In the German tariff the rate is 2·15d. per ton per mile for goods of every description in lots of less than 5 tons, with a lower tariff divided into six classes for goods in full truckloads of 5 and 10 tons. The latter have been compared with the rates on English railways applicable to consignment of 500 lbs. and over, or of 2 tons. The higher foreign tariff for such traffic, in like circumstances, is not shown. To arrive at a proper comparison, the English rate should, in many instances, have been compared with the rates charged for “Eilgut” (or fast goods service) on the continental lines. Of course, the general public in Holland and Germany cannot avail themselves of the rates for 5 and 10 ton lots. They must deal with carriers or forwarding agents, who perform many of the services included in the rates on English railways, and who fill up, or partially fill up, truckloads. The agents who pay the railway transit charges are free to make their own charges to the public without limitation. What would be instructive—what, however, is not supplied—would be a comparison between what is actually paid in England, and what the majority of the public pay in Germany; it is of little interest to know what the carriers or forwarding agents pay to the railway companies. The comparison, such as it is, does not show the rate of conveyance per ton, because the carriers have to pay as for five or ten tons, even if that quantity is not in a wagon. They must make charges to the public beyond the ordinary profits to cover deficiencies in the loads per wagon, as well as for all the services performed by them.[117]
In some instances, Sir B. Samuelson has not included in the foreign rates the charge for loading and unloading. Bar-iron is a case in point. In every other case he has omitted to include in those rates the charges for weighing, counting, labelling, booking, use of cranes, and advice of arrival of goods—all of which are authorised additional charges beyond the tariff rates. In this country, as is well known, such services are included in the collected and delivered railway rates.[118]
Such are some examples of the errors vitiating the comparison. We have by no means exhausted them; they might be greatly multiplied. It is not intended to suggest that Sir B. Samuelson has been more inaccurate than other critics. On the contrary, his report, notwithstanding its inaccuracies, shows that a considerable amount of labour has been expended in endeavouring to obtain the information. It is a favourable specimen of such criticisms, and for this reason it is deserving of notice. It is, of course, difficult for any person, even when practically acquainted with railway business, to appreciate the practical effect of the different conditions under which traffic is carried on Foreign and English railways. It is not surprising that Sir B. Samuelson has evidently not become fully acquainted with all the conditions of carriage, or that he has omitted to give them their proper value in the tables which he has prepared. Unfortunately, owing to the omissions, the conclusions which he draws are, in some cases, erroneous, and in others misleading.
APPENDIX II.
COMPARISON OF RAILWAY RECEIPTS FROM
MERCHANDISE AND MINERAL TRAFFIC.
It may be useful to enquire how far it is true that the heavy trades of coal and iron, or the general trade of the country, are being “slowly, but surely killed by high rates and tolls,” or otherwise. That trade in all countries is subject to fluctuation is undoubted, and the causes are many and various. The conveyance of minerals and goods upon the railways of the United Kingdom is one test. Let us take periods of three years:—
Average per Year. | |||
|---|---|---|---|
| Years. | For minerals. | General merchandise. | |
| 1875 to 1877 | £13,560,096 | £18,922,238 | |
| 1878 ” 1880 | 13,891,326 | 19,181,927 | |
| 1881 ” 1883 | 15,742,615 | 20,801,075 | |
| 1884 & 1885 | { 2 years of } { depression } | 15,387,443 | 20,631,066 |
According to the test of railway receipts for conveyance of minerals and goods, the killing process seems very slow indeed, and it is not even sure, because in 1885 the railway receipts for minerals were in some instances reduced. The average receipts for minerals were about 2¼ per cent. less on the average of the past two years as compared with those of the previous three years. In the case of goods traffic this percentage was only 0·82 per cent. But, as against the above average receipts for 1884 and 1885, let us place the average for the preceding nine years. For minerals, £14,398,012; for goods, £19,635,080, which shows an increased receipt on the average of the past two years—on minerals of £989,431; on goods of £995,986. Certainly these results are the reverse of decay in traffic or trade.
Another and better test is the tonnage of minerals and goods conveyed on the railways of the United Kingdom for the like period.
| Years. | Minerals. Tons. | Goods Tons. |
|---|---|---|
| 1875 to 1877, average | 141,910,505 | 64,094,565 |
| 1878 ” 1880 ” | 152,528,097 | 65,548,450 |
| 1881 ” 1883 ” | 182,310,041 | 74,204,559 |
| 1884 ” 1885 ” | 183,696,151 | 74,612,020 |