going to and from home.
On lines w7here gangers have to fulfil the duties of " line watchmen " the hours of duty must
not exceed 13 and the period of rest must not be less than 8 hours, exclusive of time occupied in
going to and from home.
Gatekeepers (Women).
The hours of duty must not exceed 12 and gate-keepers are entitled to a continuous rest of
9 hours 6ach night, reduced to 8 during the summer season.
overtime.—privileges.
279
Overtime.
When the exigencies of the service require, the staff must work beyond their
ordinary fixed hours of duty, by day or night, even though this may involve a curtailment
of the prescribed minimum hours of rest, and for this, with exceptions which are quoted,
they receive overtime allowance.
When the ordinary hours of duty at certain seasons of the year are required to be
exceeded, overtime is not paid if a corresponding reduction of the hours of duty at other
seasons is made.
The prolongation or the normal hours of duty in the case of those employees whose
duties are connected with the arrival and departure of trains is not considered as ranking
for overtime payment when caused by the late running, &c., of trains, except a portion or
whole of the minimum period of rest is lost. If the exigencies of the service permit,
employees who have been obliged to prolong their ordinary hours of duty may be allowed
a period of rest corresponding to such excess, at other times of the day.
Under ordinary circumstances the staff must not be called upon to exceed two hours
overtime per work-day.
Overtime is paid for, usually at the rate of ^-th the daily wage for each hour in
excess of the fixed hours of duty. In calculating such extra duty portions of time of
less than half an hour are not taken into account, and portions of over half an hour and
less than an hour are counted as one hour.
The overtime to the following grades is—
Per hour
L-
(a) Maintenance staff ... ... ... ... ... 0*25 to 0*40
(b) Pointsmen, watchmen, shunters ... ... ... 0*20
(c) Gate-keepers (females) ... ... ».» ... ... 0T0
Overtime incurred after 10 p.m. and before 5 a.m. alike on holidays and feast days,
by the staff of the repairing shops and the workmen and assistant workmen in the sheds,
and with breakdown gangs is paid for as time and a half.
bicgr Overtime is not paid to the locomotive and train crew as extra hours of duty are
covered by the special subsidiary allowances which they receive.
Privileges.
Facilities are granted to the staff in the way of cheap travel in one of three
ways, viz. :—
(A) By means of annual or temporary card passes.
(B) By means of single or return journey passes.
(C) By means of special tickets issued at a reduction of from 40 per cent, to
60 per cent, on the ordinary fares.
Passes of Series A are granted to the higher officials and may also be granted to
their families—
(a) When food has to be procured from a distance.
(b) When owing to the absence of facilities in the place of residence educational
establishments in other towns have to be attended.
(c) For the purpose of undergoing an operation or special medical treatment.
Passes of series B and C are issued to—
1. Employees when making journeys on railway business.
2. Employees and members of their families in case of removal, or change of
residence in consequence of leaving the service.
3. Employees to enable them to attend hospitals for the purpose of undergoing
treatment, such illness arising out of their daily occupation ; also for
annual military training.
4. Candidates, in order to enable them to attend the place where the examination
is held, or to be medically examined, and on appointment. (When
appointed passes are also issued to the family.)
5. Members of the families of employees who have died in the performance of
their duties, if the family remove to another town.
6. To officials in the employ of forwarding agents, and also to their families.
Retired employees may receive one pass, series B, and one ticket, series C,
per annum. The same facility is extended to their families, but limited,
however, to persons comprised in Group I.
Widows and orphans (sons not over 25 years of age) marriageable daughters and, in
exceptional cases, widowed daughters of deceased employees may receive one pass,
series B, per annum.
280
HOLIDAYS.
Annual Allowance.
• f •
• • •
• « «
• • •
• • •
• • •
• • •
• • •
t I •
• • «
• « «
• • I
• II
III
I • •
• I •
• II
• • •
• II
III
• • •
Three passes of Series B.
the expense of the f Two tickets of Series C.
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
• • •
A
V
Provided they
reside with
and at the
expense of
the em¬
ployee.
