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Price 16s. ; for Cash, with order, post free, 13s. 6d. • Iransporta [10] Library H P gº B4 & *-*~ /> .* - - * * ---f & -- ." 2 -d 4. * ** ||||||||||||||II T H E L A w RELATING TO MAXIMUM RATES AND CHARGES ON RAILWAYS, BEING A TREATISE ON THE RAILWAY RATES AND CHARGES ORDER CONFIRMATION ACTS, 1891 To 1896, AND THE RAILWAY AND CANAL TRAFFIC ACT, 1894. A A º BY AWKAYE BUTTERWORTH, LL.B., SolICITOR. To THE NORTH EASTERN RAILWAY COMPANY., AND FORMERLY OF THE INNER TEMPLE, BARRISTER-AT-LAW, AUTHOR OF “RAILWAY RATES AND TRAFFIC,” ASSISTED BY ARTHUR REGINALD BUTTERWORTH, OF THE INNER TEMPLE AND THE WESTERN CIRCUIT, BARRISTER-AT-LAW, F. H. CRIPPS-DAY, M.A., Garrºr; of THE INNER TEMPLE AND THE OXFORD CIRCUIT, BARRISTER-At-Law. . . . ; i. LONDON : BUTTERWORTH & Co., 7, FLEET STREET, E.C., TLaw) [Yubligbetº, - - - 1897, LONDON : PRINTED BY SHAW & SONS, FETTER LANE AND CRANE court, E.G. : s P R. E. F. A. C. E. HIS book is intended for the use of those who are concerned with the law respecting charges for the carriage of goods by railway. Although written primarily for lawyers, it is hoped that it may also prove of use to railway officials and others who are interested in questions relating to railway rates. As no book on the subject has been published, so far as the Author is aware, since the Parliamentary Revision of the Maximum Rates and Charges of Railway Companies, a work seems to be called for explaining the effect of the sweeping changes introduced by the Railway Rates and Charges Order Confirmation Acts, 1891 to 1896, and the Railway and Canal Traffic Act, 1894. The scheme of the present book is as follows:— The history of the revision of rates and the circum- stances which led to the passing of the Act of 1894, are briefly sketched in an Introductory Chapter. Those provisions of the Railway Rates and Charges Order Confirmation Acts, I89I and I892, which, with some variations of form, apply to most Railway Com- panies, are dealt with in Chapter II., and references throughout that Chapter are made to the admirable Analysis of those Acts prepared by the Board of Trade. 1W f*IREFACE. This Analysis will be found at the end of the book, and in Appendix C. is given an Alphabetical List of Railways and Railway Companies, showing which of the Acts of 1891 and 1892 have, up to the end of the year I896, been made to apply to the Railways there specified, either by later Order Confirmation Acts or by clauses in the Special Acts of particular Companies. Some of these are Railways which have been authorised since the Acts of 1891 and 1892 were passed; others are Railways which were then existing, but which were not included in any of those Acts; and others, again, are Railways which were included in those Acts, but which have been transferred from one of those Acts to another, or with regard to which some variation in relation to charges has been made by subsequent Acts. It is hoped that this List will form a useful addendum to the Alphabetical List published in the Board of Trade Analysis, which is limited to the thirty-five Order Confirmation Acts of 1891 and 1892; and that the two Lists together will be found to contain references to all the principal enactments in force at the present time with respect to the charges for the carriage of goods by goods train on the Railways of the United Kingdom. In Chapter III. are discussed the main provisions of the Act of 1894, namely, those contained in section I, which relates to increases of rates, and the decisions of the Courts on that section. With respect to certain points of general principle arising under the section, which have not yet been finally settled by judicial decision, an opinion has been ventured as to the true meaning of the Statute, and reasons have been given for the views advanced. PREFACE. y Chapter IV. deals with the questions relating to Siding Rebate under section 4 of the Act of 1894. It is believed that in these two Chapters reference is made to all cases of importance which have been decided under the Act of 1894. Some of these have not hitherto been fully reported, and two of such cases, decided in 1896,-The Manchester and Northern Counties Federation of Coal Traders' Associations v. The Midland Railway Company, and The Manchester, Sheffield, and Lincolnshire Railway Company v. Pidcock & Co., are reported in Appendix B. Chapter V. contains the complete text of the Act of I894, with references to passages in the earlier part of the work, and with notes on those sections which have not been dealt with in the preceding Chapters. One word of explanation seems necessary with regard to the nomenclature adopted in relation to the Acts containing the revised maxima of the Railway Com- panies. The most appropriate title for these Acts, speaking of them collectively, seems to be “The Railway Rates and Charges Order Confirmation Acts;” each of these confirms an Order of the Board of Trade, which forms a Schedule to the Act, and to each of these Orders is annexed a Schedule, which contains the revised Classification, Maxima, , and Conditions. It must be borne in mind that there are similar Acts, Orders, and Schedules relating to Canals, and the short title, “Rates and Charges Acts,” which is sometimes applied to the Railway Acts, is, therefore, apt to lead to confusion. Under these circumstances, the course adopted through- out this book is to speak of the Railway Rates and Charges Order Confirmation Acts as “The Railway vi CONTENTS, Charges Acts,” and the Schedules to the Orders, as “The Railway Charges Schedules.” The Author desires to tender his thanks to his friend, Mr. GEORGE S. GIBB, the General Manager of the North Eastern Railway Company, for valuable assistance and suggestions throughout. He also wishes to acknowledge his indebtedness to Mr. F. J. S. HopwooD, C.B., C.M.G., Assistant Secretary to the Board of Trade (Railway Department), in relation to those portions of the book which have reference to the Board of Trade Analysis of the Order Confirmation Acts. A. K. B. York, January, 1897. TAIBT,E OF CONTIENTS. CHAPTER I. PAGE INTRODUCTORY ... © e e tº dº ſº tº $ tº tº ſº tº tº º ſº; ſº º ſº. ... 1 CEIAPTER II. RAILWAY RATES AND CHARGES ORDER ConFIRMATION ACTs, 1891 TO 1896 gº tº e tº g tº tº ſº tº tº e G g º e gº tº ſº ... 18 CEIAPTER III. RAILWAY AND CANAL TRAFFIC ACT, 1894, s. 1: Increase of Rates ... G tº º tº º ºs gº º ſº Q ſº º tº º ve ... 49 CEIAPTER IV. RAILWAY AND CANAL TRAFFIC ACT, 1894, s. 4: Siding Rebate * tº tº tº gº º tº gº tº tº e ſº tº º ſº Q tº º ... 76 CEIAPTER V. RAILWAY AND CANAL TRAFFIC ACT, 1894: Text of Act, with notes to sections 2 and 3 ... ſº tº gº ... 83 APPENDIX A. Board of Trade Arbitrations, &c., Act, 1874 (37 & 38 Vict. c. 40)... 87 Railway and Canal Traffic Act, 1888 (51 & 52 Vict. c. 25)... ... 88 APPENDIX B. REPORT OF CASES NOT ELSEWHERE REPORTED. Manchester and Northern Counties Federation of Coal Traders' Associations v. Midland Railway Company [1896] ... ... 95 Manchester, Sheffield, and Lincolnshire Railway Company v. Pidcock and Company (Pidcock's Case, No. 2) [1896]... ... 99 viii TABLE OF CONTENTS, APPENDIX C, PAGE Order of the Board of Trade, 26th April, 1895, amending the Classification contained in the Thirty-five Railway Charges Schedules, 1891 and 1892 tº º º tº º º * @ Kº tº e e ... 103 List of Railway Rates and Charges Order Confirmation Acts, 1893 to 1896, not included in the Board of Trade Analysis ... 104 Mersey Railway (Rates and Charges) Act, 1894 (57 & 58 Vict. c. 72) © & O tº º º © º º © º º © & © tº tº e tº e º . 104 Alphabetical List of Railway Companies, showing which of the Railway Rates and Charges Order Confirmation Acts, 1891 and 1892, have been made to apply to the railways specified in the list by later Order Confirmation Acts (1893 to 1896 inclusive), or by Special Acts tº e e • & © tº e º ... 105 Railway Rates and Charges, No. 15 (North Eastern Railway, &c.); Order Confirmation Act, 1892 (55 & 56 Wict. c. 53) ... ... 112 Proviso as to Charges for Small Consignments of Perishables, inserted in many recent Acts ... tº º ſº © to ſº tº e Q ... 113 ANALYSIs of THE RAILWAY RATES AND CHARGES ORDER CONFIRMA- TION ACTs, 1891 AND 1892, As ISSUED BY THE BOARD OF TRADE (with red edges) ... e e e Q & e tº e - © º e tº c & ... [1] INDEX. TA BLE OF CALSES CITED. PAGE Brown v. G. W. Ry. Co. [1882] ... tº gº tº Q & G & © º & a tº tº tº e ... 40 (Q. B. D.) 9 Q. B. D. 744; 51 L. J. Q. B. 156; 45 L. T. 471; 30 W. R. 214. (C. A.) 9 Q. B. D. 744; 51 L. J. Q. B. 529; 47 L. T. 216 ; 30 W. R. 671. Canada Southern Ry. Co. v. International Bridge Co. [1883]... (P. C.) 8 Ap. Ca. 723. Charlaw and Sacriston Collieries Co. v. N. E. Ry. Co. [1896]... © tº º 69, 72 (R. C.) 9 R. & C. T. C. 140; 12 T. L. R. 211. Corporation of Birmingham, T. Boston and Son, and Clay Cross Co. v. M. Ry. Co. [1896] ... ... ... 78, 79, 81 (R. C.) 9 R. & C. T. C. 165. Cowdenbeath Coal Co. and others v. North British Ry. Co. [1894] ... ... 28 (R. C.) 8 R. & C. T. C. 251. tº gº º 65, 66 Evershed v. L. & N. W. Ry. Co. [1877] ... tº tº ſº tº g tº © tº º ſº tº Q (Q. B. D.) 2 Q. B. D. 254; 46 L. J. Q. B. 289; 36 L. T. 12. (C. A.) 3 Q. B. D. 134; 47 L. J. Q. B. 284; 37 L. T. 623; 26 W. R. 863. (H. L.) sub nomine L. & N. W. Ry. Co. v. Evershed, 3 Ap. Ca. 1029 ; 48 L. J. Q. B. 22; 39 L, T. 306. Evershed's Case [1877]. See Evershed v. L. & N. W. Ry. Co. 39 Field v. Newport, &c., Ry. Co. [1858] ... tº e Le (Ex.) 3 H. & N. 409; 27 L. J. Ex. 396. Foster v. G. W. Ry. Co. [1881] ... © º º tº e & tº º º (R. C.) 3 R. & C. T. C. 14. (Q. B. D.) 8 Q. B. D. 25; 4 R. & C. T. C. 58; 51 L. J. Q. B. 51; 45 L. T. 538, (C.A.) 8 Q. B. D. 515; 4 R. & C. T. C. 58; 51 L. J. Q. B. 233; 46 L. T. 74 ; 30 W. R. 398, tº gº º $ & © Q & Q © tº º 47 tº ſº g tº º e § tº º 84 Glamorganshire County Council v. G. W. Ry. Co. [1894] tº (Rojtísº, in B. 31, 9 R. & C.T.C. i. 64i. J. Q. p. 13s. 71 L. T. 736 ; 59 J. P., 182, 85 X TABLE OF CASES CiTED. sº PAGE G. W. Ry. Co. v. Lowe [1884] ... © º º tº º º & © tº tº tº Q º dº e 45, 46 (Q. B. D.) I T. L. R. 179. G. W. Ry. Co. v. MacCarthy [1887] ſº tº º ſº tº º & © tº tº º º * * * tº gº tº (H. L.) 12 Ap. Ca. 218; 56 L. J. P. C. 33; 56 L. T. 582; 35 W. R. 429 ; 3 T. L. R. 374, Hall & Co. v. L. B. & S. C. Ry. Co. [1885] ſº e e tº g tº (R. C.) 15 Q. B. D. 51.1 m, ; 4 R. & C. T. C. 398. (Q. B. D.) 15 Q. B. D. 505 ; 5 R. & C. T. C. 28 ; 53 L. T. 345. (C. A.) 17 Q. B. D. 230; 5 R. & C. T. C. 28 ; 55 L. J. Q. B. 328; 54 L. T. 713; 34 W. R. 558. Hall's Case [1885]. See Hall & Co. v. L. B. & S. C. Ry. Co. Harrison & Camm v. M. Ry. Co. [1892] ... © º & tº º º * @ º tº e º (R. C.) 8 R. & C. T. C. 60 ; 62 L. J. Q. B. 225; 68 L. T. 268. Highland Ry. Co. v. Great North of Scotland Ry. Co. [1891]... ſº º º ... 84 (R. C.) 7 R. & C. T. C. 90. L. C. & D. Ry. Co. v. S. E. Ry. Co. [1889]. © tº º & ſº ſº tº º e tº sº e ... 85 (Ch. D.) 60 L. T. 753. 60 3, 24, 40, 101 47 Manchester and Northern Counties Federation of Coal Traders' Associations v. M. Ry. Co. [1896] tº ſº tº tº º º tº º ſº tº sº º tº º º e e tº 41, 70 (R. C.) reported in Appendix B., post, p. 95; 12 T. L. R. 455. Manchester, Sheffield, and Lincolnshire Ry. Co. v. Brown [1883] ... ... 60 (H. L.) 8 Ap. Ca. 703; 53 L. J. Q. B. 124; 50 L. T. 281; 32 W. R. 207. Manchester, Sheffield, and Lincolnshire Ry. Co. v. Pidcock and Co. [1896]. See Pidcock's Case (No. 2). Mansion House Association on Railway and Canal Traffic for the United Kingdom v. G. W. Ry. Co. [1895.] gº tº ſº * It tº tº º º 50, 54, 72, 85 (R. C.) 9 R. & C.T. C. 58; 64 L. J. Q. B. 283 ; 72 L. T. 296. (C. A.) [1895] 2 Q. B. 141 ; 9 R. & C. T. C. 58; 64 L. J. Q. B. 434; 72 L. T. 523; 11 T. L. R. 316. Mansion House-Association on Railway and Canal Traffic for the United Kingdom v. L. & N. W. Ry. Co. [1896] ... ... 40, 56, 57, 60, 69, 71, 72 (R. C.) [1896], 1 Q. B. 273; 9 R. & C. T. C. 174; 65 L. J. Q. B. 209; 74 L. T. 463; 12 T. L. R. 147, 216. (C.A.) 9 R. & C. T. C. 174. Mapperley Colliery Co. v. M. Ry. Co. [1896] ... . . ... ... ... ... 69 (R. C.) 9 R. & C. T. C. 147; 65 L. J. Q. B. 272. Midland Ry. Co. v. Haigh [1896]... ... ... ... ... ... 37, 41 (Q. B. D.) 1 T. L. R. 135 Midland Ry. Co. v. McKay [1897] © tº G tº tº G tº tº º tº gº tº ... 37, 41, 71 (Q. B. D.) “Times,” 16th January, 1897. Midland Ry. Co. v. Sills [1896] ... . . . . . . . . . . . . . . . 41, 70 (R. C.) 9 R. & C. T. C. 161 ; 12 T. L. R. 455. New Union Mill Co. v. G. W. Ry. Co. [1896] ... ... ... ... ... 79 (R. C.) [1896] 2 Q. B. 290; 9 R. & C. T. C. 152; 65 L. J. Q. B. 493; 74 L. T. 791. Northampton Case [1896]. See Mansion House Association on Railway and Canal Traffic for the United Kingdom v, L., & N. W. Ry, Co. TABLE OF CASES CITED. xi PAGE Pickford v. Grand Junction Railway Co. [1842] ... ... ... ... 58 (Ex.) 10 M. & W. 399; 3 Ry. Cas, 193. Pidcock & Co. v. M. S. & L. Ry. Co. [1895] ... ... 31, 38, 79, 80, 81, 99 (R. C.) 9 R. & C. T. C. 45. Pidcock's Case (No. 1), [1895]. See Pidcock & Co. v. M. S. & L. Ry. Co. Pidcock's Case (No. 2), [1896] ... Q º & tº & Cº. * e e (R. C.), reported in Appendix B., post, p. 99. Pryce v. Monmouthshire Ry. Co. [1878]... Q & © tº g tº tº º ſº & © tº 40, 44 (H. L.) 4 Ap. Ca. 197; 49 L. J. Ex. 130 ; 40 L. T. 630; 27 W. R. 666. ... 24, 26, 37, 39, 80 Rickett, Smith & Co. and others v. M. Ry. Co. [1895] ... 51, 54, 56, 57, 58, 60, 62, 65, 67, 69, 70, 73, 85 (R. C.) [1896], 1 Q. B. 260; 9 R. & C. T. C. 107; 65 L. J. Q. B. 274; 12 T. L. R. 6. Rickett's Case [1895]. See Rickett, Smith & Co. and others v. M. Ry. Co. Shoesmith v. L. B. & S. C. Ry. Co. [1896] tº º º tº º ºs tº ſº e tº gº º ... 70 (R. C.) Part heard on Dec. 4–8, 1896. Sowerby v. G. N. Ry. Co. [1891]... ... ... ... (R. C.) 7 R. & C. T. C. 156; 65 L. T. 546. (C.A.) 7 R. & C. T. C. 156; 60 L. J. Q. B. 467; 65 L. T. 546; 7 T. L. R. 392. Sowerby's Case [1891]. See Sowerby v. G. N. Ry. Co. 24, 38 Taff Vale Ry. Co. v. Barry Docks Co. (No. 1) [1890) ... & a e & a - ... 84 (R. C.) 7 R. & C. T. C. 41. Tomlinson v. L. & N. W. Ry. Co. [1890] ... ... ... ... ... 84 (R. C.) 7 R. & C. T. C. 22; 63 L. T. 86. Watson, Todd & Co. v. M. Ry. Co., and L. and N. W. Ry. Co. [1895–96) 81,82 (R. C. & C. A.), 9 R. & C. T. C. 90. Wildman v. M. Ry. Co. [1896] ... tº e tº O tº e º e e tº e tº © tº e ... 71 (R. C.). Not reported. “ NOTE.--When reference is made to the pages of the Board of Trade Analysis (printed by the Queen's Printers and bound herewith), which is paged separately from the remainder of this Book and is distinguished by red edges, the number of the page of the Analysis is placed in square brackets, in order to distinguish it from the page of the other part of this Book bearing the same number. THE LAW RELATING TO MAXIMUM RATES AND CHARGES ON RAILWAYS, —A– v CHAPTER I. IN T R o D U C To R Y. Traffic Act of 1888.-In the year 1881 a Select Committee was appointed by the House of Commons to inquire into the working of the Railway and Canal Traffic Act, 1873, and the general question of rates and fares. The Committee collected a mass of evidence with respect to various questions relating to railway charges, as well as to the working of the Act of 1873, under which the first Railway Com- missioners had been appointed, and in 1882 presented an elaborate report.(a) The eventual outcome of that Report, after several ineffectual attempts at legislation, was the passing of the Railway and Canal Traffic Act, 1888, which altered the constitution of the Railway Commission, effected various minor alterations in the law relating to railways and canals, and provided for the revision of the maximum rates and charges (and in the case of Canal Companies, the tolls) of all companies. A revised Classification of goods and a revised Schedule of maximum rates and charges was to be prepared by each company, and submitted to the Board of Trade, who, after considering any objections lodged with them, were to endeavour to agree with the company upon a Classification and Schedule, or, failing such agree- ment, to determine a Classification and Schedule themselves.(b) Board of Trade Inquiry.—In accordance with the provisions of the Act of 1888 revised Classifications and Schedules of maxima were submitted to the Board of Trade by the various Railway Companies in the early part of 1889, and written objections to these were lodged (a) Report printed 27th July, 1882. (5) See the Act of 1888 (51 & 52 Vict. c. 25), s. 24, sub-sect. (1), printed post, p. 90, B 2 CHAP. I.-MAXIMUM RAILWAY RATES, by no less than 1,500 individuals and representative bodies. Lord Balfour of Burleigh and Mr. (now Sir) Courtenay Boyle were appointed by the Board of Trade to consider the proposals of the Companies and the objections, and after holding public sittings at Westminster, Edinburgh, and Dublin, which occupied 85 days, they presented their Report. Report of the Board of Trade. This Report, while technically relating to the Schedules of two Companies, dealt with the whole question of the revision of railway rates and classification, and embodied a standard Schedule which was recommended for general adoption, subject to certain modifications of detail to meet the varying circumstances of particular Companies.(a) The principles which guided the Board of Trade in the preparation of their revised Classification and Schedules were very fully set out in this Report.(b) g In the first place, although the Report of the Select Committee of 1881–1882 had gone no further than to recommend codification of the charging powers of the Companies, (using that word in the sense of a re-enactment in a clearer and simpler form of existing powers, without any material alteration of their general scope and effect) the Board of Trade, while admitting the advantages of codification, held that the operation of the Act of 1888 extended to revision, as distin- guished from mere codification. They pointed to the fact that, during the progress of the Bill of 1888 through Parliament, words providing that the revised rates should be “upon the whole equivalent to,” or be fixed “having regard to,” the existing charging powers of the Companies, had been struck out after discussion, as indicating that “the Legislature contemplated a decided departure from the existing maxima.” At the same time they expressed the belief that, inasmuch as the Companies had built up a traffic remunerative to themselves at rates, generally speaking, much lower than those authorised by Parliament, it was equitable “to fix rates” (i.e., maximum rates) (a) This Report in the first instance was a Report by Lord Balfour of Burleigh and Mr. Courtenay Boyle to the President of the Board of Trade, but as its recom- mendations were adopted by that Department and the Report itself was subse- quently printed and laid before Parliament, it seems both proper and convenient to refer to it as the Report of the Board of Trade. The Report was ordered by the House of Commons to be printed, August 18, 1890. (b) It was stated in the Report that the then existing charging powers of railway companies were contained in no less than 900 Acts of Parliament, under which over 860,000,000l. of capital had been raised, and 19,578 miles of railway bad been constructed. CHAP. I.-INTRODUCTORY. 3 “based to a greater extent on existing rates” (i.e., actual rates) but with a reasonable margin of profit for possible changes of circum- stances injuriously affecting the cost of, or the returns from, the carriage of merchandise by railway. Question of Terminals. No doubt there was an initial difficulty in complying with the demand of the Companies that the revision should give them substantially the equivalent of their existing powers of charge, viz., that a revision on those lines involved a decision on the terminal question. It was true that Hall’s Case(e) had decided that a certain form of the Maximum Rates Clause authorised both station and service terminals, but the Acts of many Companies either did not contain the clause or contained it in a different form, and what rights of charge such Companies enjoyed still remained matters of dispute and legal doubt. It was tolerably clear from the wording of the Act of 1888(d) that Parliament intended that the revised schedules should authorise station terminals, and there was nothing to show that in the past the form of a Company’s Maximum Rates Clause had affected its actual charges. Still the Act of 1888 could hardly be taken as enacting that all Companies, whatever their existing powers of charge, were to be entitled hereafter to charge station terminals in addition to mileage maxima substantially equivalent to their existing maximum rates. On the other hand, if, as some traders contended, station terminals, where authorised, were to be deducted from the existing maximum rates, there would in the case of short distance traffic have been nothing left for conveyance. If the new rates were based on actual charges, instead of being made with reference to statutory maalima, the terminal question at once lost its importance and ceased to be a matter of contention ; indeed, if once it was decided that actual charges were to be the standard of the new maxima, the division of the latter into charges for conveyance and charges for terminal services was all in favour of the traders, because it might enable those who were able to dis- pense with the latter to escape the charges authorised for their performance. Bnt although the Board of Trade recommended that the new maxima should be based on existing charges, they considered, for reasons not very clearly stated in their Report, that those maxima ought not to be sufficiently high to cover all such charges ; andwhile (c) [1886], 17 Q. B. D. 230. (d) Section 24 (1); see post, p. 90. B 2 4 CHAP. I. —MAXIMUM RAILWAY RATES. not denying that the Companies would be entitled to charge the new maxima wherever they thought it desirable to do so, they anticipated that the Companies, in order to recoup themselves from any loss they might sustain by being deprived of the right to maintain all their existing charges, would probably have to rely rather on increase of traffic than on raising their rates in those cases where the new maxima would leave a margin. Graduation of Rates according to Distance.—The evidence given at the Board of Trade Inquiry had clearly established that in practice, after making an allowance for terminals, a lower rate per mile obtained in the case of long distance than in the case of short distance traffic, and that on the whole this system was to the advan- tage, and met with the approval, of traders. The Board of Trade, therefore, adopted the principle of reducing the maximum rates for conveyance according to the length of journey.(a) They also pro- posed reduced maxima, in the case of minerals and the rougher classes of goods, for quantities of 250 tons and 10 tons, which were taken as approximately representing train loads and truck loads respectively.(5) Terminals.-With regard to terminals, the Report pointed out that three courses were possible —(1) To authorise reasonable charges, without fixing any amount, and giving a right of appeal; (2) To fix an individual maximum at every station ; (3) To fix a uniform maximum based on a fair average. They explained that the uncertainty and litigation which the first course would entail, and the magnitude of the investigation involved in the second, led them to recommend the third course as being on the whole the fairest to both parties.(6) Service terminals were to be limited to loading, unloading, covering and uncovering,(d) while the station terminal was to cover both the accommodation provided at a terminal station, and all duties undertaken there by a Company as carriers before or after conveyance, for which no other provision was made.(e) Special Charges.—Special charges, to be reasonable in amount, and to be fixed in case of dispute by an arbitrator, were proposed for accommodation and services at private sidings, for collection and delivery, and for demurrage on trucks, weighing, and other special services.(f) (a) P. 9. (b) P. 13. (c) P. 12. (d) Cf. post, p. 31. (6) Cf. post, p. 30. (f) P. 13. CHAP. I.-INTRODUCTORY. 5 Perishables.-The evidence had shown that the practice largely prevailed of conveying milk, fish, and other perishables by passenger train, or by some other specially expeditious train service ; and the Board of Trade, therefore, recommended that, while the operation of the Schedules in other respects should be limited to traffic sent by goods trains, an exception should be made in the case of those perishables which formed articles of food ; and they proposed that it should be made obligatory on railway companies to afford reasonable facilities for the expeditious conveyance of such articles, and that separate scales of maxima should be fixed for the Service.(g) “Smalls.”—A large proportion of the objections of the traders to the Schedules proposed by the Railway Companies had reference to what are known as “Smalls,” i.e., consignments not exceeding (at that time) 500 lbs. in weight. It had always been recognised that the additional clerkage, porterage and supervision required by such consignments in proportion to their weight, the greater despatch which as a rule they required and received, as compared with traffic sent in larger quantities, and the extra cost involved in the conveyance of light loads, made the ordinary mileage maxima inapplicable to “Smalls.”(h) The practice of Parliament had been either to fix special maxima, varying according to weight, for consignments not exceeding 500 lbs., or to leave a Company at liberty to charge any reasonable sum for their carriage. In practice the charges for “Smalls” on most of the English Railways had been regulated by the tonnage rates, but a slight additional charge, varying in each case (1) according to the amount of the tonnage rate for the particular journey and class of goods, and (2) according to the weight of the consignment, had been made in accordance with a scale framed by the Railway Clearing House : thus, suppose the rate for the carriage of a ton of raw cotton for 100 miles, or of a ton of cotton goods for 50 miles, to have been 20s., the charge for 2 cwt. would in each case have been 2s. plus 5d., 5d. being according to the “Smalls Scale,” the additional charge for consign- ments of 2 cwt. when the tonnage rate was 20s. The Board of Trade recommended the adoption of a similar system in fixing the maxima for small consignments, viz., the addition of certain fixed sums to the authorised tonnage maxima, graduated according to the amount of the latter, but proposed that the limit for “Smalls” should be reduced (g) Pp. 14–15. (h) P. 15. 6 CHAP. I.-MAXIMUM RAILWAY RATES. from 500 lbs. to 3 cwt., the tonnage maxima being made applicable to consignments above the latter weight.(a) Animals.-In the case of animals, truck rates as well as head rates were proposed, and to prevent the temptation to the senders of live stock to overcrowd them, the Schedules fixed a number for each class of animals, which should be taken to represent a truck load.(b) Recommendations as to Classification.—Lastly, the Report dealt with the question of classification. (c) The Board of Trade proposed to retain the number, and (with a trifling difference) the names, of the classes in the Railway Clearing House Classification, but considerable alterations were made in the actual entries, both as regards the class in which particular articles were placed, and as regards the number of entries and minuteness of detail. (d) The Report explained the considerations by which they had been actuated in framing the Classification in the following words:— “In fixing the position of articles in particular classes, we have been mainly, but not wholly, guided by the Railway Clearing House Classification. We have also had regard to the following important principles: value (including damageability and risk), weight in proportion to bulk, facility for loading, mass of consignments, and necessity for handling.” Issue by the Board of Trade of Model Schedule and Classification.-In August, 1890, the Board of Trade issued to nine of the principal Railway Companies, a revised Classification and Schedule of Maxima drafted in accordance with the above Report. Seeing that in the case of each Company the revised Schedule clearly involved an immediate loss of revenue by the reduction of a large number of rates, and that it might easily prove impracticable to make good such loss by the raising of other rates, it was not a matter for surprise that the Board of Trade proposals were not accepted by any of the Companies. It became necessary, therefore, in accordance with the provisions of the Act of 1888, for the Revised Schedule to be embodied by the Board of Trade in Provisional Orders, making the Schedule to apply to these nine Companies, and Bills confirming (a) P. 15. (b) P. 16. (c) P. 17. (d) The eight classes in the Railway Clearing House Classification were Mineral A, Mineral B, Special, 1, 2, 3, 4 and 5; Class 5 being the highest. The Board of Trade proposed to substitute Class C for the Special Class, with the advantage of avoiding confusion between the “Special Class” and “Special Rates,” i.e., rates not regulated by Class. \ CHAP. I.--INTRODUCTORY. 7 the Provisional Orders were introduced into Parliament in the ensuing Session.(e) Confirmation Order Bills.-Petitions against these Bills were lodged both by the Railway Companies and by traders, and the Bills were referred to, and after a prolonged inquiry passed by, a Joint Committee of both Houses of Parliament, presided over by the Duke of Richmond. The Committee made a number of alterations in the Schedules, but the main features were preserved. The Board of Trade, while adhering to a uniform classification, had found it impossible to frame any scale of rates that should be applicable to all the Companies, or, in some instances, even to all the railways of a single Company. The proceedings before the Joint Committee did not result in greater uniformity in the Schedules, but though the nine Acts as passed contained a variety of scales of rates, the Classification and General Provisions remained the same in all. “Cumulative Scale.”—One of the principal amendments made by the Joint Committee in the Schedules as proposed by the Board of Trade was an alteration in the mode of graduating the maximum conveyance rates according to distance. The Board of Trade had adopted scales of simple graduation, with a provision against “over- lapping; ” that is to say, they fixed a certain maximum rate per mile for distances up to 20 miles, and lower rates successively for distances between 20 and 50 miles, between 50 and 100, and over 100 miles; and they provided that the maxima for distances over 20, 50, and 100 miles were not to be less than for 20, 50, and 100 miles respec- tively. This method, which the Board of Trade advocated on the score of its simplicity, was open to the objection that for a certain number of miles after each point of change the same maximum was maintained. The Joint Committee substituted scales based on a principle suggested by the Companies, and called “cumulative,” according to which the lower maxima were made applicable to the later stages of the transit only, with the logical superiority that, after the first point of change was reached, the rate per mile for the whole transit gradually diminished as the distance increased.(f) (e) As the result of further discussion many of the Schedules were modified between the time of their issue to the Railway Companies and the introduction of the Confirming Bills. (f) This method of calculation is believed to have been suggested by Mr. Henry Tennant, for many years the General Manager of the North Eastern Railway, who had employed it in fixing scales of actual rates on that railway. CHAP. I.-MAXIMUM RAILWAY RATES. The difference between the two systems of scale will be best seen by taking a concrete, instance. In the example given below the same points of change are taken, viz., 20 and 50 miles, and the same altera- tions in the amount of rate, viz., 4d., 3d., and 23d. :— Scale of simple Graduation. Cumulative Scale. For any distance not exceeding twenty miles, 4d. For any distance exceeding twenty miles, but not exceeding fifty miles, 3d S, 3d. For ; distance exceeding fifty miles, 2.5 & For the first twenty miles or any part of such distance, 4d. For the next thirty miles or any part of such distance, 3d. For ‘. remainder of the distance. 2°56. Distance. IO 15 20 22 24 26 28 30 35 40 45 50 55 60 70 80 90 100 Total Rate. S. d. I 8 3 4 5 O 6 8 6 8 6 8 6 8 7 O 7 6 8 9 I0 0 Il 3 I2 6 I2 6 I2 6 14 7 16 8 18 9 20 IO Rate per mile. d. 4 4 4 4 3:63 3-3 3.07 . 2.72 2.5 2.5 2-5 2.5 2°5 Total Rate. d. I 8 3 4 5 0 6 8 7 2 7 8 8 2 8 8 9 2 10 5 11 8 12 11 14 2 15 2. I6 3 18 4 20 5 22 6 24 7 Rate per mile. d. 4 4 3.99 3°83 3-76 3-71 3.66 3.59 3°50 3:42 3'40 3°31 3:25 3'14 3'06 3:00 2.95 Other Recommendations of Joint Committee,_Other alterations made by the Committee were the substitution in the Animal Class of Truck Rates, based on the size of the truck, instead of on the number CHAP. I.-INTRODUCTORY. 9 of animals; the striking out the rates for train loads and truck loads, and the insertion of a scale of charges for “returned empties,” the charges for which in the Board of Trade Schedule had been regulated according to the class of goods which had been carried in the cases when full. Alterations were also made in the amounts of the maxima in a number of instances, as well as in the Classification. The Work of Revision completed.—As soon as the sittings of the Joint Committee were concluded, and the nine several Acts confirming the Provisional Orders as amended had been passed under the title of the Railway Rates and Charges Order Confirmation Acts, the Board of Trade issued Schedules for the remaining Companies, based upon those of the nine Companies as enacted by Parliament. The same procedure was followed as in the preceding year, and in the Session of 1892 twenty-six more Confirming Acts were passed, and the work of the revision of the railway maxima was practically completed. The new charging powers of all the Railway Companies of the United Kingdom, with the exceptions referred to below, (a) are thus contained in thirty-five Acts, each of which confirms a Provisional Order embodying a Schedule applicable to one or more of those Companies. Coming into Effect of Railway Charges Acts.-The Revised Schedules of the Railway Companies came into operation on the 1st January, 1893. In the majority of cases this was only about six months after the Schedule had received Parliamentary sanction. If the new maxima had been so fixed as to cover the existing rates of the Companies, it would have been a comparatively simple matter to give practical effect to the statutory changes. No doubt there would have been some changes of rates, and some modifications in the conditions of carriage, for during the uncertainty that had prevailed ever since 1880 as to what the charging powers of Railway Com- panies were to be in the future, railway managers had refrained from dealing with many questions that called for settlement. But the (a) Since the end of 1892 three more Railway Rates and Charges Order Con- firmation Acts have been passed, and before or since that date a large number of special Acts, dealing with particular railways, have also been passed. Each of the three former Acts and many of the latter contain provisions applying to the Railway Companies named therein, the maximum rates and charges, classification, and conditions of one of the thirty-five Acts. It is believed that the Alphabetical List of Railway Companies affected by such provisions, printed in Appendix C., contains references to all such provisions now in force which have been passed up to the end of 1896. See post, pp. 104, 105 et seqq. 10 CHAP. I.-MAXIMUM RAILWAY RATES. great majority of the existing rates would have remained substantially intact, and although doubts might have been entertained as to whether the result of the revision had justified the expenditure of time and money incurred upon it, as well as the inconvenience involved in withdrawing the responsible officials of railway companies for many months at a time from the duties which ought to occupy their attention, still the main grievance of which traders had complained, viz., the uncertainty and complexity of the charging powers of the Companies, would have been removed. Parliament, however, urged both by traders and the Board of Trade, had thought fit to take a different course, and the Railway Companies after the revision found themselves in this position—that out of the millions of rates in their rate books, a considerable pro- portion would in a few months’ time be illegal. They had, therefore, to face the task of revising the whole of their rate books. Necessity for New Rate Books,—Only those who are thoroughly conversant with the English system of railway rates can realise the magnitude of the task thus imposed on the companies. Railway rates in this country have never been strictly based on mileage scales, but separate rates have been fixed for carriage from each station to all the stations to which traffic is there booked, which means between every pair of stations of any importance in the country.(a) Stated shortly the system is as follows:–Every station has a rate book or books containing the names of all the stations, foreign as well as local (i.e., on the railways of other companies as well as on the railway of the company owning the station where the rate books are kept) to which traffic is booked from that station. Opposite the names of these stations are entered the rates to each. As a rule the same rate is charged between the same two stations in either direction, and even where this is not the case, it is necessary as a matter of con- venience in checking and making out charges that every receiving station shall have a note of the rate as well as the forwarding station. Consequently, although the statutory obligation of publishing rates in rate books applies only to the forwarding station, in practice every rate is noted in the rate book at the receiving station as well. These are of two kinds : (1) Class Rates and (2) Special or Exceptional (a) Before the Select Committee of 1893 Lord Balfour of Burleigh gave instances of rates varying from 6d. to 1s. 8d. for 8 miles, from 1s. 6d. to 3s. 2d. for 21 miles, and from 18, 6d. to 4s. 6d. for 30 miles respectively : Minutes of Evidence (Ans. 951), p. 60. CHAP. I.-INTRODUCTORY. 11 Rates.(b) The Class Rates are the rates quoted for each of the Classes in the Railway Clearing House Classification, being the rates charged for any article in the absence of a Special Rate. A Special Rate is a rate, below the Class Rate, charged for the carriage of a particular article between two particular stations. The Special Rates have grown up gradually, having been fixed from time to time, usually at the request of a trader, in cases where it has been thought that, having regard to the volume of traffic and other circumstances, a reduction could properly be made in the Class Rate applicable to a particular article between particular stations. From this statement it will readily be understood how the entries in a rate book at a single large station are counted by thousands, and some idea may thus be obtained of the mere clerical work involved in supplying the thousands of Stations in Great Britain with new Rate Books.(c) But although the mere calculation of the new maxima between all the stations, and the entry of these in new rate books was a formidable task, considering the short time allowed, it was only a part, and by no means the most important part, of the work which every railway manager had to undertake ; for he had to see, not only that his new rates were legal, but that they were neither so high as to be oppressive to traders, nor so low as to unduly deprive the shareholders of the Company of revenue. Effect of Revision on Revenue of Companies.—The Board of Trade had intimated that in their opinion the Companies would not be able to recoup themselves for the whole of the loss involved in the compulsory reduction of some actual rates by raising others,(d) but, on the other hand, there had been a general disavowal on all sides of (b) These are exclusive of the rates for live stock, carriages, fish and other perishables, Small parcels, &c. (c) It must be remembered that the new statutory Classification was not identical with the Railway Clearing House Classification; therefore, in many cases the old Class rate was within the new maximum as regards some articles in the Class, and above it as regards others. The necessity for providing new rate books in consequence of the variations between the Revised Classification and that of the Railway Clearing House was pointed out by Sir Courtenay Boyle in his evidence before the Select Committee (Ans. 118). In point of fact, a large proportion of the complaints made by traders in the early part of 1893 had reference to changes in the Classification ; in many cases the description in the Railway Clearing House Classification, under which a trader's traffic had been charged prior to 1893, was not to be found in the Revised Classification, and it became a matter for consideration how far the entries in the Railway Clearing House Classification should be retained under the altered conditions. (d) See ante, p. 4. 12 CHAP. I.-MAXIMUM RAILWAY RATES. any intention or desire to injure railway shareholders, or to transfer part of the legitimate profits of those, whose capital had created the railway system, to the pockets of those who availed themselves of the conveniences which that system afforded. The endeavour of every railway manager, therefore, was to fix new rates, which, while not. pressing unduly upon any trade or any individual, should yield to the Company something like the revenue which the old rates had yielded, and one of the first matters of which he had to satisfy himself in connection with any change of rate was its effect upon the earnings of the company. This could only be ascertained by numerous and careful calculations, for which the time allowed by Parliament would not nearly have sufficed, even if the ordinary work of the Companies’ clerical staff could have been put on one side for the purpose. Difficulty with regard to Special Rates.—In these circumstances it is not surprising that the end of the year 1892 found the Com- panies unprepared with new sets of rates, which could permanently replace those they had hitherto been charging. The chief difficulty lay with the special rates. The Class rates, though not absolutely uniform, had always been fixed more or less on a mileage basis, and these, speaking generally, formed the standard of the new maxima. The new maxima might, therefore, very fairly take the place of the old Class rates, except in those cases where the rate was limited for practical purposes by special circumstances, such as the existence of a shorter railway route, or a competitive route by sea or inland navi- gation. But this left the problem of the special rates unsolved. Three things must be borne in mind with regard to the special rates. In the first place, where they would bear increasing, they would, in most cases, be the rates which could most properly be increased, looking at the relation between the amount of the rate and the cost of the service rendered. In the next place, many special rates were known or suspected to have outlived the conditions which brought them into existence; circumstances had changed and their paison d’être was gone. Thirdly, the necessity for special rates had in many cases been removed by an alteration in classification—that is to say, the article for which the special rate had been given, had been placed in the statutory Classification in a lower class than it had formerly stood in the Railway Clearing House Classification, and the latter had consequently been altered. Take, for example, the case of an article, formerly in Class 1 of the Railway Clearing House Classification, but placed in the Revised Classification in Class C. CHAP. I.-INTRODUCTORY. 13 Between certain stations the Class 1 rate may, prior to the revision, have been thought too high for this article, and a special rate may have been given for it. After the revision it would be placed in Class C in the Railway Clearing House Classification, and in the absence of a special rate, therefore, would be charged at the Class C rate, and the question would arise whether in these circumstances there was any need of a special rate. In judging of this a manager would naturally want to know the effect of the alteration of classifi- cation in those cases where no special rate had existed. Courses open to Railway Companies.-The above are illustra- tions of the problems which confronted railway managers. Practically two alternatives were open to them, viz., either to leave all the old special rates untouched, or to deal with as many as possible in the short time allowed, and abolish the remainder, leaving the articles to be charged at the Class rates until there was an opportunity of considering each case on its merits. Having regard to the difficulty and trouble involved in raising rates, as compared with reducing them,(a) and the inevitable uncertainty as to the effect of the changes of rates upon the Companies’ revenues, it is hardly to be wondered at that the Companies chose the easier alternative, and cancelled a large number of special rates, leaving the traffic, which had previously been carried under them, to be temporarily charged at the Class rates. What is, perhaps, more surprising was the omission on the part of the Companies to take adequate steps to explain to the public at large the provisional and temporary character of a large proportion of the new rates, an omission which led to a very wide-spread outcry from persons who found that the rates they had been in the habit of paying were increased. It is, perhaps, hardly necessary to add that those who had benefited by the revision did not proclaim their satisfaction in tones of equal emphasis. In a word, an Act, which had been passed on the plea of necessity for revision, was discussed as if its sole object had been reduction,(b) while in some quarters the legality of all the increased rates was challenged on the ground that they had not been advertised in (a) Since 1889 it had been impossible to increase any rate without advertise- ment in a newspaper and at the stations. See the Act of 1888, s. 33 (6), post, p. 93. (b) “Parliament never gave any instructions that ‘revision’ meant ‘reduc- tion.” It may have intended so, but it never said so.” Evidence of Sir Courtenay Boyle before the Select Committee of 1893, Minutes of Evidence (Ans. 17), p. 2. 14 CHAP. I.-MAXIMUM RAILWAY RATES. accordance with the Board of Trade Order, made in pursuance of sec- tion 33 (6) of the Act of 1888.(a) The Board of Trade had, in fact, suspended this Order at the time when the new rates came into force, in order to obviate the necessity for detailed publication of the increases.(b) Select Committee of 1893,-In May, 1893, a Select Committee of the House of Commons was appointed to “inquire into the manner in which the Railway Companies had exercised the powers conferred upon them by the Railway Rates and Charges Order Confirmation Acts, 1891 and 1892, and to consider whether it was desirable to adopt any other than the existing means of settling differences arising between the Companies and the public with respect to the rates and conditions of charge for the conveyance of goods.” That Committee, which was presided over by Mr. Shaw-Lefevre, after hearing evidence /from traders, railway managers, and others, presented a Report in December, 1893.(c) The Committee recommended that “some greater security should be provided against unreasonable increases of rates for the conveyance of goods within the maximum charges fixed by recent Acts, as the minimum of protection to which traders were entitled,” at the same time expressing the opinion that “the margin between the old actual rates and the present Parliamentary maxima was not given by Parliament in order that immediate advantage should be taken of it, or that the policy of recoupment should be carried out.” When, therefore, a trader complained that a rate was raised excessively or unreasonably, the Committee thought that, if the powers of the Board of Trade under the Conciliation Clause of the Act of 1888 failed to bring about an amicable settlement, the Railway Commission should be empowered to decide whether the increase was reasonable or not, and that such power should be retrospective, so as to meet those cases where rates were raised concurrently with the Revised Schedules coming into operation. A suspicion that the Committee had failed fully to appreciate the difficulty which the Companies had had to meet in the preceding year was not altogether dispelled by the admission in their Report that they felt it “difficult to understand the explanations afforded by the Railway Companies.” The Committee suggested that there (a) See this section, post, p. 93. (b) See Minutes of Evidence, p. 10. (c) Printed 14th December, 1893. CHAP. I.