Railway freight rates, inland waterways, and canals of Germany

Front matter

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Chapter I

QUESTIONS RELATING TO FOREIGN RAILWAY RATES SUBMITTED BY THE NATIONAL WATERWAYS COMMISSION THROUGH THE DEPARTMENT OF STATE.

I. Give ten examples of rates on coal on different railway lines for different distances, with the following details:

(a) Give termini for each shipment.

(&) Give distances of each shipment, including in the list of ten rates at least three rates for the maximum distance that coal is shipped.

(c) Give separately the terminal and transportation charge. (If this is not possible, make note of the fact that the two are combined.)

( d ) State what service is covered by the terminal charge.

(e) State the class of rate into which the coal traffic falls; that is, whether the rate is a special or commodity rate or a normal class rate, and, if the latter, what class.

(/) Give all other facts concerning method of shipment which affect the rate, such, for example, as minimum carload weight or minimum train load, open or closed cars, fast or slow freight, and the like.

(g) If any of these rates have been given to encourage the development of any industry, state the facts.

II. Answer the above seven questions (a to g), quoting in each case ten examples of rates on different railway lines for different distances for the fol¬ lowing commodities: 1, iron ore; 2, stone; 3, lumber; 4, fertilizer; 5, grain.

III. Give ten illustrations of special rates granted to export business on different railways for different distances, and answer in each case the ques¬ tions propounded above for the coal traffic (a to g) so far as they are appli¬ cable to the export business. Make a statistical tabulation comparing these 'W’ -rt rates with local rates between the same termini.

V. Give ten illustrations of rates charged by different railways for differ¬ ed t distances on the highest grade of classified freight, that which, in many countries, corresponds to the express business of the United States, and answer in each case the questions propounded for the coal traffic (a to g).

V. Give ten illustrations of rates charged by different railways for different distances on typical products included in the various categories of the regular freight classification, showing both carload and less than carload rates, and answer in each case the questions propounded for the coal traffic (a to g).

VI. Are the freight rates based absolutely on distance, or is the rate per ton-mile less for longer distances? Show, in the case of different commodities, at what distances the fall in the rate per ton-mile takes place.

4 BAILWAY FREIGHT RATES AND INLAND WATERWAYS OF GERMANY.

Chapter II

QUESTIONS SUBMITTED BY THE DEPARTMENT OF COMMERCE AND LABOR THROUGH THE

DEPARTMENT OF STATE RELATIVE TO RIVERS AND CANALS IN FOREIGN COUNTRIES.

I.—PUBLIC SUPERVISION.

(a) State what public authority, national, state, or local, exercises super¬ vision in the different instances over navigable streams and canals.

(b) What are the powers and duties of such officials in regard to the follow¬ ing:

(1) Capitalization of navigation corporations.

Regulation of freight rates.

Reports of operation.

Maintenance and improvement of channels, docks, and terminal

facilities.

(2) Collection of statistics of water-borne traffic, and by what agencies

such statistics are compiled and published.

II.-WATERWAY IMPROVEMENTS.

(a) Is there any established policy as to water powers developed by works constructed for improving navigation? Give illustrations.

(&) To what general extent have river improvements and the construction of canals been carried on by the Central Government, by local governments, and by private enterprise? Give typical and important illustrations of each. De¬ scribe any system of cooperation and contribution between the Central Gov¬ ernment and local government in such works.

*

III.-FLOATING EQUIPMENT.

(a) What is the general character of vessels used on rivers and canals?

(1) The relative use of self-propelled vessels and towed vessels.

(2) Motive power for barges and canal boats.

(3) Size and draft of vessels.

(4) The use of iron, steel, and wood in vessel construction.

(5) The cost of various types of boats.

(6) The use of special types of boats for particular cargoes and on differ¬

ent classes of waterways.

(7) The size of fleets of barges.

(8) Is the type of boats adapted to low-water stages, or are they con¬

structed with a view to utilization in high water?

