Royal Railways with Uniform Rates E-Book

Arnold

• Herausgeber: Science & Technology Publishing
• Kategorie: Geisteswissenschaft
• Sprache: Englisch

Seitenzahl: 102

Veröffentlichungsjahr: 2025

Beschreibung

Royal Railways with Uniform Rates: A Proposal for Amalgamation of Railways with the General Post Office and Adoption of Uniform Fares and Rates for Any Distance is a visionary treatise advocating for a radical transformation of the British transportation and postal systems in the 19th century. The author, inspired by the success of the Uniform Penny Post, proposes the integration of the nation’s railways with the General Post Office to create a seamless, government-managed network for both passenger and goods transport. Central to the proposal is the adoption of uniform fares and rates, allowing travelers and shippers to pay a single, fixed price regardless of distance traveled or goods sent, thereby simplifying logistics, reducing administrative complexity, and promoting social and economic mobility. The book meticulously examines the inefficiencies and inequities of the existing railway fare structures, which were often confusing, inconsistent, and prohibitive for the working classes. Drawing parallels to the revolutionary impact of uniform postal rates, the author argues that similar principles applied to railways would democratize travel, stimulate commerce, and foster national unity. The text delves into the practicalities of amalgamating the railways with the Post Office, exploring the potential for improved scheduling, increased safety, and enhanced public service through centralized management. Through detailed analysis, historical context, and persuasive argumentation, Royal Railways with Uniform Rates presents a compelling case for state intervention and standardization in public infrastructure. The book is both a critique of private railway monopolies and a forward-looking blueprint for a more equitable and efficient transportation system. It appeals to reformers, policymakers, and the general public, envisioning a future where mobility and communication are accessible to all, regardless of class or location.

Leseprobe

A Railway Revolution!

ROYAL RAILWAYS

FARES & RATES FOR ANY DISTANCE.

LOCAL TRAINSONE PENNYMAIN LINE ”ONE SHILLINGSLOW GOODSaverage per ton }1s. 6d.FAST ”10s.

A business proposition for Shareholders and the Nation.

Sixpence Nett.

SIMPKIN, MARSHALL, HAMILTON, KENT & CO., LTD., LONDON

ROYAL RAILWAYS with Uniform Rates

byWhately C. Arnold, LL.B. Lond.

A PROPOSAL for amalgamation of Railways with the General Post Office and adoption of uniform fares and rates for any distance.

LONDON: SIMPKIN, MARSHALL, HAMILTON, KENT & CO., LTD 1914

Preface.

This pamphlet has been printed and published with the assistance of friends who share my opinion that the scheme proposed will solve the railway problem—now at an acute stage.

A rough outline of the Scheme has been submitted to Sir Charles Cameron, Bart. (on whose initiative sixpenny telegrams were adopted), and while reserving his opinion as to the advantages of State ownership and the difficulties of purchase, he has been good enough to write that this scheme is the boldest and best reasoned plea for the Nationalisation of Railways that he has come across.

The scheme has also been submitted to, among others, Mr. Emil Davies, Chairman of the Railway Nationalisation Society, to Mr. L. G. Chiozza Money, M.P., and to Mr. Philip Snowden, M.P., all of whom have expressed their approval subject to the figures and estimates being correct. These figures and estimates are based on the Official Board of Trade returns for Railways of 1911 and 1912.

I also had the temerity to submit my draft to Mr. W. M. Acworth, the well-known Railway expert, who very courteously gave me his views generally, although refraining from any detailed criticism. I deal with his remarks at the end of Chapter IV., but may here mention that Mr. Acworth called my attention to an article by himself on Railways in “Palgrave’s Encyclopædia of Political Economy” published in 1899. In such article he referred to a suggestion which had then been made for uniform fares on the Postal system, and he dismissed the idea in a sentence as impracticable, because no one would pay for a short journey as much as 8d., then the average fare for the whole country.

It is therefore evident that the principle of a flat rate is not novel; yet I can find no reference in any books or pamphlets on railways to any practical scheme for carrying it into effect. Apparently it has been assumed that there can be only one uniform rate, equivalent to the average rate, and that therefore the proposal is quite impossible. The simple expedient of dividing the traffic into the two kinds of “Fast” and “Slow,” on the analogy of the Postal rate of one penny for letters and sixpence for telegrams, overcomes this difficulty. The scheme is in effect an extension to the Railway System of the principle upon which the existing Postal System is founded, and therefore involves Nationalisation.

As submitted to the above-named gentlemen, the draft did not include my remarks on the principles which in my opinion should govern all National and Municipal Trading, and which are now contained in Chapter IV. The attention of both opponents and advocates of Nationalisation is particularly called to these principles, which I have not found elsewhere, but which as laid down are believed to be absolutely sound, and of the highest importance, as removing most, if not all, of the objections of opponents, while retaining all the advantages claimed by advocates of National and Municipal Trading.