>
J
One pass, Series B.
Two tickets, Series C.
Holders of permanent card passes are entitled to the free conveyance of 100 kg. of
luggage.
Other employees are allowed free conveyance of 50 kg. of luggage, once or twice
a year according to grade.
The class of pass to which each category of employee is entitled, is decided by the
Administration when issuing the pass.
For the higher employees not included in the list of those entitled to passes of
Series A, the facilities are :—
Persons to whom Passes may be granted.
Group 1—
Employee
Wife
Children (up to 25 years) ...
Marriageable daughters
Parents (if living with and at
employee)
Servants (maximum, two)...
Nurses
Group 2—
Children above 25
Married or widowed daughters
Brothers f of the employee,
and < or of his wife,
Sisters ( and parents
Father-in-law
Mother-in-law
Orphan grandchildren
Widowed daughters-in-law
Group 8—
Children over 25 years
Marrried and widowed daughters
Brothers (of the employee...
and -< or of his wife
Sisters (or parents
Father-in-law
Mother-in -law
Orphan grandchildren
Sons-in-law...
Daughters-in-law ...
Wife of brother ) of the employee or his
Husband of sister 3 wife... ... J
The lower employees divided into two classes receive :—
(a) Two passes, Series B, and two tickets, Series C.
(b) One pass, Series B, and one ticket, Series C.
All employees not appointed to a permanent position, but
three months' service are allowed one pass (Series B) per annum,
may be extended to include the wife and children nnder age, if residing with and
maintained by the employee.
All employees on the extra lists with more than one year's service enjoy the same
facilities as are accorded to the lower grades of the permanent staff.
Holidays.
Permanent employees and also temporary employees with 12 months' service are
entitled to holidays with pay varying from 10 to 20 days for the higher and middle
grades.
Seven to 10 days is the allowance for employees of the lower grades.
Extraordinary leave for special reasons may be granted at the discretion of the
Administration, and for the first thirty days half-pay is allowed ; such leave, however,
may not exceed three months in any one year.
Uniform.
Uniform is not provided free of charge, but the Administration contribute towards
the cost and supply the various articles at fixed prices.
If not residing
with the em-
Two tickets of Series C.
ployee, but to enable visits to be
maintained
by him.
paid to the employee.
with more than
This concession
uniform.—pension funi)
281
Payment is made by means of fixed deductions from the monthly salary. Each
employee must deposit with the Administration a guarantee equal to ten times the fixed
monthly deductions, which guarantee is obtained by further monthly deductions from
the wages.
When the amount owing by the employee for clothing received exceeds twice the
amount of the guarantee the monthly deduction is doubled until the debt falls below
double the amount of the guarantee.
In no case, however, can the deduction exceed one-tenth of the salary per month,
inclusive of any other deduction for clothing.
Employees who are not required to wear uniform except a cap do not belong to the
clothing fund, but pay the necessary amount by a deduction from the next payment
of wages.
The prices of clothing, the contribution of the State, and the fixed deductions are
exemplified by the following extract from the official tables :—
Cap.
Heavy
Jacket.
Light
Jacket.
Heavy
Trousers.
Light
Trousers.
Blaeh
Over¬
coat
with
Hood.
Orey
waterproof
cloth
Overcoat
with hood.
Monthly
Deduction
from
salary.
Office Messengèrs
5?
Lire.
8
Lire.
18
Lire.
18
Lire.
12
Lire.
12
Lire.
36
Lire.
36
Half cost allowed
by Administra¬
tion.
No allowance made
by Administra¬
tion.
y 4 lire.
An allowance equal to one-fifth of the cost of buying a watch is granted to those
employees who are required to wear one, i.e., engine drivers, firemen, chief signalmen, &c.,
provided that such concession be taken advantage of within the first six years of their
employment.
In the event of the decease of an employee, or of his leaving the service, and the
guarantee fund not covering the amount of his indebtedness for clothing supplied, the
Administration may recoup themselves out of any other sums due from the railway
Administration to the employee or his heirs.
Entry into Service.