In each case specific information is desired showing the situation in typical in¬ stances rather than general statements of a summary character.

IV.—OWNERSHIP OF VESSELS AND BUSINESS ORGANIZATION.

(a) Do canal companies or other waterway improvement companies own and operate vessels? Give examples.

(&) Are there important cases of consolidation of vessel owners into large corporations operating extensive fleets on inland waterways?

(c) To what extent are vessels owned and operated by railroads, or by pro¬ ducing and distributing concerns, such as coal, oil, lumber, ore, etc., fleets? Give examples.

( d ) Are there any fleets of merchant vessels owned and operated by public authorities? Give examples.

(e) Are there important instances of combinations or monopolies controlling towing on canals and rivers? Give examples.

V.—TERMINAL FACILITIES.

(а) What are the important or striking physical features of river and canal terminals, such as docks, wharves, piers, and floating wharf boats? Give illus¬ trations and send photographs with this answer.

(б) Describe the most advanced methods of loading and unloading vessels on inland waterways, including the use of mechanical appliances.

(c) Are railroad tracks located on terminals of inland waterways, permitting direct transfer between railroad and water lines? Do such railroad tracks form a belt railroad, connecting all the railroads at a given port? Give examples.

(d) Are river and canal terminals owned by public or private interests? Are they owned at all by private railways? If so, give the important instances.

VI.—TOLLS AND FREIGHT RATES.

(a) Are tolls charged on canals and rivers? If so, what elements are con¬ sidered in framing them and what service do they cover? Are there separate tolls for boats and cargo? Give typical illustrations.

(&) What elements enter into the making of towing rates on canals and rivers? Give illustrations of towing charges and send copies of any tariffs or towing rates.

(c) Do inland water lines have regular schedules of freight rates and classi¬ fications of freight? Are the rates stable or do they vary frequently with traffic exigencies? Give illustrations.

(d) How are inland waterway rates affected by—

(1) Distance of haul?

(2) Quantity of commodity offered?

(3) Speed?

(4) Character of commodity?

Give illustrations on important waterways.

(e) Do prorating arrangements exist between water lines and railroads, and to what extent? Give illustrations and send copies of joint rail and water tariffs.

(/) How do inland water rates affect railroad freight rates? Are railroad freight rates to water competitive points higher than to interior nonwater points of similar distances? Give illustrations.

Compare inland water rates with paralleling railway rates for short and for long distances, giving specific illustrations which shall show whether waterways have greater competitive power in the one case than in the other.

( g ) What is the general attitude of rail and water lines toward each other? Is there active competition or are there agreements for the division of traffic? Give examples.

( h) Is there any legislation regulating the relations between rail and inland waterway systems of transportation? Is there any governmental restriction on the lowering of rail rates in competition with water rates? Give examples.

O') Is it customary for shippers of goods by inland waterways to insure them, or is the risk assumed by the carrier? To what extent does this affect the freight rate? Give examples.

VII.-WATER-BORNE TRAFFIC.

(a) What is the general character of traffic on inland waterways: The principal commodities moved, the proportion and character of traffic moved in different directions, relative importance of package and bulk freight, etc. (This should be answered specifically for different waterways.)

(b) Send official publications giving, for the last ten years, available sta¬ tistics of vessel movement and traffic carried on inland waterways; also rail¬ road traffic, tonnage, and ton-mileage.

(c) Taking important inland water routes, does local traffic or other traffic predominate, and in what general proportion?

( d) Give a concise statement of typical conditions of labor which is employed in navigation and in terminal handling, particularly with reference to wages paid.

Note.—T he above questions were revised by the members of the National Waterways Commission.

Chapter I.

RAILWAY FREIGHT RATES OF GERMANY.

Since the foundation of the German Empire the policy of the Imperial and state governments has been to secure the unification of the tariff rates and uniformity in the administrative regulations of the railroads of Germany, on the principle that the highest interests of the nation would thereby to a greater extent be protected.