-INTRODUCTORY. 15 were two courses open to the Companies: “the one to send down to their station-masters the maximum rates, and to inform them that these rates were to be charged in the future, until a final determination should be arrived at ; the other to leave the actual rates as they were, except in those cases where the new maximum rates were less than the actual rates.” They went on to state that the Companies adopted the first of these courses, “with the material exception that no instructions appear to have been given by them to their station- masters that the rates thus included in the books supplied to them were in vast numbers of cases provisional only.” The reference to station-masters in connection with such duties would appear to assign to them work of a character which those officials, as they exist under English railway management, would be ill-qualified to perform ; while the second course suggested as being open to the Companies, although it might, perhaps, have been adopted in the case of special rates, was an impracticable one as regards the Class rates, if for no other reason, because of the differences between the Revised Classification and that of the Railway Clearing House.(d) That part of the Report, which dealt with the meaning and object of maximum rates, by recommending a fresh advance on the part of the State in placing restrictions on the freedom of railway manage- ment, certainly marked a new departure. There was nothing in any of the Railway Rates and Charges Order Confirmation Acts of 1891 and 1892, to indicate that the Companies were not to be at liberty to charge their new maxima ; on the contrary, the Schedules to those Acts, as well as the Act of 1888, which authorised the revision, expressly stated that the maxima fixed by those Acts should be “the rates and charges which the Railway Companies should be entitled to charge and make.”(e) It must be borne in mind that both the Board of Trade and the Joint Committee had deliberately refrained from receiving evidence as to what the cost of carriage amounted to, or how railway charges in this country compared with those on the continent or in America, and were practically without information on these points. With regard to recoupment the Committee seem to have assumed that the compulsory reductions in rates affected one set of traders, and the increases made by the Companies another Set, and that recoupment meant making A.’s traffic pay for the loss sustained on B.'s traffic. But in point of fact, in the great majority of cases, a (d) See note (c), ante, p. 11. (e) See Schedule to the North Eastern Railway Act, 1892, clause 4 Appendix C., post, p. 112 ; and Act of 1888, s. 24 (10), Appendix A., post, p. 91. 16 CHAP. I.-MAXIMUM RAILWAY RATES. trader found some rates increased and some reduced, and in these cases the action of Parliament might, perhaps not unfairly, be construed as indicating that for some articles and some distances a Company were charging a trader too much, while for other articles and other distances they were charging him less than they might fairly and properly charge. Traffic Act, 1894–The result of the Report of the Committee was that the Government introduced a Bill, which afterwards became the Railway and Canal Traffic Act, 1894. The most important provisions of that Act are fully discussed in Chapter III. It is sufficient here to mention that power is given to the Railway Commission (after a complaint has been made to, and con- sidered by, the Board of Trade under the Conciliation Clause of the Act of 1888) to hear and determine complaints with reference to any increase of rates made since 1892, and that, on the hearing of such complaints, it lies on the Company to prove that the increase is reasonable. So that the legislation of 1888–1892, presents this remarkable result, that Parliament, in 1892, after probably the most protracted enquiry ever held in connection with proposed legislation, decided that certain amounts were to be the charges which Railway Companies should for the future be entitled to make, and in 1894 apparently accepted the suggestion that many of the charges, sanctioned after so much deliberation, were unreasonable, and enacted that to entitle a Company to demand them, it should not (to quote the words of the Act) “be sufficient to show that the charge was within any limit fixed by an Act of Parliament, or by any Provisional Order confirmed by Act of Parliament.”(a) In order to protect the Companies against the Act being made a means of postponing payment of accounts properly due, payment of the rate in force before the increase complained of was made a condition precedent to the right to be heard on a complaint under the Act ;(b) and in the case of rates increased before the passing of the Act (25th August, 1894), in order to entitle a complainant to damages, the complaint to the Commissioners had to be made within six months after that date, power being given to the Board of Trade to extend such perod where complaint had been made to that body within the six months.(c) Complaints had been made from time to time of the cost of proceedings before the Railway Commissioners, and, in accordance (a) Act of 1894, S. 1 (1), post, p. 83. (5) Ibid., S. 1 (4), post, pp. 83–84. (c) Ibid., S. 1 (5), post, p. 84. CHAP. I.-INTRODUCTORY. 17 with a recommendation of the Committee, the Act provided that in any cases coming before them (except in disputes between Railway or Canal Companies) the Railway Commission should have no power to award costs, unless they'were of opinion that either the claim or defence had been frivolous and vexatious.(d) Lastly, power was given to the Commission to determine disputes with reference to claims for rebates on traffic dealt with at private sidings.(e) (d) Ibid., S. 2, post, p. 84. (e) Ibid., S. 4, post, p. 86; and see post, Chapter IV., pp. 76 et seqq. ( 18 ) CHAPTER II. RAILWAY RATES AND CHARGES ORDER CONFIRMATION ACTs, 1891 To 1896. Acts.-The new charging powers of the Railway Companies are contained in 35 Acts of Parliament, passed in 1891 and 1892, which are declared to be Public General Acts.(a) These Acts confirm 35 Provisional Orders, each of which contains a Schedule of Maximum Rates and Charges applicable to one or more Companies.(b) Since 1892 four more Acts have been passed. Three of these make one or other of the earlier Schedules apply to Railway Companies which were not dealt with in 1891 and 1892,(c) and the fourth transfers a Railway Company from the Act in which it was placed in 1892 to another Act.(d) Each Act consists of two sections: the first gives what is called in the marginal note the “Short Title “ of the Act,(b) and the other in terms confirms the Order, which is made a Schedule to the Act. Orders.-Each Order consists of four sections. The first gives the Short Title of the Order ; the second specifies the date on which the Order is to come into force ; the third provides that the Order is to be read subject to the Traffic Acts, and the fourth enacts that the maximum rates and charges, which the Railway Companies to which the Order is applicable shall be entitled to charge and make in respect of merchandise traffic on their railways, shall be those specified in the (a) Act of 1888, S. 24 (10), post, Appendix A., p. 91. (b) As the shortest of these “short titles” consists of at least a dozen words, the Author has ventured for the sake of brevity, and in contradistinction to the Canal Rates, Tolls, and Charges Order Confirmation Acts, to designate these Acts collectively as “The Railway Charges Acts.” The Act of the North Eastern Railway Company is printed as a specimen of these Acts in Appendix C., post, p. 112. A list of the Railways not included in the 35 Acts of 1891–92, is given in Appendix C., post, p. 105. The word “section” is generally used in this Chapter to indicate the numbered paragraphs of the Schedules to the Orders confirmed by the Railway Charges Acts, and those Schedules are referred to in this work as the “Railway Charges Schedules.” (c) These three Acts are specified in Appendix C., post, at p. 104; and a list of the Companies whose rates and charges have been affected by them, or by any Special Act, is given ibid., at p. 105. (d) See the Mersey Railway Act, 1894, Appendix C., post, p. 104. CHAP. II.-RAILWAY CHARGES ACTS. 19 Schedule annexed to the Order, and shall be subject to the classification, regulations, and provisions set forth in such Schedule. Schedules.-Each Schedule consists of (1) A Classification of Goods and Minerals; (2) Maximum Rates and Charges divided into six Parts ; (3) General Conditions, under which the maximum rates and charges can be made.(e) The Classification is identical in all the Schedules; so are most of the General Conditions, and some of the Maximum Rates and Charges. Others of the maxima are common to the great majority of the companies, or common to all companies in England, while many are special to the particular companies included in a single Provisional Order or to a single one of such companies. Analysis of Acts and Schedules.—The 35 Acts and Schedules are admirably collated in an Analysis prepared by the Board of Trade.(f) This Analysis is arranged as follows:– At pages [3–5], is given a list of the 35 Railway Charges Acts, 1891–92, in the order in which they appear on the Statute Book. At pages [6–20], there is (1) in the first column, an alphabetical list of the names of almost all the railways in (i.) England and Wales, (ii.) Scotland, and (iii.) Ireland ; while in separate columns are shown (2) what Act deals with the particular railway specified in the first column; (3) at what page in the Analysis are to be found any variations from the general conditions which apply to the particular railway ; (4) at what pages are to be found the maxima applicable to each railway. At pages [21–46], is printed the Classification, class by class, just as it appears in each of the Railway Charges Acts.(g) At pages [47—101], there follows the Classification arranged in alphabetical order. As the number of railways affected by the 35 Schedules is 331, and the entries in the Classification are over 2,400, it will readily be seen that the labour of ascertaining the maximum applicable to a particular article on a particular line of railway would be very considerable without the aid of alphabetical lists such as those contained in this Analysis. (e) This seems to be the most convenient order in which to consider the divisions of the Schedules, but in the Schedules, the order is (1) General Conditions; (2) Maxima; (3) Classification. (f) “An Analysis of the Railway Rates and Charges Order Confirmation Acts, 1891 and 1892,” printed (with red edges), post. (g) As to Classification, see also post, p. 21. C 2 20 CHAP. II.-RAILWAY CHARGES ACTS. Next come, at pages [102—109], the General Conditions under which the maximum rates and charges can be made. Such of these general conditions, as vary in some of the Acts from the common form, are marked with an asterisk; and the corresponding conditions in these Acts are printed at pages [109–112]. Pages [113–130] contain the Special Conditions, i.e., conditions relating to the calculation of the maxima on particular railways or under particular Acts. These are set out in the order of the Acts, as shown in the list on pages [3–5]. We then come to the Maximum Rates and Charges themselves, which are divided into five Parts. Part I. applies to Goods and Minerals, and as the Scale of Terminals for Goods and Minerals is (with a single exception)(a) common to all railways, while the conveyance rates vary very considerably, the Terminals are set out first : p. [131I]. Next come the Scales of Maximum Rates of Conveyance for Goods and Minerals, set out in the order of the Acts, with a statement showing to what railways each scale is applicable : pp. [132–195]. Then follow the other five Parts of the Maximum Rates and Charges, viz.:- Part II.-Animals : pp. [196—198]. Part III.--Carriages: p. [199]. P Part IV.-Exceptional Class: p. [200]. Part W.-Perishable Merchandise by Passenger Train : pp. [201—202]. Part VI.--Small Parcels by Merchandise Train: pp. [203— 204]. Lastly, as Appendices to the Special Conditions, certain sections of Special Acts of Railway Companies, the provisions of which are expressly preserved by the Railway Charges Acts, but which are only referred to in the Railway Charges Acts themselves, are printed in eatenso : pp. [205–232]. Thus, by means of this Analysis, it is possible to ascertain the maximum rate of charge which is authorised for the carriage of any article over any portion of railway, and as railway companies are obliged to publish in their Station Rate Books the distances between all stations between which traffic is booked by them, the legality of (a) See post, p. 30, note (a). CHAP. II.-RAILWAY CHARGES ACTS, 21 any particular charge can be readily tested, except as regards those items of charge for which, as we shall see,(b) no fixed maximum has been prescribed, e.g., collection or delivery. It is now proposed to explain briefly those provisions in the Railway Charges Acts, which are common to all, or almost all, railway companies :— 1. CLASSIFICATION. Classification of Goods and Minerals.—The Classification is described in the Schedules(c) as a “Classification of Merchandise Traffic,” a somewhat misleading phrase, since “merchandise” is defined in the Schedules (and also in the Act of 1888) as including “goods, cattle, live stock and animals of all descriptions,”(d) whereas the Classification comprises only goods and minerals—animals, as well as carriages, being dealt with outside the Classification and made the subject of special maxima. The Classification consists of eight Classes : viz., A, B, C, 1, 2, 3, 4, and 5, A being the lowest class and 5 the highest.(e) Many articles appear in more than one class according to the use intended to be made of them, the mode of packing adopted, the weight or quantity sent, &c., the letters “e. o. h. p.” (“except otherwise herein provided ‘’) being used to cover cases not specifically enumerated. Thus “Butter in casks, &c.,” is in Class 2; “Butter in crocks in wood, &c.,” in Class 3; “Butter in hampers, &c.,” in Class 4 ; and “Butter in crocks, e. o. h.p.” (i.e., in crocks other than those to which Class 3 is applicable) is in Class 5. “Bones, calcined, or for size or for manure * are in Class C ; “Bones packed ” are in Class 1 ; and “Bones, e. o. h. p.” (i.e., falling within none of the above categories) are in Class 2. “Sulphate of Copper,” when sent for export and in 10 ton lots, is in Class C, but when sent otherwise than for export or in lots of less than 10 tons, a Company is entitled to charge the maxima applicable to Class 1. The lower classes mainly consist of articles usually sent in consider- able quantities; accordingly, the maximum rates for Classes A and B are applicable only to consignments of four tons and upwards, and (b) Post, pp. 37 et seqq. (c) See Board of Trade Analysis, p. [21]. (d) See Railway Charges Schedules, s. 26, Board of Trade Analysis, p. [108); and Act of 1888, s. 55, post, p. 94. (e) Cf. Chapter I., ante, p. 6, note (d). 22 * CHAP. II.-RAILWAY CHARGES ACTS. those for Class C to consignments of two tons and upwards, and the Classification provides, with regard to articles in Classes A or B, that if the consignment is less than four tons, the conveyance rates for the class next above (i.e., Class B or Class C, as the case may be) shall be chargeable, or if less than two tons, those for the class next above that. Similarly it is provided that if merchandise in Class C is sent in quantities of less than two tons, the Company may charge the conveyance rates for Class 1. It is to be observed that these pro- visions only apply to the maximum rates for conveyance, and not to terminals. In each case there is a proviso that the charge for a small consignment is not to exceed the amount chargeable for a full consignment of four or two tons, as the case may be.(a) Unenumerated Articles.—The Act of 1888 reserves no power of amending the revised Classification, except by the addition of unenumerated articles; and with regard to them power is given to the Board of Trade to fix their place in the classification, upon the application either of a Railway Company, or (after notice to the Company whose schedule it is proposed to amend) of a member of the public.(b) The Schedules provide that until such addition is made, an article not specified in the Classification shall be treated as being in Class 3.0C) An obligation is imposed upon companies to keep copies of their Classification and Schedules of Maxima for sale to the public.(d) ll. MAXIMUM RATES AND CHARGES. Implied Repeal of Charging Powers.--It is noticeable that neither the Act of 1888, nor the Railway Charges Acts, in terms repeal previously existing charging powers, but the Act of 1888 provides that the rates and charges mentioned in a Provisional Order, as confirmed by Act of Parliament, shall “from and after the Act coming into operation be the rates and charges which the railway company shall be entitled to charge and make,”(e) and, as we have (a) As to consignments containing articles in different classes, see post, p. 37. (b) Act of 1888, s. 24 (11), Appendix A., post, p. 91. For the only addition yet made to the Classification, see post, p. 103. º * Railway Charges Schedules, s. 20, Board of Trade Analysis, p. [106]. (d) Act of 1888, s. 33 (2), Appendix A., post, p. 93. (e) Act of 1888, s. 24 (10), Appendix A., post, p. 91. CHAP. II.-RAILWAY CHARGES ACTS. 23 seen,(f) this provision is in terms repeated in each of the Railway Charges Acts.(g) It must be remembered that the revision did not extend to tolls, and that, therefore, it is still open to a Railway Company to charge the tolls authorised by its Special Acts in those exceptional circum- stances to which tolls are applicable.(h) Further, it is expressly provided that the Schedules shall not (except as regards certain kinds of perishable merchandise)(i) apply to conveyance by passenger train.(k) It is obvious, therefore, that there remain to a company charging powers with reference to merchandise conveyed on its railway outside those specified in its Schedule ; and the effect of the Railway Charges Acts and Schedules seems to be to repeal by implication the charging powers contained in the Special Acts of the companies so far only as these have reference to services and circum- stances covered by the Schedules. A railway company, like any other trading body, has a general right, apart from express statutory authority, to make contracts with reference to matters connected with its ordinary business, and in many cases a contract on the part of a trader to pay for services rendered may be implied.() The Railway Charges Acts confer upon every railway company express power to charge “such reasonable sum as the Company may think fit” for “any accommodation or services provided or rendered by the Company within the scope of their under- taking by the desire of a trader and in respect of which no provisions are made * by the Schedules.(m) New Maxima.-The new Maximum Rates and Charges are of three kinds ; and it is proposed to consider each of these in turn. 1. Rates for Conveyance, including charges for trucks: pp. 24– 29, 33–37. 2. Terminals: pp. 29–32, 33–37. 3. Charges other than Rates and Terminals: pp. 37–43. (f) Ante, pp. 15, 18–19. (g) In these Acts are added the words “on the railways of the said companies,” i.e., the companies to which the particular Order applies. These words are no doubt inserted to meet the case of a company conveying over the railway of another company, in which case the charging powers of the latter company are applicable. See post, p. 48. (h) See “Butterworth on Railway RatesandTraffic”(2ndedit.), Chap. II., sect. II. (i) For the Regulations applicable to such perishable merchandise, see Part V., Board of Trade Analysis, p. [201]. (k) Railway Charges Schedules, s. 27, Board of Trade Analysis, p. [109]; and see post, p. 48. (l) See “Butterworth on Railway Rates and Traffic” (2nd edit.), pp. 83, 84. (m) Railway Charges Schedules, Part IV., Board of Trade Analysis, p. [200]. 24 CHAP. II.-RAILWAY CHARGES ACTS. 1. MAXIMUM RATES FOR CONVEYANCE. The Maximum Rate for Conveyance is defined as “the maximum rate which the company may charge for the conveyance of mer- chandise(a) by merchandise train,” and (subject to exceptions to be hereinafter noticed)(b) “includes the provision of locomotive power and trucks by the company, and every other expense incidental to such conveyance ’’ not otherwise provided for in the Schedule.(c) Meaning of “Conveyance.”—The phraseology of this definition follows that of the old Special Acts of the Railway Companies, and the Schedules contain no definition of the term “conveyance.” It is an accepted canon of construction that, when a phrase in an earlier Act of Parliament has received judicial interpretation, Parliament is to be taken to have been cognisant of the fact, and if it uses the same phrase in any later Act relating to the same subject, to have used it in the sense already attributed to it by the Courts.(d) The term “con- veyance,” therefore, must be read in the limited sense attributed to it in Hall's Case(e) and Sowerby's Case, (f) viz., as covering only those services which are “capable of being measured by reference to the dis- tance travelled ;”(e) in other words, the provision of line, trucks, and locomotive power, not for the purpose of being let out on hire to a third party, but for the purpose of being worked by the Company.(g) The precise meaning of the word “conveyance” is of less importance now than it was formerly, on account of the wide definition of “station terminal,” including, as it does, the charge for any duties, not otherwise expressly provided for, undertaken at a terminal station by a Company, as carriers, before or after convey- ance.(h) For example, it used to be questioned to what extent “shunting” and “marshalling” were part of conveyance, or were services of a carrier.(?) There is nothing in the Schedules to throw (a) For definition of “merchandise,” see ante, p. 21. (b) Post, pp. 27–28. (c) Railway Charges Schedules, s. 2, Board of Trade Analysis, p. [102]. (d) See Maxwell on Interpretation of Statutes (3rd edit.), pp. 46, 50. (e) [1885], 15 Q. B. D. 501, per WILLs, J., at p. 540. (f) [1891), 7 R. & C. T. C. 156. (g) Pidcock's Case (No. 2) [1896), reported in Appendix B., post, p. 99. (h) Railway Charges Schedules, s. 3, Board of Trade Analysis, p. [103]. (i) The former Railway Commissioners, in several cases before the decision of the Queen's Bench Division in Hall's Case, refused to allow any terminal charge for marshalling or shunting. See “Butterworth on Railway Rates and Traffic" (2nd edit.), p. 82. CHAP. II. —RAILWAY CHARGES ACTS. 25 light on this question, but such services, when performed at a terminal station, if not part of conveyance, must be part of the station terminal ; while if they are performed in the course of transit, it can hardly be questioned that they are incidental to conveyance. It is clear, therefore, that they are covered by the one maximum or the other. The question, however, as to the meaning of the word “convey- ance” still affects the calculation of the distance for which the conveyance rate is chargeable. It is provided that in calculating distances for the purpose of conveyance rates, any portion of the railway which may, in respect of the particular traffic in question, be the subject of a charge for station terminal, is to be excluded.(k) As the charge for “station terminal” is limited, in respect of accommo- dation, to that provided by a Company at a terminal station “for or in dealing with merchandise, as carriers thereof, before or after convey- ance,”(l) the question whether sidings used for shunting and marshalling are to be excluded from the calculation of distance turns upon whether the services of shunting and marshalling are on the one hand incidental to conveyance, or on the other hand are duties undertaken by a railway company as carriers of traffic before or after conveyance. The meaning of “conveyance” has importance also in the case of traffic to or from a private siding, because a station terminal sub eo nomine is not chargeable in such cases, and the power to charge for special services in connection with traffic at private sidings (which, as we shall see, takes to some extent the place of a station terminal) is limited to services outside those which are included in or incidental to conveyance.(m) In a case where a claim was successfully made by a Company for a charge in addition to the conveyance rate for shunting trucks across their station yard to a private siding, the Court held that the conveyance rate included “any work which is incidental to conveyance and for the performance of which it is reasonable to use the train engine—as, for example, when at a junction with the main lines of either a station siding or a private siding, the train has to pick up or throw off trucks, the work of hauling or shunting the trucks over the points at the junction and over so much (k) Railway Charges Schedules, s. 10, Board of Trade Analysis, p. [105]. (l) Ibid., s. 3, Board of Trade Analysis, p. [103). (m) See post, pp. 38–39. 26 CHAP. II.-RAILWAY CHARGES ACTS. of the siding as the keeping of the main line clear of obstruction may require.”(a) Scales of Maximum Rates.—The conveyance maxima are almost without exception(b) mileage rates (i.e., so much per mile), the unit of charge (e.g., per ton, per head, per truck, &c.), and the rate per mile varying according to the description of traffic. The maxima are in pence, calculated to two places of decimals, and they diminish as the distance increases according to what are termed “Cumulative Scales,” the principle of which has already been explained.(c) The effect of these scales is to give, for journeys on the railway of a single Company of more than a certain initial distance (generally 20 miles), a rate per mile diminishing constantly as the distance increases. The result is different when traffic passes over the railways of more than one Company, because in such cases the maximum rate applicable to each railway has to be calculated separately, as if the distance travelled on each railway formed a separate journey. Thus, if on a journey of 30 miles traffic passed over the railways of three companies for a distance of 10 miles on each, the maximum for each 10 miles would have to be calculated at the initial (i.e., the highest) rate.(d) Minimum Charges for Short Distances.—Most of the old Acts contained a clause, known as the Short Distance Clause, authorising rates to be charged as for the minimum distance. A similar clause is contained in the Railway Charges Schedules,(e) the distance being fixed at three, four and a-half, and six miles, according to whether two station terminals, or one, or none are chargeable ; and a proviso enacts that, where traffic is conveyed by a company partly on its own railway and partly on that of another company, the two railways shall for the purpose of reckoning the “short distance” be considered as (a) Pidcock's Case (No. 2) [1896, reported in Appendix B., post, p. 99; and see post, p. 39. (b) The milk rates are an exception; see Part V. of Railway Charges Schedules, Board of Trade Analysis, p. [201]. (c) Ante, pp. 7–8. (d) To prevent a similar result in cases where different scales of rates are applicable to different portions of the same company's" railway, many of the schedules contain the following clause:– “Where the distance over which merchandise is conveyed consists in part of a line or lines of the company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance.” See e.g., Schedule of the S. E. Ry. Co., Board of Trade Analysis, p. [113]; and ºf ibid., p. [114]. (e) Section 11, Board of Trade Analysis, p. [105]. CHAP. II.-RAILWAY CHARGES ACTS. 27 one railway. It is to be noticed that the effect of the proviso is limited to cases where one company runs over the railway of another company; if, instead of that, the traffic is handed over by the one company to the other at the junction between their railways, the distance on each line must, for the purpose of this clause, be separately calculated, and the traffic may be liable to two “short distance” charges.(f) It is not clear whether in such cases a “short distance” charge can be made, if the sum of the distances on the railways of the two companies exceeds the short distance minimum. The words of this section of the Schedule are :—“Where merchandise is conveyed for an entire distance which does not exceed in the case of merchandise in respect of which a station terminal is chargeable at each end of the transit three miles, or in the case of merchandise in respect of which a station terminal is chargeable at one end of the transit four and a-half miles, or in the case of merchandise in respect of which no station terminal is chargeable six miles, the company may make the charges for conveyance authorised by this Schedule as for three miles, four and a-half miles, and six miles respectively. Provided that where merchandise is conveyed by the company partly on the railway, and partly on the railway of any other company the railway and the railway of such other company shall for the purpose of reckoning such short distance be considered as one railway.”(g) Now the word “entire * may be read as indicating that the distance to be looked at is the whole length of transit by railway. On the other hand it seems reasonable to assume that the “conveyance” referred to is conveyance by the Company to which the Schedule applies, and the fact that another Company is about to convey the goods, or has previously conveyed them, for a considerable distance appears to afford no reason for depriving the former Company of a reason- able minimum charge if the distance for which it conveys them is insignificant. Trucks,—On many railways the practice largely prevails for minerals (particularly coal) to be carried in trucks belonging to, or provided by, the trader. In recognition of this practice the Schedules of most of the English Companies exclude the provision of trucks from the services included in the conveyance rate for Class A,(h) and expressly exempt the Companies from the obligation of providing (f) As to distances on different railways being reckoned continuously, see Railways Clauses Act, 1845, s. 91, and Regulation of Railways Act, 1868, s. 18. (g) Railway Charges Schedules, s. 11, Board of Trade Analysis, p. [105]. (h) Railway Charges Schedules, s. 2 (a), Board of Trade Analysis, p. [102]. 28 CHAP. II.-RAILWAY CHARGES ACTS. trucks for traffic in that Class.(a) At the same time the Schedules provide a scale of maximum charges for the use of the Company’s trucks where such traffic is carried in them.(b) To meet the case of other traffic being carried in owner's trucks (i.e., traffic the conveyance rate for which includes the provision of trucks), it is enacted that, where a Company does not provide trucks for traffic, other than traffic in Class A, the rate authorised for conveyance shall be reduced (1) when the distance exceeds fifty miles, by an amount equal to the charge authorised to be made by the Company for trucks for traffic in Class A. for such distance under the above-mentioned scale ; and (2) when the distance does not exceed fifty miles, by a sum to be determined in case of difference by an arbitrator to be appointed by the Board of Trade.(c) In the Schedules of the North Eastern Company and the Scottish Companies the maximum rate in all the Classes includes the pro- vision of trucks, and the reduction, where the Company do not provide the trucks, is in all cases to be determined, in the event of difference, by an arbitrator.(d) It is to be observed that the reduction provided for in case of the non-supply of trucks by the Company is a reduction of “the rate authorised for conveyance.” It has been held by the Railway Com- missioners in Scotland that this has not the effect of limiting the provision to cases where the Company is charging its maximum rate.(e) It is apprehended, however, that the rate which has to be reduced is the maximum rate, that being the rate authorised, as distinguished from the rate charged.(f) Apart from the fact that (a) Section 2(a), ubi supra. This exemption is also extended to certain specified articles in Class B, likely to cause damage to trucks, but in the case of these articles, if the company do not provide the trucks, the maximum conveyance rate is subject to reduction as explained in the text. (b) Ibid. S. 9, Board of Trade Analysis, p. [105]. (c) Ibid. s. 2 (b), Board of Trade Analysis, p. [102]. (d) Ibid. S. 2, Board of Trade Analysis, p. [109]. (e) Cowdenbeath Coal Company, d.c., v. North British, &c., Railway Cos. [1894, 8 R. & C. T. C. 251. (f) The report is not clear upon this point, and the head note contains no reference to it. The judgment with regard to it merely overrules the preliminary objection raised on behalf of the Company, which appears from the judgment to have been that no question could be submitted for arbitration under the section unless the Company was charging the maximum rate, and the trader was dissatisfied with the allowance made by the Company from that maximum rate. The reduc- tions, however, which were fixed by the Court, were reductions varying with, and made from, the rates actually charged by the Company when the traffic was conveyed in their own trucks. CHAP. II.-RAILWAY CHARGES ACTS. 29 any other construction of the section would attach a new meaning to the word “authorised,” other sections show that that word is used by the framers of the Railway Charges Acts as equivalent to “maximum,” i.e., authorised by the Legislature. Thus, the maxima prescribed in Parts W. and VI. are spoken of as “the rates and charges authorised in respect of” the services referred to in those Parts of the Schedule. Moreover, it must be borne in mind that the Railway Charges Acts throughout deal, not with the amounts actually charged, but with the amounts which a Company is authorised to charge.(g) The question whether the amount of the reduction from the authorised rate (or wagon-rebate, as it is usually called) ought to depend on the cost incurred by the trader in supplying the trucks, or on the amount saved to the Company by his doing so, was not clearly determined in the case just cited. The two amounts are not neces- sarily the same, but it would appear that the Court thought that in that case there was no substantial difference between the two.(h) Questions as to the haulage of empty trucks and new trucks, and the right of a trader to insist on supplying trucks for the conveyance of goods are dealt with hereafter.(?) 2. MAXIMUM TERMINALS. Scale of Terminals.-The terminals, like the conveyance rates, are fixed maxima, the unit of charge and the amount varying according to the description of traffic. They are divided into (1) Maximum Station Terminals and (2) Maximum Service Terminals. (g) This view of the section (section 2, Board of Trade Analysis, p. [109]) is strengthened by a comparison with the corresponding section (section 2, Board of Trade Analysis, p. [102]), which, as above mentioned, occurs in the Acts of the majority of the English companies. In the last-mentioned section the “charge authorised" for trucks is, as we have seen, made the measure of the wagon allowance in certain cases, and the word “authorised” seems here to be clearly used as equivalent to maximum, the reference being to the charges “authorised” by section 9. (h) “The mode to be adopted is to ascertain what the wagons cost the trader and therefore what is saved to the railway company by their use :” per Lord TRAYNER, 8 R. & C. T. C., at p. 259. “This (viz., 8l. a year) is what wagons cost on simple hire, and it does not differ much, I think, from what is saved to a railway company :” per Sir F. PEEL, ibid., at p. 267. “If the Company is able and willing to relieve the coal owners of the burden of providing wagons, I think that the measure of the allowance to those traders who still prefer to retain their own wagons should be the amount thereby saved to the Railway Company:” per Lord CoBHAM, ibid., at p. 269. (i) See post, pp. 46–48. 30 CHAP. II.-RAILWAY CHARGES ACTS, The following scale for goods and minerals is, with a single exception, applicable to all stations on all railways :—(a) MAXIMUM TERMINALS. In respect of Service Terminals. Merchanºise Station , tºº. º Loading. Unloading. Covering. Uncovering. tioned Classes. Per ton, Per ton, Per ton. Per ton. Per ton. S. d. S. d. S. d. S. d. S. d. A O 3 B O 6 C 1 O O 3 O 3 O 1 O I l I 6 O 5 O 5 O 1:50 O I'50 2 I 6 O 8 O 8 O 2 O 2 3 I 6 I O I O O 2 O 2 4 I 6 I 4 I 4 O 3 O 3 5 I 6 1 8 1 8 O 4 O 4 (1.) Station Terminals. The Maximum Station Terminal is defined as “the maximum charge which the Company may make to a trader for the use of the accommodation (exclusive of coal drops)(b) provided, and for the duties undertaken by the Company for which no other provision is made in this Schedule, at the terminal station for or in dealing with merchandise, as carriers thereof, before or after conveyance.”(c) “Terminal Station,” according to the definition, means :— “A station or place upon the railway at which a consignment of merchandise is loaded or unloaded before or after conveyance on the railway, but does not include any station or junction at which the merchandise in respect of which any terminal is charged has been exchanged with, handed over to, or received from any other railway company, or a junction between the railway and a siding let by or (a) Railway Charges Schedules, Board of Trade Analysis, p. [131]. Certain lines of the North British and Caledonian Companies between Edinburgh and Glasgow have a different scale : see ibid. (b) As to coal drops, see Railway Charges Schedules, s. 5 (vi.), Board of Trade Analysis, p. [104]; and post, p. 42. (c) Railway Charges Schedules, s. 3, Board of Trade Analysis, p. [103]. \ CHAP. II.-RAILWAY OHARGES ACTS. 31 not belonging to the Company,(d) or in respect of merchandise passing to or from such siding, any station with which such siding may be connected, or any dock or shipping place the charges for the use of which are regulated by Act of Parliament.”(e) It follows from this definition that no consignment of traffic can be liable to be charged more than two station terminals, one in respect of the station of origin (or sending station), and the other in respect of the station of destination (or receiving station). We have already seen that any portion of railway, which may be the subject of a charge for station terminal, is to be excluded in calculating the distance for which the conveyance rate is chargeable.(f) (2.) Service Terminals. The Maximum Service Terminals are the maximum charges which the Company may make to a trader for the following services, viz., loading, unloading, covering and uncovering merchandise, and include all charges for the provision by the Company of labour, machinery, plant, stores, and sheets in connection with such services.(g) Rebate.-A service terminal can only be charged when the particular service (e.g., loading, unloading, &c.) is rendered by the company. Where, therefore, a trader loads or unloads for himself, no service terminal is chargeable for the service of loading or unloading, as the case may be. It does not necessarily follow, however, that, in such a case the trader is entitled to a deduction from the actual rate equal to the maximum service terminal, for it may be that the actual rate is less than the Company are entitled to charge, and includes no charge for the particular service or a charge less than the maximum—what does follow is, that the Company’s maximum (i.e., the aggregate sum which they can charge for conveyance and terminals) is reduced by the amount of the maximum service terminal authorised in respect of the service which the trader has performed for himself.(h) Moreover, in a large number of cases, a Company can insist on loading and unloading themselves the traffic conveyed by them, and (d) As to what is “a siding not belonging to the Company,” see Pidcock's Case (No. 1) (1895), 9 R. & C. T. C. 45. x4 (e) Railway Charges Schedules, s. 26, Board of Trade Analysis, p. [108]. (f) Ante, p. 25, and Railway Charges Schedules, S. 10, Board of Trade Analysis, p [105]. (g) Railway Charges Schedules, S. 4, Board of Trade Analysis, p. [103]. (h) As to rebate, see “Butterworth on Railway Rates and Traffic” (2nd edit.), Chap. VI., sect V., pp. 190 et seqq., and the passage cited therefrom post, pp. 76–77. 32 CHAP. II.-RAILWAY CHARGES ACTS. so earning the charge for those services ; for a trader has no right by statute, or at common law, to make use of the premises of a railway company for the purpose of loading or unloading his traffic. The Schedules, however, though they do not confer on traders any right of entry on railway yards or stations, recognize to some extent the reasonableness of a trader claiming to perform certain terminal services for himself, where his traffic is conveyed in a truck by itself and is not loaded or unloaded (as the case may be) in a shed or building of the Company. In such cases it is provided that if the trader has requested the company to allow him to perform any of the services for which a service terminal is authorised, (i.e., loading, unloading, covering, or uncovering) and the company have unreason- ably refused to allow him to do so, the Company, though they may have performed the service, shall have no power to charge any service terminal for its performance.(a) Any dispute under this provision is to be determined by the Board of Trade.(a) Although service terminals are not limited to services performed at a terminal station (e.g., the traffic may be loaded or unloaded at a private siding), it seems clear that they can only be charged for services performed at the beginning and end of the transit—that is, the journey for which the traffic is booked—and do not extend to loading or unloading in the course of transit — for instance, to transhipment at a junction between two railways of traffic which has been booked “through.”(b) In other words, the loading for which a service terminal is authorised is the first loading, and the unloading is the final unloading. Covering and Uncovering.—The service of “covering” seems to mean covering goods in a truck with a sheet or other cover ; it is noticeable that, though this service includes the provision of the cover, the charge authorised for it is only the same as for “uncover- 25 ing.” Covering and uncovering are not specified in the scales of maximum service terminals, except in Part I., (Goods and Minerals) and in Part I. no amount is fixed for those services, or for loading or unloading in Classes A. and B.(c) (a) Railway Charges Schedules, proviso to section 4, Board of Trade Analysis, p. [103]. (b) As to charges for transhipment when there is a change of gauge, see post, p. 43. (c) See Board of Trade Analysis, p. [131]. As to charges for loading, &c., traffic in classes A or B, see Railway Charges Schedules, s. 5 (v.), Board of Trade Analysis, p. [104). CHAP. II.-RAILWAY CHARGES ACTS, 33 In all the Schedules the maximum conveyance rates and maximum terminals are divided into six parts, applicable to different kinds of traffic, viz.:- Part I.-Goods and Minerals. Part II.-Animals. Part III.-Carriages. Part IV.-Exceptional Class. Part W.-Perishable Merchandise by Passenger Train. Part VI.--Small Parcels by Merchandise Train. PART I.—GooDS AND MINERALs.(d) The conveyance rates in Part I. are tonnage mileage rates (i.e., rates per ton per mile), with different amounts for each of the eight classes of the Classification. The scales in the different Schedules vary considerably for the lower classes, and many of the companies have varying scales applicable to different portions of their railway. As we have seen, the scale of maximum terminals is, with a single exception, the same for all railways. (e) PART II.-ANIMALs.(f) Conveyance Rates.—The rates in this Part are of two kinds (1) Head Rates; (2) Truck Rates. The head rates vary according to the class of animal, but the truck rates (which do not apply to horses or other beasts of draught or burden) vary according to the size of the truck (Small, medium and large) without regard to the class of animal carried.(f) Terminals.-The terminals, like the conveyance rates, are fixed both per head and per truck, and it is provided that the terminals on animals charged at a head rate, and carried in one truck, are not to exceed the terminals authorised for the truck-load. In addition to the terminals the Schedules authorise a charge of one shilling per truck when cattle trucks are cleansed by a company in conformity with authorised regulations.(f) Truck Rates.—Truck rates (i.e., the maxima calculated per truck) are chargeable “for each truck containing any consignment by the same person of such number of oxen, &c., as may reasonably be (d) The scales of Maximum Rates for Conveyance of Goods and Minerals will be found in the Board of Trade Analysis, at pp. [132–195]. (e) Ibid., p. [131]; see ante, p. 30. (f) Railway Charges Schedules, Board of Trade Analysis, pp. [196–8]. D 34 CHAP. II.-RAILWAY CHARGES ACTS. carried in a truck of 133 feet” (or 15% feet, or 18 feet, as the case may be), “in length inside measurement.”(a) It is to be observed that the amount of the charge depends on the size, not of the truck used, but of the truck necessary to contain the consignment ; it seems clear, therefore, that for a small consignment carried in a large or medium truck, a company’s power of charge is limited to the small truck maximum. It is less clear what a company is entitled to charge for a consign- ment, capable of being carried in a large truck, but actually carried in two smaller ones. On the one hand, no obligation is imposed upon a company to provide trucks of any particular size ; and if the framers of the Schedule had intended that the charge should be limited by the number of animals, or the superficial area occupied by them, it would have been easy to say so. (b) On the other hand, it can hardly have been intended that a company should be at liberty to increase their power of charge by arbitrarily insisting on carrying in two trucks a consignment which they were in a position to carry in a single truck of a larger size. The question seems to turn on the obligation to provide for a particular consignment the trucks which will most conveniently accommodate it. Some companies have not trucks of three sizes, and even in the case of those that have, it would be obviously unreasonable to expect them to have trucks of three sizes ready at all stations and on all occasions to meet the varying sizes of pos- sible consignments. It seems impossible to lay down any hard and fast rule, but probably the right of a company to charge for the number of trucks actually used, in cases where a less number of trucks of a larger size would have sufficed, turns upon the question how far the omission to provide the larger trucks on the particular occasion was reasonable. There are three scales of rates for animals, applicable to the railways in England,(c) Scotland,(d) and Ireland(e) respectively, to suit the varying sizes of the cattle-trucks in use in these three countries. Each scale allows a minimum charge per consignment, a protection against unremunerative charges rendered necessary by the impossibility of carrying other classes of traffic in the same truck with animals, and the practical necessity of providing separate trucks for consignments of animals destined for different stations or different consignees. (a) Ibid. To meet demands for smaller trucks than may be available at a particular time or a particular station, many of the companies have adopted moveable partitions, by which a large truck can be reduced to the length of a medium, and a large or a medium to the size of a small truck. (b) “Eg., for such number of oxen, &c., as may reasonably be carried in a truck of 133 feet, &c.” (c) Board of Trade Analysis, p. [196]. (d) Ibid. p. [197]. (e) Ibid. p. [198]. CHAP. II.-RAILWAY CHARGES ACTS. 35 Special provision is made for animals “conveyed in a separate carriage by direction of the consignor, or from necessity.” PART III.-CARRIAGES.(f) The carriage scale is the same on all railways, and is applicable to all carriages not included in the Classification, and not travelling on their own wheels.