The sun. [volume] (New York [N.Y.]) 1833-1916, 1910-03-05
RAILWaT TRANSPORTATION ~
~ ROPE.


the United States ara secondly. y trans
portntlon charge; hut ihis - not ~
Wh@fhsI u owns the railroads nT not. The
hand ~ the Government reaches into the
Transaction The prartiCes ~ the various
countries diHer N many vespa~ts hut
~ one wav ~ another thev resemble
those ~ GERMANY
Mere pIec~ goods. that 70 freight IN
Packages. are loaded and unloadeh nv
Oh" railway company and generally for
Wardet IN Cloaed cars n the railway 81
the request ~ the ronsignN@ undertakes
the loading nr unloading the charge IL
respectively about half = cent a hun
dr~d polnds with an extra charge Tor
Cranage N the use of = crane ~ nN~esSsry.
Carload consignnents are usually placed
Tn open cars n \ shipment - ~ such
nature that u requires to be covsrad. the
shipper NAV hire sheets from The railroad
for that purpose. and for this rental there
h an elaborate tariff the charge for COW
ering . considerable shipment over
moderate distance being = considerable
item ~ shipper 10 not satisfied with
the weight declared by the railway he cen
have the shipment rsweiRhed upon Pay
nent of . fee. For each notice of the
arrival Of q shipment the consignee mis-
pay The railway also charges . fee for
counting the number Of packages IN Q
carload shipment The shipper not only
has 90 paw Q stamp tai on each wsybill
hut he must pay for having u filed IN
IN another and important re~pert the
Continental 10 AZ dtsadvAntage compared
with the American ehipp@F There are
no trafnc solicitors either passenger or
fwkN \
TO the railroads Of the United states
Sin"e rebates. cutting 81 rates and other
stealthy devices for securing traffr have
been prohibited In the United States the
principal function of the freight solicitors
has been 10 place their detailed knowl-
~dRc ~ transportation &C the service ~
shippers. TO figure out routes and rates
and 10 attend 20 = hundred and ono do
tails IN their behalf These are services
which ned 70 he performed n any coun-
try Nhe-e agriculture. industry and coni-
merc~ give riae 70 Q considerable tranir
No'withstaDding the apparent simplicity
OF their foundation tho COMPLEX develop
Tn~nt ~ the Continental tariffs hss made
them full ~ intr,cacies The unravelliug
~ 'h"s~ and the racing out ~ the direct
and least extensive routes demand sXper,
knowledge and specialized attention
TIE very largest establishments hsv.
specIsl employees for this rurpos4. M,
-irh >ervic~ in general - .o~rfnrrne4 Nv
-sl'eciite'Irs who eIist in n4arly every civ
and every considerable town of ne7rlv
~verv country Their services are avai'at
~ Nv shippers, upon whom then fees tall
IN addition ~ the charges - the clrrier=
entering therefore into the tcta 'rsnsprr.
tAtlon charge The spedttsurs also under.
take the hauling ~ merchandise - and
from the railway stations aud perform
other functions ~ the forwarding agent
IN certain ~ the American cities They
also hold less than carload cousisn-
msnts from different shippers until
full carload IL obtained 10 ons Ias-
tination. sharing the saving ~i'h the snip
pers. Thts Humping of shipments Is a
pracfic~ not generally Permitted IN the
United States. the rsilroad companies Dc.
clinin9 IN allow ruiddleucn ~ profit Nv
snalpinx the les than carload rate
In another respect the Continental rail-
roads are moro liberal thar those ~ the
United States. This IL IN according IN
many ~ the countries . t-ainluad rate
~ = still lower figure ton than 'hc car.
load rate This 10 jnstitisd "a an sx1sn
sion OF the wholesale principle - which
the carload rate u the first nanlfe-sa-
ton A. the cosf ~ moving a solid car
load IL less than that ~ carving a number
~ ~catt@red shipments 81 h. same weight.
80 also the cOet ~ moving o t-riu COM
posed ~ fully lnaded ears IT oua r.,rn-
modify from one pars - shipment 90
one destination ~ le~s 'Nau that II muyI"r
tho sam" weight IN Heterogeneous -ntu-
nents The granting " tho tain ,rI
rate. however. has hsen toru,d-ru n~ tu.
Supreme Court ~ the United states on ~.
ground ~ rVnIlc policy
In Ge-'uarv goods the u-.GedluS ~
whi,h ievoivss urnn the cor-I E.."- rr.l.'
no removed from ~" railway station
within twelve hours -or ing time after
they have he~n placed m position Goods
the unloading 80 which does not ds.y olive
upon the conslgn~~ must - removed
within twenty four hours after the mott.
r'cs'ion ~ arrival 4sie- there ,,~r,o,!.
dsr'urrac~ charges accrue and they are
enior~ed A. tunes ~ extra ordinary
stress aud demand for oar these unload
ing periods NAV no reduced "a six hours
The regulations In regard ~ the pEcl;-
ing ~ goods that need 20 b~ hacked are
- - DNgNf' 'NF' Iue TlllWhNr are TTHCfl-
cally ah-olv"d from Inability The set
tlcment ~ e claim izlins' 4 German rail
wsv - attended, with such diricultv that
" II practically imnorsi Die except m 'hc
cas-" ~ The ,trg~r shippers. who seek
redress In N" courts
The - lSaNs are bound to despatch
Iuick -"rNice freight from The station
within ono dIy ~ -~c~ipt and tn carry It
~ tho rate ~ las mics dav They are
hound ~ despatch ordinary service
irelght- from the station within two days
from he 'irie Of receipt and To Transport
~ WITHIN -iAty-siX miles the first dav and
~ the rate ~ one day for each additional
IS2 miles IN case thsre 10 delay for more
than twelve hours beyond these require
nents portions ~ the freight charge are
refunded unless tho railways can prove
that no ln~s has hesn sustained by reason
81 the DELAY
The great difference IN the conditions
attending the movement 81 freight Ralsc