The steady movement toward uniform freight rates throughout this country has been facilitated by the fact that less than 9 per cent of the entire railway mileage of the Empire is under private control.

In Prussia the mileage of the state-owned railways in 1907 was 31,846 kilometers (19,788 miles), as compared with 2,165 kilometers (1,345 miles) in the possession of private corporations.

In certain parts of Germany the private lines are fairly numerous, but each of limited mileage. They do not as a rule form any part of the through communication, but are in general contributory lines or serve the local traffic of a small district.

In Saxony the railways are wholly state except a few miles (6 miles) of private lines connecting with mines.

In Bavaria now that the state ownership of the Palatinate Railway was secured on January 1, 1909, private lines form but a small part of the internal means of communication and their ultimate absorp¬ tion by the state is only a question of time. There are 7,267 kilo¬ meters (4,515 miles) of railways belonging to the states, as compared with 267 kilometers (166 miles) of private roads.

In Wurttemberg there are 1,708 kilometers (1,061 miles) of state-owned railways and 143 kilometers (89 miles) of private lines.

In Baden there are 1,781 kilometers (1,107 miles) of state and 227 kilometers (141 miles) of private railways.

In Alsace-Lorraine there are 1,732 kilometers (1,076 miles) of state and 16 kilometers (10 miles) of private railways.

In the whole of Germany there are 53,016 kilometers (32,943 miles) of state-owned railways and 3,510 kilometers (2,181 miles) of private-owned.

The above information refers to railways having the normal gauge—1,435 meters (4,693 feet)—and does not include the narrow-gauge railways.

The full-gauge railways of Germany are divided into two classes— the trunk lines (Hauptbahnen) and the feeders, connecting railways, local railways, etc. (Nebenbahnen). The latter may form a part of a through-rate route, or in other words taking the generally accepted system for the compilation of rates, i. e., by the shortest mileage, when there is a route with a “Nebenbahn” as intermediary, that route is usually taken into account for the transportation charges. It may also happen that the development of the traffic eventually results in a “ Nebenbahn ” being classed as a trunk line, in which case the regulations applying to the latter must be observed.

In addition to the above full-gauge railways there are the full and narrow gauge lines not used by the general public, such as mining, industrial, agricultural, and forest lines. Under these are included lines connecting with private establishments, providing the terminus is not noted in the tariff and does not serve for public use.

There are also lines which possess a purely local character, such as street railways for the carriage of passengers and interurban branch roads resembling street railways in character, construction, and management, but designed for the carriage of freight between neighboring localities.

For the purposes of this report the railway rates considered are only those of the state-owned railways, as the rates in force on the private railways, while varying more or less from the regular rates, are to a great extent calculated on the same general principles.

The administration of the railways and the supervision of the private lines are left to each Federal State.

The state railways, however, in Germany are practically all under the same method of control, with variations in the title of the officials or office at the head. The official head of the Prussian state railways is the minister of public works. In him is vested large powers of administration, and he has wide authority in supervising the ex¬ penditures of the amounts appropriated by the Parliament. In addition there are also various supervisory authorities.

The upper house of Parliament (Bundesrath) is the authority responsible for the regulations in connection with the transport of passenger and freight traffic and the regulations dealing with the construction and working of the railways. The executive office of the Bundesrath is the imperial railway department (Reichs- Eisenbahn Amt), which consists of a president and a requisite number of members, the seat being in Berlin Its duties are to exer¬ cise supervision over railway matters; to see that the provisions of the constitution of the German Empire as well as all other laws and constitutional enactments pertaining to railways are enforced, and, after obtaining information from the various railway admin¬ istrations, or by personal inquiry, to take the necessary measures to remedy any defects or abuses occurring in the railway systems. This office also prepares questions for the consideration of the Bundesrath in so far as they relate to railway matters.