(g) PART IV.-ExCEPTIONAL CLAss.(h) This Part is common to all the Schedules. It authorises a company to charge any reasonable sum it may think fit for articles of unusual length, bulk, weight, &c., or requiring an exceptional truck or more than one truck, &c., for railway engines and vehicles, for wild beasts, dangerous goods, specie, bullion, or precious stones. No special provision is made for determining the question of reasonableness.(?) PART W.-PERISHABLEs.(k) Obligation to Convey Expeditiously.—This Part, which is common to all the Schedules, not only contains scales of maxima, applicable to specified perishable articles when conveyed by passenger train or other expeditious service, but imposes upon railway companies the obligation to afford reasonable facilities for the expeditious con- veyance of such articles, either by passenger train or “by other similar service.” Any question as to such facilities is to be determined by the Board of Trade, but the facilities are to be subject to the reasonable regulations of the company for the convenient and punctual working of their passenger train service, and are not to include an obligation to convey perishables by any particular train.(k) Separate Classification.—For the purpose of scales of rates and terminals applicable to their conveyance by passenger train perishables are divided into three classes; Class 1, consisting of milk, and Classes 2 and 3 of butter, eggs, fish, fruit, game, ice, &c. The rates for milk are so much per gallon, and are for specified distances— not per mile—while the terminals and rates for returned empty cans are per can. The rates for Classes 2 and 3 are per cwt. per mile. (f) Board of Trade Analysis, p. [199]. (g) The Schedules contain no definition of “carriage.” Gun carriages, hand carts, railway vehicles, velocipedes, and coffee stalls are instances of articles in the Classification which seem to fall within the term “carriage.” As to railway vehicles running on their own wheels, see Part IV., referred to in the next para- graph of the text. (h) Board of Trade Analysis, p. [200}. (i) As to the power contained in Part IV. to charge for services not otherwise provided for, See ante, p. 23, and post, p. 43. (k) Ibid., pp. [201—202]. D 2 36 CElAP. II.-RAILWAY CHARGES ACTS, Twelve gallons of milk and one cwt. of any article in Classes 2 or 3 are fixed as minimum consignments, and 1s. as a minimum charge.(a) All the articles enumerated in Part W. are included in the Classi- fication of goods, and are chargeable, when sent by goods train, according to the scales contained in Part I. PART VI.-SMALL PARCELS BY GOODS TRAIN.(b) Additional Charges for “Smalls.”—This Part, which is the same in all the Schedules, is supplementary to Part I., being applicable to consignments by goods train not exceeding in weight 3 cwt., usually spoken of as “Smalls.” It contains a scale of additional charges per parcel, which vary, not according to weight, class, or distance, but according to what depends on the combination of all three, viz., the maximum tonnage charge (i.e., the aggregate of the conveyance rate and terminals per ton).(c) To take a concrete case—If the maximum charge (i.e., rate and terminals) for certain merchandise sent from A. to B. is 40s. per ton, the maximum charge for a parcel of that merchandise weighing two cwt. will be 4s. 7d., 7d. being the “authorised additional charge per parcel ” when the maximum tonnage charge exceeds 30s. and does not exceed 40s. What is a “Small Parcel.”—A “small parcel” is not the same thing as a package. Thus, if more than three cwt. of any article is sent at one time, the fact that the consignment is made up of separate parcels or packages—such as bags of sugar, coffee, and the like—does not entitle a company to charge each package as a “small parcel;”(d) in such a case the whole consignment must be charged at the tonnage rate. Similarly, two or more packages, the aggregate weight of which does not exceed three cwt., may constitute one “small parcel,” provided they form one consignment, consist of merchandise comprised in the same class of the Classification, and do not weigh less than 14 lbs. each.(e) Minimum Weight.-Power is given to charge the “Smalls Scale” for a parcel weighing less than 28 lbs. as for a parcel weighing 28 lbs., and in the case of parcels weighing over 28 lbs., fractions of 14 lbs. may be charged for as 14 lbs.(f) (a) Ibid. As to consignments of perishables not exceeding 56 lbs., see post, p. 113. (b) Board of Trade Analysis, pp.[203–204]. (c) The principle of this scale has already been explained, ante, p. 5. ſt must not be forgotten that this scale, like all other scales in the Schedules, is a scale of maſcima, and that the tonnage charges upon which the scale is based, are not the actual, but the maximum, tonnage charges. (d) Railway Charges Schedules, s. 19, Board of Trade Analysis, p. [106]. (e) Ibid., Part VI. (3), p. [203]. (f) Ibid., Part VI. (4) (5), p. [203]. CHAP. II.-RAILWAY CHARGE8 ACTS. 37 If a small parcel (other than a parcel of mixed groceries,(g) to which the rates for Class 3 apply) contains articles belonging to different classes, it is chargeable at the rate applicable to the highest of such classes;(h) and if a consignor declines, on demand, to declare the contents of a small parcel, the company may charge as for Class 5.(?) (3.) CHARGES OTHER THAN RATES AND TERMINALs. Special Charges.—The most important provision with reference to charges other than conveyance rates and terminals is contained in section 5, which authorises what are termed “special charges” for specified services when rendered to a trader at his request or for his convenience.(k) Unlike the conveyance rates and terminals, these charges are not limited to fixed maxima, but merely to “a reasonable Sum,” and any difference with regard to them is to be determined by an arbitrator to be appointed by the Board of Trade.(l) A dif- ference, however, to come within the provisions of section 5, must be a difference between the Company and a trader liable to pay the charge, not a general grievance brought forward by a body or asso- ciation such as those specified in section 7 of the Act of 1888.(m) “Special charges” under this section cannot be made, if, before the service is rendered, the trader has given written notice to the Company that he does not require it. It has been held that this does not limit the services, for which special charges can be made, to services which a trader can in practice dispense with, that is, services which he is able, if he wishes, to perform for himself.(n) In the same case, it was doubted whether the section applies to a service which a Company cannot be obliged to perform, on the ground that, where an individual requires a service, which he cannot have unless the Company is willing to undertake it, it would be futile to fix any other sum to be paid for it than what the Company think ought to be paid. (g) This clearly means “mixed groceries” as defined in the Classification : see “Groceries, mixed,” in Class 3, Board of Trade Analysis, p. [37]. (h) Railway Charges Schedules, Part VI. (6), Board of Trade Analysis, p. [203]. (?) Ibid., Part VI. (7), p. [204]. The Schedules contain no provision with regard to consignments exceeding 3 cwt., made up of articles belonging to different classes, but it is apprehended that a company is entitled in such cases to charge the articles belonging to each class as a separate consignment. (k) Board of Trade Analysis, p. [103]. (l) Ibid. As to how far this provision excludes the jurisdiction of the Courts of law, see Midland Ry. Co. v. Haigh, [1896], and Midland Ry. Co. v. McKay [1897], post, p. 41, note (h). (m) Post, p. 88 ; see on this point, post, p. 71, note (g). (n) Pidcock's Case (No. 2), [1896], reported in Appendix B., post, p. 99. 38 CHAP. II.-RAILWAY CHARGES ACTS. The services for which “special charges” are authorised are :— (i.)—Services rendered by a Company at or in connection with sidings not belonging to the Company.(a) When traffic is loaded or unloaded at a private siding, the station terminal is not chargeable ; for not only is the expression “terminal station” (in respect of which alone a “station terminal” is chargeable) defined as “a place upon the railway at which a consignment of merchandise is loaded or unloaded,” but “a junction between the railway and a siding not belonging to the Company,” and “any station with which such siding may be connected,” are both expressly excluded from the definition.(b) But a company frequently, if not indeed almost always, performs services for private siding traffic beyond bare conveyance, (c) and such services fall under this head of “special charges.” The framers of the Schedule seem to have considered that the conditions of private sidings varied so much that no average terminal charge would be fair. There might be cases in which the station terminal would be insufficient, and others where it would be excessive. (d) It has been decided that the word “services” includes the providing of structural accommodation,(e) but another section appears intended to meet the case of charges for structural accommoda- tion provided by a company in connection with private sidings.(f) It is worth noting that there is a slight difference in the wording of section 5 and that of section 26, which contains the definition of “terminal station.” (g) In section 5 the words are “sidings not belonging to the Company,” and in section 26 “a siding let by or not belonging to the Company.” If this difference in phraseology were held to point to a difference in meaning, it would indicate that no charge could be made for services rendered by a company at sidings belonging to the Company, but let to a private trader. But this can hardly be the intention, and the difference in phraseology is probably accidental. A siding let to a trader is for all practical purposes a private siding, no less than a siding in which the Company have no proprietary rights. In the case of Pidcock v. Manchester, Sheffield, and Lincolnshire Railway Company, (h) a siding had been constructed by the applicants (a) Railway Charges Schedules, s. 5 (i.), Board of Trade Analysis, p. [103]. (b) See Interpretation Clause, s. 26, Board of Trade Analysis, p. [108], and ante, pp. 30—31. (c) As to the services included in “conveyance,” see ante, p. 24. (d) As to rebates from sidings rates, see post, Chapter IV., pp. 76 et seqq. (e) Sowerby's Case [1891], 7 R. & C. T. C. 156. (f) Railway Charges Schedules, s. 7, Board of Trade Analysis, p. [104]; see post, p. 42. (g) Ibid., p. [108]. (h) [1895], 9 R. & C. T. C. 45. CHAP. II.-RAILWAY CHARGES ACTS. 39 on land sold to them by a Railway Company adjoining the station yard. The Company had reserved the right to use the siding for shunting purposes, and had the control and management of it, but such use, control and management were subject to the right of the traders to have the reasonable use of the siding for the purposes of their own traffic. It was held that the siding was “a siding not belonging to the Company,” and that, therefore, a station terminal was not charge- able on the traffic of the applicants dealt with at the siding. In subsequent proceedings between the same parties, in which the Railway Company were the applicants, the question was raised as to what was a reasonable sum to be charged under section 5 for shunting the respondents’ trucks to their siding across the sidings in the Com- pany’s station yard. The Company claimed the right to charge the full amount of the station terminal, i.e., to charge the same rate for traffic delivered at the private siding as for the station traffic; the respondents denied the right of the Company to make any charge beyond the convey- ance rate, on the ground that the service performed was an incident of conveyance. The Court held that the service corresponded to the work done in connection with the traffic of those traders who used the station yard, and whose trucks were hauled to the Company's unloading sidings; but inasmuch as Messrs. Pidcock, by providing their own siding, relieved the Company from the expense to which they were put in the case of other traders in finding standing room for trucks and space to load and unload in, the Court considered there should be a difference in charge in favour of Messrs. Pidcock, and fixed the “special charge ’’ to be made to them under section 5 at three- fourths of the sum charged by the Company as station terminal.(?) (ii.)—Collection or Delivery Outside the Terminal Station.(k) Prior to 1891, the right of railway companies to charge for collection and delivery rested in many cases upon the general right to make contracts with reference to matters incidental to their ordinary business, though the majority of modern Acts contained an express authority to charge a reasonable sum for these services.(l) By sec- tion 15 of the Act of 1873, power was given to the Railway Commis- Sioners to decide what was a reasonable Sulm to be paid to a company for collection and delivery. This branch of the jurisdiction of the Commissioners is now taken away and made a matter for arbitra- (i) Pidcock's Case (No. 2) [1896], reported in Appendix B., post, p. 99; cf. ante, pp. 25–26. As to the mode of arriving at the station terminal, see post, p. 81. (k) Railway Charges Schedules, s. 5 (ii.), Board of Trade Analysis, p. [103]. (l) Seeper BRAMWELL, L.J., in Evershed's Case (1877), 3 Q. B. D. 134, at p. 141. 40 CHAP. II.-RAILWAY CHARGES ACTS. tion,(a) but it is still open to the Board of Trade to refer the question to the Railway Commissioners under the Board of Trade Arbitrations Act, 1874.(b) Moreover, where complaint is made of an increase in a charge for collection or delivery, or in a rate including a charge for those services, the Commissioners have jurisdiction to determine the complaint under the Act of 1894.(c) (iii.)—Weighing.(d) In cases where a station terminal is chargeable, the ordinary service of weighing for the purpose of ascertaining the railway charges is included in the station terminal, and in such cases this head of special charge can only be made where the goods are weighed out of the ordinary course at the request of the trader for some purpose of his own. But where a station terminal is not chargeable, and the trader does not himself weigh the goods, this provision seems to authorise a charge by the company for the service. There appears to be no decision as to whether a company can decline to carry goods unless their weight has been declared, but it was held in Hall’s Case that weighing was, or was capable of being, a terminal service,(e) and if a company can insist on a sender of goods declaring their weight, it follows that he can be obliged either to weigh the goods himself or to request the company to do so for him.(f) (iv.) Demurrage on Trucks, Siding Rent, &c.(g) “Special charges * are also authorised for “the detention of trucks, or the use or occupation of any accommodation before or after conveyance, beyond such period as shall be reasonably necessary for enabling the Company to deal with the merchandise as carriers thereof, or the consignor or consignee to give or take delivery thereof; or, in cases in which the merchandise is consigned to an (a) See per COLLINS, J., in Northampton Case [1896), 9 R & C. T. C. 174, at pp. 184–185. (b) Railway Charges Schedules, s. 25, Board of Trade Analysis, p. [108]. See Act of 1874, post, p. 87. (c) See Northampton Case [1896], 1 Q. B. at p. 281; 9 R. & C. T. C. at pp. 186– 187; and post, p. 71. (d) Railway Charges Schedules, s. 5 (iii.), Board of Trade Analysis, p. [103]. (e) [1884–85], 15 Q. B. D. 505; 4 R. & C. T. C. 398; 5 R. & C. T. C. 28. (f) The duty of declaring the quantity of a consignment is imposed by section 98 of the Railways Clauses Act, 1845, but it is not certain whether this section applies to goods carried by a railway company. Compare section 93 of the same Act, which has been held to apply only to persons conveying traffic on the railway and paying toll; see Pryce v. Monmouthshire Railway Company [1878–79), 4 App. Cas. 197; 49 L. J. Ex. 130; Brown v. Great Western Railway Company [1881–82, 9 Q. B. D. 744; 51 L. J. Q. B. 156, 529. (g) Railway Charges Schedules, s. 5 (iv), Board of Trade Analysis, p. [104]. CHAP. II.-RAILWAY CHARGES ACTS. 41 address other than the terminal station, beyond a reasonable period from the time when notice has been delivered at such address that the merchandise has arrived at the terminal station for delivery ; and services rendered in connection with such use and occupation.”(h) Except where an obligation arises from established usage, there appears to be no obligation upon a Company to advise a consignee of the arrival of traffic, but the effect of the above clause is that where traffic is consigned to a private address, no charge can be made for detention of trucks, or for storing or warehousing goods, unless an advice of their arrival has been delivered. The operation of this clause appears to be confined to cases, where, although some place other than a railway station is named as the ultimate destination of the merchandise, the contract of the Company is limited, either by implication or express stipulation, to conveying it to the terminal station—e.g., where the Company have no cartage staff at the receiving station, and do not undertake delivery off their premises ; for, in other cases, the duty of the Company being primá facie to deliver the merchandise at the address to which it is consigned, no question either of the duty to advise, or the right to charge under this head of “special charges,” can arise. In the case of Midland Railway Company v. Sills,(i) it was held that 6d. per day per truck was a reasonable charge for the occupation of sidings by coal trucks under load after four days exclusive of the day of their arrival. (v.) Loading or unloading, covering or wmcovering, merchandise comprised in Classes A or B.(k) In consequence no doubt of traffic comprised in Classes A and B being usually conveyed without cover, and frequently loaded and (h) Ibid. (i) [1896] 9. R. & C. T. C. 161. The defendant did not file an answer, and the case was technically heard ex parte ; see Manchester, dºc., Coal Traders v. Midland Ry. Co. [1896), reported post, p. 95, which was heard at the same time. In Mid- land Ry. Co. v. Haigh [1896)–(not reported, except very shortly in 13 T. L. R. 135) it was held by WILLs and WRIGHT, JJ., in the Q. B. D., that the County Court has jurisdiction to decide an action brought to recover payment of charges for siding- rent, the only objection to the charges taken by the defendant being as to an alteration in the system of calculating such charges; the Court intimated that the differences which can be referred to arbitration under section 5 of the Railway Charges Schedules are differences as to the reasonableness of the amount of the charge. The alteration of system referred to in this case was the same as that which formed the subject of complaint in Manchester, &c., Coal Traders v. Midland Ry. Co. [1896), wbi supra, as to which see post, p. 70. See also Midland Ry. Co. v. McKay, “Times,” 16th January, 1897. (k) Railway Charges Schedules, s. 5 (v.), Board of Trade Analysis, p. [104]. 42 CHAP. II.-RAILWAY CHARGES ACTS. unloaded by the trader, no service terminals are provided for the classes.(a) This clause supplies the omission. (vi.) Use of coal drops.(b) The Act contains no definition of “coal drop.” The term is probably intended to include any form of apparatus or structure through or by means of which coal is dropped from the truck to some receptacle (such as a ship, or cell, or other storage place) below. The use of these is expressly excluded from the station terminal.(c) (vii.) Accommodation provided at a waterside wharf, and loading or wnloading thereat into or out of vessels or barges. (d) This provision only takes effect in cases where no charge has been fixed by statute ; (e) existing powers of charge in respect of accommodation or services provided or rendered by a Company at or in connection with docks or shipping places, are expressly preserved by section 21.(f) Accommodation at Private Sidings.--In addition to the services above mentioned for which “special charges” are authorised by sec- tion 5, there are other special services for which charges outside the conveyance rate and terminals are authorised. Thus, it frequently happens, that a Company lays down sidings or erects signals at the junction between its line and a private siding or branch railway for the purpose of facilitating the reception or delivery of a particular trader's traffic. The definitions of “station terminal’’ and “terminal station” preclude a station terminal being charged sub eo nomine in respect of such accommodation; but section 7 provides that “nothing herein contained shall prevent the Company from making and receiving, in addition to the charges specified in this Schedule, charges and payments, by way of rent or otherwise, for sidings or other structural accommodation provided or to be provided for the private use of traders, and not required by the Company for dealing with the traffic for the purposes of conveyance.”(g) In the absence of a written agreement, the amount of such charges is to be determined, in case of difference, by an arbitrator to be appointed by the Board of Trade.(h) (a) Cf. ante, p. 32 ; and see Board of Trade Analsiys, p. [131]. (b) Railway Charges Schedules, s. 5 (vi.), p. [104]. (c) Ibid., s. 3, Board of Trade Analysis, p. [103]; ante, p. 30. (d) Ibid., s. 5 (vii.), p. [104]. Charges under this head are to be deemed dock charges for the purposes of section 33 (3) of the Act of 1888 (post, p. 93); ibid. (e) Ibid. (f) Ibid., p. [107]. (g) Board of Trade Analysis, p. [104]. (h) Ibid. CHAP. II.-RAILWAY CHARGES ACTS. 43 Transhipment.—It has been pointed out that service terminals are chargeable only for services performed at the beginning and end of the journey for which the consignment is booked, and do not extend to loading or unloading performed during transit.(?) In cases, however, where traffic is exchanged between railways of different gauges, a reasonable charge is authorised for transhipment ; the amount, in case of difference, is to be determined by an arbitrator to be appointed by the Board of Trade.(k) Exceptional Services.--Lastly, companies are authorised to charge such reasonable sum as they may think fit for any accommo- dation or services provided or rendered by them within the scope of their undertaking by the desire of a trader in respect of which no provisions are made by the Schedules.() III. GENERAL CONDITIONS. General Conditions,—Many of these have already been noticed in connection with Classification and Maximum Rates and Charges. Detention of Traders' Trucks,—We have already noticed the provisions with reference to (1) rebate from the maximum rates in cases where a Company does not provide trucks for traffic, the rate for which includes the provision of trucks;(m) (2) additions to the maximum rates in cases where a Company provides trucks for traffic, the rate for which does not include the provision of trucks;(n) and (3) demurrage for detention of a company’s trucks.(o) Section 6 provides as follows:– “Where merchandise is conveyed in trucks not belonging to the Company, the trader shall be entitled to recover from the Company a reasonable sum by way of demurrage for any detention of his trucks beyond a reasonable period, either by the Company or by any other Company over whose railway the trucks have been conveyed under a through rate or contract. Any difference arising under this section shall be determined by an arbitrator to be appointed by the Board of Trade at the instance of either party.”(p) As to the return of empty trucks and haulage of new trucks, see post, pp. 46–47. (?) Ante p. 32. (k) Railway Charges Schedules, s. 8, Board of Trade Analysis, p. [104]. (l) Ibid., Part IV. Exceptional Class, p. [200]; cf. ante, p. 23. (m) Ante, p. 28. (n) Ante, pp. 27–28. (0) Ante, pp. 40–41. (p) Board of Trade Analysis, p. [104]. 44 CHAP. II.-RAILWAY CHARGES ACTS. Fractions of a Mile, Ton, &c.—Quarters of a mile may be charged for rateably, and a fraction of a quarter of a mile may be charged for as a quarter.(a) Similarly, where a consignment is over 3 cwts. and under 5 tons in weight, a fraction of 3 cwt. may be charged for as + cwt., and where a consignment is over 5 tons in weight, a fraction of + ton may be charged for as 4 ton.(5) Fractions of a Penny.—When the total charge for a consignment contains a fraction of a penny, a company may charge a penny for such fraction.(c) Minimum Truck Load.—Where a company receive from, or deliver to, a private siding less than a truck load, or in other cases are obliged (either by the nature of the traffic or the circumstances in which it is tendered to them) or are requested by the sender, to carry in a truck less than a truck load, they may charge as for a reasonable minimum load, having regard to the nature of the merchandise. (d) Weight-When merchandise is chargeable by weight, the weight is to be determined according to the imperial avoirdupois weight.(e) Most of the maxima are regulated by weight, but, as we have seen, animals are chargeable by number or by truck, and milk, when carried by passenger train, is chargeable by gallon.(f) Stone is to be charged by weight, when the weight can be conveniently ascer- tained; when it cannot, stone in blocks is chargeable in the proportion of 14 cubic feet to the ton.(g) The Schedules are silent as to stone, not in blocks, the weight of which cannot be conveniently ascertained. Probably this would be held to fall within the exceptional class (Part IV.).(h) Timber.-In the case of timber, the trader has the option of consigning by weight or by measurement. If he consigns by weight, (a) Railway Charges Schedules, s. 14, Board of Trade Analysis, p. [106]. (b) Ibid., s. 13. In the absence of express provision, it has been doubted whether a company may charge rateably for fractions of a ton or mile : Pryce v. Monmouthshire Railway Company [1878-9], 4 App. Cas. 197; 49 L. J. Ex. 130. For consignments under 3 cwts., see ante, pp. 36–37, and for perishables by passenger train, see ante, pp. 35–36. (c) Railway Charges Schedules, s. 15, Board of Trade Analysis, p. [106]. . (d) It is suggested that the above gives the effect of section 12, Board of Trade Analysis, pp. [105-6]. The expression “in one truck” seems to be used as equivalent to “in a truck by itself.” It would be unreasonable that a company should be obliged to send a truck specially to a private siding, or to allow a trader the use of a separate truck, without receiving payment for a reasonable load. (e) Ibid., s. 16, p. [106]. (f) Ante, pp. 33–36. (g) Section 17, p. [106]. (h) Ante, p. 35. CHAP. II.-RAILWAY CHARGES ACTS. 45 the maxima for Class C. are applicable; if by measurement, those for Class 1 ; and in the latter case 40 cubic feet of heavy timber (as defined), 50 cubic feet of light timber (as defined), and 66 cubic feet of deals, battens, or boards may be charged for as one ton. The two modes of charging are spoken of as by “actual machine weight” and by “measurement weight,” and it is provided that the cubic contents of timber consigned by measurement weight shall be ascertained by the most accurate mode of measurement in use for the time being.(?) The provision that the cubic contents of timber consigned by measurement weight is to be ascertained by the most accurate mode of measurement in use for the time being, settles a question which was raised in the case of Great Western Railway Company v. Lowe,(k) viz., whether the cubic contents must be ascertained by the mode of measurement in use between buyer and seller at the time when the railway company concerned first obtained its powers of charging. It is chiefly with regard to round timber, as in the case just cited, that questions as to the proper mode of measurement have arisen. The cubic contents of round timber are usually ascertained by measuring in inches either the diameter with a calliper, or the girth with a tape or string, and by calculating the contents from the diameter or girth so obtained ; for this purpose either the diameter or quarter-girth is taken as the side of an imaginary square, and the surface so arrived at is multiplied by the length of the piece of timber in feet. Since, however, the side of the square, which most accurately represents the section of a circular body, is not equal in length either to the diameter or to the quarter-girth, but is between the two,(l) the mode, which is adopted in practice, of adjusting the error is to sub- stitute for the divisor 144, used in the process of converting the cubic units into cubic feet, the divisor 183 or 113, as the case may be.(m) The case of Great Western Railway Company v. Lowe(k) is sometimes (i) Railway Charges Schedules, s. 18, Board of Trade Analysis, p. [106]. See also “Timber” in the Classification, p. [96]. (k) [1884], I T. L. R. 179. In that case the company's charging powers were contained in an Act passed in 1845. The report is not a full one. (l) The numerical relation between the area of a circle and the square of its diameter is 0-7854: 1. (m) The divisor 144 has long been in common use in sales of timber, but the accurate divisor was always employed by the Customs, in the days when duty was payable upon imported timber, and is still largely made use of by shippers and others in the measurement of imported timber. The inaccuracy of the 144 divisor was not brought to the attention of the Court in G. W. Ry. Co. v. Lowe, as appears from the shorthand notes of the proceedings. 46 CHAP. II.-RAILWAY CHARGES ACTS. cited as establishing that measurement by string gives a more accurate result than measurement by tape, but this seems to be a question of fact rather than of law, and after the light thrown upon timber measurement during the proceedings before the Board of Trade and before the Parliamentary Committee, it is hardly likely to be con- tended that a greater degree of accuracy is obtained by string measurement than by tape. The fact seems to be that formerly buyers and sellers of timber measured with string, and that tape was introduced by railway companies in order to avoid the inaccuracy resulting from the elasticity of string and the practice which had grown up of doubling the piece of string twice in order to arrive at the quarter-girth, instead of taking a quarter of the whole length. One advantage of using string in cases of buying and selling is that it gets under the bark more effectively than tape, and so measures more nearly the girth of a tree exclusive of bark, but as a carrier seems to be entitled to charge for carrying the bark, railway companies have always claimed to measure timber “over bark.”(a) In connection with timber, reference should be made to Part IV. (Exceptional Class), which authorises the charge of any reasonable sum the company may think fit for articles of unusual length, or requiring more than one truck, &c. Pieces of timber weighing less than 4 tons are expressly excluded from Part IV., but it is provided that when such timber requires more than one truck, a minimum charge may be made as for one ton for each truck used, whether carrying part of the load or used as a safety wagon only.(b) Returned Empties and Empty Trucks,—Section 22 provides a low scale of inclusive charges for returned empties;(c) and section 23 provides that no charge is to be made for the return empty of a trader's truck in which traffic has been conveyed.(d) These provisions only apply when the empty package or truck, as the case may be, is returned from the consignee and place, (a) The judgments in Great Western Railway Company v. Lowe [1884], as reported, are not clear upon this point. The Canal Rates, Tolls and Charges Order Confirmation Acts, 1893–94, provide that “the cubic contents of round timber shall be ascertained by quarter-girth and the divisor of 144 (measurement being taken by tape over bark)” (Canal Schedules, s. 17): and as a matter of practice railway rates at the present time are ordinarily charged according to this mode of calculation. (b) Board of Trade Analysis, p. [200]. (c) Ibid., p. [107]: A different scale applies to Irish railways: ibid., pp. [110–111]. (d) Ibid., p. [108]. CHAP. II.-RAILWAY CHARGES ACTS. 47 to whom and to which it was consigned full or loaded, to the consignor and place, from whom and whence it was so consigned. Similarly no charge can be made for forwarding a trader's empty truck, which is returned loaded direct to the consignor and place from whom and whence it was so forwarded. (e) In a case which arose prior to the Railway Charges Acts the applicants were the makers of railway trucks, which were sold by them to be delivered free at various parts of the country; and in order to avoid paying the charge for the haulage of the new trucks from their works to the various purchasers of the trucks, they adopted the expedient of arranging with the owners of certain goods that the new trucks should be used for the conveyance of such goods to some place near to the destination of the trucks. The owner or the consignee of the goods paid the Railway Company the ordinary rates for the conveyance of the goods, while the amount saved by not paying for the haulage of the trucks was divided between the makers of the trucks and the owners of the goods. The Railway Company, who were empowered by their Special Act to make a charge for conveyance of “manufactured goods,” or of “goods not otherwise specified,” claimed the right, by virtue of that enactment, to make a charge covering in the present case not only the conveyance of the goods, but also the haulage of the wagons, as though they had been empty. The Court, however, decided that they could not make such a charge, and that there was no privity of contract between the Company and the applicants.(f) It was said in the case last cited that so long as a trader tenders goods in proper vehicles he is entitled to have them conveyed by a railway company in those vehicles to their destination.(g) It may, perhaps, be doubted whether this point directly arose for decision in the case, and no authority was cited in support of the proposition. The provisions in the Railways Clauses Act, 1845, with respect to traders’ trucks seem to have reference, for the most part, to those cases, now practically obsolete, where the railway was to be used by a trader subject to the payment of a toll; neither does there appear to be anything in the Railway Charges Acts (which had not come (e) Ibid. As to the power of railway companies to charge for the return of empty trucks in the absence of statutory provision to the contrary, see Field v. Newport, &c., Railway Company (1858), 3 H. & N. 409 ; 27 L. J. Ex. 396. (f) Harrison and Camm v. Madland Railway Company [1892–93], 8 R. & C. T. C. 60. (g) See per WILLs, J., ibid., p. 65 ; cf. per Sir F. PEEL, pp. 69, 70. 48 CHAP. II.-RAILWAY CHARGES ACTS, into operation when the case above-cited arose) conferring such a right.(a) It seems to follow, therefore, that the right of a trader to insist on goods being carried in a particular truck turns upon whether the duty of a railway company under section 2 of the Traffic Act, 1854, to afford reasonable facilities for the forwarding of traffic, includes an obligation to supply in all cases haulage power for a traders’ trucks. - Use of Railway by other Companies—Section 24 provides for the case of one Company running over the railway of another, or performing services thereon ; in such cases the Schedule of the owning Company, and not that of the running Company, regulates the charges which the latter Company may make.(b) In connection with these provisions the definition in the Interpretation Clause of “the railway’ should be referred to, viz. –“Any railway or steam tramway over which the Company conveys merchandise, and in respect of which no maximum rates and charges, other than those authorised in this Schedule, are for the time being authorised by Parliament.”(c) It will thus be seen that where there are running powers, whether under a statute or by agreement, the concluding words in the above definition exclude the charging powers of the running Company, whilst section 24 applies to those of the owning Company. Schedules (except Part W.) Limited to Goods Trains,—Sec- tion 27 limits the operation of the Schedules (except Part W.) to charges for traffic sent by goods trains.(d) Arbitration.-Section 25 makes the Board of Trade Arbitrations Act, 1874,(e) applicable to arbitrations under the provisions of the Schedule.(f) This enables the Board of Trade to refer for the decision of the Railway Commissioners any question, which, under the provisions of the Schedules, has to be determined either by the Board of Trade or by an arbitrator to be appointed by the Board of Trade. (a) As to the power to charge for the haulage of railway vehicles running on their own wheels, See ante, p. 35. (5) Board of Trade Analysis, p. [108]. (c) Section 26, ibid. (d) Ibid., p. [109]. (e) Printed post, p. 87. (f) Board of Trade Analysis, p. [108]. ( 49 ) CHAPTER III. RAILWAY AND CANAL TRAFFIC ACT, 1894, S. 1. Complaints as to increased Rates or Charges. –The main provisions of the Act of 1894 and the circumstances which led to its passing have already been referred to. Section 1 of the Act, with which the present Chapter deals, gives jurisdiction to the Railway Commissioners to hear and determine complaints, where a Railway Company has, either alone or jointly with other Companies, since 31st December, 1892, increased, or shall after the passing of the Act increase, directly or indirectly, any rate or charge.(e) In such cases if the rate or charge is complained of as unreasonable, the onus lies on the Company of proving that the increase of the rate or charge is reasonable, and to discharge that onus it is not enough to show that the rate or charge complained of is within a statutory maximum.(f) Conditions Precedent to Complaint-Before the complaint can be heard by the Commissioners, the applicant must first have com- plained to the Board of Trade under the Conciliation Clause of the Act of 1888,(g) and his complaint must have been considered by them.(h) If he has not already paid the rate or charge complained of, the applicant must also, unless the Court otherwise order, pay to the Company not later than fourteen days after filing his complaint, such sum as would have been payable by him if the rate or charge had not been increased ; or, in cases where the rate or charge before the increase was higher than that in force on 31st December, 1892, such sum as would have been payable on the footing of the rate or charge in force on that day.(8) Disputes as to the amount so payable are to be decided by the Registrar, or in such other mode as the Court may order, and any such decision, or any payment by the applicant under this provision, are to be without prejudice to any (e) Act of 1894, s. 1 (1) and (3), post, p. 83. (f) Ibid. s. 1 (1). (g) Act of 1888, s. 31, post, p. 92. (h) Act of 1894, s. 1 (3), post, p. 83. (?) Ibid, s. 1 (4), post, p. 83. Fº 50 CHAP. III.-ACT OF 1894, S. 1, order of the Court upon the complaint.(a) The provision making payment of the old rate a condition precedent to the right to com- plain of the increased rate does not apply to complaints by an association or a local authority, authorised under section 7 of the Act of 1888 to make complaints to the Commission without proof of being aggrieved.(b) Damages.-It is provided that section 12 of the Act of 1888(c) shall apply to complaints under the Act of 1894, and, in the case of increases made before the passing of the Act (25th August, 1894), shall have effect as if “six months after the passing of the Act ’’ were substituted for the limit of one year mentioned in that section.(d) Section 12 of the Act of 1888 gave to the Commissioners power to award damages, and the effect of the above provision is to confer upon the Commissioners power, in complaints as to increased rates or charges, in addition to or in substitution for any other relief, to award to the complainant “such damages as they find him to have sustained,” provided the complaint has been filed in the Commissioners’ Court, in the case of increases made before 25th August, 1894, within six months from that date, and, in other cases, within one year from the discovery of the increase by the complainant. Power, however, was given to the Board of Trade, in the case of complaints as to increases made before the passing of the Act, to extend the period of six months with respect to any complaints made to the Board of Trade during that period.(e) Inspection of Rate Books, etc.—In order to enable traders to compare the rates in force with those which were in force at the end of 1892, the Act obliges Railway Companies, subject to any regula- tions made by the Board of Trade, to keep open for inspection at their head office, the books, schedules or other papers specifying the rates, charges, and conditions of transport in use upon their railway (a) Ibid. (b) Act of 1888, s. 7, post, p. 88. This was decided by Mansion House Association, &c. v. G. W. Ry. Co. [1895), C. A., 2 Q. B. 141; 9 R. & C. T. C. 58. (c) See post, p. 89. (d) Act of 1894, S. 1 (5), post, p. 84. (e) Ibid. By Orders dated 22nd February, 21st May, 20th August, 19th November, 1895, 18th February, 16th May, and 15th August, 1896, the Board of Trade extended this period of six months, in regard to complaints made to them within that period, to 14th February, 1897. See Statutory Rules and Orders, 1896, No. 746. CEIAP. III.-INCREASE OF BATES. 51 on 31st December, 1892, and to supply copies or extracts on demand.(f) Scope of Section 1.—The language of section 1 is not free from ambiguity, and in the first case heard under it[g) very different views as to its scope and effect were suggested in argument. However, when the circumstances which led to its enactment are borne in mind, and the section is read by the light thus thrown upon it, it seems possible to arrive with tolerable accuracy at the intention of the Legislature. Circumstances which led to the Passing of the Act.—As already explained, the Act was passed in consequence of the report of a Select Committee.(h) The appointment of that Committee was due to the dissatisfaction of the public at finding that the revision of the companies' maxima had resulted in many of the actual rates being raised, and the instruction to the Committee was to inquire into the manner in which the railway companies had exercised their revised powers of charge, and to consider whether it was desirable to adopt any other than the existing means of settling differences arising between the companies and the public with respect to railway charges and the conditions of railway carriage. The proceedings before the Committee established—1st, that a large number of rates had been raised to the maximum on January 1st, 1893, the day on which the new maxima and con- ditions came into force ; and 2ndly, that, while prior to 1893, an inquiry by a court of law into the reasonableness of a rate within a statutory maximum was, perhaps, technically inadmissible, and had certainly never been made, it was admitted on all sides that no such inquiry could be instituted since the new maxima came into force.(?) The evil, therefore, which the main provisions of the Act of 1894 were intended to remedy, was the absence of any jurisdiction to question the reasonableness of charges within the statutory maxima, the necessity for some such power having, it was apparently con- sidered, been demonstrated by the dissatisfaction felt by the public at the increases made since 1892. General Scope of the Act.—Turning to the language of section 1 of the Act, three points have to be noticed, viz., 1st, the circumstance (f) Act of 1894, S. 1 (2), post, p. 83. No regulations were made by the Board of Trade under this sub-section. (g) Rickett and others v. Midland Ry. Co. [1896], 1 Q. B. 260 ; 9 R. & C. T. C. 107. (h) Ante, p. 16. (*) See post, p. 60, note (f). E 2 52 CHAP. III.-ACT OF 1894, S. 1, which brings the enactment into operation ; 2ndly, the right of action conferred by it; 3rdly, the procedure with reference to the burden of proof. 1st. The circumstance which brings the section into operation, i.e., which makes it possible for proceedings to be taken under it, is an increase by a railway company since 1892 of a rate or charge. The questions what constitutes an increase, and what charges fall within the scope of the Act, will be considered later.(a) 2ndly. The right of action conferred by the section is a right to “complain’’ (the term generally used with reference to proceedings before the Railway Commissioners) that the charge, as increased, is unreasonable. The function of the Court, therefore, is to determine whether the charge is, or is not, unreasonable, and to give or refuse relief accordingly ; for though section 1 (3) provides that the Com- missioners shall have “jurisdiction to hear and determine any com- plaint with respect to any such increase of charge,” it seems clear that these words have reference to the complaints mentioned in section 1 (1), under which the only complaint which can be made is a complaint that an increased charge is unreasonable. In other words, the section deals with one class of complaints, not two, and the words “any complaint” in section 1 (3) must be read as meaning “any such complaint as is referred to in section 1 (1).”(b) 3rdly. With regard to the burden of proof, the section provides that in proceedings taken under it “it shall lie on the company to prove that the increase of the rate or charge ’’ (i.e., the rate or charge which is alleged to be unreasonable) “is reasonable,” and that “for that purpose it shall not be sufficient to show that the rate or charge is within '' the maximum. The evil then having been the absence of any jurisdiction to question the reasonableness of rates within the maximum, the remedy adopted by the Legislature has been to confer such jurisdiction upon the Railway Commissioners in certain cases, viz., where there has been an increase, and this jurisdiction has been made retrospective so far as to take in those increases which were the immediate cause of the Parliamentary inquiry. Parliament seems to have thought that while some of the increases might have been reasonable, others (a) Post, pp. 69–71. (b) See these sub-sections, post, p. 83. It is to be noted that if section 1 (3) authorises complaints other than those mentioned in section 1 (1), there is nothing in the Act to extend to such complaints the provision of section 1 (1) with regard to the burden of proof. CHAP. III.-INCREASE OF RATES. 53 might not, and that the only course fair alike to the companies and the traders was to allow the reasonableness of any increased charge, which a trader thought unfair, to be judicially investigated. Where there has been no increase, proof that a charge is authorised by the Company's Act remains conclusive evidence of its legality, the fact of its having been charged in the past and left untouched by the parliamentary revision of maxima being accepted by Parliament as proof of its reasonableness. Burden of Proof.-One difficulty in construing the section arises from the circumstance that while the right of action or complaint is based on the fact of a charge, as increased, being unreasonable, the onus placed on a defendant is in terms to prove that the increase, not the charge, is reasonable. Before discussing in detail the nature of the onus thus placed upon a company, a few words are perhaps not out of place as to the effect generally of a statutory provision with regard to the burden of proof, such as that contained in section 1 of the Act of 1894, and the limits within which such a provision necessarily operates. The general effect of a statutory provision which places the burden of establishing a particular proposition upon one of the parties to legal proceedings is to create a presumption in favour of the contrary pro- position—a presumption, that is, which may be rebutted by evidence; in other words, in the absence of evidence sustaining the proposition, the Court is to assume the contrary proposition to be true. In the present case the Legislature seems, as it has done in other cases, to have adopted a principle recognised by common law and forming an exception to the general rule that the burden of proof lies on the party who alleges the affirmative, viz., that where the subject- matter of the allegation lies peculiarly within the knowledge of one of the parties, that party must prove it.