I do not pretend to be a railway expert, and have only been able to devote the small leisure time available from an exacting business to putting into writing the thoughts which have exercised my mind for many years past. But the well-known expert, Mr. Edwin A. Pratt, who is a strong opponent of Railway Nationalisation, admits in one of his books that “the greatest advances made by the Post Office have been due to the persistence of outside and far-seeing reformers, rather than to the Postal Officials themselves.” This admission and the conviction that the further advance now proposed is based upon sound principles and undisputed facts, encourages me to submit my scheme with confidence to the consideration of experts and the public.

W. C. A.

37, Norfolk Street,Strand, London, W.C.

December, 1913.

SYNOPSIS OF CONTENTS

PROPOSED UNIFORM FARES AND RATES:

Passenger Fares

:

Any Distance, so far as train travels.

Main Lines

:

First Class

5/-

,

Third Class

1/-

.

Local Lines

:

”

6d.

”

1d.

Goods Rates

:

Any Distance.

Fast Service

:

Average 10/- per ton

.

Slow Service

:

”

1/6

”

Introduction.

Page 15.

The Royal Mail.—Letters carried for same price any distance. Why not passengers and goods? Object of pamphlet to prove that this is financially possible with small uniform fares and rates mentioned. A Business Proposition for Nation and Shareholders.

Chapter I.The Scheme.

Page 17.

All Railways to be purchased by State and amalgamated with General Post Office. Trains of two kinds only, viz.:—

(1) Main Line Trains, i.e., non-stop for at least 30 miles.

(2) Local Trains, i.e., all trains other than Main Line.

Passenger tickets vary according to above fares only—no reference to stations or distance. Goods rates, payable by stamps vary only according to weight or size of goods, whether carried in bulk, in open or closed trucks, or with special packing, but irrespective of any other difference in nature or value of goods, or of distance, as now with parcel post.

All Railway Stations to be Post Offices. All Post Offices to sell Railway Tickets, and, where required, to be Railway Receiving Offices. Steamers to be regarded as trains.

Chapter II.Advantages of Scheme.

Page 20.

1. Cheapness and regularity of transport.

2. Economy of service;—by unification of railways;—abolition of Railway Clearing House, of expenses of varying rates and fares, of multiplication of receiving offices, stations, &c.,—and by amalgamation with Post Office;—all railway land and buildings available for Government purposes—Postal, Civil, Military and Naval.

3. Progressive increase always follows adoption of small uniform fares (e.g., in Post Office); hence progressive increase of revenue available for working expenses, purchase money, extensions, improvements, and adoption of new safety appliances.

Chapter III.Principles of Scheme.

Page 27.

Present system founded on two principles, both mistaken and illogical, viz.:—(1) According to distance travelled. (2) According to “what the traffic will bear.”

(1) Although cost of building 200 miles, and hauling train that distance is more than for two miles, yet because regular train service required for whole distance, say, A to Z and back, passing intermediate places, therefore cost of travelling from A to B, or to N, identical with A to Z. For goods, cost of loading and unloading twice only, whether sent from A to B, or A to Z.

(2) Cost of hauling ton of coal exactly same as of bricks, sand, loaded van, in open truck, yet now different rates for each, according to “what the traffic will bear.”

True principle advocated by Sir Rowland Hill in Penny Post—whole country suffers by neglect or expense of transport to distant parts, and gains by including small districts with same rates as populous parts.

For a flat rate, three rules necessary.

(a) Must not exceed lowest in use prior to adoption.

(b) Increased traffic resulting must produce at least same net revenue.

(c) Variations of rate to be according to speed, not distance.

Hence:

(a) 1d. now lowest fare, fixed for Local Lines.

1s. now lowest fare, (e.g., 2s. 6d. return London to Brighton) fixed for Main Lines.

1s. 6d. per ton fixed for goods train or slow service, as the present average for minerals, and allowing present lowest rate for goods in open trucks, rising to, say, 6d. per cwt. (10s. per ton) for small consignments, in covered trucks.

10s. per ton, now lowest “per passenger train” (e.g., 6d. per cwt. for returned empties) fixed for fast service.

(b) The increased traffic dealt with under “Finance.”

(c) The two rates suggested for fast and slow trains solve the difficulty hitherto felt of charging lowest fare of 1d. as uniform fare—the 1s. fare and 10s. goods rate being double the present averages.

Chapter IV.OBJECTIONS TO THE SCHEME.

1.—State Ownership.

Page 33.

Writers for and against—All assume that on Nationalisation, system followed of charging according to distance, and to “what traffic will bear”—Fundamental differences between State Monopoly and Private Monopoly—Evils of applying profits of State monopolies in reductions of taxation—Strikes.

