A.--The proportions accruing to the French Companies for lots under 5 tons remain the same for traffic from all the Italian stations named in the Tariff.
B.--The French Railway proportions for lots of 5 tons and above vary according to the distance of the Italian town from the frontier, as will be seen from the examples below:--
Goods from Cormons to Havre. 1st class. 2nd class. P.L.M. 38.60 35.25 Ouest 8.45 7.80
Oulx to Havre. 1st class. 2nd class. P.L.M. 72.75 62.40 Ouest 15.05 13.05
In respect of traffic for intermediate places, the French railway companies may make higher charges than the rates for _transit_ traffic carried over the same portion of railway beyond those places. But they may be required to charge the same sums for traffic to or from any intermediate place as they charge for import or for export traffic carried beyond.
In Belgium, also, differential rates are charged between certain places for export and for local consumption. The following are a few illustrations:--
--------------------+----------+-------+------------+------------ | | | | FOR | | | FOR EXPORT | LOCAL USE. | From | To |------------+------------ | | |10 ton lots.|10 ton lots. | | | per ton. | per ton. --------------------+----------+-------+------------+------------ Coal |Mons |Antwerp|Frs. 2·91 | 4·62 |Jemappes | ” | 3·04 | 4·67 |Charleroi | ” | 2·81 | 4·58 |Fountaine | | | | l’Evêque | ” | 2·81 | 4·58 | | | | Bar Iron and Girders|Liége | ” | 4·70 | 6·65 |Charleroi | ” | 4·57 | 6·39 |Marchienne| ” | 4·54 | 6·33 | | | | | | | per 1000 kilogrammes. Window Glass |Charleroi | ” | 6·30 | 8·28 --------------------+----------+-------+------------+------------
Neither private companies nor the State railways are permitted to make concessions of any kind, or to depart from the official tariff in favour of any particular firm or carrier. All general or special tariffs must be approved by the Minister, and published in the official paper, the “Moniteur.”
On the Prussian railways the maximum rates shewn in the tariff are actually charged. But exceptions are made where trade requirements, competition, and other similar circumstances appear to necessitate a departure from the official rates. It is not considered that railway companies are, in general, bound to adjust anomalies in the carriage charged for traffic arising in different districts, for one and the same destination, by reducing the rates from the more distant sending station. But for the sake of uniformity the rates are so adjusted if, for any reason, exceptional rates from any particular district have been adopted, and if they are lower than from intermediate stations nearer by rail to the same destination.