(c) In the absence of provision to the contrary, the burden of proving the facts necessary to sustain a right of action rests on the plaintiff. This burden is removed, in whole or in part, if it is enacted that the onus of disproving all or any of those facts shall rest on the defendant; that is to say, in the absence of proof to the contrary, the Court is to assume that those facts, or some of them, exist. But it would seem that a greater burden cannot be cast on a defendant than to disprove that which constitutes the right of action, and that the (c) See “Taylor on Evidence,” vol. 1, 9th edit., p. 266. 54 CHAP. III.-ACT OF 1894, S. 1. disproof of any fact essential to the establishment of the plaintiff's case entitles the defendant to judgment. Let us proceed to consider section 1 (1) with reference to :— I. The presumption created by it. II. The evidence by which the onus imposed by it on a railway company can be discharged, as regards i. The period within which a justification of an increase is to be sought ; ii. The class of circumstances which justify an increase. I. THE PRESUMPTION CREATED BY SECTION 1. The effect of the provision that “it shall lie on the company to prove that the increase is reasonable,” is that as soon as the com- plainant has proved that an increase has been made, the Court must assume, until the contrary is proved, that the increase is not reasonable, and if the increase is not reasonable, it follows that the charge complained of is unreasonable, and that the complaint of the applicant is to be treated as well founded.(a) It has been suggested more than once that the Act establishes the rates of 1892 as “primá facie maxima.” Thus, in Rickett’s Case(b) COLLINS, J., said: “the rate is presumed on the 1st January, 1893, to have been as high as it reasonably could be.” And in the Mansion House Association v. G. W. Ry. Co., RIGBY, L.J., said that the Act appeared “to have taken as a primá facie maximum of rates’’ the point at which they were fixed on 31st December, 1892.(c) But it must be remembered that, in each of the cases in which these observations were made, the complaint was as to rates increased on 1st January, 1893, and probably they must not be read as laying down more than that the rate immediately before the date of increase, whenever made, is to be assumed, in the absence of evidence, to have been as high as it reasonably could be with reference to the conditions obtaining at that time; that is to say, that in a complaint as to a rate (a) This would seem to follow ; if not, there would still remain a burden of proof to be discharged by the complainant. At the same time, if it be the fact, as has been suggested in some of the cases, that the reasonableness of an increase does not follow from the reasonableness of the increased rate, it is difficult to see why the unreasonableness of an increased rate should follow from the unreasonableness of the increase. As to this, see post, pp. 60–62, (b) [1896], 1 Q. B. at p. 267. (c) [1895] 2 Q. B. 141, at p. 146; 9 R. & C. T. C. 58, at p. 70, CEIAP. III.-INCREASE OF RATES. 55 increased on 1st January, 1893, the presumption is that on 31st December, 1892, the company could not reasonably have charged more than they were doing, and that in a complaint as to a rate increased, say, on 1st January, 1896, a similar presumption arises as to the rate charged on 31st December, 1895. The Rates of 1892 not made the Standard of Future Rates.— That any presumption created by the Act must have reference to the conditions obtaining immediately before the increase complained of, and not to any particular year, seems clear when the section is read with reference to increases made after the passing of the Act. It is important to remember that, although one main object of the Act, no doubt, was that the increases made when the new maxima came into force should be subject to some power of revision, the Act is not limited to those cases, but applies to all increases since 1892, whether made before or after the passing of the Act, and with regard to future increases the Act makes no reference to the rates of 1892. In con- nection with complaints as to such increases the section must be read thus: “Where a railway company . . . . hereafter [i.e., after 25th August, 1894,] increase any rate, then if any complaint is made that the [increased] rate is unreasonable, it shall lie on the company to prove that the increase is reasonable.” Thus, read in accordance with its grammatical construction, there is nothing to suggest that in such cases the rates of 1892 are in any sense made the standard of comparison. For instance, suppose the case of a rate increased on 1st January, 1893, from 15s. to 16s. without complaint, and increased again on 1st January, 1895, from 16s. to 17s. Upon a complaint that the rate of 17s. was unreasonable, the only presumption which the Court would have to make seems to be that on 31st December, 1894, 16s. was as much as the company could then reasonably charge, having regard to the conditions obtaining on that date, and not that 15s. was as much as the company could reasonably have charged on 31st December, 1892—an obviously different and possibly contradictory presumption. Or, perhaps, a still better illustration would be the case of a rate reduced on 1st January, 1893, from 18s. to 16s., and increased on 1st January, 1895, from 16s. to 17s. In such a case it could hardly be suggested that the presumption created by the Statute was that 18s. was a proper rate; and the logical consequence of taking the rates of 1892 as the standard would be in such a case to exclude the jurisdic- tion of the Commissioners to entertain the complaint. 56 CHAP. III.-ACT OF 1894, S. 1. In fact, as pointed out by KAY, L.J., in what is generally known as the Northampton Case,(a) there is nothing in the Act to say that the charges on the 31st December, 1892, are to be treated as fair or unfair; the only effect of that date being mentioned in the section is to give the Act a retrospective effect, so that the Act applies, and the Court has jurisdiction under it, if the rate complained of has been increased at any time since 1892, whereas earlier increases of rate give no right of complaint. Extent of Presumption.—In the absence of authority, it might, perhaps, have been argued that the only presumption arising under the Act was that the particular rate complained of was too high. It is obvious that an increased rate may be unreasonable, either because the particular increase is greater than can be justified, or because no increase whatever can be justified, the rate before the increase being already as high as it reasonably could be ; and it might have been argued that the presumption created by the Statute was, not that any increase would have been unreasonable, but merely that the particular increase, which had been made, was unreasonable. The dicta above quoted, however, and other passages in the judgment of COLLINS, J., in Rickett's Case, seem to show that the Statute raises what may be called the wider presumption, viz., that whenever an increased rate is complained of, in the absence of evidence any increase must be assumed to have been unreasonable.(b) II. THE EVIDENCE NECESSARY TO DISCHARGE THE ONUs ON RAILWAY COMPANY. The evidence by which the onus imposed on a railway company can be discharged has to be considered with reference to (i.) The Period within which a Justification of an Increase is to be Sought. In Rickett's Case(c) 1b was argued that the effect of the section was to establish the rates in force on the 31st December, 1892, as (a) Mansion House Association v. L. & N. W. Ry. Co. [1896], 9 R. & C. T. C. at p. 201. - (b) In Rickett's Case, COLLINS, J., said that the section “removes the presump- tion theretofore existing that rates below the maxima for their class were reason- able, and throws upon the railway company the onus of showing that the increase is reasonable. By So doing, it necessarily creates a presumption that the old rate before the increase was not inadequate :” [1896], 1 Q. B. at p. 264; 9 R. & C. T. C. at p. 111. (c) [1896], 1 Q. B. 260 ; 9 R. & C. T. C. 107. CHAP. III.-INCREASE OF RATES. 57 future maxima, except where it was shown that since that date and before an increase was made, circumstances had occurred rendering the 1892 rate unfair to the Company, and, therefore, justifying an increase. The question how far the 1892 rates are properly described in any sense as maxima has already been discussed.(d) The contention, that to justify an increase, a change of circumstances subsequent to 1892 must be shown, was held to be erroneous, involving, as it would, the extraordinary result that all the increases made on 1st January, 1893, must be illegal. CoILINS, J., said:— “It is to be recollected that we are construing a retrospective enactment, dealing with a rise in rates made two years earlier, as to which all the facts were before Parliament, and had been the subject of a report by a Parlia- mentary Committee. How, then, did the Legislature deal with this fact Did it, as according to the argument of the applicants it must have intended to do, simply declare the additions void, as being in excess of the real maa ima, namely, the current rates? Certainly not. It does sweep these additions into the ambit of the Act by fixing the day of its coming into operation one day before that on which the new rates had begun to be exacted; but, instead of avoiding them altogether, as it might have done, it enacts that they and all future increases of rates are to be tried by the same standard, that of reasonableness, reasonableness which must necessarily rest on circumstances existing or apprehended before the increase was made, and, therefore, in their case before the Act came into operation. Otherwise, we must suppose that the Legislature, knowing all the facts, adopted the cumbrous process of sending these rates to be tried by a standard to which it by the same enactment made it impossible for them to conform.”(e) It was, therefore, held to be open to the company to justify the increase by circumstances occurring since the rate was originally fixed, and before January 1st, 1893, the date when the increased rate came into force. That this must be the meaning of the Act is seen more clearly when its effect is considered with reference to complaints of rates raised after the passing of the Act, with regard to which, as we have seen, the section must be read without any reference to the year 1892.(f) It would be an extraordinary result if, in the case of an increase made on January 2nd, 1893, nothing could be looked at as justifying the increase except circumstances occurring on January 1st, 1893, but that in the case of an increase made on January 2nd, 1895, any (d) Ante, pp. 54–55. (e) [1896], 1 Q. B. at p. 263; 9 R. & C. T. C. at p. 111. In the Northampton Case [1896), 9 R. & C. T. C. 174, the judges in the Court of Appeal, without deciding the question, indicated that they were inclined to accept the view of the section taken by COLLINS, J., upon this point. (f) Ante, p. 55. 58 CHAP. III.-ACT OF 1894, s. 1. circumstances could be taken into consideration which had occurred since the rate was originally fixed, perhaps twenty years before. It has been said, on the other hand, as we have seen, that the justification of an increase must “rest on circumstances existing or apprehended before the increase was made.”(a) The charging of an increased rate, however, is not like a single act, since the rate continues in force until alteration, and if a considerable interval has elapsed between the date of increase and the complaint, it is easily conceivable that a company might fail in justifying the increase when made, but might succeed in justifying the increased rate as from a later date, in which case circumstances occurring since the increase was made might have an important bearing on the question of damages. (ii.) The Circumstances which Justify an Increase. An important question remains as to the class of circumstances to be looked at as justifying an increase. It has been pointed out that variations in “the trouble, expense, or responsibility attending the receipt, carriage, and delivery of goods are factors in determining the variations in a carrier's charges;(b) a change of circumstances as regards any of these matters, therefore, may justify an increase of charge. This list, however, cannot be regarded as exhaustive. In determining the reasonableness of any charge, one main consideration, doubtless, is the cost of the service (trouble and risk being really elements in cost), and the question whether a charge is unreasonable or not may resolve itself into an inquiry whether, after cost is covered, the charge leaves to the person making it more than a fair margin for profit.(c) Justification of Increase not limited to Increased Cost-But an inquiry into the reasonableness of an increase of a railway charge seems necessarily to involve other considerations. It is notorious that railway charges in this country have never been based exclusively, probably not even mainly, on the cost of the particular service of carriage performed in each case. Railway companies have charged, like other trading bodies, what they thought it to their interest to charge within their legal maxima, or, to use a well-known and much misunderstood phrase, they have charged what, in their judgment, (a) Per CoILINs, J., in Rickett's Case [1896], ubi supra. (5) Per CoELINs, J., in Rickett's Case [1896], I Q. B. at p. 265; 9 R. & C. T. C. at p. 113, citing the judgment of PARKE, B., in Pickford v. Grand Junction Ry. Co. [1842), (10 M. & W. at pp. 422–423). (c) See post, pp. 65–66. CBAP. III.-INCREASE OF RATES. 59 * “the traffic would bear.”(d) Consequently, apart from the Statute, there is no presumption that any rate is as high as can reasonably be charged—reasonably, that is, having regard to the value of the services rendered; the only presumption arising from the fact of a certain rate being charged is that it is as much as the Railway Company can charge with profit to themselves; if they were to charge more, probably the traffic would fall off and the net result would be a loss to the Company instead of a gain. For instance, a rate may be fixed at a low figure on account of competition; on the termination of the competition the rate will pro- bably be increased. If in such circumstances a trader were to complain of the increased rate as unreasonable, the Company would, under the Act of 1894, have to show that the increase was reasonable, and it can hardly be doubted that they would be held to have done so, if they proved that, on account of circumstances unconnected with the cost of carriage, the former rate was fixed at a lower amount than the Company might reasonably have charged, and that the increased rate was reasonable in amount, having regard to “the trouble, expense, and responsibility attending the performance of the service ’’ of carriage. Or, again, low rates are often granted with the object of fostering a trade, and so developing a traffic; if the Company’s expectations are not realised, the rates are withdrawn. In such cases the increases involved in the withdrawal of the low rates are founded, not on any increase in cost to the Company, but on the fact that the rates, which from the first were less than the Company might reasonably have charged, have failed to fulfil the object for which they were granted. It would seem, therefore, that in the absence of proof that a rate before increase was as high as the Company could reasonably charge, the justification of an increase cannot be limited to a change of circumstances involving increased cost of carriage. There is nothing in the Railway Charges Acts, as pointed out by Sir Frederick Peel, (d) This phrase has incurred the same sort of odium as “a rack rent.” It has been described as seeming “to have the tendency to put as much torture as the trade could endure,” and the words—“the rate which the trade could properly and profitably pay”—have been suggested as a substitute calculated to give less offence. (By Sir Courtenay Boyle in his Evidence before the Select Committee of 1893, Answer 365.) The phrase is in fact merely an indication that a railway company, like a trader, regards its functions from a commercial rather than from a philanthropic standpoint; and looks upon the amount which it can profitably charge as its limit of charge, although it may be that its legal rights would justify it in demanding a higher sum. Perhaps a happier mode of expression would be, that railway companies do not seek to charge more than the traffic will bear. 60 CHAP. III.-ACT OF 1894, S. 1. to indicate that the margin between the old actual rates and the new maxima was only intended to be used to meet prospective and contingent advantages, such as a rise in prices or wages, and it would seem that all that a Company has to show under the Act of 1894 is that it has used its powers reasonably.(a) Whether Reasonableness of Rate proves Reasonableness of Increase.-In this connection it is necessary to refer to some passages in the judgments in the Court of Appeal in the Northampton Case, (b) which seem to suggest that a Company does not discharge the onus placed on it by the Act of 1894 by proving the reason- ableness of the increased rate. In that case the rates complained of were “carted * rates, and the Company alleged that the increase in the aggregate rate was wholly attributable to the cartage, and was justified by the increased cost of that service. The Railway Com- missioners held that the Company had failed to justify the increase, no increase in the cost of cartage equivalent to the increase in the charge having been proved, (c) and the Court of Appeal upheld their decision.(d) It was admitted by the applicants that the new cartage charge was not too high; but this admission became irrevelant, because, as pointed out by the Court of Appeal, the Company failed to make good their allegation that the increase in the aggregate rate was accounted for by an increase in the portion attributable to cartage. The point now under discussion did not, therefore, call for decision; but, in the course of his judgment, Lord ESHER, M.R., said, “What the company are bound to prove is that the increase has been reasonable, and they do not show that by showing merely that the present charge is reasonable; ”(e) and A. L. SMITH, L.J., dismissed the contrary proposition as “an ingenious point.”(f) (a) In Rickett's Case [1896], 9 R. & C. T. C. at p. 124. (b) [1896] 9 R. & C. T. C. 174. (c) [1896] Ibid.; 1 Q. B. 273. (d) 9 R. & C. T. C. 174. (e) 9 R. & C.T. C. at p. 200. (f) “There was an ingenious point taken, namely, that if the rate in the whole was reasonable, nothing more was to be inquired into. That really whittled the Act of 1894 down to the procedure in vogue before 1894. The question then always was whether the rate or charge was reasonable.” Ibid. at p. 209. The attention of his Lordship does not appear to have been called to the dicta of Lord WATSON in M. S. and L. Ry. Co. v. Brown. [1882, 8 Ap. Ca. at p. 715, and G. W. Ry. Co. v. McCarthy [1887], 12 Ap. Ca. at p. 235, to the effect that the reason- ableness of a rate within the statutory maximum could not be questioned. In his evidence before the Select Committee of 1893, Mr. Justice WILLs expressed doubt as to the technical accuracy of these dicta, but he admitted that ever since the passing of the Railways Clauses Act, 1845, no case had arisen in which the CHAP. III.--INCREASE OF RATES. 61 Apart from these dicta it might have been thought to follow from proof that an increased rate was reasonable, that the increase was reasonable, just as it would seem (and does not appear yet to have been questioned) that if an increase is shown to be unreasonable, the unreasonableness of the increased rate (which it must be borne in mind is the complaint before the Court) is established.(g) Whether a Company is justified in increasing a rate necessarily depends upon whether the Company immediately before the increase could reason- ably have charged more than they were actually charging; and if it be proved that the increased rate complained of is not more than the Company may reasonably charge, it must follow (unless there has been some change of circumstances calling for a reduction of rate) that the former rate was less than the Company might reasonably have charged—in other words, it would seem that the increase of a rate to an amount not exceeding what is a reasonable rate cannot be unreasonable. The proposition may be tested thus. We have already referred to what seems an elementary proposition, viz., that a plaintiff cannot succeed, if any fact alleged by him and essential to his case is dis- proved. Under the Act of 1894 the facts constituting the right of action, or ground of complaint, are that an increase has been made, and that the rate, as increased, is unreasonable. It follows that, if either the fact of increase, or the unreasonableness of the rate, as increased, is disproved, there is no cause of complaint. Or, to state the argument in another way. We have suggested that there cannot be a greater burden upon a defendant than to dis- prove the plaintiff’s case.(h) Under the Act of 1894 a complainant's case must be that a rate, after increase, is unreasonable. An appli- cant, therefore, in ordinary course would have to make good two propositions, viz., that a rate had been increased, and that the rate, after increase, was unreasonable. The effect of the special statutory provision is that as soon as the fact of increase is proved, the onus is shifted to the defendant, but it is apprehended that this cannot mean that there is laid on the defendant a greater burden than the disproof of the complainant's allegation that the increased rate is unreasonable. The dicta above referred to seem to imply that the burden of reasonableness of a rate within the maximum had been called in question. (Ans. 8290–8293.) It is not clear, therefore, what procedure the Lord Justice refers to as having been in vogue before 1894. (g) See ante, p. 54, note (a), (h) Amte, pp. 53–54. A 62 CHAP. III.-ACT OF 1894, S. 1. justifying the increase is a different and greater burden than that of justifying the increased rate.(a) Different in a sense it probably is, otherwise the Legislature would hardly have varied the phrase, but not necessarily greater, it is conceived, and in many cases it would appear to be less. For example, where an increase in a rate (say of 5 per cent.) has to be justified, proof that the cost of the service is 5 per cent. higher than it was when the rate was fixed is held to be a sufficient justification for the increase, because the reasonableness of the former rate, if within the old maximum, is to be presumed.(b) But if the Act had placed upon a Company the burden of justifying the increased rate, it might have been held that they had to show affirmatively that the amount was a reasonable charge for the services in respect of which it was demanded. In other words, if any dis- tinction is to be drawn between the two terms—reasonableness of the increase and reasonableness of the increased rate—the effect of it is this:–that the limitation of the onus on a defendant Company to a justification of the increase implies that the reasonableness of the former rate is to be presumed, and that it is only the difference between the old and new rates that has to be justified by the Company. But although the onus in terms cast upon the Company by the Statute is not the disproof of the applicant’s allegation that the increased rate is an unreasonable one, it seems inconceivable that if a defendant chooses to take upon himself the burden of disproving his opponent's case, and succeeds in doing so, he is not entitled to judg- ment ; and the key to the change of phrase in the section (i.e., unreasonableness of rate, reasonableness of increase) seems to lie in the difference between what is obligatory upon a defendant, and what is open to him. If the law be otherwise, very anomalous results may ensue. A charge (e.g., for cartage or truck demurrage) may be decided by an arbitrator, under section 5 of the Railway Charges Schedules, (a) This would appear from the words “merely” (Lord ESHER) and “whittling down” (A. L. SMITH, L.J.), see ante, p. 60. (b) In Rickett's Case [1896], I Q. B. at p. 267, COLLINS, J., based this assump- tion on the inability of courts of law before the Act of 1894 to enquire into the reasonableness of a rate within the maximum. Perhaps an equally strong reason for making the assumption is that eſc necessitate rei, the former rate must be less than the sum which Parliament, after a prolonged investigation as to the proper amounts to be charged by railway companies, fixed as the sum which for the future the company might charge—that is to say, it was being charged in 1891 or 1892, and Parliament, so far from reducing it, fixed the new maxima So as to leave a margin above it which allowed an increase. CHAP. III.-INCREASE OF RATES. 63 to be reasonable; (c) but if such charge is higher than it used to be, and complaint is made the next day to the Commissioners, under the Act of 1894, that the charge is unreasonable, then, in the event of the Company failing to show a change of circumstances, such as increased cost since the time when the charge was fixed, the complainant will be entitled to an order determining that the charge, which has just been found to be reasonable, is unreasonable, and enjoining the Company not to make it. Proof that Rate is within the Maximum not sufficient. — One further point deserves attention in this connection, viz., the proviso at the end of section 1 (1) that it shall not be sufficient to show that the rate is within the maximum. If Parliament intended that an increase was only to be justified by an increase in cost or similar considerations, it is difficult to see the object of this proviso, for the fact of a rate being within the maximum has no bearing except on the question whether the rate itself is a reasonable one, and that question ea hypothesi is beside the point. It is conceived that the proviso only becomes intelligible, if it be admitted that one mode of proving the reasonableness of an increase is to prove the reasonableness of the rate.(d) It is to be noted that, although the mere fact of the increased rate being within the maximum is not enough to justify the increase, the Act does not say that that fact is to be disregarded, and it is difficult to see how the fact that a certain sum has been decided by Parliament to be the sum “which the Railway Company shall be entitled to charge "(e) for the future can be treated otherwise than as an important factor in determining the question whether that sum, or some less sum, is or is not a reasonable charge. Summary as to Burden of Proof–If the view of the Act here suggested be correct, the effect of the provision as to the burden of proof may be thus stated :—On proof of the increase, the justification of that increase lies on the Company; to justify the increase it must be shown that the rate immediately before the increase was not as high, by at least the amount of the increase, as the Company might at that time have reasonably charged; this may be done in one of two ways:– (c) Board of Trade Analysis, p. [103]; see ante, p. 37. (d) That the reference to a statutory maximum has not the effect of limiting the application of the section to charges which are the subject of fixed maxima, See post, p. 71. (e) Act of 1888, s. 24 (10), post, p. 91; and Order forming Schedule to Railway Charges Acts, S. 4, e.g., Appendix C., post, p. 113. 64 CHAP. III.-ACT OF 1894, s. 1. (1) by relying on the assumed reasonableness of the old rate, and showing such a change of circumstances since the time when that rate was fixed as justifies the increase; or (2) by showing affirmatively that the new rate is reasonable; and one mode of doing this would be by proving that the old rate was less, by at least the amount of the increase, than what might reasonably have been charged. How far Circumstances outside Cost of Service affect Reason- ableness of Increase.—In saying that proof of the reasonableness of the amount of a rate is proof of the reasonableness of increasing a lower rate to such amount, it is not intended to negative the view that “reasonable * is to be read as meaning “reasonable, having regard to all the circumstances,” including in those circum- stances the fact that a lower rate was previously charged. It is true that such a construction may sometimes involve an inquiry into considerations which the Courts have generally shown a disposition to ignore; but it is by no means self-evident that the fact that a charge has been shown or admitted to be reasonable for a certain service in particular circumstances is a conclusive justification for making the same charge for that service in other circumstances. For example, a Company may have almost created an industry in a particular locality by conceding favourable rates for certain raw produce or manufactured articles; such rates may have yielded a lower rate of profit than many of the Company’s rates, and may have been lower than what the Company might fairly have charged, had they been so minded. It certainly seems open to question whether in such a case the Company would be acting reasonably in increasing the rates at a time when, perhaps, a slight increase of rate would seriously cripple the industry in question, even though such increase would not have the effect of raising the rates above an amount which in other circumstances would admittedly be reasonable. Conversely, it might fairly be argued that the fact that certain traffic would bear an increase of rate was to some extent a justification for making the increase, always provided that the rate charged was not disproportionate to the service rendered. The narrower view, which would exclude all considerations other than the cost of rendering the Service, seems to rest on an assumption that the cost of working has always formed, or ought always to form, the sole consideration in fixing a railway rate. But so far from the theoretical advantage of adopting cost as the sole basis for railway rates having been proved or authoritatively declared, Parliamen- CHAP. III.-INCREASE OF RATES. 65 tary Committees have more than once discountenanced attempts to enforce the adoption of such a basis,(a) and there can be no doubt that railway rates yield, and have always yielded, very different rates of profit to the Company charging them. It would be leading us too far afield to discuss the economical considerations which constitute the justification for our English system of railway rates, but it may be taken as certain that, if all traffic had to contribute in equal proportions towards a Company’s revenue, shareholders would find themselves with reduced dividends, or many commodities, which at present are carried from place to place with advantage to the community, would cease to be so carried,(b) or else (and, perhaps, this is the most likely to happen) both results would be brought about concurrently. It is only right, however, to point out that COLLINS, J., has lent the weight of his authority to what we have ventured to call the narrower view. In Rickett's Case he said :— “The affluence or indigence of the person rendering or receiving the service is beside the question. The reasonableness of the charge must be measured by reference to the service rendered and the benefit received, which is unaffected by the prosperity or misfortune of the parties to the contract.”(c) And later, in the same case :— “I think that the reasonableness of the rate is not to be tried by its effect upon the trade of the persons who have to pay it.”(d) These observations of the learned judge seem to have been based mainly, if not entirely, upon certain expressions of Lord Selborne in Canada Southern Ry. Co. v. International Bridge Co.(e) Lord SELBORNE said in the course of his judgment in that case :— “The principle must be, when reasonableness comes in question, not what profit it may be reasonable for a company to make, but what it is reasonable to charge to the person who is charged.” But it may be doubted whether this observation was intended to extend beyond the facts of the particular case, and whether Lord (a) See the Reports of the Royal Commission of 1865 and of the Select Committee of 1881–1882. (b) See the instances of low rates mentioned in the Report of the Select Committee of 1881–1882, p. viii. (c) [1896], 1 Q. B. at p. 265; 9 R. & C. T. C. at p. 113. Whether the proposi- tion that the measure of a benefit is unaffected by the prosperity or misfortune of the party receiving it is of universal application, seems to be at least open to question. (d) [1896, 1 Q. B. at p. 266; 9 R. & C. T. C. at p. 114, (8) [1883), 8 Ap. Ca. 723, at p. 731. F 66 CHAP. III.—ACT OF 1894, s. 1. Selborne meant to lay down any general proposition beyond this, that where a charge is reasonable with reference to the benefit accruing to the person paying it from the service in respect of which it is paid (e.g., a toll of #d. for passing over a bridge which saves a ferry or a long detour), its reasonableness is not displaced by proof that the person performing the service is deriving a considerable profit from his business. It is apprehended that in some cases the profit of a carrier may have a bearing upon the question of the reasonableness of his charges. One common mode of arriving at a reasonable charge is to ascertain, as nearly as may be, the cost of the service, and to add a fair allowance for profit, and if cost plus fair profit is a reasonable charge, it seems at least arguable that an excessive profit may indicate unreasonableness of charge.(a) What is an Unreasonable Rate–It is, perhaps, hardly necessary to point out that it is fallacious to speak of “reasonableness” in connection with railway rates on the assumption that for every service of carriage there is one amount which is the reasonable charge, and that every other amount is either unreasonably high or unreasonably low. Apart from questions of undue preference, it may be doubted whether a rate can, with due regard to accuracy of language, be described as unreasonably low, which a Company, with full knowledge and appreciation of the circumstances, deliberately elect to charge, although it may very well be less than the Company might reasonably charge, if they were so minded. Perhaps, theoretically there must be an amount in every case above which it would be unreasonable for a Company to charge, and below which it would be unreasonable to require them to charge, but it is only with the first aspect of the question that the Court is concerned in proceedings under the Act of 1894. In such proceedings the enquiry is necessarily directed not to the question whether a certain amount is too low to be fixed as a limit to a Company’s charging powers, but to the question whether the amount is too high to be authorised, and the terms to be contrasted (a) Cf. ante, p. 58. The case of Canada Southern Ry. Co. v. International Bridge Co., [1883], 8 Ap. Ca. 723, had reference to certain bridge tolls, which the Court found to be unexceptionable when examined with reference to the service rendered according to any standard of reasonableness which could be suggested, and the plaintiffs sought to impugn the reasonableness of the tolls by showing, from a dissection of the accounts of the Bridge Company, that the share- holders of that company were receiving dividends equivalent to 15 per cent. upon the cost of the bridge. The Court characterised this argument as “preposterous.” CHAP. III.-INCREASE OF RATES. 67 of are not “unreasonably high” and “unreasonably low,” but “higher than can reasonably be charged,” and “less than might reasonably be. charged.” - Recoupment.—A subject that has been a good deal discussed in connection with recent increases of rates is that of “recoupment,” as it has been called, the question being how far the fact of some rates having been compulsorily reduced by the revision of the maxima is a justification for other rates, which are below the maxima, being raised as a means of making good the loss. It does not seem to have been argued in any case so far, and probably could not be argued with any chance of success, that the fact of Parliament having decided that some rates were unreasonably high is any evidence of the reasonableness of raising others, which, perhaps, were already high enough. Probably, in this sense, the plea of “recoupment * cannot be put higher than it was put by COLLINS, J., in Rickett's Case.(b) “Though this fact,” he said—i.e., the fact that the Company “had been deprived of a large revenue through the compul- sory imposition upon them in 1891 of a maximum below their then existing rates in respect of a portion of their coal traffic’”—“though this fact in my judgment cannot be relied on as a factor in establishing that the rate now charged to the applicants is reasonable, I think it abundantly justified the defendants in looking to see how far they could legally recoup themselves by getting a better revenue from their other traffic. They might well afford to carry at the old rates whilst they were in receipt of the revenue of which they have been deprived, without losing the right to fall back upon their strict rights when this source of profit had been cut off.”(c) In other words, “recoupment” may supply a lawful motive, but does not in itself afford an adequate excuse. At the same time, two things must be borne in mind:—1st. That the professed object of the revision of maxima was not to reduce the revenue of railway companies, or to transfer any part of that revenue to the pockets of other traders, but to remove anomalies and uncertainty; and 2ndly, that the Act of 1894 suggests no standard by which the reasonableness of an increase is to be judged. All that Parliament has said is that, in all cases of increase after a certain date, the reasonableness of the increased rate is to be open to question, and that the mere fact of its being within the maximum is not in itself sufficient to justify its being charged. (b) [1896], I Q. B. 260; 9 R. & C. T. C. 107. (c) [1896), 1 Q. B. at p. 270 ; 9 R. & C. T. C. at p. 118. F 2 68 CHAP. III.-ACT OF 1894, S. 1. Revision not Recoupment.-But although a mere desire to recoup losses does not in itself justify the raising of a rate to the maximum, it does not follow that there are no cases in which the justification of an increase may not properly be sought in the altered conditions brought about by the revision of a Company’s maxima. For instance, some of a Company’s rates may in the past have been fixed according to a certain scale; the new maximum scale may be above that scale at some points and below it at others; it follows that the Company’s actual rates must be altered, and it is not difficult to suggest cases in which the adoption in practice of a new scale higher at some points than the rates previously charged, would seem to be a perfectly reasonable course. Take, for instance, a case where the new maxima are for short distances below the former actual rates, and for long distances above them. Here there would seem to be a clear intimation on the part of the Legislature that the Company’s rates had been fixed on a faulty principle ; that the short distance rates were higher than they ought to be, and that the long distance rates were lower than they reason- ably might be ; in other words that the principle of graduating the rate per mile according to distance had been carried too far. If, in such a case, the Company could show that a scale of rates, which was higher for long distances than the old rates, was in itself not unreason- able in relation to the services performed by the Company, and that the total revenue derived from the new rates was not greater than that derived from the old, it is difficult to see how the Company could be held to have used their new powers in a manner other than reasonable, although their raising of the long distance rates may have been prompted by a desire to recover some part of the loss involved in the reduction of the short distance rates, rather than by a conviction that the principle of their former scale was faulty. Again, it has frequently been stated that the close investigation of rates, which resulted from the parliamentary revision, revealed many anomalies which had escaped the attention of the railway managers, while the removal of others was deliberately allowed to stand over until Parliament had decided as to the new maxima and conditions of carriage; for it must be borne in mind that more than ten years elapsed between the first suggestion of the revision and its com- pletion. Any revision of its actual rates by a Railway Company, made with the object of removing anomalies, or of putting rates on a more uniform basis, must, unless it is to result in a loss of revenue, involve increases of some rates ; but if the revision is fairly carried out, CHAP. III.-INCREASE OF RATES. 69 such increases would appear to be justified, always provided that the increased rates are in themselves reasonable. And in such a case, if some of the old rates have been reduced, it seems immaterial, except as evidence of bona fides, whether such rates as have been reduced were above or below the new maxima. Thus, where the old rates had been unduly favorable compared with those charged for similar traffic in other districts, and the Company had revised the rates in such a way as to establish uniformity of charge, the reasonableness of the new rates was held to be established.(a) Damages.-The measure of damages is the excess paid by the applicants in respect of traffic charged at the increased rate over what would have been payable at the old rate, or at such increased rate as the Court finds would have been reasonable.(b) Joinder of Parties.—The Act applies to increases made by a Company “either alone or jointly with any other Railway Company or Companies,” and, therefore, includes through rates. Where complaint is made of an increase in a through rate, all the Companies, parties to the rate, must be joined as defendants.(c) Direct or Indirect Increase.-The increase may be direct or indirect, and it would seem that a charge may be raised indirectly, if, while the amount charged remains the same, the services included in the rate, are reduced, or the conditions imposed upon traders are more onerous. Where a Company’s rates for conveyance of coal were up to 31st December, 1892, calculated at 21 cwts. to the ton, and afterwards were calculated at 20 cwts. to the ton, with an allowance for wastage of 2 cwts. per truck, it was held that by reducing the weight of coal carried to the ton the Company had indirectly increased its rates.(d) The Court also held that even if the extra hundredweight per ton under the old system was an allowance for wastage (as to which the evidence was conflicting), it could not be regarded as a thing apart from the other 20 cwts. ; the whole 21 cwts. had been carried “at an entire rate, as to which there was a presumption that it was high (a) Northampton Case [1896], 9 R. & C. T. C. 174, at p. 195; Charlaw and Sacriston Collieries Company v. North Eastern Railway Company [1896, 9 R. & C. T. C. 140, at p. 145. (b) Rickett's Case [1896], I Q. B. 260, at p. 272. (c) Mapperley Colliery Company v. Midland Railway Company [1896, 9 R. & C. T. C. 147. (d) Rickett's Case [1896], 1 Q. B. 260; 9 R. & C. T. C. 107. 7() CHAP. III.-ACT OF 1894, s. 1. enough before it was raised ; and this presumption is not rebutted unless it be shown that the whole rate, of which the wastage allow- ance was a part, was lower when it was made than it reasonably might have been, or that circumstances have changed in the interval.”(a) In other words, proof that the wastage allowance was formerly too large was no proof that the whole rate was not as high as it reasonably could be, in the absence of evidence that there was a substantial difference between the amount of waste at the time of the alteration and at the time when the rate was fixed.(b) In the Manchester and Northern Counties, fc., Coal Traders’ Associations v. Midland Railway Company,(c) complaint was made of an alteration in the mode of calculating siding rent (i.e., the charge made for the occupation of sidings by trucks). The old system had been, in cases where the trader unloaded the trucks, to allow four clear days for unloading, and after that time to charge one shilling a day for each truck, but credit was given, in respect of those trucks which were unloaded within the time, of one shilling for every day less than four occupied by each of such trucks. Under the new system, the charge was reduced to 6d. per day, but the averaging system was abolished, and a trader got no credit for trucks which were unloaded in less than four days.(d) It was argued that this change constituted an increase in the tonnage rate (i.e., the convey- ance rate and terminals) by diminishing on the average the number of days for which no additional charge was made in respect of the occupation of sidings—in other words, that there had been an indirect increase, not in the siding rent, but in the rate, by a diminution in the accommodation previously covered by the rate. The Court held that the facts disclosed no such increase, the number of days allowed for unloading being the same as before. It would seem that the withdrawal by a railway company of a gratuitous service—i.e., a service for which no charge is made, and for the non-performance of which no action would lie—cannot constitute an indirect increase of rate. In the case of Shoesmith v. L. B. & S. C. Ry. Co. (part heard on December 4th–8th, 1896, and adjourned—not reported), the Company had in the course of certain alterations at their station pulled down a shed, in which it had (a) Per Collins, J., ibid., 1 Q. B. 260, at p. 268; 9 R. & C. T. C. at p. 115. (5) See ibid. (c) [1896], reported in Appendix B., post, p. 95. (d) In Midland Railway Company v. Sills [1896], 9 R. & C. T. C. 161, this charge was decided to be reasonable ; see ante, p. 41. CHAP. III.-INCREASE OF RATES. 71 been the practice for grain to be unloaded by the Company’s servants, and stored without charge for seven days, the consignees taking delivery of the grain in the shed and loading it into carts. After the pulling down of the shed, the consignees of grain had to unload it into their carts direct from the railway trucks standing in the sidings. There was no alteration in the amount of the railway rate. The Commissioners expressed an opinion, without finally deciding the point, that the removal of the shed and the consequent alterations made by the Company in their mode of dealing with grain at the station did not constitute an indirect increase of the rate. Rates and Charges not the Subject of fixed Maxima.-The provision that a Company does not discharge the onus of proving that the increase is reasonable by showing that the charge is within a statutory maximum, has not the effect of limiting the scope of the Act to charges which are the subject of fixed maxima.(e) Neither, it would seem, does the fact that the Legislature has nominated another tribunal to determine the reasonableness of certain charges (e.g., the special charges authorised by section 5 of the Railway Charges Schedules, differences as to which are to be determined by an Arbitrator to be appointed by the Board of Trade(f)), oust the jurisdiction of the Commissioners to determine a complaint under the Act of 1894, where the charge in question has been increased.(g) Therefore, where rates, which included a charge for collection and delivery, had been increased, and the Company alleged that the whole increase was in the portion of the rate attributable to those services, it was held that the Commissioners had jurisdiction to hear a complaint as to the increased rates.(h) Complaints by Public Bodies and Trading Associations,—The public bodies and trading associations, which by section 7 of the Act of 1888 are authorised to take proceedings before the Commissioners,(:) (e) The Northampton Case [1896], 9 R. & C. T. C. 174. (f) Board of Trade Analysis, p. [103]. - (g) The Northampton Case [1896], 9 R. & C. T. C. 174. In an earlier case (Wild- man v. Midland Railway Company [1896], not reported), the same point in regard to jurisdiction arose, and the Commissioners declined to determine the complaint. In that case the applicant appeared in person, and the point was not fully argued. In the Northampton Case, supra, CoLLINS, J., refused to be bound by the previous decision of the Court, and suggested that there was a distinction between an application by a trader, and by a public body or association under section 7 of the Act of 1888 (post, p. 88), on the ground that such a body could not bring itself within the provisions of section 5 of the Railway Charges Schedules: ibid. at pp. 181, 188. The same view was held by the Q. B. D. (WRIGHT and BRUCE, JJ.), in Midland Ry. Co. v. McKay [1897], “Times,” 16th January, 1897. (h) The Northampton Case, wbi supra. (6) Post, p. 88. 