Four rules to be observed on Nationalisation:—

1. Natural monopolies only to be taken over.

2. When taken over, only to be worked for benefit of community and not for profit.

3. Competition of private enterprises not to be prohibited.

4. Monopoly to be worked by Department of State responsible to Parliament.

Chief grounds of objection to State ownership—

(1) Difficulty of Government in dealing with conflicting interests of traders and general public. (2) Difficulty of Railway servants (being also voters) using political pressure to obtain better wages, against interests of traders and general public. Both of these objections removed if scheme (which avoids all preferential or differential rates or treatment) adopted with above four rules.

Other grounds of objection, e.g., want of competition, officialism, &c., apply equally to present Company system, but may be remedied if owned by State. Suggested remedies:—Railway Council to deal with all matters of administration; Railway Courts to deal with questions of compensation, labour disputes, &c. Railways and Post Office being Department of State with Cabinet Minister at head subject to vote of censure in Parliament, provides better security for public than private Companies or Railway Trust.

2.—General Objections.

Page 43.

Fear of Losses—

All existing staffs required for increased traffic—therefore no loss to them.

Traders, like newspapers more than make up for any losses by economy in rates and fares and increased circulation.

Mr. Acworth’s objections to “average” rates considered.

Chapter V.Finance of Scheme.

Page 45.

Present averages per annum in round figures taken from Board of Trade returns 1911 and 1912:—

Receipts from Passengers

£45,000,000

”

”

Goods per passenger train

10,000,000

”

”

Goods Train Traffic

64,000,000

”

(Miscellaneous)

10,000,000

Gross Revenue

£129,000,000

Working Expenses

81,000,000

Net Receipts

£48,000,000

Total Paid-up Capital and Debentures

£1,400,000,000

Net receipts show average income of 3½ per cent.

Total passenger journeys (of which 10 per cent. were 1st and 2nd class)

1,620,000,000

Average fare for each journey only 6½d.

Total tonnage of goods:—

Estimate per passenger trains

20,000,000

Actual per goods trains

524,000,000

544,000,000

Average rates per goods train:—

Minerals only

1s. 6d.

per ton

General Merchandise

6s.

”

Both together

2s. 4d.

”

Estimate under proposed scheme:—

Page 48.

I. Passengers.—Assuming Main Line passenger journeys are 300,000,000, i.e., under 20 per cent. of the total passenger journeys.

300,000,000

at 1s.

£15,000,000

add

30,000,000

at 4s. for 1st class

6,000,000

1,320,000,000

at 1d.

5,500,000

add

132,000,000

at 5d. for 1st class

2,750,000

Present No.

1,620,000,000

will produce

£29,250,000

Increased number of Main Line passengers required to make up deficiency:—

250,000,000

at 1s

£12,500,000

add

25,000,000

at 4s. extra

5,000,000

£17,500,000

Estimated total

£46,750,000

II. Goods.

Total tonnage by goods train as now, viz., 524,000,000, at 1s. 6d

£39,300,000

Ditto per passenger train, 20,000,000 at 10s

10,000,000

Live Stock, as now

1,500,000

£50,800,000

Increased tonnage required to make up present revenue, 48,000,000 tons at 10s.

24,000,000

£74,800,000

which is £800,000 more than present total receipts from goods per passenger and goods trains, and requires an increase of under 10 per cent. in tonnage.

Reasons for anticipating increase:—

(a) Of Passengers. Long distance journeys now restricted by expense.—Through tickets now counted as one journey will, under new scheme, be sometimes two or three, e.g., London to Londonderry would be three tickets—Every single journey taken, usually means also return journey home.

(b) Of Goods. Example of Post Office—Before Penny Post, average price per letter 7d., and letters carried 76,000,000. After Penny Post, first year number doubled; in twenty years, increased by eight times; about doubled every twenty years since. Before three letters per head of population, now 72 per head. Goods now sent by road motors will, with cheaper rates, go by rail—perishable articles, now not sent at all by fast train owing to expense, will be sent when rates cheaper.

Chapter VI.Working Expenses.

Page 53.

If increase of traffic no more than above, increase of working expenses negligible, apart from economies made by unification. Expense of carrying 200 passengers no more than 20. If increase of traffic more, then revenue increases, but working expenses only by about 50 per cent., as expenses of permanent way, stations, signal boxes, and establishment charges but little affected. Expenses of Post Office and Railways to be lumped together.

CHAPTER VII.Terms of Purchase.

Page 56.

Present total market price

of all

Railway Stock and shares about

£1,350,000,000

Debentures and Loans

”

350,000,000

Total about

£1,700,000,000

Estimate of annual sum required according to precedent of purchase of the East Indian Railway Company, namely, by annuities for 73 years, equal to 4¼ per cent. per annum on market value, plus liability for Loans and Debentures with interest at 3 per cent.

4¼ per cent. on £1,350,000,000

£57,375,000

3

”

”

350,000,000

10,800,000

Total annual sum required for purchase

£68,175,000