To obtain a position in the service the applicant must be of Italian Nationality, and
must be between the ages of 18 and 30 unless first class military service has been
completed when the age limit is extended to 35. Special preference for entry into the
middle and lower ranks is given to applicants who have performed such service.
Pension Fund.
The age for retirement on pension is after completion of the 60th year and after
30 years membership of the Pension Fund. An exception is made in the case of certain
specified staff on active service who may retire after the completion of the 55th year and
25 years membership of the Pension Fund. Staff unable to follow their employment
owing to accident are entitled to a pension after contributing to the Fund for 10 years.
The contributions to the Pension Fund are :—
5*50 per cent, on the actual income.
5*50 per cent, on the subsidiary payments of the locomotive and train crews. (For
the purpose of calculation, these amounts are taken as equal to one-third of the wages of
the train crew and one-half the wages of the locomotive crew.)
5*50 per cent, on the total of the sum paid for dwelling allowance. An official house
is taken as being of a certain rental on which value pension contributions have to be paid.
One-twelfth of each increase in salary, deducted from the first month to which the
increase is applicable.
An entrance fee of one-tenth of the salary must be paid on joining the Fund.
The basis of the pension is nine-tenths of 3 per cent. (4 per cent, in the case of train
crew) of the salaries and subsidiary allowances on which the employees have had to pay
contributions to the Pension Fund, plus the one-tw^elfths on the salaries. For example,
282
general notes.
let S be the total sum of the salaries, &c., paid to the employee during the whole of his
career, and let D be the total sum of the payments made by the employee on increase of
salary, the formula will therefore be :—
P = nine-tenths of (0*03 x S + D).
For the train crew the formula works out as follows :—
P = nine-tenths of (0*04 x S + D).
In the case therefore of members of the staff enjoying free lodging or a corresponding
allowance, the amount of the dwelling allowance must be added to S.
The Administration contributes to the Pension Fund 9 lire for each sum of lire 5*50
contributed by the staff, plus a sum equal to the amount of the special contributions, e.g.y
the entrance fee of 10 per cent, of the salary and the payment of the one-twelfth on
increases of salary.
The Pension Funds on private lines are supervised by the Ministry of Commerce,
and their arrangements approximate to those adopted on the State lines.
General Notes.
In general it may be said that the rates of pay on the private and State lines are
approximately on the same scale.
With the transfer of the working of the railways to the State, strict regulations
were made as to the attitude with which strikes will be regarded :—
" All employees of the State railways, irrespective of grade or duty, are deemed
to be public servants."
u Without prejudice to existing legal penalties, any servant failing to perform
his duties, or carrying out such duties in a manner detrimental to the interests
and maintenance of the service, is considered as dismissed, and his services
dispensed with."
In his discretion the General Manager may reduce the " penalty from one of
dismissal to reduction in grade."
On the 12th October, 1907, there was a general strike at Milan as a protest against
the ill-treatment of workmen in a conflict with the public forces. The vast majority of
the staff of the railway joined the strikers, and their example was followed by other
centres such as Turin, &c. The strike lasted for two days in Milan, and one or two days
in other localities, the total number of railway employees on strike being 6,700. As a
result 16 employees were dismissed the service, 114 were reduced in rank, 640 had their
increase of pay deferred for two years, and 5,706 for one year, whilst 242 were suspended
for a period varying from 6 to 12 days with loss of pay.
The 16 dismissed employees and six of the others appealed to the Council of State,
but only in one case was the appeal granted.
On the 10th March, 1908, about 100 gatekeepers (women) on the extra list in the
Florence Division came out on strike in consequence of their application for increase of
pay not having been complied with. They were, however, eventually re-instated in the
service with loss of seniority.
As has been previously mentioned, one consequence of nationalisation, apart from
any influence on the pockets of the staff, has been the large number of transfers which
have taken place. This has been a cause of much inconvenience to the staff, and is one
effect of the system of seniority as opposed to the claims of merit.
There are no regulations as to workmen's committees or conciliation boards.
5556 041 837170
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