72 CHAP. III.-ACT OF 1894, S. 1. are entitled to make a complaint under the Act of 1894.(a) In a complaint by such a trading association, although the association consists of, and may be said to represent, a number of traders, the association and the Railway Company are, in point of fact, the only parties to the litigation, and, therefore, the Company is not entitled, as a matter of right, to particulars of the traders represented by the association.(b) The granting of orders for particulars is, however, in the discretion of the Court, and it would seem to be competent to the Court to order such particulars to be given.(c) Increase of a Class Rate–Where complaint is made of the increase of a class rate (i.e., a rate applicable generally to the articles in one of the classes of the classification), a company is not entitled, at any rate before putting in an answer, to particulars of the specific goods in respect of which the increase of rate is alleged to be unreasonable, because it would be open to the company to justify generally the raising of the rate for the whole class. (d) Increased Working Expenses.—In the case of Charlaw and Sacriston Collieries Company v. North Eastern Railway Company,(e) an increase in certain rates for coal for shipment was held to be reasonable, the Railway Company having proved that the cost of working the traffic of the applicants had been increased by (1) increased cost for locomotive power, owing chiefly to the shortening of the hours of labour ; (2) increased wages; (3) greater number of wagons having been allotted to the applicants owing to colliery owners requiring their traffic to be conducted with greater despatch ; and (4) increased rates and taxes. In this case the line of railway, which the traffic in question passed over, being a mineral line, all the expenses of working it were incurred in relation to traffic similar to that of the applicants. In other cases, where the railway has been used for various descriptions of traffic, it has been necessary, in order to prove increased cost of working, to divide the Railway Company’s expendi- ture between those descriptions of traffic,+e.g., between passenger, goods, and mineral traffic. It is obviously impossible to do this with absolute accuracy, having regard to the many items of expenditure (e.g., the maintenance of the permanent way, signalling, general expenses, &c.), which are common to all descriptions of traffic and are not directly affected by the quantity of traffic ; and no rule has yet (a) Mansion House Association, &c., v. G. W. Ry. Co. [1895], C. A., 2 Q. B. 141 ; 9 R. & C. T. C. 58. It has been pointed out that section I (4) (post, p. 83), does not apply in such cases: ante, p. 50. (b) Mansion House Association, &c., v. G. W. Ry Co., ubi supra. (c) Ibid. (d) Ibid. (e) [1896], 9 R. & C. T. C. 140. CHAP. III-INCREASE OF BATEs. 73 been laid down as to the best mode of arriving at an apportionment— that is to say, whether the proper mode be to divide such items between the various classes of traffic using the railway in the pro- portion of the gross receipts arising from each, or the number of trains run for the conveyance of each, or by any other method of apportionment.(f) Increase in Cost of Particular Traffic.—It has been said that where an increase is sought to be justified on the ground of increased cost, it must be shown that “the increased rate fairly corresponds with the increased cost of working the traffic on which it is charged.”(g) But it would be impossible, as has been seen, to apportion the expenses of working the traffic either of particular traders or between particular stations with perfect accuracy. On the other hand, there may be cases in which an increase in the general working expenses of a Company would afford very slender evidence of an increase in the cost of carrying a particular class of traffic. Probably no general rule can be laid down as to how far an increase in cost must be demonstrated to have been incurred in relation to the particular traffic affected by the rate complained of ; it must be a question of fact in each case whether the evidence given by the Company of increased cost of working their railway generally or any section of it, or of carrying particular descriptions of traffic, or of performing certain services, is sufficient to support the plea that there has been an increase of cost justifying the increase of rate complained of. Basis of Comparison; Percentage of Working Expenses; Train Mile Cost-In Rickett's Case,(h) two methods of proving a difference in the cost of working during two periods were contrasted and discussed, viz., 1st, a comparison between the two periods as regards the relation of , the receipts arising from the traffic to the money expended in earning those receipts, i.e., a comparison of the ratios of expenses to receipts in each period; 2ndly, a comparison between the two periods as regards the cost of conveyance per train mile, i.e., the total expenses incurred in conveying the traffic divided by the number of miles run by the trains conveying it. The former method was suggested by the Railway Company and approved by COLLINS, J., () the latter was adopted by Sir F. Peel.(k) It seems possible that the question which method yields the more accurate result depends less upon which of the two is theoreti- (f) Rickett's Case [1896), l Q. B. at p. 268. (g) Rickett's Case [1896, 9 R. & C. T. C. 107, per Lord CoBHAM, at p. 132. (h) [1896], 9 R. & C. T. C. 107. - (?) Ibid., at p. 117. (k) Ibid., at p. 126. 74 CHAP. III.—ACT OF 1894, S. 1. cally sound, than upon which, in the particular case before the Court, is least affected by changes of circumstances likely to impair its accuracy as a standard of comparison ; and that, in the absence of what may be called disturbing elements, each method is sound and would yield substantially the same result. Thus, if in two years which were being compared all the conditions which affect the cost of railway carriage (including the quantities of traffic of all descriptions, the distances travelled, and the rates charged) were identical, with the single exception that a particular item of expense (e.g., the cost of loco- motive coal), was more in one year than the other, it seems quite possible that there would not be an appreciable difference between the results arrived at by the two methods. As illustrations of what we have called “disturbing elements,” it may be pointed out that in cases where the train mileage includes the work performed by engines in shunting, a comparison based on train mileage may be vitiated by variations in the amount of shunting from time to time ; while the fact that the cost of conveyance per mile varies with the length of the journey must seriously affect any comparison of the cost per train-mile during different periods, except where the length of journey is a constant factor. - Thus, a lower average cost per train-mile may be due to an increase in the average length of run, and in such a case would be consistent with an actual increase in some or all of the items which make up the expenses of conveyance—consistent, therefore, with the very circum- stances which, above all others, justify an increase of rate.(a) On the other hand, if between the two periods a general alteration of rates has taken place, this would be likely to affect the value of a comparison based on the proportion of expenses to receipts. Comparison of Average Cost Fallacious.--It may be well to point out here that any calculations based on figures of average cost are apt to be fallacious when applied to particular traffic. For instance, a company may in one period have a large quantity of short-distance traffic, and in a later period much of this may have disappeared, and (a) The following example illustrates the danger of applying train-mile cost indiscriminately as a basis for rates. Suppose certain traffic—say, 100,000 tons of coal—to be transferred from a level line to a line with heavy gradients, the length of journey remaining the same. The cost of conveyance will be increased, and an increase of cost will be shown whether we take the total cost, or the cost per ton or per ton-mile. But the cost per train-mile will be almost certainly less than before, because the increase in cost has taken the form of shorter, and therefore more numerous, trains; consequently the train mileage has increased ; and, although a duplication of trains involves a corresponding increase in some items of cost (e.g., coal, drivers' wages, &c.), in others (e.g., signalmen, general charges, &c.) it may cause no appreciable change. CHAP. III.-INCREASE OF RATES. 75 its place have been taken by long-distance traffic, cheaper to work in proportion to distance. In such a case the average cost, whether per train-mile or per ton-mile (though not the cost per ton) will be reduced, and this may be the case even though the items that make up the cost of conveyance, or some of them, have risen. The average receipt or charge per mile will also show a decrease, long-distance traffic being ordinarily charged at a lower rate per mile than short- distance traffic; but it would be fallacious to argue that the lower average cost per mile proved lower cost with regard to any particular traffic, or afforded any ground for a reduction of rate. In such a case the percentage of working expenses to receipts would undoubtedly form a better basis for comparison than average train-mile cost.(b) What Periods to be Compared.—In cases where an increase of cost is relied on as a justification for an increase of rate, much may turn upon the periods chosen for comparison. It seems that, in the absence of exceptional circumstances, the year (or some other period) immediately preceding the increase should be compared with a similar period during which the former rate was in operation. As, however, the former rate is assumed to have been a reasonable rate during the whole time it was in force, it is apprehended that a company would justify the increase of rate if they showed a proportionate difference of cost between the year immediately preceding the increase and any one of the years during which the old rate was in force. Increase of Passenger Fares.-Although primá facie the word “charge ’’ is wide enough to include passenger fares, it seems clear that the section is limited to rates and charges in respect of goods, since a complaint to the Board of Trade under section 31 of the Act of 1888 is a condition precedent to the right to complain to the Railway Commissioners of an increased rate or charge, and that section is limited to complaints by persons “receiving or sending or desiring to send goods by any railway.”(c) (b) A simple example will illustrate this. A hatter in 1891 makes 1,000 felt hats at a cost of 10s. each, and 1,000 silk hats at a cost of 20s. each, and sells them at 12s. and 24s. each respectively; in 1892 he makes 1,500 felt hats and 500 silk hats at the same cost respectively as before, and sells them at the same prices. The average cost of pro- duction will have been 15s. per hat in 1891, and 12s. 6d. in 1892, and the average price realised 18s. and 15s. respectively. If the hatter, relying on the reduction in his average cost, had reduced the price of his hats in 1892 by a corresponding amount, he would have found that his sales only just realised enough to cover his expenses. On the other hand, having sold at the same prices as in 1891, he finds that though his receipts and expenses are both less in the aggregate than before, the ratio between them has remained constant. In other words, the relation between receipts and expenses tells a true tale, viz., that the conditions which affect selling price have remained unchanged, while the inference, which average cost seemed to suggest, might shortly have led to the hatter's bankruptcy. (c) See section 31 of the Act of 1888, post, p. 92. ( 76 ) C H A PT E R IV. SIDING REBATE. SECTION 4 of the Act of 1894 enacts as follows:— “Whenever merchandise is received or delivered by a Railway Company at any siding or branch railway not belonging to the Company, and a dispute arises between the Railway Company and the consignor or consignee of such merchandise as to any allowance or rebate to be made from the rates charged to such consignor or consignee in respect that the Railway Company does not provide station accommodation or perform terminal services, the Railway and Canal Commissioners shall have jurisdiction to hear and determine such dispute, and to determine what, if any, is a reasonable and just allowance or rebate.” It is believed that this is the first statutory enactment in which the term “rebate” occurs. The word is in frequent use in matters connected with railway rates; but the law relating to rebates, in the sense in which the term is used in railway matters, had not, until 1894, been the subject of direct statutory enactment. Meaning of Rebate-‘Railway rates being fixed in accordance with the general requirements of senders and receivers of the various classes of traffic, and including charges in all classes for some, and in the higher classes for numerous ‘services’ (including in that term the provision of accommodation) outside mere ‘conveyance, it some- times happens that a Company’s rates become in their entirety inapplicable to cases where the Company do not render all the services which are charged for in the total rate. The practice of making, in such cases, a deduction from the ordinary charge obviates the multipli- cation of rates, and the allowance of rebate thus affords a ready and flexible mode of adapting existing rates to special circumstances. Its Connection with Disintegration of Rates.—“The question of rebate is connected with the disintegration of rates; not that the provisions requiring companies to disintegrate their rates confer in themselves any right to rebates, but because, by obliging a Company to specify the services included in a rate, they enable a trader, in CHAP. IV.- SIDING REBATE. 77 certain cases, to ascertain whether he is entitled to a rebate—that is to say, whether he is entitled to recover from a Company any part of charges which he has paid them in the past, or to call upon them to desist from making similar charges for the future. Such a right on the part of a trader, in cases where it exists, is the outcome of the special restrictions and obligations imposed upon Railway Companies when acting as carriers . . . . For example, they are bound to afford all reasonable facilities for receiving, forwarding, and delivering traffic; their charges must not exceed the amounts authorised by Parliament, and must be imposed reasonably, and, where the circumstances are the same, equally; also they must not, by their charges or treatment, unduly prefer or prejudice particular persons or descriptions of traffic. These obligations may be enforced in some cases by an action for the recovery of overcharges, in others by complaint to the Commissioners, but where the substance of a complaint is that the rates charged to a particular trader are too high, having regard to the services rendered, the ground of complaint may often be removed by the Company making the complainant a deduction from their ordinary rate; in this sense the allowance of rebate may be regarded as a legal mode of relief, and has been so recognised by the late Commissioners.”(a) Rebate under Act of 1894—It is to be observed that section 4 of the Act of 1894 does not in terms confer a right to rebate ; it is not clear whether the section impliedly confers such a right in cases where it did not previously exist, or whether the section merely modifies procedure, and enables the Commissioners to do directly what in certain cases they formerly could only do indirectly. Broadly, however, the effect of the section, taken in conjunction with the law as previously existing, may, perhaps, be thus stated:— Where a trader, whose traffic is received or delivered by a Railway Company at a private siding, is charged in respect of such traffic a rate which includes a charge for station accommodation or terminal services, and he can show either (1) that the Company does not provide any station accommodation or perform any terminal services for his traffic, or (2) that the charge so included in the rate is too high for such station accommodation as the Company provide and such terminal services as they perform in respect of his traffic, he is Yº “Butterworth on Railway Rates and Traffic” (2nd edit.), pp. 190—191. For the decisions of the late Commissioners as to rebate, see ibid., pp. 194–196. The restrictions and obligations imposed upon Railway Companies are discussed at length, ibid., pp. 93 et seq., 51 et seqq., 137 et seqq. 78 CHAP. IV.-ACT OF 1894, S. 4. entitled to an allowance or rebate from the rate charged, and the Commissioners have power to determine the amount of such allowance or rebate.(a) Whether Disintegration of Rate necessary to give right to Rebate.-In order to bring their case within the section applicants to the Commissioners must “satisfy this tribunal to begin with that they have been called to pay a charge which they ought not to pay by reason of the fact that they have not received the accommodation, or had the benefit of the services in respect of which that charge is made ; ”(b) in other words, an applicant must show that there is a charge for station accommodation or terminal services in the rate charged to him from which he claims a rebate. Where the total rate charged is above the maximum authorised for conveyance, it follows that at least the balance is charged for services outside conveyance, but where the total rate charged is within the maximum conveyance rate, it may be necessary for an applicant to get the rate disintegrated before he can bring his case within the section. Thus, in Corporation of Birmingham, fc. v. Midland Ry. Co.,(c) the applicants relied on the fact that certain rates charged to a private siding were the same in amount as the corresponding rates charged to a station of the company in the same town, which admittedly included a terminal charge. CoLLINS, J., expressed the view that the applicants had not discharged the initial onus thrown upon them under the section of showing that the rates to.the siding included a charge for station accommodation or terminal services, there being no evidence beyond a bare presumption that because the Railway Company had admitted that there was some charge for terminal services in the station rate and the rate to the siding was the same, therefore it must be assumed that there was a terminal charge in the siding rate.(d) Where a rate to a siding is separately entered in a rate book, it (a) It has been pointed out in a previous chapter that nothing can be charged by a railway company under the head of “Station Terminal” in respect of traffic dealt with at a private siding, but that a company is entitled to remuneration under the head of “Special Charges” when it performs services for such traffic similar to the services for which a Station Terminal is authorised : see ante, pp. 38, and 42. (b) Per COLLINS, J., in Corporation of Birmingham, dºc. v. Midland Ry. Co. [1896), 9 R. & C. T. C. 165, at p. 169. (c) [1896, 9 R. & C. T. C. 165. (d) Per COLLINS, J., ibid., at pp. 170–171. But see the judgment of Sir F. Peel at p. 172. CHAP, IW,--SIDING REBATE. 79 is difficult to see on what principle it is to be assumed that it must include a charge for the same services as the rate to a station in the same neighbourhood, or any other rate. It would seem, indeed, that there is no more reason to assume this than to assume the converse, namely, that if no terminal is included in the siding rate, no such charge is included in the station rate. As bearing upon this question, it is important to keep in mind that the Act of 1894, does not seem to have altered the previous state of the law with regard to disintegration of rates; and that it is, therefore, still open to a company, when called upon to disintegrate a rate which is within the maximum authorised for conveyance alone, to attribute the whole charge to conveyance, although they perform services beyond mere conveyance without further charge. (e) Section Applies even where Company Performs Services.- The section is not limited to cases where the Railway Company provides no station accommodation, or provides no terminal services for siding traffic, the words “in respect that,” being equivalent to “in proportion as,” or “to the extent that.”(f) Set-off by Gompany for Services Performed.—Where the Railway Company provide certain accommodation, or perform certain services beyond what is included in “conveyance,” they are entitled to set-off the value of such accommodation or services against a claim for rebate, even though the accommodation provided or services performed are not terminals as defined in sections 3 and 4 of the Railway Charges Schedules, but are matters in respect of which a special charge is authorised under section 5 of the Schedules,(g) the amount of such special charge in case of difference being determinable by an arbitrator.(h) Thus in Corporation of Birmingham &c. v. Midland Railway Company,(h) the Midland Company charged the same rates for coal, delivered to the Corporation at their private siding, as for coal delivered at a station of the Company at Birmingham. The rates (e) Per CoELINs, J., in New Union Mill Co. and G. W. Ry. Co. [1896, 9 R. & C. T. Ca. 152, at p. 159. As to disintegration of rates, see “Butterworth on Railway Rates and Traffic’ (2nd edit.), p. 183, and the cases cited in New Union Mill Co. and G. W. Ry. Co., supra. (f) Pidcock v. M. S. & L. Ry. Co. [1895), 9 R. & C. T. C. 45, at p. 52. (g) See Railway Charges Schedules, Ss. 3–5, post, Board of Trade Analysis, . 103]. [p (h) * of Birmingham, &c. v. Midland Ry. Co. [1896), 9 R. & C. T. C. 165. 80 CHAP. Iv.–ACT OF 1894, S. 4. were paid by the consignors of the coal, and they and the Corporation made a joint application under section 4 of the Act of 1894, for a rebate from the siding rates. The Company contended that the equality of charge was justified by the services rendered and accom- modation provided by them at the siding of the Corporation, viz.: haulage from the station to the Company’s storage sidings ; the provision of storage sidings and the special allocation thereof to the coal of the applicants; subsequent haulage from time to time, as suited the convenience of the Corporation, from such sidings to the siding of the Corporation ; frequent working of empty wagons from the Corporation’s siding in less than full train loads; shunting. It was admitted that the rates charged to the Company’s station included a terminal charge. The Court dismissed the application ; they held that the facts justified the Company in charging at least as much for coal delivered at the Corporation’s siding, as for coal delivered at the Company’s station, it having been proved that the value of the services performed by the Company at the siding was at least as great as the value of the services performed at the station.(a) So where a trader found machinery for loading and unloading traffic at his siding, and his men assisted in the work, the Commis- sioners held that he was not entitled to a rebate on this account, on the ground that although the assistance given by the trader enabled the trucks to be loaded and unloaded more expeditiously, the Com- pany were not bound to give more than reasonable despatch, and it had not been shown that the labour the Company supplied had not been sufficient in that respect.(b) (a) Ibid. In an earlier case Pidcock v. M., S., & L. Ry. Co. [1895, 9 R. & C. T. C. 45, the Court, while intimating that the evidence showed that accom- modation was provided and services were performed by the railway company, for which they would be entitled to make a “special charge " under section 5 of the Railway Charges Schedules, declined to deal with matters arising under that section, as being outside their jurisdiction. It would appear, however, from the report of the case that the question of jurisdiction was not argued, the Company having apparently rested their defence on the ground that the Act of 1894 did not apply to the case. Subsequently the Board of Trade appointed the Commis- sioners as arbitrators to fix the amount to which the Company were entitled under section 5, and the Commissioners awarded three-fourths of the charge for Station Terminal included in the rates: M., S., & L. Ry. Co. v. Pidcock [1896], reported, post, p. 99. See ante, p. 39. (5) Pidcock v. M., S., & L. Ry. Co. [1895, 9 R. & C. T. C. 45, at p. 57. It would appear from this case that loading and unloading at a private siding are services for which the maximum service terminals are chargeable under section 4 of the Railway Charges Schedules, and not services for which a special charge is authorised under section 5. As regards these services, therefore, the answer of a railway company to a claim for rebate is rather in the nature of a denial of the allegation upon CEIAP. IV.—SIDING REBATE. 81 Court has Power to “Quantify.”—Where the Court come to the conclusion that that portion of the rate, which represents a terminal charge, is more than covered by the value of the services performed by the Railway Company, for which they would be entitled to make a special charge under section 5 of the Railway Charges Schedules, it becomes unnecessary for the Court to “quantify,” i.e., to fix the amount of such special charge. It has been said, however, that in a proper case the Court has jurisdiction to “quantify,” that is to say, that its jurisdiction in that respect is not ousted by the fact that the determination of special charges under section 5 is by that section made the subject of arbitration.(c) “Proportional” Principle.—Where the rate, from which a rebate is claimed, is less than the maximum (i.e., less than the sum of the maxima applicable to the case), it becomes necessary, if the rate has not been disintegrated by the company, to decide how much of the total rate represents a charge in respect of station terminals or service terminals. It has been said that in such cases what is called the “proportional” principle is primá facie a reasonable principle to apply —that is to say, in the absence of evidence it may be assumed that each constituent of the rate has been reduced pro ratá, so that each item of charge will bear the same proportion to its maximum that the total rate charged bears to the sum of all the maxima.(d) Thus, if the total rate which a Company can charge for certain traffic passing between two stations is 30s. (the maximum station terminal applicable to such traffic being 1s. 6d. at each end), and the total actual rate is 20s., it would, according to the “proportional" principle, be assumed that the rate included a charge of 1s. for station accommodation at each end. No Rebate from a Voluntary Rate–In Watson, &c. v. Midland, gºc., Ry. Companies,(e) the applicant had requested the Midland Com- pany, instead of delivering his traffic to him from their own station, to hand it over to the North Western Company and arrange for its delivery by the latter at a junction with his private siding. The Mid- land Company had informed the applicant that they would do this for a which the claim is based, viz., that terminal services are not performed, than of a set-off of the value of equivalent services of another description. (6) Per CoILINS, J., in Corporation of Birmingham, d.c. v. Midland Ry. Co. [1896), 9 R. & C. T. C., at p. 172. (d) See Pidcock v. M., S., & L. Ry. Co. [1895), 9 R. & C. T. C. at pp. 53, 56; and Corporation of Birmingham, &c. v. Midland Ry. Co. [1896, 9 R. & C. T. C. at p. 171. (e) [1895–6], 9 R. & C. T. C. 90. 82 CHAP. IV.-ACT OF 1894, S. 4. certain rate “without rebate,” and the applicant had protested that he should claim a rebate. The rate quoted by the Midland Company was the same in amount as the rate charged for similar traffic delivered from their own station. It was held that the applicant was not entitled to a rebate, on the ground that as the Company were making an arrangement for the delivery of his traffic, which they were under no obligation to make, the rate quoted by them was a voluntary rate, which, if accepted at all, must be accepted upon the conditions upon which it was offered. Siding must be at or near Terminal Station.—The decision above quoted was affirmed by the Court of Appeal, who further held that the case did not fall within the Act of 1894 at all, because section 4 only applied to traffic dealt with at sidings at or near the terminal station of the railway company, and under the arrangement between the applicant and the Midland Company the traffic was to be handed over to another Railway Company and delivered at a place altogether away from the Midland Company’s station.(a) It was also pointed out that if it had not been for the coincidence that the rate quoted by the Midland Company was the same in amount as the rate to their station, which included terminal services, it could not have been suggested that the case came within the statute.(b) Sidings not belonging to Company.—The question what is “a siding not belonging to the company” has been discussed in a previous chapter.(c) (a) Ibid., p. 100 ; see per Lord ESHER, M.R., at p. 103, and per LOPES, L.J., at p. 104. (b) Per RIGBY, L.J., ibid., at p. 105. (c) Ante, pp. 38–39. ( 83 ) CHAPTER W. THE RAILWAY AND CANAL TRAFFIC ACT, 1894, 57 & 58 VICT. c. 54. The circumstances which led to the passing of the Act of 1894 have been fully noticed in Chapter I. The text of the Act is as follows:– AN ACT TO AMEND THE RAILWAY AND CANAL TRAFFIC ACT, 1888. [25th August, 1894.] 1. [Complaints as to rates or charges raised since 1892.]—(1.) Where a railway company have, either alone or jointly with any other railway company or companies, since the last day of December, one thousand eight hundred and ninety-two, directly or indirectly increased, or hereafter increase directly or indirectly, any rate or charge, then if any complaint is made that the rate or charge is unreasonable, it shall lie on the company to prove that the increase of the rate or charge is reasonable, and for that purpose it shall not be sufficient to show that the rate or charge is within any limit fixed by an Act of Parliament or by any Provisional Order confirmed by Act of Parliament.(a) (2.) Under and subject to any regulations which may be made by the Board of Trade, every railway company shall keep the books, schedules, or other papers, specifying all the rates, charges, and conditions of transport in use upon such railway on the thirty-first day of December, one thousand eight hundred and ninety-two, open for inspection at its head office, and shall, upon demand, supply copies of or extracts from such books, schedules, and papers.(b) (3.) The Railway and Canal Commissioners shall have jurisdiction to hear and determine any complaint with respect to any such increase of rate or charge, but not until a complaint with respect thereto has been made to and considered by the Board of Trade under section thirty-one of the Railway and Canal Traffic Act, 1888.(c) (4.) Unless the Court shall before or at the hearing of the com- plaint otherwise order, a complainant to the Railway and Canal Commissioners under this section shall, before or within fourteen days after filing his complaint, pay to the railway company such G 2 84 CHAP. V.-RAILWAY AND CANAL TRAFFIC ACT, 1894. sum in respect of any rate or charge complained of as would have been payable by him to them had the rate or charge in force immediately before the increase remained in force ; or if that rate or charge is higher than the rate or charge in force on the last day of December, one thousand eight hundred and ninety-two, then such sum as would have been payable on the footing of the last-mentioned rate or charge ; any dispute as to the amount so payable shall be decided by the registrar, or in such other mode as the court may order, but such payment or decision shall be without prejudice to any order of the Court upon the complaint.(d) (5.) Section twelve of the Railway and Canal Traffic Act, 1888, shall apply in the case of any such complaint, and in the case of any rate or charge increased before the passing of this Act shall have effect as if six months after the passing of this Act were substituted for the limit of one year therein mentioned, but the Board of Trade may, if they think fit, extend the said period of six months with respect to any complaints made to them during that period.(e) (a) See Chapter III., passim, ante, pp. 49–75. (b) Ante, pp. 50–51. (c) Ante, pp. 49, 52, and section 31 of Act of 1888, post, p. 92. (d) Amte, pp. 49–50. (e) Ante, pp. 50, 69, and section 12 of Act of 1888, post, p. 89. 2. [Restrictions on power to award costs.]—In proceedings before the Railway and Canal Commissioners, other than disputes between two or more companies, the Commissioners shall not have power to award costs on either side, unless they are of opinion that either the claim or the defence has been frivolous and vexatious.(a) (a) Costs.-The costs of and incidental to any proceedings before the Com- mission were, by section 19 of the Act of 1888 (post, p. 90), in the discretion of the Commissioners, who were empowered by the same section to make orders for their taxation. It was held in Foster v. G. W. Ry. Co. [1882], 8 Q. B. D. 515, that a similar provision in the Act of 1873 conferred the same discretion upon the former Commissioners as was enjoyed by the Court of Chancery before the Judicature Acts, but that it did not enable them to order a successful defendant or respon- dent to pay costs, such an order being beyond the jurisdiction of any Court. The same objection does not apply to an order that a successful plaintiff or applicant shall pay costs. In Taff Vale Ry. Co. v. Barry Docks Co. (No. 1) [1890], 7 R. & C. T. C. 41, the Commissioners ordered successful applicants to pay a portion of the respondents' costs on the ground that the applicants, by making exorbitant claims and putting forward inaccurate tables of figures, had unduly protracted the enquiry. In Tomlinson v. L. & N. W. Ry. Co. [1890), 7 R. & C. T. C. 23, and Highland Ry. Co. v. G. N. of Scotland Ry. Co. [1891], 7 R. & C. T. C. 90, at p. 98, successful applicants were disallowed their costs on the ground that their claims were excessive. CHAP. V.-RAILWAY AND CANAL TRAFFIC ACT, 1894. 85 But under the present section of the Act of 1894, the discretion granted to the Commissioners under the Act of 1888 has been limited ; for now, unless the dispute be between two or more companies (i.e., railway or canal companies), or the claim or defence be vexatious and frivolous, the Commissioners are deprived of the power to award costs on either side. The costs of an interlocutory application, however, or of an application to review a decision of the Court, are still in every instance in the discretion of the Commissioners, the present section being limited to “cases where the decision of the case itself is in controversy ;” Rickett's Case [1895], 9 R. & C. T. C. 107; see at p. 138. The costs of more than two counsel will only be allowed upon taxation between party and party in a case involving great complication and difficulty, one in fact in which a reasonable man acting with ordinary prudence would not go into Court without more than two counsel. The possibility of the absence of any counsel is not to be taken into account, it being assumed that counsel briefed can attend throughout the hearing : Glamorganshire County Council v. G. W. Ry. Co. [1895), 1 Q. B. 21; 9 R. & C. T. C. 1. The employment of three counsel has been held to be justified by the amount of money involved and the commercial importance of the case : L. C. & D. Ry. Co. v. S. E. Ry. Co. [1889), 60 L. T. 753. Costs of Appeal. —The costs of and incidental to an appeal (except as to matters that occurred before the Commissioners) are not affected by this section of the Act of 1894, but come under the ordinary rules of the Court of Appeal: Mansion House Associations, dºc. v. G. W. Ry. Co. [1895], 9 R. & C. T. C. 58, at p. 71. They are in the discretion of the Court of Appeal, but no Commissioner is liable to any costs by reason or in respect of any appeal : Act of 1888, s. 17 (4). 3. [Amendment of 36 & 37 Vict. c. 48, s. 14, as to division of rates.] —The provisions of section 14 of the Regulation of Railways Act, 1873, with respect to the power to make orders and failure to comply with such orders, shall extend to any rates entered in books kept in pursuance of section thirty-four of the Railway and Canal Traffic Act, 1888.(a) (a) Section 14 of the Act of 1873 is as follows:— 14. [Publication of rates.]—Every railway company and canal company shall keep at each of their stations and wharves a book or books showing every rate for the time being charged for the carriage of traffic, other than pas- sengers and their luggage, from that station or wharf to any place to which they book, including any rates charged under any special contract and stating the distance from that station or wharf of every station, wharf siding, or place to which any such rate is charged. Every such book shall during all reasonable hours be open to the inspection of any person without the payment of any fee. The Commissioners may from time to time, on the application of any person interested, make orders with respect to any particular description of traffic, requiring a railway company or canal company to distinguish in such book how much of each rate is for the conveyance of the traffic on the railway or canal, including therein tolls for the use of the railway or canal, for the use of carriages or vessels, or for locomotive power, and how much is for other expenses, specifying the nature and detail of such other expenses. Any company failing to comply with the provisions of this section shall for each offence, and in the case of a continuing offence, for every day during which the offence continues, be liable to a penalty not exceeding five pounds, 86 CHAP. v.-RAILWAY AND CANAL TRAFFIC ACT, 1894. and such penalty shall be recovered and applied in the same manner as penalties imposed by the Railways Clauses Consolidation Act, 1845, and the Railways Clauses Consolidation (Scotland) Act,1845 (as the case may require), are for the time being recoverable and applicable. Section 34 of the Act of 1888 will be found post, at p. 93. 4. [Rebate on sidings rates.]—Whenever merchandise is received or delivered by a railway company at any siding or branch railway not belonging to the company, and a dispute arises between the rail- way company and the consignor or consignee of such merchandise as to any allowance or rebate to be made from the rates charged to such consignor or consignee in respect that the railway company does not provide station accommodation or perform terminal services, the Railway and Canal Commissioners shall have jurisdiction to hear and determine such dispute, and to determine what, if any, is a reasonable and just allowance or rebate.(a) (a) This section has been already discussed in Chapter IV., ante, pp. 76–82. 5. [Short title.]—This Act may be cited as the Railway and Canal Traffic Act, 1894, and shall be read with the Railway and Canal Traffic Acts, 1873 to 1888. ( 87 ) A PPEN DIX A. BOARD OF TRADE ARBITRATIONS, &c., ACT, 1874. (37 & 38 VICT. CAP. 40.) An Act to amend the powers of the Board of Trade with respect to Inquiries, Arbitrations, Appointments, and other matters under Special Acts, and to amend the Regulation of Railways Act, 1873, so far as regards the reference of differences to the Railway Com- missioners in lieu of Arbitrators. [30th July, 1874.] BE it enacted, as follows: Preliminary. 1. [Short title.]—This Act may be cited as “The Board of Trade Arbitrations, &c., Act, 1874.” PART I. Board of Trade Inquiries, dºc. 2, [Power of Board of Trade as to inquiry.] 3. [Eagenses connected with arbitration, Samction, &c.] 4. [Meaning of Special Act, dºc.] 5. [Repeal of 35 & 36 Vict. c. 18.] PART II. Reference to Railway Commissioners. 6. [Power of Board of Trade to appoint Railway Commissioners to be arbitrators or umpire.]—Where any difference to which a railway company or canal company is a party is required or authorised under the provisions of any general or special Act passed either before or after the passing of this Act, to be referred to the arbitration of or to be determined or settled by the Board of Trade, or some person or persons appointed by the Board of Trade, the Board of Trade may, if they think fit, by order in writing under the hand of the president or One of the secretaries of the Board, refer the matter for the decision of the Railway Commissioners, and appoint them arbitrators or umpire, as the case may be, and thereupon the Commissioners for the time being shall have the same powers as if the matter had been referred to their decision in pursuance of the Regulation of Railways Act, 1873, and also any further powers which the Board of Trade, or an arbitrator or arbitrators, or umpire, appointed by the Board of Trade would have had for the purpose of the arbitration, if the difference had not been referred to the Commissioners: Provided always, that this section 88 APPENDIX A. shall not apply to any case in which application is made to the Board of Trade for the appointment of an umpire under the twenty-eighth Section of “The Lands Clauses Consolidation Act, 1845.” This section is amended by section 15 of the Act of 1888. For mode of procedure, see Rule 16 of the Railway and Canal Commission Rules. 7. [Declaration as to powers of Commissioners in arbitrations.]— Where any difference is referred for the decision of the Commissioners in pursuance of the Regulation of Railways Act, 1873, as amended by this part of this Act, the Commissioners shall have the same power by their decision of rescinding, varying, or adding to any award or other decision previously made by any arbitrator or arbitrators (including therein the Board of Trade) with reference to the same subject-matter as any arbitrator or arbitrators would have had if the difference had been referred to him or them. 8. [Duration, dºc., of part of Act, and construction with 36 & 37 Vict. c. 48.]—This part of this Act shall be construed as one with the Regu- lation of Railways Act, 1873, and shall continue in force for the same time as that Act and no longer, but the eaſpiration of this part of this Act shall not affect the validity of anything done before such eacpiration. The Regulation of Railways Act, 1873, together with this part of this Act, may be cited as “The Regulation of Railways Acts, 1873 and 1874.” The words in italics are repealed by the Act of 1888, s. 59 and Schedule. RAILWAY AND CANAL TRAFFIC ACT, 1888. (51 & 52 VICT. CAP. 25.) An Act for the better Regulation of Railway and Canal Traffic, and for other Purposes. [10th August, 1888.] BE it enacted as follows: 1. [Short title and construction.]—This Act may be cited as the Railway and Canal Traffic Act, 1888. This Act shall be construed as one with the Regulation of Railways Act, 1873, and the Acts amending it; and those Acts and this Act may be cited together as the Railway and Canal Traffic Acts, 1873 and 1888. The only Act amending the Regulation of Railways Act, 1873 (36 & 37 Vict. c. 48), is the Board of Trade Arbitrations, etc., Act, 1874, Part II. (37 & 38 Wict. c. 40), ante, p. 87. >{< ::$ :}; :# : 7. [Provision for complaints by public authority in certain cases.] —(1) Any of the following authorities, that is to say— (a) Any of the following local authorities, namely, any harbour board, or conservancy authority, the Common Council of the City of London, any council of a city or borough, any repre- sentative county body which may be created by an Act passed in the present or any future Session of Parliament, any justices RAILWAY AND CANAL TRAFFIC ACT, 1888. 89 in quarter sessions assembled, the Commissioners of Supply of any county in Scotland, the Metropolitan Board of Works, or any urban sanitary authority not being a council as afore- said, or any rural Sanitary authority ; or (b.) Any such association of traders or freighters, or chamber of commerce or agriculture, as may obtain a certificate from the Board of Trade that it is, in the opinion of the Board of Trade, a proper body to make such complaint, may make to the Commissioners any complaint which the Commis- Sioners have jurisdiction to determine, and may do so without proof that such authority is aggrieved by the matter complained of, and any of such authorities may appear in opposition to any complaint which the Commissioners have jurisdiction to determine in any case where such authority, or the persons represented by them, appear to the Commissioners to be likely to be affected by any determination of the Commissioners upon such complaint. (2.) The Board of Trade may, if they think fit, require, as a condition of giving a certificate under this section, that security be given in such manner and to such amount as they think necessary, for any costs which the complainants may be ordered to pay or bear. (3.) Any certificate granted under this section shall, unless with- drawn, be in force for twelve months, from the date on which it was given. (1) For the meaning of “conservancy authority,” “harbour board,” and “trader” in this Act, see section 55, post, p. 94. Also for the meaning of “council of a borough " and “justices in quarter sessions” as applied to Ireland, see ibid. $ 3. X: # : 10. [Jurisdiction over tolls and rates.]—Where any question or dis- pute arises, involving the legality of any toll, rate, or charge, or portion of a toll, rate, or charge, charged or sought to be charged for mer- chandise traffic by a company to which this part of this Act applies, the Commissioners shall have jurisdiction to hear and determine the same, and to enforce payment of such toll, rate, or charge, or so much thereof as the Commissioners decide to be legal. For the meaning of “merchandise” in this Act, see section 55, post, p. 94. :k $ >{< # :* 12... [Power to award damages.]—Where the Commissioners have jurisdiction to hear and determine any matter, they may, in addition to or in substitution for any other relief, award to any complaining party who is aggrieved such damages as they find him to have sustained; and such award of damages shall be in complete satisfaction of any claim for damages, including repayment of over-charges, which, but for this Act, such party would have had by reason of the matter of complaint. Provided that such damages shall not be awarded unless complaint has been made to the Commissioners within one year from the discovery by the party aggrieved of the matter complained of. he Commissioners may ascertain the amount of such damages either by trial before themselves, or by directing an inquiry to be taken before one or more of themselves or before some officer of their Court. 13. [No damages where rates published under certain conditions.]— In eases of complaint of undue preference no damages shall be awarded if the Commissioners shall find that the rates complained of have, for 90 APPENDIX A. the period during which such rates have been in operation, been duly published in the rate books of the railway company kept at their stations in accordance with section fourteen of the Regulation of Rail- ways Act, 1873, as amended by this Act, unless and until the party complaining shall have given written notice to the railway company requiring them to abstain from or remedy the matter of complaint, and the railway company shall have failed, within a reasonable time, to comply with such requirements in such a manner as the Commis- sioners shall think reasonable. 3& Sk $ >k >{< 19. [Costs.]—The costs of and incidental to every proceeding before the Commissioners shall be in the discretion of the Commissioners, who may order by whom and to whom the same are to be paid, and by whom the same are to be taxed and allowed. But see now section 2 of the Act of 1894, and the notes thereto, ante, p. 84. Sk # $ :* :S 24, [Revised classification of traffic and schedule of rates.]