For the elaboration of the traffic regulations in detail form for the guidance of officers and employees there is the German Railroad Traffic Association (Deutscher Eisenbahn Verkehrs Yerband). Al¬ though the activity of this association is chiefly confined to internal railway matters, it also deals with the regulations for the dispatch of freight and the regulations for the conveyance of articles. There are 79 ordinary amd 15 extraordinary members of the association, the membership consisting of the various railway managements in Prussia and of private and other state railways in Germany.

For the regulations regarding the tariffs of freight rates there is the “ General Conference,” composed of all of the railways of the German Empire, convened by the Prussian minister of public works, meetings being held as a rule once a year. The following come within the province of the conference: The general supplementary traffic regulations, the general tariff regulations, freight classification, and subsidiary charges.

The number of votes to which each railway represented in the conference is entitled is as follows: Up to 50 kilometers (31 miles), 1 vote; above 50 and up to 150 kilometers (93.2 miles), 2 votes; above 150 and up to 300 kilometers (186.4 miles), 3 votes; above 300 and up to 500 kilometers (310.7 miles), 4 votes; and for every addi¬ tional 200 kilometers (124.3 miles), 1 vote more.

The decisions of the conference are binding if they are passed unanimously, otherwise they become effective if within the space of four weeks they have not been negatived by such a number of railway managements as represent at least one-fifth of the entire voting power of the conference. The approved decisions must be carried out by all the railways belonging to the conference on an appointed date, usually on the 1st day of April following the meeting of the general conference.

For the preparation of the business of the general conference there exists a permanent tariff commission, which on April 1, 1908, con¬ sisted of representatives from 14 of the leading railway boards. Forming a part of the permanent commission is a traders’ committee, representing the interests largely dependent upon railway transpor¬ tation. Its membership consists of five representatives of agriculture elected by the combined chambers of agriculture, five representatives of manufacturing interests, five representatives of commerce elected by the combined chambers of commerce and industry, and one mem¬ ber appointed by the Bavarian Government.

The following are the matters which may be referred to the tariff commission by any railway affiliated with the general conference or by the traders’ committee: The general supplementary traffic regu¬ lations, the general tariff regulations, and freight classification.

The discussions take place in meetings of both the tariff commis¬ sion and the traders’ committee. Matters belonging to passengers and baggage are dealt with by the tariff commission alone. Meetings are held in February, June, and September. Reports of the meetings containing the decisions arrived at, excepting those relating to pas¬ sengers and baggage, are submitted to the railways forming the general conference and to each member of the traders’ committee and his deputy. A quorum consists of at least 10 of the representa¬ tives of the railways and 7 of the traders. Resolutions are passed by the majority of the votes.

* There is also the Association of German Railway Administrations (Yerein Deutscher Eisenbahn Verwaltungen), which comprises the majority of railways in Germany, Holland, Luxemburg, and Roumania. The administration of the Austrian-Hungarian, of two of the larger Russian railroads, and of one small Belgian railroad are also members of this association. Its authority deals principally with the working regulations for the interchange of traffic between the various railways concerned; that is, regulations as to the convey¬ ance of passengers and freight and the mutual obligations and duties of railways and the persons making use of the same, car demur¬ rage, etc.

For the general consideration of questions regarding the railway tariffs, with the exception of the classification of freight, advisory councils, called district advisory councils, assist the different railway managements. There is also a general advisory council for the assistance of the minister of public works.

In Prussia all the members of the district advisory councils and three-quarters of the members of the general council are chosen voluntarily, the remainder being nominated by the minister. The members of the councils are also chosen independently in Oldenburg, Wiirttemberg, and Hesse. In Baden and Saxony, in addition to the members elected voluntarily, the minister also appoints a certain minority. In Bavaria all the members are appointed by the crown on the recommendation of the various economic bodies.

In Prussia the councils differ from those of other States in certain important points, in that they are created by act of Parliament, whereas elsewhere they are appointed by the Crown or the chief min¬ ister, and in Prussia there are two distinct bodies, the councils for the district managements and the general council to assist the minister, whereas in other States there is only a single council for the central administration.

