CHAPTER XXV 



RAILWAY RATES AND CHARGES 



THE combined result of (i) a vast increase in industrial pro- 

 duction ; (2) the decline in river, canal and road transport ; 

 and (3) the various conditions which checked competition on 

 and between the railways was to increase greatly the need for 

 transportation facilities, and to make traders and the public 

 in general more and more dependent on the one means of 

 consignment and locomotion thus so rapidly becoming 

 paramount. Coupled with the many technical details which, 

 as pioneers of the railway system, the English companies 

 had to work out for themselves, and, also, with the questions 

 arising as to the future relations between the railways and the 

 State, there were the further problems as to (a) the means 

 to be adopted to ensure that the rates and charges were 

 reasonable, and not likely to become unjust or oppressive, 

 and (b) the bases on which the rates and charges should them- 

 selves be fixed in order to secure due regard for the public 

 interests, to guarantee the operation of the railways on com- 

 mercial lines, and to ensure for the railway investors a reason- 

 able return on their investments. 



The earliest railway rates of all were simply a toll (as on a 

 turnpike road) at the rate of so much per mile, or so much 

 per ton per mile, for the use of the rails, with an extra charge 

 if the railway owners supplied the waggons. This was the 

 practice in vogue down to the Surrey Rail-way period, the 

 tolls for such use of road being fixed by Parliament because 

 of the railway lines being a monopoly. 



The next development came when the Stockton and 

 Darlington Railway Company obtained powers to supply 

 haulage by steam power or steam-engine, and were authorised 

 by Parliament to charge a " locomotive toll," in addition to 

 the road toll, when the trader made use of the company's 

 engines. 



There was a further development when the railway com- 



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