— (1.) Notwithstanding any provision in any general or special Act, every railway company shall submit to the Board of Trade a revised classification of merchandise traffic, and a revised schedule of maximum rates and charges applicable thereto, proposed to be charged by such railway company, and shall fully state in such classification and schedule the nature and amounts of all terminal charges proposed to be authorised in respect of each class of traffic, and the circumstances under which such terminal charges are proposed to be made. In the determination of the terminal charges of any railway company regard shall be had only to the expenditure reasonably necessary to provide the accommodation in respect of which such charges are made, irre- spective of the outlay which may have been actually incurred by the railway company in providing that accommodation. (2.) The classification and schedule shall be submitted within six months from the passing of this Act, or such further time as the Board of Trade may, in any particular case, permit, and shall be published in such manner as the Board of Trade may direct. (3.) The Board of Trade shall consider the classification and schedule, and any objections thereto, which may be lodged with them on or before the prescribed time and in the prescribed manner, and shall communi- cate with the railway company and the persons (if any) who have lodged objections, for the purpose of arranging the differences which may have arisen. (4.) If, after hearing all parties whom the Board of Trade consider to be entitled to be heard before them respecting the classification and schedule, the Board of Trade come to an agreement with the railway company as to the classification and schedule, they shall embody the agreed classification and schedule in a Provisional Order, and shall make a report thereon, to be submitted to Parliament, containing such observations as they think fit in relation to the agreed classification and Schedule. (5.) When any agreed classification and schedule have been embodied in a Provisional Order, the Board of Trade, as soon as they conveniently can after the making of the Provisional Order (of which the railway company shall be deemed to be the promoters), shall procure a Bill to be introduced into either House of Parliament for an Act to confirm the ºnal Order which shall be set out at length in the schedule to the Bill. RAILWAY AND CANAL TRAFFIC ACT, 1888. 91 (6.) In any case in which a railway company fails within the time mentioned in this section to submit a classification and schedule to the Board of Trade, and also in every case in which a railway company has submitted to the Board of Trade a classification and Schedule, and after hearing all parties whom the Board of Trade consider to be entitled to be heard before them, the Board of Trade are unable to come to an agreement with the railway company as to the railway company's classification and schedule, the Board of Trade shall deter: mine the classification of traffic which, in the opinion of the Board of Trade, ought to be adopted by the railway company, and the schedule of maximum rates and charges, including all terminal charges proposed to be authorised applicable to such classification which would, in the opinion of the Board of Trade, be just and reasonable, and shall make a report, to be submitted to Parliament, containing such observations as they may think fit in relation to the said classification and schedule, and calling attention to the points therein on which differences which have arisen have not been arranged. 4. (7.) After the commencement of the session of Parliament next after that in which the said report of the Board of Trade has been submitted to Parliament, the railway company may apply to the Board of Trade to submit to Parliament the question of the classification and schedule which ought to be adopted by the railway company, and the Board of Trade shall, on such application, and in any case may, embody in a Provisional Order such classification and schedule as in the opinion of the Board of Trade ought to be adopted by the railway company, and procure a Bill to be introduced into either House of Parliament for an Act to confirm the Provisional Order, which shall be set out at length in the schedule to the Bill. (8.) If, while any Bill to confirm a Provisional Order made by the Board of Trade under this section is pending in either House of Parlia- ment, a petition is presented against the Bill or any classification and schedule comprised therein, the Bill, so far as it relates to the matter petitioned against, shall be referred to a Select Committee, or if the two Houses of Parliament think fit so to order, to a joint Committee of such Houses, and the petitioner shall be allowed to appear and oppose as in the case of a private Bill. (9.) In preparing, revising, and settling the classifications and schedules of rates and charges, the Board of Trade may consult and employ such skilled persons as they may deem necessary or desirable; and they may pay to such persons such remuneration as they may think fit and as the Treasury may approve. (10.) The Act of Parliament confirming any Provisional Order made under this section shall be a public general Act, and the rates and charges mentioned in a Provisional Order as confirmed by Such Act shall, from and after the Act coming into operation, be the rates and º which the railway company shall be entitled to charge and Iſlake. (11.) At any time after the confirmation of any Provisional Order under this section any railway company may, and any person, upon giving not less than twenty-one days' notice to the railway company may, apply in the prescribed manner to the Board of Trade to amend any classification and schedule by adding thereto any articles, matters, or things, and the Board of Trade may hear and determine such application, and classify and deal with the articles, matters, or things referred to therein in such manner as the Board of Trade shall think right. Every determination of the Board of Trade under this sub-section 92 APPENDIX A. shall forthwith be published in the London Gazette, and shall take effect as from the date of the publication thereof. (12.) Nothing in this section shall apply to any remuneration pay- able by the Postmaster-General to any railway company for the conveyance of mails, letter bags, or parcels under any general or special Act relating to the conveyance of mails, or under the Post Office (Parcels) Act, 1882. (13.) Nothing in this section shall apply to any remuneration pay- able by the Secretary of State for War to any railway company for the conveyance of War Office stores under the powers conferred by the Cheap Trains Act, 1883. For the meaning of “merchandise” and “terminal charges,” see section 55, post, p. 94. Sk S$ $ §§ $ 31. [Complaints to Board of Trade of unreasonable charges by railway companies.] –(1.) Whenever any person receiving or sending or desiring to send goods by any railway is of opinion that the railway company is charging him an unfair or an unreasonable rate of charge, or is in any other respect treating him in an oppressive or unreasonable manner, Such person may complain to the Board of Trade. (2.) The Board of Trade, if they think that there is reasonable ground for the complaint, may thereupon call upon the railway company for an explanation, and endeavour to settle amicably the differences between the complainant and the railway company. (3.) For the purpose aforesaid, the Board of Trade may appoint either one of their own officers or any other competent person to com- municate with the complainant and the railway company, and to receive and consider such explanations and communications as may be made in reference to the complaint; and the Board of Trade may pay to such last-mentioned person such remuneration as they may think fit, and as may be approved by the Treasury. (4.) The Board of Trade shall, from time to time, submit to Parlia- ment reports of the complaints made to them under the provisions of this section, and the results of the proceedings taken in relation to such complaints, together with such observations thereon as the Board of Trade shall think fit. (5.) A complaint under this section may be made to the Board of Trade by any of the authorities mentioned in section 7 of this Act, in any case in which, in the opinion of any of such authorities, they or any traders or persons in their district are being charged unfair or unreason- able rates by a railway company; and all the provisions of this section shall apply to a complaint so made as if the same had been made by a person entitled to make a complaint under this section. “Trader” is defined by section 55, post, p. 94. $ $ $ $ 3& 33. [Classification table to be open for inspection. Copies to be sold.] —(1) The book, tables, or other document in use for the time being containing the general classification of merchandise carried on the rail- way of any company, shall, during all reasonable hours, be open to the inspection of any person without the payment of any fee at every station at which merchandise is received for conveyance, or where merchandise is received at some other place than a station then at the station nearest such place, and the said book, tables, or other document as revised from time to time shall be kept on sale at the principal office of the company at a price not exceeding one shilling, RAILWAY AND CANAL TRAFFIC ACT, 1888. 93 (2) Printed copies of the classification of merchandise traffic, and schedule of maximum tolls, rates, and charges of every railway company authorised, as provided by this Act, shall be kept for sale by the railway company at such places and at such reasonable price as the Board of Trade may by any general or special order prescribe. (3.) The company shall within one week after application in writing made to the secretary of any railway company by any person interested in the carriage of any merchandise which has been or is intended to be carried over the railway of such company, render an account to the person so applying in which the charge made or claimed by the company for the carriage of such merchandise shall be divided, and the charge for conveyance over the railway shall be distinguished from the terminal charges (if any), and from the dock charges (if any), and if any terminal charge or dock charge is included in such account the nature and detail of the terminal expenses or dock charges in respect of which it is made shall be specified. . (4.) Every railway company shall publish at every station at which merchandise is received for conveyance, or where merchandise is received at some other place than a station then at the station nearest to such place, a notice, in such form as may be from time to time prescribed by the Board of Trade, to the effect that such book, tables, and document touching the classification of merchandise and the rates as they are required by this section and section 14 of the Regulation of Railways Act, 1873, to keep at that station, are open to public inspection, and that information as to any charge can be obtained by application to the secretary or other officer at the address stated in such notice. (5.) Where a railway company carries merchandise partly by land and partly by Sea, all the books, tables, and documents touching the rates of charge of the railway company, which are kept by the railway company at any port in the United Kingdom used by the vessels which carry the Sea traffic of the railway company, shall, besides containing all the rates charged for the sea traffic, state what proportion of any through rate is appropriated to conveyance by Sea, distinguishing such proportion from that which is appropriated to the conveyance by land on either side of the sea. (6.) Where a railway company intend to make any increase in the tolls, rates, or charges published in the books required to be kept by the company for public inspection, under section 14 of the Regulation of Railways Act, 1873, or this Act, they shall give by publication in such manner as the Board of Trade may prescribe at least fourteen days' notice of such intended increase, stating in such notice the date on which the altered rate or charge is to take effect ; and no such increase in the published tolls, rates, or charges of the railway company shall have effect unless and until the fourteen days' notice required under this section has been given. (7.) Any company failing to comply with the provisions of this Section shall, for each offence, and in the case of a continuing offence for every day during which the offence continues, be liable, on Summary conviction, to a penalty not exceeding five pounds. 34. [Place of publication of rates in respect of traffic at places other than stations.]—When traffic is received or delivered at any place on any railway other than a station within the meaning of section 14 of the Regulation of Railways Act, 1873, the railway company on whose line such place is, shall keep at the station nearest such place a book 94 APPENDIX A. or books showing every rate for the time being charged for the carriage of traffic other than passengers and their luggage, from such place to any place to which they book, including any rates charged under any special contract, and stating the distance from that place of every station, wharf, siding, or place to which such rate is charged. Every such book shall, during all reasonable hours, be open to the inspection of any person without the payment of a fee. >k >k * 3& * .55. [Definitions.]—In this Act, unless the context otherwise re- quires,- Terms defined by the Regulation of Railways Act, 1873, have the meanings thereby assigned to them : The term “conservancy authority” means any persons who are otherwise than for private profit intrusted with the duty or invested with the power of conserving, maintaining, or im- proving the navigation of any tidal or inland water or navigation: The term “harbour board ” means any persons who are otherwise than for private profit intrusted with the duty or invested with the power of constructing, improving, managing, regulating, i. maintaining a harbour, whether natural or artificial, or any ock: $ :* :* $ :* The term “terminal charges” includes charges in respect of stations, sidings, wharves, depôts, warehouses, cranes, and other similar matters, and of any services rendered thereat : The term “merchandise ’’ includes goods, cattle, live stock, and animals of all descriptions: The term “trader ’’ includes any person sending, receiving, or desiring to send merchandise by railway or canal: # $ :: :* # In the application of this Act to Ireland, the expression “council of a borough '' includes town or township commissioners, and any reference to justices in quarter sessions shall be construed to refer to a grand jury; and any reference to the Local Government Board or to an urban or rural Sanitary authority, shall be construed to refer to the Local Government Board for Ireland, and to an urban or rural Sanitary authority in Ireland. >k >}: >k :: 3& The terms defined by the Regulation of Railways Act, 1873, are “railway company,” “canal company,” “person,” “railway,” “traffic,” “mails,” “special Act,” and “the Treasury.” ( 95 ) APPEN DIX B. [Before the Railway and Canal Commission.] THE MANCHESTER AND NORTHERN COUNTIES FEDERATION OF COAL TRADERS’ ASSOCIATIONS (). THE MIDTAND RAILWAY COMPANY. 4th June, 1896. This was a complaint made by the Manchester, &c., Coal Traders' Associations, under section 1 of the Traffic Act of 1894, that the Midland Railway Company had indirectly increased their charge for siding rent for coal trucks throughout their system, and that the charge So increased was unreasonable. Prior to January, 1895, it was the practice for the traders on the Midland system to enter into an agreement with the Company in regard to the occupation of the Company's sidings by coal trucks in the following form — “WHEREAs the said A. B. & Co. receive at stations of the Midland Railway wagons loaded with coal and coke, and the time allowed for unloading each wagon is four clear days from the date of arrival, after which the company charge siding rent at the rate of one shilling per wagon per day. AND WHEREAS wagons being sometimes unloaded in less time than four days, the Said A. B. & Co. have requested the Company to allow them to take an average of four days upon each wagon arriving for them during each month, and the Company have consented to do so on the following terms, to which the said A. B. & Co. have agreed:—(1.) The said A. B. & Co. shall unload or cause to be unloaded all wagons consigned to them or on their behalf at the said stations within such time as shall represent an average for each wagon of four clear days from the date of arrival during each month. (2.) The average at each station to be ascertained at the end of the month, but in making the computation account shall not be taken of the wagons which shall have arrived during the last four days of such month unless such wagons shall have been unloaded before the end of the month. Wagons omitted from any month's account as hereby provided for shall be reckoned in the succeeding month's account. (3.) The siding rent accounts at each station shall be kept distinct from and shall have no bearing upon the accounts at the others. (4.) All wagons not unloaded at any station in time for despatch there- from in accordance with the usual course of dealing at such stations shall be considered as having remained loaded during that day. (5.) The said A. B. & Co. to pay at the end of each month one shilling per 96 APPENDIX B. wagon per day for such wagons as shall have exceeded the average provided for as aforesaid. (6.) In case of dispute between the parties as to the amount payable under this agreement, the books of the Company kept at the said stations shall be accepted as conclusive evidence of the facts therein set forth. (7.) This agreement to be determinable at the option of either party on giving one month's notice in writing at any time, &c.” On the 31st January, 1895, the following circular letter was sent by the Company to the traders on their system :— “ MIDLAND RAILWAY. “General Manager's Office, “Derby, 31st January, 1895. “Dear Sir, “I have to inform you that as, under the present arrangement for charging siding rent, great and continued delays take place in discharging loaded coal and coke wagons, involving the company in serious additional expense and impeding the working of their sidings, yards, and stations, it has been determined to modify the system, and the following conditions will come into operation at provincial stations on and from the 1st March next. “Advice will be given daily to each merchant of the arrival of any wagons consigned to him at either of the Company's yards or depôts, or at any of the Company's sidings external to a station or yard where the wagons may be left for the convenience of the consignee. “Four days will be allowed free of charge to the consignee to unload each wagon, exclusive of the day of arrival. Thus a wagon advised on Monday to be clear of siding rent must be released on or before the following Friday. <-- * “In the event of any wagon not being unloaded within the time limited as above, the consignee will be required to pay siding or standing rent at the rate of sixpence per day or part of a day, for every wagon not so unloaded and remaining on the Company's premises. “The present system of monthly average will be discontinued on and from the 1st March, 1895. “In order to give effect to the altered terms, I beg to give you one month's notice to terminate the existing Agreement between you and the Company under which you have hitherto paid siding rent. “Yours faithfully, “(Signed) GEO. H. TURNER.” Mr. Balfour Browne, Q.C., and Mr. Waghorn, for the Applicants. Mr. Cripps, Q.C., and Mr. E. Boyle, for the Defendants. Mr. Justice COLLINS.—This case, undoubtedly, raises a very nice point, and really rather a substantial point ; but on reflection I have come to a perfectly clear conclusion on it in my own mind. Mr. Balfour Browne put the case with his usual point and clearness, and rested it on one point, and on one point only. He said: this is an application under the new jurisdiction created by the Act of 1894; I say that a new arrangement has been made by the Railway Company, which has had the effect of reducing the amount of accommodation given by the Railway Company in return for the tonnage rate; I say that whereas before under the then arrangements the merchant had a MANCEESTER, ETC., COAL TRADERS ASS. v. MIDLAND Ry. Co. 97 certain period during which, in return for his tonnage rate, he was entitled to the free use of the sidings, by an alteration of their arrange- ments they have cut down that period, and therefore while the trader pays the same rate he gets a reduced accommodation in return for it ; that is an indirect raising of the rate, and therefore the burden is thrown on the Railway Company of justifying. That was his point. He said: it is not in the least material to that point whether or not the charge which the Railway Company make for the accommodation which they give after the period covered by the tonnage rate has expired is more or less than it was before ; that might raise the ques- tion that that of itself might be an addition to the charge or rate which would come for consideration under the first section of the Act of 1894; but that is not the case that I am making here to-day; when I come to examine the question of the charge made for the after accommodation now, as compared with the charge made for the after accommodation before, I find that I am not able, or, at all events, I do not think it advisable, to raise before this Court the question whether or not that is an increase. Therefore that is not the point we have to deal with on Mr. Balfour Browne's application. We have to deal with the point, and the only point he raised, namely, whether, in point of fact, the accommodation given in return for the tonnage rate has been reduced by the new arrangement, so as to lead to a contention that there has been an indirect raising of the rate; that is to say, an indirect raising of the rate by reducing the accommodation given in return for it. That depends on an examination of what was done in the past, as compared with what is done now, in respect of the accommodation given by the Railway Company in return for the tonnage rate. When I come to examine that carefully, with the assistance of counsel, I am clearly of opinion that there is no difference whatever. The amount of accom- modation given under the old arrangement is clear, it seems to me, upon the terms of the former agreements, which were made in the common form between the Railway Company and at all events, I think I am entitled to say, the great majority of the traders dealing with them. Up to the date of the passing of the Provisional Order if any sum was to be paid by a trader to the Railway Company in respect of such accommodation, after the period covered by the tonnage rate, it had to be matter of agreement. There was no obligation on the trader to pay —or, at least, it is not at all clear that there was, and I should not like to Say finally there was—but there was a sufficient doubt about it to make it very difficult for the Company to assert against a trader that he came under any obligation to pay them for the use of their sidings after a particular time, unless they had an agreement with him to do it. In that view there was a common form of agreement made, which was entered into with the great majority of customers—not with all—and I only refer to that agreement as defining what the actual practice was as regards that accommodation, recognised between the parties as reasonable, and in fact given in return for the tonnage rate. Now let us see what it was. It is defined in terms in these agree- ments, and this is what was given : “The time allowed for unloading each wagon is four clear days from the date of arrival, after which the Company charge siding rent at the rate of 1s. per wagon per day.” “Four clear days from the date of arrival” I should construe to mean this, that there were four clear days within which the operation had to be performed; that they had four days and no more within which the operation of unloading had to be completed ; but they were four clear days. Therefore, the day of arrival was excluded from the computa- H 98 APPENIOIX B. tion of those four clear days; but, as I have already said, the operation had to be completed within the four clear days. They had not four clear days in which to do nothing, and then a fifth day within which they might unload. They had four clear days, and within those four clear days the operation had to be completed. That was the old rule. Now what is the new 2 The new arrangement, which is in slightly different phraseology, seems to me to be precisely the same : “Four days will be allowed free of charge to the consignee to unload each wagon, exclusive of the day of arrival.” That is, in other words, four days clear of the day of arrival—exclusive of the day of arrival; but the operation must be completed within those days. Therefore, the accommodation given under the tonnage rate was precisely the same in both cases. But a change has been made, and what is it 2 A change has been made in computing the amount to be paid by the trader for after accom- modation. Whereas, under the former arrangement, when they came to compute how much the trader should pay for user of the siding after the expiration of the four days, the Company did say: We, for reasons which we deem, or hope at all events, will be sufficient, are prepared to give you a credit in reduction of your obligation for user after the four days, measured by the number of days short of the four days for which you have used the siding in respect of your wagons, and we will allow you to so deduct from the sum payable by you to us at 18. per day per wagon in respect of your after use. That was simply a method of calculating the sum to be paid between the parties for the user after the expiration of the four days. For that method of calculating a new one has been substituted. They have changed the 1s. into 6d.; whereas they exacted 18. before, they exact 6d. now, and they give no set-off or credit in respect of the days of siding user saved by the more rapidly emptying of the wagons on the part of the trader. That is all. It is simply a difference in the sum charged to the trader for the after use. As I have already said, that might or might not, depending on the facts, be an increase in that charge. If it were an increase in that charge, then by the decision of this Court I think there would be juris- diction in the Commissioners to deal with it under the first section of the Act of 1894, and all the usual considerations would then come into discussion; but that point is not raised before us. Mr. Balfour Browne, no doubt, has taken that course for abundantly satisfactory reasons, and I think I can see Some, if not all, for myself. No doubt he has the best reasons for not raising that point. It is enough for me to say it is not raised; and, therefore, on the only point that is raised I come, without hesitation—and I think my colleagues agree with me—to the conclusion that this application is not made out, and, therefore, must be dismissed. Sir FREDERICK PEEL.-I should like to say with regard to the second case, in which I understand Mr. Balfour Browne's complaint to be that the tonnage rate has been increased, that I do not think that has been made out ; because it cannot be said as to any particular ton on which the rate is charged, that, if the old system had still been in force, that ton would have had any greater accommodation given to it as regards time for unloading than is given to it under the existing system. It is true that in some cases coal would have had a longer time to be unloaded than in other cases; but that was owing to an accident, and to the circumstances that Some other coal had taken less time to unload than was allowed for it ; but, as regards any particular ton in any particular truck, it was allowed just the same privilege as regards time for unloading PIDCOCK's CASE, No. 2. 99 as is allowed now; and, therefore, it seems to me there has been no increase of the tonnage rate. Wiscount CoBHAM.—I concur. Solicitor for the applicants: George Turnbull. Solicitors for the defendant : Beale & Co. [Before the Railway and Canal Commission.] THE MANCHESTER, SHEFFIELD, AND LINCOLNSHIRE RAILWAY COMPANY Q). PIDCOCK AND COMPANY. (Pidcock's Case, No. 2.) 17th July and 29th October, 1896. This was a matter of difference which was referred for arbitration to the Commission by the Board of Trade under the Board of Trade Arbitrations Act of 1874(a) and under section 5 of the Railway Charges Schedules.(b) The matter of difference arose out of previous proceedings between the same parties before the Commission when the present respondents as applicants applied for a rebate under section 4 of the Act of 1894.(c) In that case the Court held that the applicants could not charge a station terminal under section 3 of the Railway Charges Schedules in connection with the respondents’ traffic to and from a siding situated about thirty yards from the Railway Company's station at Retford, but intimated that they might make a charge for the services rendered and the accommodation accorded under section 5 of the Railway Charges Schedules.(d) The Court was now asked to determine the amount of the charges which the applicants were entitled to make under section 5 of the Railway Charges Schedules. Mr. Asquith, Q.C. (with him Mr. Noble), appeared for the applicants. Mr. Balfour Browne, Q.C. (with him Mr. Cripps, Q.C., and Mr. Whitehead), for the respondents. On 29th October, 1896, Sir F. PEEL delivered a written judgment, with which Mr. Justice CoDLINs and Wiscount COBHAM concurred. JUDGMENT. Sir FREDERICK PEEL-By the Manchester, Sheffield, and Lincoln- shire Rates and Charges Order Confirmation Act, section 3 of the Schedule, the Railway Company may make charges for accommodation and services at the terminal station “in dealing with merchandise as carriers thereof before or after conveyance.” A terminal station, how- ever, is defined not to include “a junction between the railway and a siding not belonging to the Company or in respect of merchandise (a) 37 & .38 Vict, c. 40, ante, p. 87. (b) Board of Trade Analysis, p. [103]. (c) Pidcock's Case (No. 1) [1895], 9 R. & C. T. C. 45. See s, 4, ante, pp. 76, 86, (d) See Board of Trade Analysis, pp. [103, 104]. H 2 lO0 APPENDIX B. º 3.T- passing to or from such siding or any station with which such siding may be connected.”(a) By section 5 of the same Schedule it is provided that a Railway Company may charge a reasonable sum by way of addition to the tonnage rate for services rendered to a trader “at or in connection with sidings not belonging to the Company.” It is upon this 5th section that the Railway Company in this case base their claim to be paid a sum in addition to the tonnage rate in respect of the respondents' traffic, and apply to have its amount fixed That traffic, consisting chiefly of barley and malt, uses a siding which does not belong to the Railway Company, and is, therefore, not liable to a station terminal under section 3. The siding, however, is in a position which is somewhat peculiar, Though not a siding belonging to the Railway Company, it is on land which is part of their Retford Station. It has, however, no direct connection with the up and down main lines, and is, indeed, separated from them by the Company's goods yard. Traffic, therefore, to and from the siding must pass over the station sidings, and the Service of taking it across is done by the Rail- way Company. This service is claimed to be one performed “at or in connection with ” the traders' siding ; and the Company ask to be allowed to charge for it the same Sum that they charge as a station terminal to traders who come under section 3 of the Schedule. The respondents object to any sum being allowed, on two grounds. First, they say that the shunting across the goods yard and over the station sidings is an incident of conveyance, and is covered as to charge by the conveyance rate ; that the Railway Company contract to con- vey and deliver, and that conveyance does not cease until the goods are in the right place for delivery, which, if a private siding, is its junction with the Company's Railway, or if a station, that point in the station where the traffic can be loaded or unloaded. Up to this point a station terminal does not, in their view, begin to be chargeable; and, similarly, the shunting of goods into a private siding is not, they say, one of those special services to which alone section 5 applies, for the goods are still in the course of transit, and the conveyance rate is the payment for the work. Now the question we have to determine depends, I think, not so much upon where, in a general gr common law view of a carrier's duties, conveyance ceases in a conset of carriage, as upon the meaning the word “conveyance” bears as used in the Railway Companies' Rates and Charges Order Confirmation Acts, and the services to which the charges authorised by those Acts are respectively applicable. And, first, the con- veyance rate authorised by Section 2 is the rate a Company may charge for the conveyance of merchandise by merchandise train, and includes the provision of locomotive power and trucks by the Company, and every other expense incidental to such conveyance not otherwise provided for. The rate, therefore, is for conveyance by merchandise train, and this will include any work which is incidental to such conveyance and for the ance of which it is reasonable to use the train engine; as, for º example, when at a junction with the main line of eitheraßn siding or a private siding, the train has to pick up or throw off trucks, the work of hauling or shunting the trucks over the points at the junction and over so much of the siding as the keeping of the main line clear of obstruction may require ; but conveyance other than this off the main line does not seem to come within Section 2; and, further, to hold other- wise would be giving the word “conveyance” a meaning beyond its ordinary sense in the language of Railway Acts according to the decision (a) See Railway Charges Schedules, s. 26, Board of Trade Analysis, p. [108], PIDCOCK's CASE No. 2. 101 in Hall's Case, where it was defined by the Divisional Court on appeal from this Court as comprehending such work only as in the early days of railways was performed by a railway company acting as conveyers only and not as carriers as well, and as was capable of being measured by reference to distance travelled.(b) Taking subsequent Acts as using the word in the same sense, this is all the service for which the con- Veyance rate is the remuneration; and as to a carrier's further duties under a contract to carry, there is, first, section 3, which autho- rises a charge for accommodation provided or duties undertaken by a railway company at a terminal station for or in dealing with merchandise as carriers thereof before or after conveyance. A station terminal, therefore, is for use of the accommodation or staff of a terminal station after conveyance is at an end; and understanding “conveyance ’’ in the sense to which it is restricted by Hall's Case, goods arriving at a station to which they are consigned for delivery, and which upon arrival have to be hauled a greater or less distance to be in a position where they can be un- loaded and delivery given, are liable to a terminal charge. In the case of Retford Station, the terminal, which the traders who use that station pay, is as much for the hauling of their trucks to the sidings where they can unload them as for anything else; and the traffic of the respondents at Retford requiring exactly the same haulage after conveyance as other traffic, the applicants claim to be paid by Pidcock and Company, as by others, what they conceive to be a reasonable sum. They admit that they cannot claim this sum as a station terminal, but they claim it under section 5 of their Act, which provides that a reasonable Sum may be charged for services rendered at or in connection with a siding not belonging to the Company. As to this section 5, however, the respondents say (and this is their second ground of objection) that admitting a service to be rendered for which a charge might be made, it cannot be charged for under section 5, because, as they contend, the only Services that come under that section are such as a trader may dispense with and be able, if he wishes, to perform for himself, and that the Service in question is one of which the Company as carriers could not be relieved. But I cannot say I find any such limitation to the Services to which section 5 applies, for all that it enacts is that a trader shall not be liable to pay for any service as to which he has given the Railway Company notice that he does not require it. It need not be a Service which he can himself perform. Pidcock and Co., for example, could not haul to their own siding, but they might give the applicants notice they did not require them to deliver at the siding, and in such case the Railway Company would have immunity for not so delivering and could not charge if they disregarded the notice. But that is not this case. Here the applicants deliver at the private siding at the respondents' request, and for their convenience; and the service they perform in doing so is, I think, a service in connection with the siding and one for which section 5 entitles them to be paid a reasonable sum. This sum we fix at three-fourths of the amount which the Company charge as a station terminal, and which in case of difference can be ascertained on the proportional principle referred to in our last year's judgment. By providing their own siding the respondents relieve the applicants from the expense to which they are put in the case of other traders in finding standing room for trucks and space to load and unload (b) Hall v. L. B. & S. C. Ry. Co. [1885], 15 Q. B. D. 505; see per WILLs, J., at p. 540 ; 5 R. & C. T. C. 28, at p. 37. 102 APPENDIX B. in, and on this ground we think there should be a difference of one- fourth in the terminal charge imposed on them as compared with the charge imposed on others. One other point remains to be noticed. The far end of the siding where Pidcock and Company load and unload is at some distance from its junction with the Railway, and the Railway Company, besides deliver- ing at the junction, take the trucks on to the further end of the siding. This, of course, is a voluntary service on their part, for no Company is bound to travel beyond its own railway; and it may be doubted whether section 5 applies, or should be applied to a service which a Company cannot be called upon to perform, for where an individual requires a service which he cannot have unless the Company is willing to undertake it, it would be futile to fix any other sum to be paid for it than what the Company think ought to be paid. This seems, therefore, more a matter for private arrangement, but it may be observed that if it is convenient to the respondents to have their trucks hauled to the end of their siding, where they are opposite to their malt kilns, it is not less So to the appli- cants that the trucks should be where they are least in the way of themselves using the siding. They have the right under the agreement for the siding, subject to the owners' use of it, to use it themselves in shunting engines and trucks; and in the year ended July last they stood as many as 1,328 trucks on the siding. In practice they do not limit the use they make of the siding to shunting, but they also load and unload upon it, and it would not seem to me an unfair bargain if in return for the concession the respondents make in this respect such engine work as they require on their siding were provided by the applicants free of charge. Solicitors for the applicants: Cunliffe & Davenport for R. Lingard- Monk, Manchester, Solicitors for the respondents: Neish, Howell & Macfarlane. ( 103 ) A PPEN DIX C. ORDER OF THE BOARD OF TRADE OF 26TH APRIL, 1895, AMENDING TELE CLASSIFICATION CONTAINED IN THE THIRTY-FIVE RAILWAY CELARGES SCEIEDULES, 1891 AND 1892. - Since the passing of the Railway Charges Acts of 1891 and 1892, it is believed that only one Order has up to the present time (19th January, 1897) been made by the Board of Trade under section 24 (11) of the Act of 1888 (ante, p. 91; see also, ante, p. 22). That Order }. published in the London Gazette of 30th April, 1895, and is as ollows:— RAILWAY AND CANAL TRAFFIC ACT, 1888. WHEREAs applications have been made to the Board of Trade, on behalf of all the Railway Companies in the United Kingdom, to amend the classification of merchandise traffic and Schedules of Maximum Rates and Charges, fixed in pursuance of the above-mentioned Act, by adding to Class 5 of the said classification, the following articles and things, viz.:- 1. Typewriters. 2. Cash-registering machines. And whereas the Board of Trade have heard the parties in support of and in opposition to the application, so far as it related to type- Writers, and there being no opposition to the said application relating to Cash-registering machines Now, therefore, the Board of Trade, in pursuance of the powers in them vested by the provisions of section 24, sub-section (11) of the above-mentioned Act, do hereby determine and order that the Classifi- cation of merchandise traffic and Schedules of Maximum Rates and Charges, confirmed by the Acts of Parliament set out in the Schedule to this Order be amended in manner following: that is to say:—By adding to Class 3. Typewriting machines, in parts, packed. Class 4. Typewriting machines, fitted, packed. Class 5. Typewriting machines, e. o. h. p. Class 5. Cash-registering machines. Dated this 26th day of April, 1895. Courtenay Boyle, Secretary, Board of Trade, Schedule. [Here follow the short titles of the Thirty-five Railway Rates and Charges Order Confirmation Acts, 1891 and 1892.] 104 APPENDIX C. LIST OF THE RAILWAY RATES AND CHARGES ORDER CONFIRMATION ACTS, 1893 To 1896, NOT INCLUDED IN THE BOARD OF TRADE ANALYSIS. The Railway Rates and Charges (Cranbrook and Paddock Wood Railway, &c.), Order Confirmation Act, 1893 (56 & 57 Vict. c. 112). The Railway Rates and Charges (Easingwold Railway, &c.), Order Confirmation Act, 1894 (57 & 58 Vict. c. 48). The Railway Rates and Charges (Lee-on-the-Solent Light Railway, &c.), Order Confirmation Act, 1896 (59 & 60 Vict. c. 165). N.B. -Each of the above Acts differs from the Thirty-five Acts of 1891–92 in that it merely applies to the Railway Companies named in it, the conditions, maxima, and classification of one of the Thirty-five Acts. For the list of the Thirty-five Acts, see Board of Trade Analysis, pp. [3–5]. MERSEY RAILWAY (RATES AND CHARGES) ACT, 1894. (57 & 58 VICT, CAP. 72.) An Act for transferring the Mersey Railway Company with respect to the classification of merchandise traffic and the schedule of maafimum Yates and charges from the Order applicable to the Taff Vale Railway Company to the Order applicable to the East London Railway Company, [3rd July, 1894.] [Recitals.] BE it enacted as follows: 1. [Short title.]—This Act may be cited for all purposes as the Mersey Railway (Rates and Charges) Act, 1894. 2. [Mersey Railway Company to be omitted from Taff Vale Railway, déc., Order, 1892.]—From and after the passing of this Act the Railway Rates and Charges No. 18 (Taff Vale Railway, &c.), Order Confirmation Act, 1892, and the Order thereby confirmed and the schedule to that Order shall respectively be read and have effect as if the words and expressions “the Mersey Railway Company” and “the Mersey Railway ” had not been inserted therein. 3. [And inserted in East London Railway, dºc., Order, 1892.]— From and after the passing of this Act, the Railway Rates and Charges No. 5 (East London Railway, &c.), Order Confirmation Act, 1892, and the Order thereby confirmed, and the schedule to that Order shall apply to the Mersey Railway Company and the Mersey Railway and the traffic thereon as if the Mersey Railway Company and the Mersey Railway had been named in the last-mentioned Order and that Order shall be read and have effect accordingly. 4, [Saving mileage allowance in respect of Mersey Tunnel.]—Nothing in this Act contained shall deprive the Mersey Railway Company of the benefit of the last paragraph on page 9 of the schedule to the Railway Rates and Charges No. 18 (Taff Vale Railway, &c.), Order Confirmation Act, 1892, which is as follows, viz. – ALPEIABETICAL LIST OF RAILWAY COMPANIES. 105 ſº “In calculating the distance over which any merchandise is con- veyed, and for all purposes of rates and charges, the Mersey Railway Tunnel under the River Mersey between Liverpool and Birkenhead is to be calculated as five miles:” And such paragraph shall with reference to the Mersey Railway be transferred to and be deemed to be inserted in the schedule to the Railway Rates and Charges No. 5 (East London Railway, &c.), Order Confirmation Act, 1892. 5, [Costs of Act.] ALPHABETICAL LIST OF RAILWAY COMPANIES, SHOWING which OF THE RAILWAY RATES AND CHARGES ORDER CoNFIRMATION ACTs, 1891 AND 1892, HAVE BEEN MADE TO APPLY TO THE RAILWAYS SPECIFIED BELow BY LATER ORDER CoNFIRMATION ACTs (1893 To 1896 INCLUSIVE) or BY SPECIAL ACTS.(a) ENGLAND AND WALEs. Name of Company or Railway Charges Act Local Act applying Special Provisions as to Railway. applicable. Charges Act. Rates, and Remarks. Barry & Cº º ... Taff Vale, &c., ... tº C & ... Also see Act 1888, - No. 18, 1892. S. *, A. IſleIlf, AC and Act 1896, S. 42. Bexley Heath ... S. E., 1891 ... Act 1893, S. 17. Bideford, Westward L. & S. W., &c., Act 1896, s. 44. Ho! and Apple-| 1891. dore. Birmingham, North L. T. & S., &c., Act 1894, S. 47. Warwickshire No. 11, 1892. and Stratford- upon-Avon. Budleigh Salterton. L. & S. W., 1891... Act 1894, S. 42. Cawood, Wistow, N. E., &c., No. 15, Act 1896, S. 45. and Selby 1892. (Light). Chipstead Valley ... L. B. & S. C., 1891. Act 1893, S. 43. Cleveland Exten- | N. E., &c., No. 15, Act 1893, s. 8. sion Mineral. I892. (a) This list is intended to bring up to date the Alphabetical List published in the Board of Trade Analysis, post, p. [6–20], which contains references to the various ãº. of the Railway Rates and Charges Order Confirmation Acts, 1891 and 1892 only. The present list refers to enactments now in force respecting rates and charges not contained in the Board of Trade Analysis, whether any one of such enactments has been made by the later Railway Rates and Charges Order Confirmation Acts, 1893 to 1896 inclusive, or by Special Act. 106 APPENDIX C. Name of Company or Railway Charges Act Local Act applying Special Provisions as to Railway, applicable. Charges Act. Rates, and Remarks. Cranbrook and S. E., 1891 Railway Rates Paddock Wood and Charges (Light). (Cranbrook and Paddock Wood Rail- way, &c.) Order Conf. Act, 1893. Ealing and South Harrow. Easingwold |East and West York- shire Union. South Leeds Junction. Easton and Church Hope. Epsom Downs Ex- tension. Exeter, Teign Wal- ley, and Chag- ford. Fishguard and Ross- lare Railways and Harbours Glyn Valley Tram- way. - Great Eastern º Wivenhoe and Brightlingsea, Section. East London, &c., No. 5, 1892 (Scale II. of Part I.). N. E., &c., No. 15, 1892. G. N., 1891 (Scale II. of Part I.). G. N., &c., 1891. L. & S. W., 1891... L. B. & S. C., 1891. Abbotsbury, No. 1, I892. G. W., 1891 Festiniog, &c., No. 6, 1892. G. E., 1891, L. T. & S. &c., No. 11, I892. Act 1894, S. 43. Railway Rates and Charges (Easingwold Railway, &c.) Order Conf. Act, 1894. Railway Rates and Charges (Easingwold Railway, &c.) Order Conf. Act, 1894. Act 1893, S. 44. Act 1894, S. 6... Act 1892, s. 38. Act 1894, S. 14. Act 1893, S. 42... Railway Rates and Charges (Cranbrook and Paddock Wood Rail- way, &c.) Order Conf. Act, 1893. Amalgamated by Act, 1896. Maximum rate for stone (irrespective of class) 2-80d. per ton per mile, see Act 1894, s. 6. Waterford and Wexford Railway amalgamated by Act, 1893. Wivenhoe and Brightlingsea Railway amalga- mated with Great blastern by Act of 1893. ALPEIABETICAL LIST OF RAILWAY COMPANIES. 107 Name of Company or Railway Charges Act Local Act applying Special Provisions as to Railway. applicable. Charges Act. Rates, and Remarks. Great Western G. W., 1891 Also see Butel)ocks Oldbury | Act, 1894, s. 53. Abbotsbury, &c., Amalgamated by Tiverton, and No. 1, 1892. Act, 1894. North Devon. Pontycysyllte || #: (of the hropshire - * Union Railway ; G. W., 1891 ...... Aº º Vº II].*"; and Canal Com- -8. 