In Prussia the district councils are composed of representatives of commerce, industry, agriculture and forestry. The members, as also their deputies in case of members being prevented from attending, shall be elected for three years by the chambers of commerce, mer¬ chants’ associations, agricultural provincial unions, and other asso¬ ciations and unions of commerce and trade, and of agriculture and forestry to be designated by the ministers of public works. The num¬ ber of members and deputies, as also their proportionate distribution among the various interested bodies, shall be decided by the above-mentioned ministers.

The general advisory council shall consist of a president and his deputy, nominated by the King for three years; three members and deputies appointed by the minister of agriculture and forestry; three members appointed by the minister of commerce and trade; two members appointed by the minister of finance; two members appointed by the minister of public works; one member for the gov¬ ernment districts of Cassel and Wiesbaden; one member for each of the cities of Berlin and Frankfort on the Main; two members for each of the provinces of East Prussia, West Prussia, Pommerania, Branden¬ burg, Schleswig-Holstein, Hanover; three members for each of the provinces of Silesia, Saxony, Westphalia, and the Bhineland, and a like number of deputies.

As regards non-Prussian States of the Empire whose territory is crossed or surrounded by the Prussian-Hessian state railways to any great extent, representatives of commerce, industry, agriculture, and forestry may be admitted if their respective associations express a desire to this effect and the sanction of their respective governments is obtained. They are elected by the district advisory councils for a period of three years. Special experts may be called in to give information on certain matters at the discretion of the minister of public works.

The councils are only advisory in the true sense of the word, hav¬ ing no authority whatever over the railway administrations, although the latter prepare all the data necessary for the discussion of the questions brought before the district councils. The secretary of the council is a railway official and the chairman is the president of the state railway management concerned, but he and any other railway officials attending the meetings as experts have no vote.

The matters brought before the general advisory council are of the same general character as those handled by the district councils, but of greater national importance.

The councils, after investigation and discussion of the various questions, can only submit their recommendations to the proper officials.

TARIFF RATES.

Railroad freight rates in Germany are based on a scheme of kilometric rates for different classifications of goods and for fast and slow services, varying it may be in different States slightly in amount, but not in principle.

In the following table is indicated the basis on which the rates for the general freight traffic of the Prussian railway systems are calculated. The freight is divided into nine general classes. For each class there is a distinct rate per ton per kilometer (0.621 mile), di¬ minishing in some classes with the increase of the distance. For each class there is a distinct rate for terminal charges, for distances ex¬ ceeding 100 kilometers (62.1 miles), materially lessened for distances under 100 kilometers. With slight unimportant changes the same basis is used by the other States.

Normal tariff rates.

Distance.

Not in carloads.

Fast freight.

General freight.

Special tariff for certain specified goods.

Rate per (metric) ton-kilo¬ meter.

Rate per (short) ton-mile.

Rate per (metric) ton-kilo¬ meter.

Rate per (short) ton-mile.

Rate per (metric) ton-kilo¬ meter.

Rate per (short) ton-mile.

Cts.

7.6

6.9

6.2

5.5

4.8

4.2

Cts.

3.1

2.8 2.4

2.1

Pfgs.

as.

201—300 kilometers (186 m i 1 ps)

Over 500 kilometers (311 miles)

For all distances.

!8

12.8

Terminal charges for each fa metric ton or fraction of same, in pfennigs:

11—20 kilometers (12 4 m i 1 as )

91—30 Irilrvmptprc (18 6 milp<5)

31—40 kilrvmpters (94 Q milpsl

01—70 kilometers f43 milesl

71—£0 kilometers (4Q miles)

ci_QO kilometers (58 Times)

Ol i/U MiumciDi o v * j\j ijuioo y. ...........

Q1—100 kilometers ((>2 miles 1 a! i Uv iviiumctcixo iiAiivoy ...........

Over mo kilometers

1 The rate for general freight is applicable for distances greater than 726 kilometers (456 miles).

Normal tariff rates —Continued.

Distance.

Carloads.

Special tariffs.

Al.

B.