1 º . c. 144), O. py Act, & pany)... & © e Abbottsbury ... Much, Wemlock Severn Junc- tion ... & is ſº Marlborough ... Milford gº Wenlock § e º Vale of Llan- gollen tº e is Llangollen and Corwen, Corwen. and Bala ... Great Western and Midland (Severn and Wye and Severn Bridge Railway). Harrow and Stan- Ill OTé. Lambourn Valley... Lancashire, Derby- shire and East Coast. London, Chatham, and Dover. Shortlands and Nunhead. • I L Abbotsbury, &c., No. 1, 1892, ex- cept Scale IV., Part I., for > which is substi- tuted Scale I., Part I., of the G. W., 1891. (1) For through traffic the maxi- mum rates in Midland, 1891. (2.) For local traffic no higher rates may be charged than those in opera- tion on August 17th, 1894. L. & N. W., 1891. G. W., 1891 (Scale II. of Part I.). G. N., 1891 L. C. & D., 1891. L. C. & D., 1891... Act, 1896 (59 & 60 Vict. c. 232), S. 41. Act 1894, s. 21. Railway Rates and Charges (Easingwold Railway, &c.) Order Conf. Act, 1894. Act 1894, s. 5. Act 1893, s. 23. Railway Rates and Charges (Easingwold Railway, &c.) Order Conf. Act, 1894. Amalgamated by Act, 1896. As to when the rates under G. W., &c., Act, 1891, take effect, see Act, 1896, s. 41. Before vesting in the two Com- panies the maxi- Imum rates Were in the Cleator and Workington Junction, &c., No. 4, O. C. Act, 1892. Viaduct over Mon- sall Dale to be calculated as three miles. See Act 1893, s. 23. Amalgamated Act, 1896. by 108 APPENDIX C. Name of Company or ilway Railway Charges Act applicable. Local Act applying Charges Act. Special Provisions as to Rates, and Remarks. London, Waltham- stow, and Epping Forest. Lynton and Barn- staple. Manchester Ship Canal. Marlborough and Grafton. Mersey Midland and Great Northern Joint (Eastern and Midlands). Neath, Pontardawe, and Brynaman. Newport, Godshill, and St.Lawrence. North-Eastern G. E., 1891 L. & S. W., 1891... . L. & N.W., 1891... Mid. & S. W. Junc- tion, &c., No. 14, 1892. East London, &c., No. 5, 1892. • L. T. & S., &c., No. 11, 1892. G. W., 1891 Isle of Wight, &c., No. 9, 1892. N. E., &c., No. 15, 1892. Act 1894, s. 93. Act 1895, s. 46. Railway Rates and Charges (Cranbrook and Paddock Wood Rail- way, &c.) Order Conf. Act, 1893. Act 1896, s. 31. Act 1894. Act 1895, s. 51. Act 1892, s. 18. Tunnelunder River Mersey to be cal- culated as five miles. Act 1894, S. 4. This Company was included in the Taff Vale, &c., O. C. Act, but by Act of 1894 the foregoing rates were substituted. Wested by Act of 1893. As to charge for conveyance and shipment of coal in connexion with railway from Cambois to Blyth Jetty, see Act 1893, s. 10. As to Newsham and Blyth Railway and Cambois Branch, see ibid., S. 25. ALPHABETICAL LIST OF RAILWAY COMPANIES, 109 Name of ºny Ol' Railway. Railway Charges Act applicable. Local Act applying Charges Act. - North Pembroke- shire and Fish- guard. North Sunderland. Plymouth, Devon- R. and South- estern Junc- tion. Port Talbot Rail- way and Docks. Morfa, Cefn, and Pyle. Whitworth. Retford, Rother- ham and Barns- ley. Rhymney... Rother (Light). Sheffield District... Walley South Yorkshire Junction. Stocksbridge ... Stratford - upon - Avon, Towces- ter and Midland Junction. L. & N. W., 1891. N. E., &c., No. 15, 1892. L. & S. W., 1891. T. W., &c., No. 1892. 18, T. W., &c., No. 1892. 18, T. W., &c., No. 1892. 18, G. N., 1891 T. W., &c., No. 1892. 18, S. E., &c., 1891... M. S. & L., &c., No. 12, 1892. H. B. & W. R. Jn., No. 8, 1892. M. S. & L., No. 12, 1892. L. T. & S., &c., No. 11, 1892. Act 1894, S. 25. Act 1892, s. 39. Act 1894, s. 78. Act 1896(59 & ſ 60 Wict. c. 145), s. 27. Act 1896 (59 & 60 vict. c. 212), s. 28. Act 1893, s. 13. Act 1896, S. 42. Act 1896, s. 48. Act 1894, s. 8. Railway Rates and Charges (Easingwold Railway, ...? Order Conf. Act, 1894. Railway Rates and Charges (Cranbrook and Paddock Wood Rail- way, &c.) Order Conf. Act, 1893. —w Special Provisions as to Bates, and Remarks, Bridge over River Tamar to be cal- culated as three miles. Act 1893, S. 12. Maximum Rate for Class A 0-85d. Tunnel on Rail- Way No. 1 to be calculated as I miles. Act 1894, S. 78. If taken over by the Port Talbot and Docks Co., T. W., &c., No. 18 to apply. See Act 1896 (59 & 60 Vict, c. , 145), S. 27, and Act 1896 (59 & 60 Vict. c.212), s. 28. Also see Bute Docks Act 1894, s. 53. 110 APPENDIX C, Name of Company or Railway Charges Act Jocal Act applying Special Provisions as to ailway. applicable. Charges Act. Rates, and Remarks. Stroud and Pains- Abbotsbury, &c., | Act 1896, s.49. | Maximum rate for wick (Light). No. 1, 1892. stone (Class A & B) 2d. per ton per mile, (Class C) 2}d. per ton per mile. In respect of all merchan- dise conveyed on Tram-road No. 8 an additional sum of one penny per ton for use of the incline is autho- rised, see Act 1896, S. 49. Swansea Harbour | Swansea Harbour Trustees. Act, 1857, Act 1896, ss. 16, 17. Taff Vale ... T. W., &c., No. 18, Also see Barry Act, 1892. 1888, s. 23, Amendment Act, 1894, Bute Docks Act, 1894, s. 53, and Act 1896, S. 32. Tenterden S. E., 1891 Act 1895, S. 41. Torrington and L. & S. W., 1891. Act 1895, s. 43. Ökºhampton. Tottenham and L. T. & S., &c., Act 1894, s. 17. Forest Gate. No. 11, 1892. Uxbridge and Rick- L. & N. W., &c., Act 1896, s. 50. mansworth. 1891. Vale of Glamorgan. Act 1895, s. 10. Aberlady, Gullane, and North Ber- wick. Brechin and Edzell District. Crieff and Comrie... T. W., &c., No. 18, 1892. SCOTLAND. N. B., &c., No. 25, 1892. Cal., &c., No. 19, 1892. Cal., &c., No. 19, 1892. ! Act 1893, s. 33. Act 1893, s. 39. Railway Rates and Charges (Easingwold Railway, &c.) Order Conf. Act, 1894, ALPHABETICAL LIST OF RAILWAY COMPANIES. 111 Name of Company or Railway. Railway Charges Act applicable. Local Act applying Charges Act. Special Provisions as to Rates, and Remarks. Dundee Suburban. Gifford and Gar- vald. Glasgow and South estern. City of Glasgow Union (S. W. portion of) Invergarry and Fort Augustus. Muirkirk Mauch- line and Dalmel- lington. North British. City of Glasgow Union (portion of) West Highland Bray and Ennis- kerry Light. Cork and Fermoy... Great Southern and Western of Ire- land. Drumcondra and North Dub- lin Link South Clare Rail- way Company, Limited. Waterford and Cen- tral Ireland. Kilkenny Jumc- tion ... • * * Cal., &c., No. 19, 1892. N. B., &c., No. 25, 1892. G. & S. W., &c., No. 22, 1892. G. & S. W., &c., No. 22, 1892. N. B., &c., No. 25, 1892. Cal., &c., No. 19, 1892. N. B., &c., No. 25, 1892. N. B., &c., No. 25, 1892 (Scale II. of Part I.). N. B., &c., No. 25, 1892. Act 1894, S. 4. Act 1893, s. 26. Act 1896, s. 5. Act 1896, s. 42. Act 1896, s. 55. Act 1896, s. 7. Act 1884, s. 26. IRELAND. No. 26, 1892 No. 26, 1892 No. 26, 1892 No. 26, 1892 No. 26, 1892 No. 26, 1892 No. 26, 1892 Act 1894, s. 15. Act 1893, s. 29. Act 1894, s. 37. Railway Rates and Charges (Easingwold Railway, &c.) Order Conf. Act, 1892. Amalgamated by Act, 1896 (59 & 60 Vict. c. 185). Amalgamated by Act, 1896 (59 & 60 Vict. c. 185). Certain portions of railway to be cal- culated as six miles : see sec- tion 29 of Act 1893. Length of railway to be calculated as six miles : Act * 94, s. 37. maglamated b Act, 1896. y Amalgamated by Act, 1896. 112 APPENDIX C. RAILWAY RATES AND CHARGES, No. 15 (NORTH EASTERN RAILWAY, E.To.), ORDER CONFIRMATION ACT, 1892. (55 & 56 VICT. CAP. 53.) The following Act, and Order of the Board of Trade (forming a Schedule to the Act), are in the form common to the Railway Rates and Charges Order Confirmation Acts of 1891 and 1892 (referred to in this Work as “The Railway Charges Acts”), and are here printed as a specimen of those Acts and the Schedules thereto. As already pointed out,(a) each Act also comprises a Schedule to the Order (which latter Schedules are referred to in this Work as “The Railway Charges Schedules"), containing (1.) The General and Special Con- ditions; (2.) The Maxima; (3.) The Classification; and full particulars of these Schedules are to be found in the Board of Trade Analysis. An Act to confirm a Provisional Order made by the Board of Trade wnder the Ravlway and Canal Traffic Act, 1888, containing the Classification of Merchandise Traffic, and the Schedule of Maazimum Rates and Charges applicable thereto, of the North Eastern Railway Company, and certain other Railway Companies. [20th June, 1892.] WHEREAs under the Railway and Canal Traffic Act, 1888, the Board of Trade embodied in a Provisional Order the classification of mer- chandise traffic and schedule of maximum rates and charges including all terminal(b) charges, which, in the opinion of the Board of Trade, ought to be adopted by the Railway Companies which are specified in the schedule to the said Provisional Order: And whereas it is expedient that the Provisional Order, as set out in the schedule to this Act annexed, be confirmed by Act of Parliament : IBe it, therefore, enacted by the Queen's most Excellent Majesty, by and with the advice and consent of the Lords Spiritual and Tem- poral, and Commons, in this present Parliament assembled, and by the authority of the same, as follows: 1. [Short title.]—This Act may be cited as the Railway Rates and Charges, No. 15 (North Eastern Railway, &c.), Order Confirmation Act, 1892. 2. [Confirmation of Order in Schedule.]—The Order, as set out in the Schedule to this Act annexed, shall be and the same is hereby confirmed, and all the provisions of the said Order in manner and form as they are set out in the said schedule shall, from and after the passing of this Act, have full validity and effect. SCHEDULE. Order of the Board of Trade under the Railway and Canal Traffic Act, 1888, embodying the Classification of Merchandise Traffic and the Schedule of Maximum Rates and Charges, including all Terminal Charges applicable to the said Classification of the North Eastern Railway Company, the Forcett Railway Company, the Great North of England, Clarence, and Hartlepool (a) Ante, p. 18; and see Preface. b) The word “terminable” is printed in the copies of this particular Act, published by the Queen's Printers, instead of “terminal.” * RAILWAY RATES AND CHARGES ACT, NO. 15, 1892. 113 Junction Railway Company, the Scarborough, Bridlington, and West Riding Junction Railways Com ... the Scarborough and Whitby Railway Company, and the Marquis of Londonderry in respect of the Londonderry (Seaham to Sunderland) Railway. 1. [Short title.]—This Order may be cited as the Railway Rates and Charges, No. 15 (North Eastern Railway, &c.), Order, 1892. 2. [Commencement.]—This Order shall come into force and have effect on the first day of January, one thousand eight hundred and ninety-three, or such later date as the Board of Trade may by Order direct, which date is in this Order referred to as the commencement of this Order. 3. [Interpretation.]—This Order is to be read and construed subject in all respects to the provisions of the Railway and Canal Traffic Acts, 1873 and 1888, and of any other Acts or parts of Acts incorporated therewith. 4. [Schedule of maximum rates and charges.]—From and after the commence- ment of this Order the maximum rates and charges which the railway companies specified in the schedule to this Order shall be entitled to charge and make in respect of merchandise traffic on the railways of the said companies, shall be the rates and charges specified in the schedule to this Order annexed, and shall be º to the classification, regulations, and provisions set forth in the Said SCI16CiUlle. Schedule of Maximum Rates and Charges, and Classification of Merchandise Traffic applicable to the North Eastern Railway Company, the Forcett Railway Company, the Great North of England, Clarence, and Hartlepool Junction Railway Company, the Scarborough, Bridlington, and West Riding Junction Railways Company, the Scarborough and Whitby Railway Company, and the Marquis of Londonderry in respect of the Londonderry (Seaham to Sunderland) Railway. [Here follow :-(1.) The General and Special Conditions; (2) The Maximum Rates and Charges; (3.) The Classification.] PROVISO AS TO CHARGES FOR SMALL CONSIGNMENTS OF PERISHABLES. The following proviso modifying the charges for small consignments of perishable merchandise by passenger train has been inserted in jº recent Railway Acts with respect to lines authorised since 1892:— “Provided that in respect of the conveyance of a consign- ment of perishable merchandise not exceeding fifty-six pounds in Weight by passenger train the Company shall not be entitled to charge a higher rate than the maximum rate which they are * to charge for the conveyance of parcels of the same Weig .” RAILWAY AND CANAL TRAFFIC ACT, 1888. A N A N A L Y S IS OF THE RAILWAY RATES AND CHARGES ORDER CONFIRMATION ACTS, 1891 AND 1892, SHOWING (a.) A List of the Acts. (b.) A List of the Railway Companies affected. (c.) The Classification of Merchandise Traffic. (d.) The General Conditions under which the Maximum Rates and Charges can be made. (e.) The Schedules of the Maximum Rates and Charges. 33rcărutch to firſtö 39truges of 33arliament ſip Contmantſ of 39cr ſhiajráty. L O N D O N : PRINTED FOR HER MAJESTY'S STATIONERY OFFICE, BY EYEE AND SPOTTISWOODE. PRINTERS TO THE QUEEN'S MOST EXCELLENT MAJESTY. And to be purchased, either directly or through any Bookseller, from EYRE AND SPOTTISWOODE. EAST HARDING STREET, FLEET STREET, E.C., and 32, ABINGDON STREET, WESTMINSTER, S.W.; or JOHN MENZIES & Co., 12, HANOVER STREET, EDINBURGH, and 90, WEST NILE STREET, GLASGOW ; or HODGES, FIGGIS, & Co., LIMITED, 104, GRAFTON STREET, DUBſ, IN. 1892. [C.—6832.] Price Is. C O N T E N T S, Page 1. Tist of the Railway Rates and Charges Order Confirmation Acts, 1891 and 1892 - wº- - - - º 3. 2, Alphabetical List of the Names of the Railway Companies and Railways jointly owned, leased, or worked in the Railway Rates and Charges Order Confirmation Acts - ſº- 6 3. The classification of Merchandise Traffic— (a.) Arranged in the order of classes - tº- - - 21 (b.) Arranged in alphabetical order º º - 47 4. The general conditions under which the Maximum Rates and Charges can be made º - -> º - 102 5. The Maximum Rates and Charges— (a.) Conditions special to particular Acts under which the Maximum Rates and Charges contained in those Acts are to be calculated - -, t- - 113 (b.) Part 1, Goods and Minerals, Station and Service Ter- minals - - º - tº- - - 131 (c.) Part 1, Goods and Minerals, Conveyance Rates - - 132 (d.) Part 2, Animal Class - º -> an - 196 (e.) Part 3, Carriages - E; º gº tº • 199 (f) Part 4, Exceptional Class - º º - - 200 (g.) Part 5, Perishable Merchandise by Passenger Train - 201 (h.) Part 6, Small Parcels by Merchandise Train - - 203 6. Appendices to the Conditions special to particular Acts printed on pages 113 to 130 - * tº- • " º - 205 Board of Trade, COURTENAY BOYLE. August 1892. - e List of the Railway Rates and Charges Order 10. 11. 12. 13. 14. Confirmation Acts, 1891 and 1892. . The Great Eastern Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict., c. 214.) . The Great Northern Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict., c. 215.) . The London and South Western Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict, c. 216.) . The London, Brighton, and South Coast Railway Com- pany (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict, c. 217.) . The London, Chatham, and Dover Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict, c. 218.) . The Midland Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict, c. 219.) . The South Eastern Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict., c. 220.) . The London and North Western Railway Company (Rates and Charges) Order Confirmation Act, 1891. (54 & 55 Vict, c. 221.) . The Great Western Railway Company (Rates and Charges) Order Confirmation Act, 1891 (54 & 55 Vict, c. 222.) The Railway Rates and Charges, No. 1 (Abbotsbury Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 39.) -" The Railway Rates and Charges, No. 2 (Brecon and Merthyr Tydfil Junction Railway, &c.), Order Con- firmation Act, 1892. (55 & 56 Vict, c. 40.) The Railway Rates and Charges, No. 3 (Cambrian Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Wict., c. 41.) The Railway Rates and Charges, No. 4 (Cleator and Workington Junction Railway, &c.), Order Confirma- tion Act, 1892. (55 & 56 Vict., c. 42.) The Railway Rates and Charges, No. 5 (East London Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 43.) at 95120. Wt. 1S698. A 2 4. * º 2 2 24. . The Railway Rates and Charges, No. 6 (Festiniog Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict., c. 44.) . The Railway Rates and Charges, No. 7 (Furness Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 45.) . The Railway Rates and Charges, No. 8 (Hull, Barnsley, and West Riding Junction Railway), Order Confirma- tion Act, 1892. (55 & 56 Vict, c. 46.) . The Railway Rates and Charges, No. 9 (Isle of Wight Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 47.) . The Railway Rates and Charges, No. 10 (Lancashire and Yorkshire Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 48.) . The Railway Rates and Charges, No. 11 (London, Tilbury, and Southend Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict., c. 49.) . The Railway Rates and Charges, No. 12 (Manchester, Sheffield, and Lincolnshire Railway, &c.), Order Con- firmation Act, 1892. (55 & 56 Vict, c. 50.) . The Railway Rates and Charges, No. 13 (Metropolitan Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 51.) * The Railway Rates and Charges, No. 14 (Midland and South Western Junction Railway, &c.), Order Con- firmation Act, 1892. (55 & 56 Vict., c. 52) The Railway Rates and Charges, No. 15 (North Eastern Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Wict., c. 53.) . The Railway Rates and Charges, No. 16 (North London Railway), Order Confirmation Act, 1892. (55 & 56 Vict, c. 54.) . The Railway Rates and Charges, No. 17 (North Stafford- shire Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 55.) . The Railway Rates and Charges, No. 18 (Taff Wale Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 56.) . The Railway Rates and Charges, No. 19 (Caledonian Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Vict, c. 57.) . The Railway Rates and Charges, No. 20 (Callander and Oban Railway), Order Confirmation Act, 1892. (55 & 56 Vict, c. 58.) 5 30. The Railway Rates and Charges, No. 21 (City of Glasgow TJnion Railway), Order Confirmation Act, 1892. (55 & 56 Vict, c. 59.) 31, The Railway Rates and Charges, No. 22 (Glasgow and South Western Railway, &c., Order Confirmation Act, 1892. (55 & 56 Vict, c. 60) 32. The Railway Rates and Charges, No. 23 (Great North of Scotland Railway), Order Confirmation Act, 1892. (55 & 56 Vict, c. 61.) 33. The Railway Rates" and Charges, No. 24 (Highland Ra” ay), Order Confirmation Act, 1892. (55 & 56 Wict., c. 62.) 34. The Railway Rates and Charges, No. 25 (North British Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Wict., c. 63.) 35. The Railway Rates and Charges, No. 26 (Athenry and Bnnis Junction Railway, &c.), Order Confirmation Act, 1892. (55 & 56 Wict., c. 64.) Alphabetical List of the Names of the Railway Com- panies and Railways jointly owned, leased, or worked, in the Railway Rates and Charges Order Confirmation ActS. The numbers against the Acts refer to the order in which they are arranged on pages 3, 4, and 5, and not to the numbers quoted in the title of the Acts. ENGLAND AND WALES. Nº. of the º Vº Maxi Rat : }, a g * * l tºl Rºßº owned, In what Act included. ğ. ...'. S leased, or worked, Conditions. Pages. Pages. Abbotsbury wº - Abbotsbury Railway, &c., 1892. t- 131, 154, 196, No. 10. f 199–204. Aberdare * - Taff Vale Railway, &c., 1892, * 131, 181, 196, No. 27. 199–204. Abingdon * - || Abbotsbury Railway, &c., 1892. ** 131, 184, 196, No. 10. 199–204. Alexandra (Newport | Taff Vale Railway, &c., 1892. *-º- 131, 181, 196, and South Wales) No. 27. 199–204. Docks and Railway. t Angerstein's Branch - | South Eastern Railway Company, lºssº i31, 145, 196, 1891. No. 7. 199–204. Ashby and Nuneaton | Midland -Railway Company, 1891. 110 131, 144, 196, Joint. No. 6. 199–204. Bala and Festiniog - || Abbotsbury Railway, &c., 1892. tº-mºv 131, 154, 196, No. 10. 199–204. Banbury and Chelten- Do. do. tº-º-º-º- 131, 154, 196, ham Direct. 199–204. T}arnoldswick - - || Midland Railway Company, 1891. 110 131, 144, 196, No. 6. 199–204. , Barry gº • Taff Vale Railway, &c., 1892. tºº 127, 131, 181, 196, No. 27. 199–204. Beckton Branch - Great Eastern Railway Company, - 131, 132, 196, 1891. No. 1. 199–204. Birkenhead (including | London and North Western Rail- gº 131, 147, 196, the West Kirkby way Company, 1891. No. 8. 199-204. Lines). Bishop's Castle - - || Cambrian Railway, &c., 1892. tºº. 131, 160, 196, No. 12. 199–204. Bourn and Lynn and Midland Railway Company, 1891. 110 131, 144, 196, Spalding Junction, No. 6. 199–204. Brading Harbour Im- provement Railway and Works. Brecon and Merthyr Tydfil Junction. Bricklayers' Arms - Isle of Wight Railway, &c., 1892. No. 18. Brecon and Merthyr Tydfil Junction Railway, &c., 1892. No. 11. London, Brighton, and South Coast Railway Company, 1891. No. 4. 131, 169, 196, 199–204. 117, 131, 158, 196, 199–204. 113, 131, 139, 146, 199–204, 7 ENGLAND AND WALEs—continued. Names of the º Vº Maximum Rates Rºß tººd, In what Act included. General and Charges. leased, or worked. Conditions. Pages. Pages. Bridgewater - - || London and South Western Railway gººm 131, 136, 196, Company, 1891. No. 3, 199–204. Bridport - - || Abbotsbury Railway, &c., 1892. * * *º-ºº: 131, 154, 196, No. 10. 199–204. Brighton and Dyke - || London, Brighton, and South Coast sº 131, 139, 196, Railway Company, 1891. No. 4. 199–204. Bristol Port - - || Midland Railway Company, 1891. 110 131, 144, 196, No. 6. 199–204. Buckfastleigh, Totnes, Abbotsbury Railway, &c., 1892. sº 131, 154, 196, and South Devon. No. 10. 199–204. Buckley t- - Cambrian Railway, &c., 1892. &= --> 131, 130, 196, No. 12. 199–204. Burry Port and Gwen - || London, Tilbury, and Southend sº 131, 171, 196, draeth Walley. Railway, &c., 1892. No. 20. 199–204. Calne &º - || Abbotsbury Railway, &c., 1892. * --> 131, 154, 196, No. 10. º 199–204. Cambrian * - || Cambrian Railway, &c., 1892. * 117, 131, 160, 196, No. 12. 199–204. Cannock Chase and Midland Railway Company, 1891. 110 131, 144, 196, Wolverhampton. No. 6. 199–204. Charnwood Forest - || London and North Western Rail- *-º- 114, 131, 147, 196, way Company, 1891. No. 8. | 199–204. Cheadle gº - | North Staffordshire Railway, &c., 110 131, 180, 196, 1892. No. 26. 199–204. Cheshire Lines - || Manchester, Sheffield, and Lincoln- *= 131, 172, 196, shire Railway, &c., 1892. No. 21. 199–204. Cleator and Worlting- || Cleator and Workington Junction 4-mºmº 131, 161, 196, ton Junction. Railway, &c., 1892. No. 13. 199–204. Clifton Extension - || Abbotsbury Railway, &c., 1892. &=º 131, 154, 196, No. 10. 199–204. Cockermouth, Keswick, Cleator and Workington Junction Eº 131, 162, 196, and Penrith. Railway, &c., 1892. No. 13. - 199–204. Colchester, Stour Valley, Sudbury, and Halstead. Colne Valley and Hal- stead. Corfe Mullen Junction Cornwall Minerals – Corris º tº Corwen and Bala - Croydon and Oxted - Devon and Somerset - Didcot, Newbury, and Southampton. Great Eastern Railway Company, 1891. No. 1. London, Tilbury, and Southend Railway, &c., 1892. No. 20. London and South Western Railway Company, 1891. No. 3. Abbotsbury Railway, &c., 1892. No. 10. Cleator and Workington Junction Railway, &c., 1892. No. 13. Abbotsbury Railway, &c., 1892. No. 10. London, Brighton, and South Coast Railway Company, 1891. No. 4. Abbotsbury Railway, &c., 1892. No. 10. l)o. do. 131, 132, 196, 199–204. 131, 171, 196, 199–204. 131, 136, 196, 199–204. 131, 154, 196, 199–204. 131, 162, 196, 199–204. 131, 154, 196, 199–204. 131, 139, 196, 199–204. 131, 154, 196, 199–204. 131, 154, 196, } 99–204. 8 ENGLAND AND WALEs—continued. Nº. of the º Variations - Rºjºa, In what Act included. flººr Mºº leased, or worked. Conditions. Pages. Pages. Dover and Deal Joint | London, Chatham, and Dover tº- 151,141, 145, 196, Railway Company, 1891, No. 5, 199–204. and the South Eastern Railway Company, 1891. No. 7. Downham and Stoke Great Eastern Railway Company, ºmmººr 131, 132, 196, Ferry. 1891. No. 1. 199–204. Dowlais and Merthyr London and North Western Rail- º 114, 131, 147, 196, way Company, 1891. No. 8. 199–204. East and WestJunction | London, Tilbury, and Southend tºº. 131, 171, 196, Railway, &c., 1892. No. 20. 199–204. Eastern and Midlands Do. do. tº- 131, 171, 196, 199-204. East Lincolnshire - Great Northern Railway Company, * 131, 133, 196, 1891. No. 2. 199–204. East London - - East London Railway, &c., 1892. 112 117, 131, 164, 196, No. 14. 199–204. Elham Valley * - | South Eastern Railway Company, *- 131, 145, 196, 1891. No. 7. 199–204. Ely and Newmarket - || Great Eastern Railway Company, tºº. 131, 132, 196, 1891. No. 1. 199–204. Ely and St. Ives - Do. do. ſº 131, 132, 196, 199–204. Ely Valley º - || Abbotsbury Railway, &c., 1892. iºn 131, 154, 196, No. 10. 199–204. Epsom and Ileather- London and South Western Rail- tºº 131, 136, 196, head. way Company, 1891. No. 3. 199–204. Evesham, Redditch, London, Tilbury, and Southend E- 131, 171, 196, and Stratford-on- Railway, &c., 1892. No. 20. • 199-204. Avon. Exmouth Docks and | Cambrian Railway, &c., 1892. * 131, 160, 196, Railway. No. 12. 199–204. Felixstowe Railway London, Tilbury, and Southend - 131, 171, 196, and Dock. Railway, &c., 1892. No. 20. 199–204. Festiniog - - Festiniog Railway, &c., 1892. 11 I 131, 166, 196, No. 15. 199–204. Forcett - * - | North Eastern Railway, &c., 1892. 109, 110 || 131, 177, 196, No. 24. 199–204. Freshwater, Yarmouth, Isle of Wight Railway, &c., 1892. sms me 131, 169, 196, and Newport. No. 18. 199–204. Furness º - Furness Railway, &c., 1892. No. 16. E- 120, 131, 167, 196, 199–204. Purness and Midland Midland Railway Company, 1891. 110 131, 144, 196, Joint. No. 6. 199–204. Garstang and Knott Brecon and Merthyr Tydfil Junction memº 131, 158, 196, End. Railway, &c., 1892. No. 11. 199–204. Golden Valley - || Midland and South Western Junc- tºmº 131, 175, 196, tion Railway, &c., 1892. No. 23. 199–204. Gorsedda Junction and Festiniog Railway, &c., 1892. 111 131, 166, 196, Portmadoc. No. 15. 199–204. 9 i t ENGLAND AND WALEs—continued. N3. of the ºy Vº Maxi {y € Raš; tººd, In what Act included, General tºº leased, or worked. Conditions. ſº Pages. Pages. Great Eastern - - || Great Eastern Railway Company, gºmºsºme 131, 132, 196, ..., 1891. No. 1. 199—204. Great Marlow - || Abbotsbury Railway, &c., 1892. *sº 131, 154, 196, º No. 10. 199–204. Great Northern - || Great Northern Railway Company, sº 113, 131, 133, 196, 1891. No. 2. 199–204. treat Northern and Great Eastern Railway Company, * 131, 132, 196, Great Eastern Joint. 1891. No. 1. 199–204. Great Northern and Great Northern Railway Company, g-º-º: 113, 131, 133, 196, Lancashire and 1891. No. 2. 199—204. Yorkshire Joint. Great Northern, Lan- Do. do. gº 131, 133, 196, cashire and York- 199–204. shire, and North Rastern Joint. Great Northern and Do. do. gº 113, 131, 133, 196, London and North 199--204. Western Joint. Great Northern and Midland Railway Company, 1891. 110 131, 144, 196, Midland Joint. No. 6. 199–204. Great North of Eng- || North Eastern Railway, &c., 1892. 109, 110 || 131, 177, 196, land, Clarence, and No. 24. 199–204. Hartlepool Junction. Great Western - - Great Western Railway Company, wºmmº 116, 131, 151, 196, 1891. No. 9. 199–204. Great Western and Taff Vale Railway, &c., 1892. mºmºmº 127, 131, 181, 196, Rhymney Joint. No. 27. 199–204. Great Western and Do. do. q-º-º: 131, 181, 196, Taff Vale Joint. 199–204. Gwendraeth Valley - || London, Tilbury, and Southend wº-º 131, 171, 196, Railway, &c., 1892. No. 20. 199–204. Halesowen -- - Midland Railway Company, 1891. 110 131, 144, 196, No. 6. 199–204. Halifax High Level, Great Northern Railway Company, * 113, 131, 133, 196, and North and South 1891. No. 2. 199–204. Junction. Hammersmith and City Metropolitan Railway, &c., 1892. gº-º-º: 123, 131, 174, 196, Joint. No. 22. 199–204. Harborne * - || London and North Western Rail- tº º 131, 147, 196, way Company, 1891. No. 8. 199–204. Hayling - - || London, Brighton, and South Coast sº 131, 139, 196, Railway Company, 1891. No. 4. I99–204. Helston * - ? - Abbotsbury Railway, &c., 1892. *-º-º: 131, 154, 196, No. 10. 199–204. Horncastle gº - || Great Northern Railway Company, * 131, 133, 196, 1891. No. 2. 199–204. Hounslow and Metro- | East London Railway, &c., 1892. 112 131, 164, 196, politan. No. 14. 199–204. 10. ENGLAND AND WALEs—continued. Në. of the lºy Vº M Ompanies an G - TOII). º t Railways jointly owned, In what Act included. §. tº: S leased, or worked, Conditions. * * * Pages, Pages. Hull, Barnsley, and Hull, Barnsley, and West Riding * 131, 168, 196, West Riding Junc- Junction Railway, &c., 1892. O 199–204. tion. No. 17. Isle of Wight - - | Isle of Wight Railway, &c., 1892. -º-º: 131, 137, 169, 196, No. 18. 199–204. Isle of Wight and Ryde London and South Western Rail- º 131, 136, 196, Pier. way Company, 1891. No. 3. 199–204. Isle of Wight Central | Isle of Wight Railway, &c., 1892. - 131, 169, 196, No. 18. 199–204. Kettering,Thrapstone, Midland Railway Company, 1891. 110 131, 144, 196, and Huntingdon. King's Lynn Docks and Railway. Kington and Eardisley Lancashire and York- shire. Lancashire Union,from Cherry Tree to Chorley, and from Adlington to Boar's Head. Leominster and King- toll. Liskeard and Caradon Liskeard and Looe Union Canal. Liverpool, Southport, and Preston June- tion. Llanelly and Mynydd Mawr. Llangollen and Corwen Lofthouse and Methley Joint. London and Blackwall London, Blackwall,and Millwall Extension. London and Greenwich No. 6. London, Tilbury, and Southend Railway, &c., 1892. No. 20. Abbotsbury Railway, &c., 1892. No. 10. Lancashire and Yorkshire Railway, &c., 1892. No. 19. Do. do. Abbotsbury Railway, &c., 1892. No. 10. Midland and South Western Junc- tion Railway, &c., 1892, No. 23. Do. do. Manchester, Sheffield, and Lincoln- shire Railway, &c., 1892. No. 21. Brecon and Merthyr Tydfil Junction Railway, &c., 1892. No. 11. Abbotsbury Railway, &c., 1892. No. 10. Great Northern Railway Company, 1891. No. 2. Great Eastern Railway Company, 1891. No. 1. Do. do, South Eastern Railway Company, 1891. No. 7. 199–204. 131, 171, 196, 199–204. 131, 154, 196, 199–204. 122, 131, 169, 196, 199–204. 131, 169, 196, 199–204. 131, 154, 196, 199–204. 131, 175, 196, 199–204. 131, 175, 196, 199–204. 131, 172, 196, 131, 158, 196, 199–204. 131, 154, 196, 199–204. 131, 133, 196, 199–204. 131, 132, 196, 199–204. 131, 132, 196, 199–204. 131, 145, 196, 199–204. & 11 * ENGLAND AND WALEs—continued. Nº. ºf Maximum Rat Indoallies 8/D 6 * 3XIIIlll'ſſ! €S Ralſº jointly owned, In what Act included. General and Charges. leased, or worked. Conditions. Pages. Pages. London and North | London and North Western Rail- sºmº- 114, 131, 147, 196, Western. way Company, 1891. No, 8. 199–204. London and North Furness Railway, &c., 1892. *- 120, 131, 167, 196, Western and Fur- No. 16. 199–204. ness Joint. London and South | London and South Western Rail- sº 113, 131, 136, 196, Western. way Company, 1891. No. 3. 199–204. London, Brighton, and London, Brighton, and South Coast º- 113, 131, 139, 196, South Coast. Railway Company, 1891. No. 4. 199–204. London, Brighton, and Do. do. sº 113, 131, 139, 196, South Coast, and 199–204. * South Eastern Joint. London, Chatham,and | London, Chatham, and Dover Rail- <º- 113, 131, 141, 196, Dover. way Company, 1891. No. 5. 199–204. Londonderry(Seaham | North Eastern Railway, &c., 1892. 109, 110 131, 177, 196, to Sunderland). No. 24. - 199–204. London, Tilbury, and London, Tilbury, and Southend *- 131, 171, 196, Southend. Railway, &c., 1892. No. 20. 199–204. Longton, Adderley | North Staffordshire Railway, &c., 110 131, 180, 196, Green,and Bucknall. 1892. No. 26. 199–204. Louth and East Coast || Great Northern Railway Company, º- 131, 133, 196, 1891. No. 2. 199—204. Ludlow and Clee Hill Abbotsbury Railway, &c., 1892. sº- 116, 131, 154, 196, No. 10. 199–204. Lydd sº - | South Eastern Railway Company, *- 131, 145, 196, 1891. No. 7. 199–204. Lydd Extension - Do. do. — 131, 145, 196, - t - 199–204. MacclesfieldCommittee, Manchester, Sheffield, and Lincoln- *- 131, 172, 196, shire Railway, &c., 1892. No. 21. 199–204. Manchester and Milford] Midland and South Western June- *- 131, 175, 196, tion Railway, &c., 1892. No. 23. 199–204. Manchester, Sheffield, Manchester, Sheffield, and Lincoln- —dº 123, 131, 172, 196, and Lincolnshire. shire Railway, &c., 1892. No. 21. 199–204. Manchester, South Junction,and Altrin- cham. Marlborough - *- Maryport and Carlisle Mawddwy - - Mellis and Eye - Mersey - - *- Do. do- Abbotsbury Railway, &c., 1892. No. 10. Cleator and Workington Junction Railway, &c., 1892. No. 13. Cambrian Railway, &c., 1892. No. 12. London, Tilbury, and Southend Railway, &c., 1892. No. 20. Taff Vale Railway, &c., 1892. No. 27, 123, 131, 172, 196, 199–204. 131, 154, 196, 199–204. 131, 161, 196, 199–204. 13 l, 160, 196, 199–204. 131, 171, 196, 199–204. 127, 131, 181, 196, l99–204. 12 ENGLAND AND WALEs—continued. . Nº. of the º Variations º Raiºd, In what Act included. §º Mºº leased, or worked. Conditions, i Pages. Pages. Metropolitan - || Metropolitan Railway, &c., 1892. - 123, 131, 174, 196, No. 22. l29–204. Metropolitan District- | East London Railway, &c., 1892. 112 118, 131, 164, 196, No. 14. 199–204. Mid-Kent (Bromley to London, Chatham, and Dover * 113, 131, 141, 196, St. Mary Cray). Railway Company, 1891. No. 5. 199–204. Midland - º - || Midland Railway Company, 1891. 110 131, 144, 196, No. 6. 199–204. Midland and London | London and South Western Rail- - 131, 136, 196, and South Western way Company, 1891. No. 3. 199-204, Joint. Midland and South | Midland and South Western June- * 131, 175, 196, Western Junction. tion Railway, &c., 1892. No. 23. 199-204. Mid Wales - Cambrian Railway, &c., 1892. *- 131, 160, 196, No. 12. 199–204. Milford - wº - || Abbotsbury Railway, &c. 1892. - 131, 154, 196, No. 10. 199–204. Minehead - sº Do. do. tº- 131, 154, 196, 199–204. Mold and Denbigh London and North Western Rail- - 114, 131, 147, 196, Junction. way Company, 1891. No. 8. 199–204. Much Wenlock and | Abbotsbury Railway, &c., 1892. * 131, 154, 196, Severn Junction. No. 10. 199–204. Muswell Hill and Great Northern Railway Company, - 131, 133, 196, Palace. 1891. No. 2. 199–204. Nantwich and Market Abbotsbury Railway, &c., 1892. * 131, 154, 196, Drayton. No. 10. 199–204. Nantybwch and Rhym- London and North Western Rail- - 114, 131, 147, 196, ney. way Company, 1891. No. 8. 199–204. Meath and Brecon - | Midland and South Western - 131, 175, 196, Junction . Railway, &c., 1892. 199–204. No. 23. Newent ºs - || Abbotsbury Railway, &c., 1892. *-* 131, 154, 196, No. 10. 199–204. Northampton and Ban- || London, Tilbury, and Southend - 131, 171, 196, bury Junction. Railway, &c., 1892. No. 20. 199–204. North and South | East London Railway, &c., 1892. 112 131, 164, 196, Western Junction. No. 14. 199–204. North Cornwall - || London and South Western Rail- --> 131, 136, 196, way Company, 1891. No. 3. 199–204. North Eastern - || North Eastern Railway, &c., 1892. 109, 110 | 124, 131, 177, 196, No. 24. 199–204. Northern and Eastern Great Eastern Railway Company, - 131, 132, 196, 1891. No. 1. 199–204. North London - - | North London Railway, 1892, 110 131, 179, 196, No. 25. 199-204. North Staffordshire - | North Staffordshire Railway, &c., 110 | 126, 131, 180, 196, 1892. No. 26. 199–204. 13 ENGLAND AND WALEs—continued. Ramsey and Somers- ham Junction. London, Tilbury, and Southend Railway, &c., 1892. No. 20. Names of the Railway Variations - º d the º from the Maximum Rates R.::::::::: owned, In what Act included. General and Charges. leased, or worked. ..] Conditions. Pages. Pages. North Union from Lancashire and Yorkshire Railway, - 131, 169, 196, Euxton Junction to &c., 1892. No. 19. 199–204. Preston. North Wales Narrow Festiniog Railway, &c., 1892. 111 119, 131, 166, 196, Gauge. No. 15. 199–204. Nottingham and Gran- Great Northern Railway Company, - 113, 131, 133, 196, tham. 1891. No. 2. 199–204. Nottinghamshire and Do. do. - 113, 131, 133, 196, Leicestershire Joint 199–204. Lines. Nottingham Suburban Do. do. - 113, 131, 133, 196, 199–204. Oldbury - - || Abbotsbury Railway, &c., 1892. --> 131, 154, 196, No. 10. 199–204. Oldham, Ashton, and Manchester, Sheffield, and Lincoln- * 131, 172, 196, Guide Bridge Junc- shire Railway, &c., 1892. 199–204. tion. No. 21. Otley and Illrley - Midland Railway Company, 1891. 110 131, 144, 196, No. 6. 199–204. Pembroke and Tenby- | Cleator and Workington Junction * 131, 161, 196, Railway, &c., 1892. No. 13. 199–204. Penarth Extension - Taff Vale Railway, &c., 1892. *_* 131, 181, 196, No. 27. j 199–204. Penarth Harbour, Do. do. | - 131, 181, 196, Dock, and Railway. 199–204. Peterborough, Wis- | Midland Railway Company, 1891. 110 131, 144, 196, bech, and Sutton No. 6. | 199–204. Bridge. t * } Plymouth and Dart- || London and South Western Rail- -ºr- 131, 136, 196, Ill OOI's way Company, 1891. No. 3. i 199–204. Plymouth, 3Devonport, Do. do. - 131, 136, 196, and South Western 199–204. Junction. Pontypridd, Caerphilly, Brecon and Merthyr Tydfil June- - 117, 131, 158, 196, and Newport. tion Railway, &c., 1892. No. 11. 199–204. Portmadoc, Croesor, Festiniog Railway, &c., 1892. 111 131, 166, 196, and Beddgelert Tram. No. 15. 199–204. Portsmouth Joint - || London and South Western Rail- - 131, 136, 196, * way Company, 1891. No. 3. 199–204. Preston and Longridge | Lancashire and Yorkshire Railway, tº- 131, 169, 196, &c., 1892. No. 19. 199–204. Preston and Wyre - Do. do. - 131, 169, 196, & 199–204. Princetown - - || Abbotsbury Railway, &c., 1892. - 131, 154, 196, No. 10. 199–204. 131, 171, 196, 199–204. 14 ENGLAND AND WALEs—continued. Nº. of the º Vº Maxi Rat Ompanies and the tº TOIn The $lxlllllllll .tºteS Railways jointly owned, In what Act included. General and Charges. leased, or worked. Conditions, Pages. Pages. Ravenglass and Esk- || Brecon and Merthyr Tydfil Junc- * 131, 158, 196, dale. tion Railway, &c., 1892. No. 11. 199–204. Redruth and Chace- || Midland and South Western Junc- sº 131, 175, 196, Water. tion Railway, &c., 1892. No. 23. 199–204. Ribble Branch Joint - || Lancashire and Yorkshire Railway, tºº 131, 169, 196, &c., 1892. No. 19. 199–204. Rhondda and Swansea Taff Vale Railway, &c., 1892. *º- 127, 131, 181, 196, Bay. No. 27. 199–204. Rhymney $º * Do. do. tºº 127, 131, 181, 196, 199–204. Ross and Ledbury - || Abbotsbury Railway, &c., 1892. * 131, 154, 196, No. 10. 199–204. Ross and Monmouth - Do. do. *= 131, 154, 196, * 199–204. Rowrah and Kelton | Cleator and Workington Junction * 131, 161, 196, Fell. Railway, &c., 1892. No. 13. 199–204. Salisbury Market London and South Western Rail- fºº 131, 136, 196, Branch. way Company, 1891. No. 3. 199–204. Scarborough and North Eastern Railway, &c., 1892. 109, 110 131, 177, 196, Whitby. No. 24. 199–204. Scarborough, Bridling- Do. do. 109, 110 131, 177, 196, ton, and West Riding 199–204. Junction. Severn and Wye and Cleator and Workington Junction * * 131, 163, 196, Severn Bridge. Railway, &c., 1892. No. 13. 199–204. Sheffield and Midland Manchester, Sheffield, and Lin- tºº 131, 172, 196, Committee. colnshire Railway, &c., 1892. 199–204. No. 21. Shrewsbury and Here- || Abbotsbury Railway, &c., 1892. * 131, 154, 196, ford. No. 10. 199–204. Shrewsbury and Wel- Do. do. *-* 131, 154, 196, lington. 199-204. Shrewsbury and Welsh- Do. do. tº-e 131, 154, 196, pool. 199–204. Sidmouth tº - || London and South Western Rail- *g 131, 136, 196, way Company, 1891. No. 3. 199–204. Silverdale and New- | North Staffordshire Railway, &c., 110 131, 180, 196, castle. 1892. No. 26. 199–204. Snailbeach District - | Midland and South Western Junc- * 131, 175, 196, tion Railway, &c., 1892. No. 23. 199–204. Sneyd's, Mr. - - | North Staffordshire Railway, &c., 110 131, 180, 196, 1892. No. 26. 199—204. Somerset and Dorset - || London and South Western Rail- * 131, 136, 196, way Company, 1891. No. 3. i 99-204. South Eastern Railway Company, 1891. No. 7. South Eastern - * 113, 131, 145, 196, 199–204. I5 ENGLAND AND WALES–continued. Names of the º ".* Maximum Rat Rºß bºe d, In what Act included. General and Charg* leased, or worked. Conditions. Pages. Pages. Southport and Cheshire Manchester, Sheffield, and Lincoln- * 131, 172, 196, Lines Extension. shire Railway, &c., 1892. 199–204. No. 21. Southsea sº - | London and South Western Rail- * 131, 136, 196, way Company, 1891. No. 3. 199–204. South Wales Mineral Cambrian Railway, &c., 1892. *E=- 131, 160, 196, No. 12. 199–204. Southwold º - Cleator and Workington Junction *= 131, 164, 196, Railway, &c., 1892. No. 13. 199–204. Spilsby and Firsby - || Great Northern Railway Company, * 131, 133, 196, . 1891. No. 2. 199–204. Staines and West Dray- Abbotsbury Railway, &c., 1892. tº-º-º-º-º: 131, 154, 196, ton. No. 10. 199–204. Stamford and Essendine Great Northern Railway Company, *=== 131, 133, 196, 1891. No. 2. 199–204. Stonehouse Pool - || London and South Western Rail- * 131, 136, 196, way Company, 1891. No. 3. 199–204. Sutton and Willoughby, Great Northern Railway Company, &mmºn 131, 133, 196, 1891. No. 2. } 199–204. Sutton Bridge Dock - Midland Railway Company, 1891. 110 131, 144, 196, No. 6. : 199–204. Swinton and Iºnot- Do. do. } 110 131, 144, 196, tingley. 199–204. Taff Vale - - Taff Vale Railway, &c., 1892. — 126, 131, 181, 196, No. 27. | 199–204. Talyllyn sº - Midland and South Western Junc- * 131, 175, 196, tion Railway, &c., 1892. No. 23. 199–204. Teign Valley - - || Abbotsbury Railway, &c., 1892. * 131, 154, 196, No. 10. 199–204. Tenbury & sº Do. do. <-º 131, 154, 196, }99–204. Thetford and Watton Great Eastern Railway Company, * 131, 132, 196, 1891. No. 1. 199–204. Tiverton and North Abbotsbury Railway, &c., 1892. tº- 131, 154, 196, Devon. No. 10. 199–204. Tooting, Merton, and Wimbledon. Tottenham and Haump- stead Junction. Vale of Llangollen - Vale of Towy - * Van - jº -º- Victoria Station and Pimlico. Wainfleet and Firsby Wainfleet and Skegness London and South Western Rail- way Company, 1891. No. 3. London, Tilbury, and Southend Railway, &c., 1892. No. 20. Abbotsbury Railway, &c., 1892. No. 10. I)o. do. Cambrian Railway, &c., 1892. No. 12. London, Chatham, and Dover Railway Company, 1891. No. 5. 131, 136, 196, I99–204. 131, 171, 196, 199–204. 131, 154, 196, 199—204. 131, 154, 196, 199–204. 131, 160, 196, 199–204. 113, 131, 141, 196, 199–204. Watton and Swaffham Great Northern Railway Company, 1891. No. 2. DO. do. Great Eastern Railway Company, 1891. No. 1, 131, 133, 196, 199 -204. 131, 133, 196, 199-204. 131, 132, 196, 199–204. 16 * ENGLAND AND WALEs—continued. Nº. of the º Variations II]. e a Raiº. lººd, In what Act included, {..." Mºº leased, or worked, Conditions, Pages. Pages. ' Wellington and Severn | Abbotsbury Railway, &c., 1892. tºº 131, 154, 196, Junction. No. 10. 199–204. Wenlock tº ims Do. do. sº 131, 154, 196, 199–204. West Lancashire - || Brecon and Merthyr Tydfil Junc- tºº 131, 158, 196, tion Railway, &c., 1892. No. 11. 199–204. West London - * | East London Railway, &c., 1892. 112 131, 164, 196, No. 14. 199–204. Wost London Exten- Do. do. 112 131, 164, 196, sion. 199-204. West Riding and Manchester, Sheffield, and Lincoln- sºmsºmº 131, 172, 196, Grimsby. shire Railway, &c., 1892. 199–204. No. 21. West Somerset - - || Abbotsbury Railway, &c., 1892. sº 131, 154, 196, No. 10. 199–204. West Somerset Mineral Cambrian Railway, &c., 1892. * 131, 160, 196, No. 12. 199–204. Weymouth and Port- || London and South Western Rail- * = 131, 136, 196, land. way Company, 1891. No. 3. 199–204. Wigan Junction - Manchester, Sheffield, and Lincoln- *g 131, 172, 196, shire Railway, &c., 1892. 199—204. No. 21. Wirral sº - || Midland aud. South Western Junc- emºsºmº 131, 175, 196, tion Railway, &c., 1892. No. 23. 199-204. Wivenhoe and Bright- || London, Tilbury, and Southend ** 131, 171, 196, lingsea. Railway, &c., 1892. No. 20. 199–204. Woodside and South London, Brighton, and South Coast * 131, 139, 145, 196, Croydon. Railway Company, 1891 No. 4, 199–204. and South Eastern Railway Company, 1891. No. 7. Woodstock * - Abbotsbury Railway, &c., 1892. *Eºº- 131, 154, 196, No. 10. * 199–204. Wrexham and Minera | London and North Western Rail- tºº 13], 147, 196, way Company, 1891. No. 8. 199–204. Wrexham, Mold, and Brecon and Merthyr Tydfil Junc- * 131, 158, 196, Connah’s Quay. tion Railway, &c., 1892. No. 11. 199–204. Wye Valley - - || Abbotsbury Railway, &c., 1892. *=sº 131, 154, 196, No. 10. 199–204. SCOTLANID. Anstruther and St. North British Railway, &c., 1892. 109, 110 || 131, 190, 197, Andrews. No. 34. I99–204. Arbroath and Forfar - Caledonian Railway, &c., 1892. 109, 110 131, 184, 197, No. 28. 199–204. Ayrshire and Wig- || Glasgow and South Western Rail- 109, 110 || 131, 187, 197, townshire. way, &c., 1892. No. 31. 199–204. Caledonian tº Caledonian Railway, &c., 1892. 109, 110 | 127, 131, 184, 197, No. 28. 199-20?!. Callander and Oban - Callander and Oban Railway, 1892. 109, 110 || 131, 186, 197, No. 29. 199–204. 17 Scot1.AND-continued. *śy '###| Maximum Rat. ImpallièS and the g I'Oſſi tºle XIIIllipºl HºteS Ralſº jointly owned, In what Act included. General and Charges. leased, or worked. Conditions. is Pages. Pages. Carlisle Station Lines | Caledonian Railway, &c., 1892. 109, 110 || 131, 184, 197, No. 28. 199–204. Cathcart District gºs Do. do. 109, 110 | 127, 131, 184, 197, * 199–204. City of Glasgow Union | City of Glasgow Union Railway, 109, 110 || 131, 187, 197, 1892. No. 30. 199–204. Dundee and Arbroath Caledonian Railway, &c., 1892. 109, 110 131, 184, 197, Joint. No. 28. 199–204. Dundee and Newtyle - Do. do. 109, 110 || 131, 184, 197, ë 199–204. Edinburgh and Bath- | North British Railway, &c., 1892. 109, 110 || 131, 190, 197, gate. No. 34. 199–204. Eyemouth - sº Do. do. 109, 110 131, 190, 197, 199–204. Forth and Clyde Junc- Do. do. 109, 110 131, 190, 197, tion. 199–204. Forth Bridge - * = Do. do. 109, 110 131, 190, 197, 199–204. Glasgow and Paisley | Caledonian Railway, &c., 1892. 109, 110 I31, i84, 197, Joint. No. 28. 199–204. Glasgow and South Glasgow and South Western Rail- || 109, 110 | 128, 131, 187, 197, Western. way, &c., 1892. No. 31. 199–204. Glasgow, Barrhead, and Caledonian Railway, &c., 1892. 109, 110 131, 184, 197, Kilmarnock Joint. No. 28. 199–204. Glasgow, Yoker, and | North British Railway, &c., 1892. 109, 110 || 131, 190, 197. Clydebank, No. 34. 199–204. Great North of Scot- || Great North of Scotland Railway, 109, 110 || 131, 188, 197, land. 1892. No. 32. {} 199–204 Greenock and Wemyss | Caledonian Railway, &c., 1892. 109, 110 131, 184, 197, Bay. No. 28. 199–204. Highland - - Highland Railway, 1892. No. 33. 109, 110 | 131, 189, 197, 199–204. Killin gº - || Caledonian Railway, &c., 1892. 109, 110 || 131, 184, 197, * No. 28. i 199—204. Kilmarnock and Troon | Glasgow and South Western Rail- 109, 110 131, 187, 197, t way, &c., 1892. No. 31. 199–204. Kilsyth and Bonny- | North British Railway, &c., 1892. 109, 110 131, 190, 197, bridge. No. 34. 199—204. Lanarkshire and Ayr- Caledonian Railway, &c., 1892. 109, 110 131, 184, 197, shire. No. 28. 199—204. Newport - - North British Railway, &c., 1892. 109, 110 | 131, 190, 197, * . . . No. 34. 199–204. North British - wº- Do. do. 109, 110 | 128, 131, 190, 197, * 199–204. Portpatrick and Wig- || Caledonian Railway, &c., 1892. 109, 110 || 131, 184, 197, townshire Joint. No. 28. 199–204. Solway Junction tº Do. do. 109, 110 131, 184, 197, 199–204. & 2 u 95.120. B L8 Names of the Railway Companies and the Railways jointly owned, leased, or worked. , IRELAND, In what Act included. Variations from the General Conditions, Maximum Rates. and Charges. Athenry and Ennis Junction. Athenry and Tuam - Ballina to Killala - Balliniscarthy and Timoleague Junc- tion Light. Ballinrobe and Clare- morris. Ballycastle - - Baltimore Extension - Belfast and County Down. Belfast and Northern Counties. Bessbrook and Newry Tramway. Carrickfergus Harbour Junction. Castle Derg and Vic- torialbridge'ſ ramway Cavan, Leitrim,and Ros- common Light Rail- way and Tramway. Clara and Banagher - Claremorris and Col- looney. Clonakilty Extension - Clogher Valley Tram- way. Cork and Macroom IDirect. Cork and Muskerry Light. Cork, Bandon, and South Coast. Cork, Bandon, and South Coast Exten- sion to Bantry Bay. Athenry and Ennis Junction Rail- way, &c., 1892. No. 35. Pages. 110 Pages. 130, 131, 193, 198–204. 19. *… sºº------ * * **** Bretano—continued. *~ ~...~ - ~ * Names of the Railway , #. d the $n Raº ointly owned, leased, or worked, In what Act included. * - 3- --- º Variations from the Genéral Conditions. Maximum Bates and Charges. 'Cork, Blackrock, and Passage. Derry Central dº JDownpatrick, Kil- lough, and Ardglass. Draperstown tºs T}ublin and Kingstown Dublin and Lucan Steam Tramway. Dublin, Wicklow, and Wexford. JDundalk, Newry, and Greenore. Enniskillen, Bundoran, and Sligo. Fermoy and Lismore - Finn Valley - º Galway to Clifden - Great Northern (Ire- land) Great Southern and "Western. Beadford and Ken- Ina, Tê. Ilen Valley - ſº JKanturk and New- market. Rilkenny Junction - Letterkenny - sº Limavady and Dum- given. Limerick and Kerry - Listowel and Bally- bunion. Jondon and North Western (Irish Lines). + Athenry and Ennis Junction Rail- way, &c., 1892. No. 35. Pages. 110 Pages. 130, 131, 193, 198–204. B 2 20 IRELAND–continued. Names of ille Railway Companies and the Railways jointly owned, leased, or worked. _s=s* Londonderry and Lough Swilly. Loughrea and Atty- mon Light. Midland Great Western (Ireland). Mitchelstown and Fer- moy Light. Rathkeale and New- Castle Junction. Sligo, Leitrim, and Northern counties. Southern - º Timoleagne and Court- macsherry Exten- sion Light. Tralee ànd Dingle Light Railway or Tramway. Tralee and Fenit tº- Tuam and Claremorris Waterford and Central Ireland. Waterford and Li- merick. Waterford and Tra- DOOl’e. Waterford and Wex- ford. Waterford, Dungar- van, and Lismore. West Carbery Tram- ways and Light Rail- ways. West Clare - - . West Donegal * - West Kerry (Kil- lorglin and Valentia). Westport to Mallarany In what Act included. "T"--_ Variations from the General Conditions. Maximum Rates and Charges. Athenry and Ennis Junetion Rail- way, &c., 1892. No. 35. Pages. 110 Pages. 130, 131, 193, 198–204. 21 Classification of Merchandise Traffic arranged in the Order of Classes. Where in this List the letters “e.o.h.p.” are placed after the designation of any article they mean “ewcept otherwise herein provided.” CLASS A. APPLICABLE TO CoNSIGNMENTs of Four Tons AND UPWARDS. Basic Slag, whgrownd. Cannel. Chalk, in the rough for agricultural wrposes. Cinders, Coal. Clay, in bulk, e.o.h.p. Coal. -Coke. Coprolites and Rock Phosphate, wr- ground. Creosote, Coal-tar, Gas-tar, Gas- water, in owners’ tank waggons. Culm. Gannister. Gas-lime or Gas Purifying Refuse. Gravel. Hammer Scale. Iron Ore. Iron Pyrites, whburnt and burnt. Ironstone. Limestone, in bulk. Manganiferous Iron Ore, for iron making. Manure, street, stable, farmyard, in bulk. Night Soil. Purple Ore. Sand. Slack. Slag or Scoria (blast furnace). Stone and undressed material, for the repair of roads. Stone, wholly wrºdressed, straight jrom a quarry. Tap or Mill Cinder. Waste Sulphate of Lime. When merchandise specified in Class A. is consigned in quantities of less than four tons and not less than two tons, the Company may charge for such consignment the conveyance rates applicable to Class B., and if less than two tons the conveyance rates applicable to Class C.; provided that the Company shall not charge more than as for a consignment of four tions or two tons respectively. CLASS B. APPLICABLE To CoNSIGNMENTS OF Four Tons AND UPWARDs. Alabaster Stone, in lumps, wr- Cement Stone. grownd. Ammoniacal Liquor. Antimony Ore Waste. Asphalte Paving, in blocks. Barytes, raw, in bulk. Basic Material, Burnt Limestone, in bulk, to steel converters. Basic Slag, grownd, packed. Blooms, Billets or Ingots, iron or steel. Bog Ore, for gas purifying. Bricks, clay, Common and Fire. Bricks, crushed. Cement, in blocks or slabs. China Clay. Coal Fuel, Patent. Compost, for manure. Concrete, in blocks or slabs. Copperas, green, in bulk. Coprolites and Rock Phosphate, ground. Creosote, Coal-tar, water, e.o.h.p. Draff, or Brewers’ and Distillers’ Grains. Ferro-manganese, in bulk. Furnace Lamps. Furnace Scrapings. Gas-tar, Gas- 22 CLASS B.-continued. Gas-carbon. Granite, in blocks, rough or wºn- dressed. Gravel, tarred, for paving. Gypsum, for manywre. Gypsum Stone, in lumps, whgrownd. Iron and Steel. The following articles of Iron or Steel :— Anvils. Bar, iron or steel, eaceeding 1 cwt. per bar, in open trucks at request of trader. Bars, for tin-plate making. Buoy Sinkers. Cannon Balls and Shot, and Shells not charged. Clippings, Shearings, and Stamp- ings of Sheet Iron and Tin Plates, in compressed bundles. Filings. Ingot Moulds. Plates— Open Sand, cast. Scrap, minimum load four tons per truck. Swarf. Wire Rope, old, cut in pieces. Iron Ore Refuse, for gas purifying. Kainit. Tlead Ashes, in bulk. Time, in bulk, Litter (moss or peat), hydrawlic or steam press-packed. Loam. Manganese Ore. Mangel Wurzel, in bulk, for feeding cattle. te Manure (other than street, stable, and farmyard), in bulk. Peat. sº Pig-iron. # * * Pipes, Draining, common, for agri- cultural draining. Pitch, Coal-tar, in blocks. Plaster Stone, in lumps, whground. Potsherds. Puddled Bar, iron. Quarls. Rock-salt. Salt, in bºwlk. Skimmings, Flwa, Lead, Tin,or Zinc. Slates, common. Slate Slabs, in the rough, or roughly squared or planed, not packed. Spar, in the rough, in bulk. Spiegeleisen, in bulk. Stone in the rough state, Building, Pitching, Paving, Kerb or Flag. Sud-cake Manure. Sugar Scum, for manure. Sulphate of Potash. Sulphur Ore. Tan or Spent Bark. • Tiles, Paving, Draining, Roofing, or Garden Edging, common. Turf. Turnips, in bulk, for cattle feeding. Zinc Ashes. Zinc Ore. When merchandise specified in Class B. is consigned in quantities of less than four tons and not less than two tons, the Company may charge for such consignment the conveyance rates applicable to Class C., and if less than two tons the conveyance rates applicable to Class 1 ; provided that the Company shall not charge more than as for a consignment of four tons or two tons respectively. CLASS C. APPLICABLE TO CONSIGNMENTS Acetate of Lime. Algarovilla. Algerian Fibre, hydrawlic or Steam press-packed. Alum. Alum Cake. Alum Waste. Alumina, Hydrate of, or Bauxite. Alumina Water. Aluminoferric. Aluminosilic. Antichlorine. Antimony Ore. *- OF Two Tons AND UPWARDs. Arseniate of Soda. Arsenic. Asphaltum. Barium, Chloride of, in casks. Bark for tanning, chopped, packed in bags, or hydraulic pressed. Barley, Pot and Pearl. Barytes, ground, in casks or bags. Bicarbonate of Soda, in casks. Bisulphite of Soda. - Blanc-fixe (Grownd Barytes with water added, for glazing paper). | Bleaching Powder. 23 CLASS C.—continued. Blood, for manure in coºks. Bobbin Blocks. Bone Ash. Bone Waste. Bones, calcined. Bones, for size or manure, Break Blocks. Bricks, clay, glazed, or enamelled. Bricks, Flanders or scouring. Brimstone, crude or womanufactured. Burrstones. Cabbages, loose, in bulk. Cake, for cattle feeding. Carbonate of Lime. Carbonate of Soda, or Crystals. Carrots. Caustic Soda. Cement, e.o.h.p. Chair Bottoms, wooden, in the rough. Chalk, grownd. Charcoal, packed. Chertstone. China Grass, hydraulic or steam press-packed. China Stone. Chloride of Calcium. Chromate Ore. Clay, in bags or casks. Clips, Cotton Tie, packed. Clog Blocks, ſºft Copper Ore. Copperas, green, e.o.h.p. Cotton Waste, for paper making, hydrawlic or steam press-packed. Cullet (or broken glass). Cutch. Divi Divi, T}og, Hen, and other Pures or Bates, in barrels or bags. Drain Pipes, glazed. T}ross, metal. Dyewoods— Barwood. Fustic Wood. Lima Wood. Logwood. Nicaragua Wood. Earth, Red. Earth Nuts, or Ground Nuts. Emery Stone. Ensilage. Esparto Grass, hydraulic or steam press-packed.} Extracts, in (casks tarvivºrs’ wise. Farina, e.o.h.p. Felloes, Naves, and Spokes. Fenugreek Seeds. Flax Straw, hydraulic or press-packed. Soda or boates, for steam? Flax Waste, for paper making, hy- draulic or #ºf #. .# hy Fleshings and Glue from tanners, in casks. Flints, e.o.h.p. Flour. Flue Linings, or fireclay. Forgings, iron or steel, in the rough, 6.0./0.70, Fullers’ Earth. Furniture Wans, returned empty, if .jrom the same station and con- signee to which and to whom they were carried full, to the same station and consignor from which and from whom they were carried full. Gambier and Terra Japonica. Glass, Grownd. Glaze, Potters’, in casks. Grain— Barley. Beams, e.o.h.p. Bran, Brank or Buckwheat. Dari. Dills. Groats. Gurdgeon. Hominy. Indian Corn. Lentils. Linseed. Locusts or Charubs. Maize. Malt. Malt Culms or Cummings. Meal. Middlings. Millet. Oat Dust. Oats. Peas, dried or split. Pollards or Thirds. Rice Points or Husks. Rye. Sharps or Seconds. Shelling. Shudes. Tares. Vetches. Wheat. Grindstones, in the rough. Grit, in bags (for sawing Stone). Guano. Guide Plates or Ramps, iron or steel. Gypsum, e.o.h.p. Hay, hydrawlic or packed. ieces, wet, Flue Pipes, steam press- 24 CLASS C.—continwed. Heads and Staves, prepared, for casks. Hoof and Horn Waste, e.o.h.p. Horn Piths or Sloughs. Eſorse-shoe Bars, iron. Hygeian Rock Building Composi- tion, in bags or casks. Infusorial Earth or Diatomite. Iron and Steel, the following articles of:— Anchors. Angle Bars or Plates. Anvil Blocks and Cups. Anvils, Hammers, and Standards, for steam hammers. Axle Box Guides, in the rough, for locomotives. Axle Forgings, in the rough. Axles, in the rowgh. Axles and Wheels (Railway Carriage, Railway Waggon, Tram, or Corve). Bar, e.o.h p. Beams. Bearers. Binders. Bolts and Nuts. Boot Protectors. Bridgework— Cantilevers. Cross and Longitudinal Girders. Floor Plates. Girders, whole or in part. Joists. Lattice Bars. Screw and other Piles, hollow and solid. Struts and 'Ties. Bundles of Bars. Caissons. Cart Bushes. Chain Cables. Chains and Traces, not packed. Colliery Tubbing. Columns. Corrugated Iron. Crowbars. Curbing, for roadways. Cylinders, not turned, drilled, planed, or slotted. Engine Bed Plates. Ferro-manganese, e.o. h.p. Galvanised Iron. Gasometer Sheets. Girders. Girder Bars. Granulated Iron. Gratings (Man-hole, Drain, Pave- ment, Area, or Floor). Bammer Heads, in the rough. Eſeater Bottoms. both, ! Iron and Steel—continued. Eſelves, or Tilt, Hammers. Hoop Iron. Hoop Steel. Hoops, iron. Hoops, weldless, in the rough Horn Blocks, in the rough, for locomotives. Housings, Chocks, Standards, Plain Bed Plates, Pinions, Coupling Boxes, and Spindles, for rolling mills. Lamp Posts. Mortar Mill Rolls. Nail Rods and Sheets. Nails and Spikes. Pickblocks or Pickheads, in the Tough. Pipes (exclusive of Rain Water Pipes), Gas, Water, Air, and Steam. Pipes, for blast furnaces. Plates— Annealing. Armour. Black, in boxes, or not packed. Boiler. Furnace. Hoe-head, in the rough. Plough, in the rough. Railway Fish. Rough Flooring. Ships. Shovel. Tank. Press Tops and Bottoms, wh- finished. Railway Carriage and Waggon Work. Railway Chairs. Railway Points, Crossings, or Joints. Railway Rails. Retorts, Retort Lids, and Retort Mouthpieces, in the rough. Rivets. Rods, common. Rods (Wire), rolled, not drawn. Rolls, twrned or wºn twº med, not polished or packed. Roof work— Bed Plates. Gutters. Rafters. Struts and Ties or Tie Rods. Tun Shoes for Principals. Wind Ties— Principals. Purlins. Wrought or Cast Iron Sky Bars. 25 .* CLASS C.—continued. Iron and Steel—continued. Scrap, minimum load three tons per truck. Shafts, for driving mill wheels, wnfinished. Sheet Iron, not packed. Shoe Tips. Sleepers. Spiegeleisen, e.o.h.p. Standards, for hurdles, packed. . Strips, not packed. Telegraph Posts. Telegraph Stores— Blacked Iron Ridge Chairs. - Galvanised and Blacked Earth Blates, in bundles. Galvanised and Blacked Iron Loop Rods. Galvanised and Blacked Screw Tighteners, packed. Galvanised and Blacked Stay Rods, in bundles. Galvanised and Blacked Stay Tighteners. Iron Poles, Roofs, or Caps. Malleable Cast Iron Brackets, galvanised, packed. Tiles, (roofing) painted, mised, or enamelled. Tip Tron. Trawl Heads. Trunnions, wrfinished. Tubes and Fittings for Tubes, ea:cept electro-coppered or coated with brass. Tyres and Tyre Bars, in the rough. Wall Boxes. Wall Brackets. Weights. Wire (iron), not packed or wrap- pered. Wire Iron, rolled in rods or coils, not packed. Wire (steel), not packed or wrap- pered. Keel Bars. Lead Ore. Lime, e.o.h.p. Lime Salt. Linen Waste, for paper making, hydraulic or steam press-packed. Magnesia, Rough Owide of, in cases or casks. Magnesium, Chloride of, in casks. Manganate of Soda, crude, in casks. Mangel Wurzel, e.o.h.p. Manure, e.o.h.p. Marble, in blocks, rough. Marble Chips, for pavement, sacks. (cast) galva- in Megass, hydraulic or 8team press- packed. Mexican Fibre, hydraulic or 8team, press-packed. Millstones, in the rough. Mineral White. Moulders’ Black or Dust. Muriate of Manganese. Muriate of Potash. Myraboiams. Netting, old, for paper making. Nitrate of Soda. Nitre Cake. Ochre. Oil Cake. Old Sails and Old Tarpaulins, for paper making. Oxide of Iron. Palmetto Leaf, hydraulic or steam press-packed. Parsnips. Pearl Hardening, for paper making. Pelts, wet, from tanners, in casks or bags. Pig Lead. Pins, iron or steel. Pipe Clay. Pitch, e 0.h.p. Pitwood, for mining purposes. Plaster. Ploughshares, iron or steel, in the rough. Plumbago Ore. Posts, iron or steel, for wire fencing. Potatoes, in bulk or in sacks. Pots, iron, for melting iron. Pyrites, e.o.h.p. Rags, not oily, hydraulic or steam press-packed. Railway Cotters. Railway Keys, wooden. Railway Waggons and other Rail- way Vehicles, e.o. h.p., loaded in other waggons. Rice. Ridges (cement or stone), for roofing. Ridges, slate. Ropes, old, for paper making. Sago Flour. Salt, packed. Salt Cake. Sand, glass and silver. Sanitary Tubes. Sawdust, Scouring Rock. Screw Propeller Blades. Scrows, wet, from tanners, in casks. Seeds, for crushing for oil. Shafts of Screw Propellers or Paddle Wheels, iron or steel. 36 CLASS C.—continued. Shakings, from cotton mills, for paper making. sé. g Silicate of Soda, Slag, Glass (refuse from glass works). Slate, grownd, for cement. Slummage, Soapstone. Soda. --- Soda Ash. Sole Bars, wooden. Sole Plates, iron or steel, for steam, hammers. Soot. Spar, grownd. Spelter, in plates or ingots. Spetches, wet, from tanners, in casks. Sticks, Pea and Bean. Stone, sawn, or roughly wrought-wp, Swch as Troughs or Sinks. Straw, hydraulic or steam press- packed. Stucco, grownd. Sugar Mats, old, for paper making. Sulphate of Alumina. Sulphate of Ammonia. Sulphate of Copper, for ea port in 10-ton lots. Sulphate of Iron. Sulphate of Lime. Sulphate of Magnesia. Sulphate of Soda. Sulphur, crude or womanufactured. Targets, iron or steel. Terra Alba. Terra Cotta Blocks and Bricks. Tiles, e.o.h.p. Timber, actual machine weight. Tow Waste, hydraulic or steam. press-packed. Trenails. Troughs, earthenware and fireclay. Turnips, e.o.h.p. Turn-tables, in parts. |Umber. Walonia. Vegetable Tar. Washers, iron or steel. Waste Paper, for paper making. Whiting and Whitening. Wire (of iron or steel, including tinned or galvanised), in wrapped coils, or not otherwise packed. Wolfram. Wood Fibre, hydraulic or steam, press-packed. Wood Pulp or Half Stuff. Wood Turnings, for fish curing. Wooden Blocks, for paving. Wooden Boxes, for packing tin ſplates. Zinc White, or Oxide of Zinc. Zinc, Carbonate of. Zinc Ingots or Plates. Zinc Sheets or Rods. When merchandise specified in Class C. is consigned in quantities of less than two tons, the Company may charge for such consignment the conveyance rates applicable to Class 1; provided. that the Company shall not charge more than as for a consignment of two tons. CLASS 1. Acetate of Lead, or Sugar of Lead. Acetate of Soda. Acorns. p Ale and Porter, in casks. Ale and Porter, bottled, in cases or casks. Algerian Fibre, machine pressed. Anthracene, crºwde, in casks. Ashes, Pot and Pearl. Axles and Wheels, Locomotive Env- gine and Tender. Bagging, old, in bundles, for paper naking. Bags, paper, in bags or bundles. Barilla. Bark, loose, for tanning. Bars, Roller, and bed plates, for pulling rags. Beds and Cylinders of Steam Engines. Benders (for rails), or Jim Crows. Bichrome and Bichromate of Potash, in casks. Bichromate of Soda, in casks. Birch or Ling, for besoms. Biscuits, Dog, in bags or casks. Bisulphite of Lime. Black Oil or Black Warnish, common, in casks. Blistered Steel. Bloom Trucks. Boards and Rollers (wooden), for Drapers' cloth and for folding paper. Bogies, Puddlers’ Tap. Bolt and Nut Machines. 27 CLAss 1—continued. & Bones, packed. Boring, Drilling, Planing, Punching, Shearing and Slotting Machines (for metal work), including Beds and Tables. Bottles and bottle stoppers, glass, black, green, or pale, common, packed, Boundary Posts (street), iron. Box Iron FIeaters. ' Brattice Cloth. Brickmaking Machinery. Bricks, Air, cast iron. Broom and Brush Heads and Blocks, wooden, without hair. Builders’Implements, not new, and consisting of mixed consign- ments of the following:— Barrows. Centerings. Crab Winches. Hoists. Mortar Boards. Mortar-Mills. Poling Boards. Pulleys. Ropes. Scaffold Boards. Steps. Struts. Trestles. { Wheeling Pieces. Wheeling Planks. Windlasses. Bullets, small arm. Buttermilk. Cabbages, e.o.h.p., minimum 20 cwt. per waggon. Candles, Paraffin, Tallow, Stearine. Cannon. Capstan Bars. Capstans and Windlasses. Carbonate of Ammonia, ºn casks or iron drums. Carbonate of Potash, in casks. Cardboard. Castings (iron or steel), light, in boaſes, crates, cases, casks, or hampers. Castings, Mill, Forge, and other 'rough and heavy wilfinished cast- ings, iron or steel. Castor Oil, for, lwbricating ma- chinery in tims, packed in wooden CCUS&S. Caustic Potash. Chaff, hydraulic or steam press- packed. and Chairs and Seats, Garden, in packed in cases. Charcoal, e.o.h.p. Chestnuts. Chestnuts, Extract of, for tanning purposes. Chimney Pieces, slate, not enamelled nor polished. Cºy Pots, earthenware or fire- Clay. China Grass, machine pressed. Chloride, or Muriate of Zinc. Cider and Perry, not bottled, in casks. Cider and Perry, bottled, in cases or casks. Clips (iron), for bowes. Clog Irons, Clog Soles. Cloth Oil and Wool Oil. Codilla, in bales, hydraulic or steam press-packed. Cones, Fir, in sacks or bags. Copper Precipitate. Copper Regulus. Copperas, e.o.h.p. Copra (or Oil Pulp of Cocoa Nut), dried. Cotton, raw, in press-packed bales. Crab Winches. Cryolite. Disinfecting Powder. Distilled Water, in cases or casks. Doors and Door Frames, iron or steel. Drums, iron or steel, for collieries. Dunnage Mats. Dye Liquor Refuse, from print or dye works. Dye Woods, e.o.h.p. D; Woods, ground, in chips, in CLOS. Eºto Grass, machine pressed. Extract of Bark or Wood, for tan- wing. Farina, calcined. Felt, Asphalted Roofing, or Tarred Felt, or Tarred Sheathing. Fencing Standards, iron, in concrete blocks. Fern, for litter or packing, hydraulic or steam press-packed. Firewood, in bundles. Fish— Cod and Ling, dried. Cod and Ling, thoroughly cwred parts,. in brime. Herrings, thoroughly cured in brine. Red Herrings, thoroughly cured. 28 CLASS 1—continued.’ Fish—-continued. All other Fish, thoroughly salted or dried. Cockles, Limpets, Mussels, Whelks, and Periwinkles. Flax, in bales, minimum 60 cwt. per Quaggon. Flax Straw, machine pressed. Flax Waste, for paper making. Fleshings and Glue Pieces, dry, in casks and bags. Fleshings and Glue Pieces, wet, from tarvºvers, not packed. Flower Sticks, wooden or came, com- 777, O'Q, Frames and Bed Plates, iron or steel, for timber sawing, boring, mortic- ing, or planing machinery. Frames, iron or steel, for targets. Fruit, minimum 20 cwt. per wag- gon-- Apples. Gooseberries. Pears. Fruit Pulp, in casks. Fuel Economisers, iron or steel. Ginger Beer, in cases and casks. Glass Blocks, for pavement (fitted $n iron frames). Glucose. Glue. Goat Skins, thoroughly salted or dry, in bales or bundles. Granite, polished or dressed, in blocks, or slabs eaceeding 2 inches in thickness. Grates, wooden, or wrought iron, for purifying gas. Grease, in casks. Greaves. Hair, wet, from tanneries. Handles, Broom, Mop, Rake, Fork, Spade, Shovel, Hammer, and Pick. Handspikes, wooden. Haricot Beans. Hay, machine presscd, minimum 40 Cwt. per waggon. Headstocks, iron or steel, for col- lieries. Hemp, in bales, hydrawlic or steam press-packed. Hemp Seed. Hemp Waste, for paper making. Hide Cuttings. Hides, thoroughly salted or dry, in bales or bundles. IHoofs, Horns, and Horn Tips, Buffalo, Cow, Goat, Oa, and Sheep, packed. * Horns, with Slough. Horse Shoes. Hurdles, iron or wood, e.o.h.p. Hydraulic Machinery and Presses. Iron * Steel, the following articles Oi – Axle Boxes. Dredger Buckets and Bucket Backs. Malt Kiln Flooring (iron wire), packed in cases. Pans, Annealing. Plates— Canada. For glass rolling. Tin. Railway Buffers, Buffer Héads, Rods and Sockets. Railway Springs. Railway Spring Steel. Rings. Scrap, e.o.h.p. Smiths’ Hearths. Standards for Hurdles, not packed. Tinned Iron, in sheets, not packed. Tram Couplings. Traps, Sink and Stench. Jute. Jute Waste, for paper making. Kelp. Rips, thoroughly salted or dry, in bales or bundles. Ladders, iron. Ladles, Puddlers’. Lasts, iron. Lathe Beds. Lead Ashes, in bags. Lead Piping, in cases or casks. Leather Cuttings or Parings, waste. Lemon Peel and Citron Peel. Lime Water, in casks. Linen Waste, for paper making. Litharge. Malleable Iron Castings. Marble Chip Pavement. Megass, machine pressed. Mexican Fibre, machine pressed. Millboard. Mineral and Aerated Waters, in cases and casks. tº Molasses. Mortar Mills. Muriate of Ammonia. Mustard Seed. Nail (Iron) Cutting Machines. Nitrate of Lead. . Oil Cloth Cuttings, for paper making. Oils, not dangerows, in casks or iron drums, round or tapered at one end, as follows:— 3. Carbolineum Avenarius. 29 CLAss 1-continued. Oils—continued. Castor. Cocoa Nut. Cod. Cod Liver. Colza. Cotton Seed. Farth Nut or Ground Nut. Haddock. Herring. Lard. Linseed. Lubricating Mineral. Menhadden. Niger. Oleic. Oleine or Tallow. Palm. Palm Nut. Pine. Rape Seed. Rosin. Seal. Shale, Crude. Soap. Sod. Sperm. Tar, Mineral. Train. Whale. Wool or Cloth. Old or Scrap Lead. Onions. Orange Peel. Osiers, Twigs, and Willows, green i and wet. | Palmetto Leaf, machine pressed. ! Paper, for news printing, packing, or wrappering, º | Paper, in rolls for printing paper hangings. Paraffin Scale. Paraffin Wax. Pasteboard. Pelts, wet, from tanners, not packed. Piassava, hydrawlic or steam press- packed. Pickblocks or Pickheads, iron or steel, e.o.h.p. Pigs, Dead, in carcase, not packed or wrapped, carried in open waggons at trader's request. Pipes, Air, for ventilators. Pit Cages. Plaster Slabs, fibrows. Plate or Sheet Iron, annealed. Plough Arm and Share Moulds and Moulding, iron or steel. Plough Bodies, Breasts, Colters, Side Caps, Frames, or Rests, iron or steel. Plough Plates, finished, iron or 8teel Plough Shares, finished, iron or 8teel. Plough Slades and Wheels, iron or 8teel. Provender, green. Provender, Horse or Cattle, hydraulic or 8team press-packed. Pumice Stone. Pumping Machines. Pº (except Hand Pumps, brass) and Pump Castings, e.o.h.p. Punching Bears. Putty, e.o.h.p. Rags, not oily. Red Lead. Retorts, clay. Retorts, fire brick. Riveting Machines. Rod Lead. Rollers, Garden or Hand. Rosin. Rotten Stone. • Saccharine, in casks, bags, pails, or CC1,128. Sad Irons, packed. Salammoniac. Saltpetre. Sawing Machines, for sawing iron. Scrap Tin. Screw Jacks, iron. Scrows, dry, in casks or bags. Scrows, wet, from tanners, packed. Scythe Stones. 7,0t ; Seal Pipes or Valves, iron or steel. Shafts, wrought iron, for driving mill wheels, finished. Sheep Dipping Powder. Sheepskins, in casks and thoroughly salted, or dry in bales or bundles. Sheep Wash. Sheet Lead. Ships’ Stern or Rudder Frames. Shot, Lead, in bags, packed in cases. Shovel Plates, iron or steel, finished. Silicate Cotton or Slag Wool, in casks or bags. Sink Traps, earthenware or fireclay. Sinks, earthenware or fireclay. Size, in cases or casks, Skid Pans or Waggon Slippers, 27°07?. Slate Slabs, not polished or en- amelled, in cases. Soap. Solder. Spade Trees. Spelter Sheets, in casks or cases. Spetches, dry, in casks or bags, 30 CLASs 1—60%tinued. Spetches, wet, from tanners, not packed. Spile Pegs. Stampings, iron or steel, rough, un- finished, not tinned or galvanised. Staples, iron. Steam Hammers. Stearine. - Stone Cutting and Crushing Machines. Straw, machine pressed, minimum 40 cwt. per waggon. Strawboard. - Strawboard Cuttings, for paper making. Studs, iron or steel. Sugar, in bags, cases, or casks. Sulphate of Copper, e.o.h.p. Sulphur, e.o.h.p. Surat Bagging, for paper making. Syrup, in casks. Tabling, Water (cement). Tallow. Tares or Wrappers, for cottom bales. Telegraph Insulators, earthenware, packed. Telegraph Stores— Wrought Iron Double Swivels. Malleable Cast Iron Double Wall Brackets. Malleable Cast Iron Saddles. Terra Cotta Caps or Stoppers. Timber, measurement weight. Tin Ore. Tow, in bales, minimum 60 cwt. per 'waggor. Tow Waste, for paper making. Treacle. Trestles, wrought iron. Turpentine, crude, in casks. Valves, Gas or Water, iron or steel. Vºgºles, dessicated, , for cattle OO(l. # , Vegetables, in brine. Vegetables, not packed, e.a.lv.p., minimum 20 cwt. per waggon. Verjuice, in casks. Yinegar, in casks. Waggon Bodies, in pieces bownd together. Washing and Wringing Machine Rollers. Washing Powder and Paste. Wheelbarrows, in parts. Wheels, Cart and Plough, iron or steel. Wheels, Fly or Spur. Wheels, Wheelbarrow, iron or steel. White Lead. Winches, Hand. Window Guards, iron. Woad. Wood Fibre, in bales. Wood Pulp Middles. Wood Treads, in frames for stairs. Yellow Metal Plates and Sheathing. Zinc Ridges. CLAss 2. Acetate of Alumina, in casks or iron s: drums. Acetic or Wood Acid, in casks. Acid, Cresylic, in casks or iron drºwms. Agricultural and Portable Steam and Traction Engines, Vertical Steam Engines, Horizontal Steam Engines, Steam Ploughs, Steam Plough Vans, Steam Tram Engines, Threshing Machines, Toad Rollers, and Harrows. Agricultural Machines and Imple- ments, in cases. Agricultural Seeds. Ale and Porter (bottled), in hampers. Alkanet Root. Ammonia, Liquid, in casks or iron drawms. Animal Guts, in casks. Annotto, in casks. Antimony Regulus. Argols or Tartars. Arrowroot. Arsenic Acid, in casks. Asbestos. Axle Boxes, brass. Axles, not in the rough, e.o.h.p. Bacon and Hams, cured, packed. Bagging, e.o.h.p. Bags, Hand, common (hemp). Bags, Paper. Balusters, iron. Bark, for tanning, e.o.h.p. Bark, ground, packed in bags. Baskets, iron. f Bass and Whisk, for making brooms. Bass Baskets. Bass Mats and Bass Matting. Bedsteads, metallic, in cases. Beef, in brine. Bees' Wax. Besoms. Bicarbonate of Soda, in boates, crates, or hampers. * Biscuits. t 31 CLAss 2—continued. JBlackberries or Brambleberries. Blacking. Black Lead. Bleaching Liquids, in casks. Blood, in casks or iron drum.8. Blue Powder and Stone and Smalts, in casks, cases, bowes, or bags. Boards, made of compressed leather. Bobbins, in bags. JBoilers and Boiler Fittings, iron or 8teel. Bone-crushing Mills. Bones, e.o.h.p. Boot and Shoe Linings, cotton or linen. Borax. Bottle Stoppers, wood, packed. Bottles, earthenware or stoneware. Bowls, iron, nested or packed. Brass. Bread. Bristles, in boases, cases, or casks. Bronze (Phosphor or Manganese) Castings and Ingots, rough. Buckets and Pails, iron, nested or packed. Bungs, wood, or Shives. Buoys. Butter, in casks, firkins, baskets, or boates, or in tubs or cools with wooden lids. Cabbages, packed, e.o.h.p. Caloric Engines. Canary Seed. Candles, e.o.h.p. Carbolic Acid, Liquid, in casks or iron drums. Carbolic Seed Dressing. Carbonate of Magnesia. Carbonate of Potash, e.o.h.p. Cartridge Cases, ea:ploded. Cattle Food, prepared. Celery. Chaims and Traces, packed. Chairwood, rough, wrvdamageable. Cheese, in boates, casks, and cases. Chestnuts, Eatract of, e.o.h.p. Chicory. Chimney Pieces, cement or concrete. China, in casks or crates. Chlorate of Potash. Chlorate of Soda, packed in hampers or casks. Chloride of Potash, pitch;2d hampers or casks. in Chocolate. Cider and Perry, bottled, in hampers. Clothes Pegs, packed. Coal Scuttles, common, iron or gal- vanised, mested or packed. Cobalt Ore. Cocoa. Cocoa, Nut Fibre, Husk, Shell, or Matting, packed. Codilla, e.o.h.p. Coffee. Coir Junk. Coir Rope. Colliery Screens or Tips. Colours, in casks or iron drums, or in tins packed in oases. Confectionery, in cases, casks, or boates. Copper. Corn Flour, patent. Corves (Small waggons for use in collieries). Cotton, raw, e.o.h.p. Cotton and Woollen Waste. Cranberries. Cranes or Cranework. Crucibles, plumbago or clay. Curling Stones. gº Currants, Grocers’. Cyanite, in casks or iron drums, or tra tins packed in cases. Dandelion Roots. Dates. Delta Metal. Dextrine. Dishes, iron. Distilled Water, e.o.h.p. Dollies and Peggies, wooden, for laundry purposes. Dripping, in casks, boates, tins, or twbs with lids. Dubbin. Earthenware, in casks or crates. Electric Accumulators. Electric Insulators. Emery. Emery Dust. Emery Rollers and Emery Wheels, in boates or cases. Envelopes, Straw, for bottles. Fat, raw. Felt (not carpeting). Figs, dried. Files or Rasps, iron or steel. Filters, cast iron. Fire Boxes of Portable Steam and Traction Engines. Fire Lighters. Fish— All Fish, partially cured, smoked, or dried, e.o.h.p. Crabs. Berrings and Sprats, in any state, e.o.h.p. Flag Poles or Venetian Masts. Flax, in bales, e.o.h.p. 32 CLASS 2—continued. Flax Seed, for sowing. Flax Waste, e.o.h.p. Fleshings and Glue Pieces, e.o.h.p. Flocks. Flower glazed. Forges, portable, in pieces, packed in boases. Forges, portable, whole, cased in tron. . Forks, Digging, in cases. Fruit, crystallised, in bowes, cases, or casks. Fruit— Apples, Gooseberries, and Pears, e.o.h.p. Cherries, Raspberries, Strawber- ries, in twbs for jam. Fruit, ripe, e.o.h.p. Funnels, Air or Ship. Fustic Liquor. Gall Nuts. Garancine. , Gas Engines, complete. Gates, iron or wooden, common. Ginger Beer, e.o.h.p. Glass Blocks, for pavement (not fitted in frames). Glycerine, in casks or iron drums. Grates, Ovens, Ranges, or Stoves, common or kitcher. Gridirons. Grindstones, e.o.h.p. Gums, in mats, bags, casks, or cases. Gun Carriages. Gun Metal. Hair, raw, pressed, in bales or bags. Eames. Harrow Shafts, tube iron or twbe steel. Hay, e.o.h. p., minimum load 30 cwt. per waggon. Hay Forks, in cases. Hay Rakes, hand, in cases. Hemp, e.o.h.p. Lessians, jute." Hinges, iron or steel. Hoes, hand. Hollow-ware, cast iron, nested and packed. Hooks, ceiling. IIooks, clip, galvanised iron. Hoops, wooden. Ice. Ink, eveept Printers', in boates, casks, or crates. Iron Liquor or Muriate of Iron. Ivory Black. Ivory Waste or Dust. Japan Wax. Jars, earthenware or stomeware. Pots, clay, common, wºv- Ritool Fibre. Knife Boards. Ladders, wooden. Laminated Lead. Lard, in casks, boxes, tins, or tubs with lids. Lasts, wooden. *. Lead Piping, e.o.h.p. Leather, whdressed, except in cases or crates. Lemon and Time Juice, in cases or casks. Lemons. Linen Waste, e.o.h.p. Linen Yarn, press-packed, in bunches or bales. Linens, grey, whbleached. Locomotive Engines and Tenders, loaded in railway companies’ waggons. Logwood Liquor. Machinery, in parts, in cases, e.o.h.p. Madders. Marbles, Children’s. Margarine, in casks, firkins, or boates, or in twbs with wooden lids. Millstones, finished. Mineral and Aérated Waters, e.o.h p. Molliscorum. Mordant Liquors (including Alum liquor, Dunging Liquor, and Red Liquor). Mungo. Mushroom Pulp. Mushroom Spawn. Mustard, in casks, cases, bowes, or bags. Nails, zinc. Netting, of iron wire. Newspapers, in bales. Nickel Ore. Nitrate of Copper, in casks. Nitrate of Iron. Nuts, e.o.h.p. Oakum. Oils, not dangerous, in casks, or iron drums, row.nd or tapered at one end, e.o.h.p. Oranges. gº Orchilla Weed. Osiers, Twigs, and Willows, brown. Paints, in casks or iron drums or in tims packed in cases. Palisades, iron. Palm Leaves. Paper, Emery, Sand, and Tobacco. Paper Hangings, common, in bales. Paraffin and Petroleum Oils, in owners' tank waggons, not giving off inflammable vapowr under 33 tº CLASS 2—continued. 73° Fahr., when tested in the manner set forth in the Petroleum Act, 1879. Parian, in casks or crates. Pelts, e.o.h.p. Pewter. Piassava, e.o.h.p., minimum 20 cwt. per waggon. Pickaxes. Picker Bends. Pickles, in boazes, cases, or casks. Pimento. Piston Rods, steel. www- Plough Shafts, tube iron or tube steel. Plumbago. Polishing Paste. IPork, in brime. Poultry Pens (wire), folded. Preserves (Fish, Fruit, Meat, and Provisions).in casks, boaxes, or cases. Printed Matter, not bownd. - Provender, Horse or Cattle, e.o.h.p. Prunes, in casks or mats. Pumps and Pump Castings, in * Rags, pulled. Railway Waggon Bodies. | Railway Waggon Bodies, fitted; together. | Railway Waggon Brasses. Rain Water Pipes, for spoutings and their conneacions, cast iron. | Taisins. Reed Webbing, for ceilings. Tevalenta Arabica. Rhubarb and Rhubarb Roots. Rizine. Rolls, iron, e.o.h.p. Ropes. Ropes, wire. Sacks. Sad Irons, e.o.h.p. Safes, iron or steel. Sago. Sauces, in boaes, cases, or casks. Scoops, iron. Scrap Zinc. Screw Propellers. Scrolls, iron (for fiasing springs to carts and carriages). Scrows, e.o.h.p. Seal Skins, wet and salted. Seaweed, dry, or Alga Marina. Seeds, agricultural, e.o.h.p. Semolina. Sheets, wool, new. Ships' Masts. Ships' Ventilators. Shoddy. Shoemakers' Wax. © Shot, lead, e.o.h.p. Shumac Liquor. 95120. sº 7. Signal Posts (railway) and materials belonging thereto. Silicate Cotton or Slag Wool, e.o.h.p. Sinks, cast iron, not enamelled. Size, e.o.h.p. Slate Pencils. Slates, writing. Spades and Shovels, iron or steel. Spelter Sheets, e.o.h.p. Spetches, e.o.h.p. Spirits of Tar, in casks or iron. drums. Spottings and Connexions, iron or steel. Stable Fittings (except enamelled), iron or steel. Stannite of Potash. Stannite of Soda. Staples (wire) for bookbinders. Starch, in casks, cases, boates, or bags. Steam Excavators or Steam Navvies. Steel, bars and bundles. Stone Blue, in casks, cases, boaxes, or bags. sº carved for building purposes, e.o.h.p. Strickles, in boares or cases. Sugar Mills. Tamarinds. Tapioca. Tapioca Flour. Tarpaulins. Tartar, liquid. Terne Metal. Tin, in blocks, cakes, or ingots. Tincal. Tinfoil. Tin Liquor. Tobacco Juice, in casks. Tobacco Leaf, in hogsheads or tierces. Tobacco Stoves or Presses. Tools, well-boring and pit-boring. Torchwick. ' Tow, in bales, e.o.h.p. Tow Waste, e.o.h.p. Tubes, coated with brass. Tubes, electro-coppered. Tubes, Steam, brass or copper. Tubs, iron. Tue Irons. Turmeric. Turpentine, Spirits of, in casks or iron drums. Twine. Umbrella Sticks, in the rough. Warnish, in casks or iron drºwns. Vegetable Wax. Vegetables, packed, e.o.h.p. Vices, iron or steel. Winegar, in cases. º 34 § CLAss 2—continued. Walking Sticks, in the rowgh. Walnuts, green, and Husks. Washers, leather. Weighing Machines, large (those wsed for weighing railway or other vehicles, and also cattle). Window Frames, iron, packed in C.C.S&S. Window Shutters, iron or steel. Wines, British, in casks. Wire, iron or steel, e.o.h. . Wire, lead. Wood, bent, rough, ww.finished. Wool, raw. Yarn, Twist, and Weft, cotton and linen, in bales, bags, wrappers, cases, boaſes, skips, or casks. * Yeast, in bags, or in bags in baskets, hydraulic press-packed, dry. Yellow Metal Bolts and Nails. Wire, cotton covered, in casks, ham- || Yellow Metal Rods. pers, cases, and canvas covered Zinc Bars. coils. CLASS 3. Ale Coolers. Blanks, bronze and copper, for Algerian Fibre, not hydrawlic or stamping for coins. steam press-packed or machine | Blinds, paper. pressed, in full truck loads, or in Blinds, Venetian and Chain, in consignments of 20 cwt. Alizarine, in casks or iron drums. Almonds. American or Leather Cloth. Ammonia, Liquid, in bottles (other than carboys) in cases. Angelica. Root. Aniseed. -- Apple Rings, in slices, dried. Apples, dry, or Pippins. Arsenic Acid, e.o.h.p. Awl Blades. Bacon and Hams, cured, e.o.h.p. Baking Powder. Baths. Bayonets. Beadings and Mouldings, gilt, - lacquered, brºwarnished, packed in boates. Bed Keys. Bedsteads, e.o.h.p. Beehives, made of wood. Bellows, packed. Bellows Pipes. Bell Ringing (Carillon) Machinery. Bells, small. Belting, for machinery. Bichromate of Soda, e.o.h.p. Bichrome and Bichromate Potash, e.o.h.p. Bicycle Stands, wrought iron. Bins, Corn or Wine. I}it Burnishers, packed. Bits, iron or steel. T}itters, in casks or cases. Of Black Beer. * Bladders, in casks. Blankets. cases, crates or frames. Blowing Engines. Blow Pipes. Blue, Laundry, Liquid, in bowes, cases, casks, or iron drºwms. Blue Paste. Blue Powder and Stone and Smalts, e.o.h.p. Boards, Parquet Flooring. Boards, Washing, Bobbins, e.o.h.p. |Bolts, Door. Books, e.o.h.p. Boothing or Stalling. Boots and Shoes, includingGoloshes, and Leather cut into Boot Shapes, in casks, cases, or boaxes. Boracic Acid. Bottle Jacks. Bottles and Bottle Stoppers, glass, e.o.h.p. Bowls, wood or iron, e.o.h.p. Boxes or Trunks, tin or sheet irort, packed in crates or cases. Boxes, Safety. Box or Italian Irons. Braces, eaccept silk, for wearing apparel, in bales, packs, or trusses. Brands, iron or steel. Brass Work, spun or packed. Broom and Brush Heads, e.o.h.p. Brooms and Brushes, packed. Brush Backs, aſylonite. Buckets and Pails, e.o.h.p. Buckles, brass, iron or steel. Buckram. Bullet Moulds. stamped, 35 CLAss 3—continued. Busks, wooden, horn, or steel. Clothing, exclusive of silk goods, Butter, in crocks in wood, or in if packed in trusses, packs, or crocks when packed with straw in bales. baskets. | Clothing, ... for Soldiers, Police, Buttons, eacept gold, silver, or plated. Prison Warders, Railway Porters, 'Calicoes. | Postal and Telegraph (except Calipers. I busbies or helmets). Candlesticks, brass or iron. Clothing, . Waterproof (except oily Candlewick. canvas clothing). Canvas. Cloth, linen, packed. Cap Peaks, not oily. Coach and Upholsterers'Trimmings, Caps, Men's or Boys', eacept silk, in $n packs, trusses, or bales. bales, packs, or trussé8. Coach Fittings, metallic, packed. Capsules, metal, in cases. Coach Wrenches. Carbon Candles, for electric lighting. Coal Scuttles, metallic, packed, in Carbonate of Ammonia, in cases. cases or boates. Card Cloth. Cob Nuts. Cards, for weaving, packed in cases. Cocoa Nut Fibre, Husk, Shell, or Carpet Bag Frames. Matting, e.o.h.p. Carpet Bags. Cocoa Nuts. Carpet Beating Machines. Coffee Extract or Essence. Carpet Lining (cork). Coffee Mills, small hand. Carpeting. Coffin Furniture, metallic. Carpeting (cork). Coin, copper or bronze. Carraway Seeds. Collars, Dog. Carriage and Cart Steps. Collars, rush, for horses. Carriage and Foot Warmers. Colliery Pulleys. Cartridge Cases, brass. Colours, in cans, hampers, bores, or Uastings, brass, German silver, or iron bottles. ...; Combs. Castings, iron, light, e.o.h.p. Copying Presses. Castings, Sanitary, iron or steel, for Qoquilla Nuts. public wrinals and water closets. Cordials, in casks or cases. Castings, steel, e.o.h.p. Coriander Seed. Castor Oil, in boazes. Corkscrews. Castors, of all kinds. Cork Shavings or Cuttings. Cellarets, wrought iron. Cork Socks, in boates, cases, or casks. Chaff, in bags, not for cattle feeding. Qorkwood. Chains, Curb or Door. Cornice Poles, wood, in bundles, Chalk, French. without rings or ends, not gilt. Chalk, prepared. Gorozzo Nuts. . Cheese, e.o.h.p. Cotton and Linen Goods, in bales, Cheese Presses. boxes, cases, packs, or trusses, * * e.o.h.p. 40,076.7°OQLS, CO2"TOS l'U6, g Chemicals, not dangerous, Cotton and Linen Threads. or explosive, in casks, iron drums, Cotton and Wollen Slops, in bales, or bags. hampers, bales, or bo.ces. 3. Chimney Pieces, marble or slate, Cotton Wool, dressed ºf carded. e.o.h.p. Crucibles, e.o.h.p. China, in hampers. Cummin Seed. China Grass, not hydraulic or steam | Curry Combs. press packed, or machine pressed, Qutlery. . in full truck loads, or in consign- Cyanite, in cans, hampers, bores, or ments of 20 cwt. iron bottles. Cinder Sifters. Dies and Die Stocks. Dishes, wood. Cinnabar Ore. Drapery, heavy—Packages contain- Clasps, Book, Boot, or Belt, except .5 t gold, silver, or plated. #d...” of the following Clock Dials. American or Leather Cloth. Clogs, in casks, cases, or boºes. Blankets. C 2 36 CiASs 3—continued. Drapery, heavy—continued. Boots and Shoes, including Go- loshes, in casks, cases, or boºes. Buckram. Buttons, eacept gold, silver, or plated. Calicoes. Carpet Bags. Carpeting. Clothing, Waterproof (eacept oily canvas clothing). Cotton and Linen Goods, in bales, boaſes, cases, packs, or trusses, e.o.h.p. Cotton and Linen Thread. Cotton and Woollen Slops, in hampers, bales, or bowes. Druggeting. Elastic Webbing. Eyelets. Flannel. Floor Cloth, including Oil Cloth, Boulinikon, Kamptulicon, and Tinoleum. Hearth Rugs, ea:cept Skins. Hooks and Eyes. Huckabacks. India-rubber Goods, except shoes and goloshes. Laces, Boot and Stay, cotton or leather. Linen Cloth, packed. Paper Collars, Cuffs, and Shirt Fronts. Shirts, cotton, woollen, and limen, in bales, packs, or trºSSes. Stays, not silk. Tapes. Thimbles, not gold, silver, or plated. Wadding, cotton. Woollen and Worsted Yarn. Tripping, in crocks in wood, or in tubs of tims without lids. T}ruggeting. T)rugs, in casks, bales, or bags. Drysalteries, in casks. T)ust Preventers. Tutch Metal and Leaf. Dyes, in casks and iron drums. Earth Closets. Earthenware, in hampers. Eggs, in boaſes, cases, or crates. Elastic Webbing. Blectric Batteries. Electric Cable. Emery Rollers and Emery Wheels, e.o.h.p. Esparto Grass, not hydraulic or steam press-packed, or machine dressed, in full truck loads, or consignments of 20 cwt. Eyelets. Fenders, packed in crates, cases, 0. boates. Fenders, Kitchen, iron or steel. Fenders, Ships’, cork or hemp. Fents and Tabs, cotton and woollen Fern, for litter or packing, e.o.h.p.,. minimum 20 cwt. per waggon. Ferrules, iron, brass, or steel. Filberts. Filters, earthenware. Fire Engines, Steam. Fire Escapes. Fire Extinguishers (hand grenade), packed. Fire Guards, metal. Fire Irons. Fish, fresh, e.o.h.p. Fish Glue. Fish Hooks. Elannel. Flax, e.o.h.p. Flax Straw, not hydraulic or steam press-packed, or machine pressed, in full truck loads, or in consign- ments of 20 cwt. Floor Cloth, including Oil Cloth, Boulinikon, Kamptulicon, and Linoleum. Flour Dressing or Machines. Flower Roots (not orchids). Forges, portable, e.o.h.p. Forks and Spoons. Forks, Toasting, iron. Fruit, ripe, not hothouse :— Apricots. Cherries. Nectarines. Peaches. Raspberries. Strawberries. Fustian find Corduroy. Gas Fiftings, in parts, except brass and copper tubing. Gas Meters. Gelatine. German Silver, in sheets. German Silver Wire, in casks cºnd COLS6S. Ginger, e.o.h.p. Gins, Wheels with frames for hoisting purposes. Glass Beads. Glass, Crown, Rolled or Sheet. Glass, Flint, e.o.h.p. Glass, Plate, rough. Glass, Plate, not silvered. Purifying CLASS 3–continued. “Gloves, cotton, woollen, or worsted, in bales, packg, or trus&es. “Gloves, rough leather, for labourers. “Glycerine, in cases or boaſes. Glycerine Grease, for lubricating purposes, in tims packed in wooden CC0888. "Goat Skins, e.o.h.p. “Granite, polished or dressed, e.o.h.p. Grapes, packed in cork dust or saw- dw8t, in casks. ' *Grindery. *Groceries, mixed. Packages consigned as mia!ed gro- ceries may include any grocery articles set owt in classes here- in-before mentioned or in this class, the following articles in Class 4:— Cardamoms. 'Citric Acid. ‘Confectionery, e.o.h.p. Crystallised Fruits, e.o.h.p. Meat Pies. Preserved Ginger. Sausages. Yeast, e.o.h.p. and the following in Class 5:— Blue, Lawndry, Liquid, e.o.h.p. Cinnamon. Cloves. Cochineal. Cordials, e.o.h.p. Extract of Meat. Indigo. Tsinglass. º Lard, e.o.h.p. Nutmegs. Gums, e.o.h.p. Gun Barrels, rough. Gun Locks and Gun Furniture. Gun Stocks. Gun Wads. Guns, Machine, in cases. Gutta-percha, raw. Guttering or Corrugating Machines, e.o.h.p. Blair, for manufacturing purposes, e.o.h.p. • Hair Cloth. Hammer Heads, e.o.h.p. Pſammers (not steam), e.o.h.p. Handcuffs. Handles, Chest and Saucepan. Harness Fittings, metallic, packed. Harness or Saddlery, in tin-lined cases or casks. ardware — Packages containing any hardware articles (not gold, silver, or plated) set out in classes herein-before mentioned, or in this class, and any of the following articles (not gold, silver, or plated), viz.:- Awl Blades. Bayonets. Bed Keys. Bedsteads, metallic, in strawed bundles. Bellows, packed. Bellows Pipes. Bells, small. Bicycle Stands, wrought iron. Bit Burnishers, packed. Bits, iron, or steel. Blanks, bronze and copper, for stamping for coins. Blow Pipes. Bolts, Door. Bottle Jacks. Boxes, Safety. Boxes or Trunks, tin or sheet iron, packed in crates or cases. Box or Italian Irons. Brands, iron or steel. Brasswork, spun or stamped, packed. Buckles, brass, steel, or iron. Bullet Moulds. Busks, wooden, horn, or steel. Buttons. Calipers. Candlesticks, brass or iron. Carpet Bag Frames. Carriage and Foot Warmers. Cartridge Cases, brass. Carr Steps. Castings, brass, German silver, or wickel. Castors, of all kinds. Chains, Curb or Door. Cinder Sifters. Clasps, Book, Boot, or Belt. Coach Fittings, metallic, packed. Coach Wrenches. Coal Scuttles, metallic, packed in cases or boxes. Coffee Mills, small hand. Coffin Furniture, metallic. Collars, Dog. Copying Presses. Corkscrews. Curry Combs. Dies and Die Stocks. Dust Preventers. Eyelets. Fenders, packed in crates, cases, or boates. Ferrules, iron, brass, or steel. Fire Guards (metal). Fire Irons. Fish Hooks. 38 CLASs 3—continued. Hardware—continued. Forks and Spoons, metal. Forks, Toasting, iron. Gas Fittings, in parts, except brass and copper twbing. Gins, Wheels with frames for hoisting purposes. Grindery. Gun Barrels, rough. Gun Locks and Gun Furniture. Hammer Heads, packed. Hammers, not steam, e.o.h.p. Handcuffs. Handles, Chest and Sawcepan. Harness Fittings, metallic, packed. Hat and Umbrella Stands, cast iron. Hay Forks, in bundles. Hinges, brass. Hooks, Boot and Button, Hat, and Coat, and reaping. Hooks and Eyes. Fiorse Clippers, packed in casks O?" CO S&S. Jacks, Small. Japanned Ware, CCLS6S. Ritchen Fireplace Stands. Knitting Pins. Rnives or Blades for Cutting Machines. Enobs, Range, iron or steel. Rnobs, Door. Knockers, Door. Ladles, not Puddlers', iron. Lamp Burners. Lanterns, tin or iron. Tatches, Door. Locks and Keys. Magnets. Match Boxes, japamned or ena- melled tin, new, empty, packed. Matchetts. Medals, brass or copper. Military Ornaments; Mortars and Pestles, iron or steel. Nails and Rivets, brass or copper. Needles (in tin-lined cases). Nut Crackers. Ornaments for Saddlery, brass, iron, or steel. Ornaments for Uniform. Bans, Ash. Pans, copper, for closets. Pans, Dust. Pans, Warming. Patten Rings. Patterns, Travellers’, Hardware. Percussion Cap Shells. Pins, metal, in bowes. in casks or Pſardware—continued. Plates, Door. Plates, iron, enamelled. Pliers. Rowder Flasks. Bulley Blocks, iron. Pulleys, iron. Pumps, Hand, brass. Railway Carriage Keys. Refrigerators, JRiddles. Saddletrees. Scales and Weights, Letter. Screws, brass, copper, or ginc. Screws, Table Expanding. Scythe Blades, Scythes and Sickles. Shears, Garden, and Sheep. Ships' Logs, metal. Shoe Horns and Pegs, metallic. Show Tablets, metal, enamelled. Skates. Skewers, iron or steel. Snuffers, iron or steel. Spanners. Spittoons, iron. Spring Balances. Springs, Chair, Sofa, Mattress, Door, or Cart, Spurs. Stair Rods. Steelyards. Stirrups. Sugar Nippers. Sweat Scrapers, packed. Syringes, Garden. Tacks. Taper Holders, metal. Taps, brass. * Terrets. Thimbles. Tinware, in casks or cases. Tips, brassed, for boot heels. Tobacco Boxes, metal. Tools, Carpenters’, Coopers’, Edge; Joiners’, Masons', and Ship- wrights’. Traps, Sink, brass or copper. Traps, Vermin. Trays, iron or steel. Trivets, iron or steel. Trouser Stretchers, iron, portable. Trowels. Tubes, brass or copper, (except steam tubes, packed. Umbrella Fittings. |Umbrella Stretchers. Valves, brass. Ventilators, small, iron or brass, for buildings, packed. Washers, brass or copper. 39 CLASs 3-continued. Iſardware—continued. Weights, bragg. Wire, copper or brass, packed in cases, or casks, or in bags. Hassocks. Hat and Umbrella Stands, cast iron. Hats, rush, in bales, trusses, and hampers. Hay Forkes, in bundles. Hay Rakes, hand, e.g. h.p. Hearthrugs, eaccept sking. Beel Balls, Shoemakers’. Helmets, metal, in cases or boases. Berbs, green. Bides, e.o.h.p. Hinges, brass. Hollow-ware, iron, including Kettles, Pams, Maslims (pots for boiling fruit), and Water Can, in casks or crates. Honey, in casks, or in jars packed in crates or cases. Boofs, Horns, Buffalo, Cow, Sheep, e.o.h.p. Books and Eyes. Hooks, Boot, Button, Reaping. Hops. Horse Clippers, packed in casks or COLS638. Hosiery, in bales, packs, or trusses. IIuckabacks. Hurdles, iron or steel, on wheels. India-rubber Goods, eaccept Shoes and Goloshes. India-rubber, raw. Ink, Printers’. Jacks, Small. Japanned Ware, in casks or cases. Jews’ Harps. Joiners’ Work (common wood)– Beadings and Mouldings (not gilt, lacquered, or varnished), Doors and Door Frames, Fittings and Fixtures for Buildings, Stair- cases, Balusters and Hand Rails, Window Sashes and Frames and Shutters. Juniper Berries. Kips, e.o.h.p. # Ritchen Fireplace Stands. FGnitting Pins. for Cutting and Horn Tips, Goat, Oa, and Bat, Coat, Enives or Blades Machines. Knobs, Range, iron or steel. ECnobs, Door. Enockers, Door. Laces, Boot or leather. Stay, cottom or Ladles, not Puddlers', iron. Lamp Black. Lamp Burners. Lamp Chimneys (glass). Lamp Frames (street). Lamp Reflectors, enamelled iron. Lamp Wick. Lamps, Paraffin, in parts (except chima or earthenware), packed in casks and cases. Lanterns, tin or iron. Lard, in bladders, in crocks in wood or in tubs, or tins without lids. Latches, Door. LavatoryStands and Basins, earthen- vare, complete, enamelled. | Lawn Mowers, packed. Lead Pencils. Leather, e.o.h.p. Lemon and Lime Juice, e.o.h.p. Life Buoys. Limestone, polished or dressed. Lime Water, e.o.h.p. Lincrusta and Anaglypta (decorative Wall papers). Linen Cloth, packed. Linen Yarn or Grey Linen, e.o.h.p. Liquorice. Locks and Keys. Looking-glass Frames (common), wood (not gilded) or Dutch metalled. Maccaroni. Machines, fitted up, packed, 6.0.h.p. Magnesia. * Magnets. Marble, packed, and in slabs cemented together. Margarine, in crocks in wood, or in crocks when packed with straw in baskets. Marquees or Tents. Mastic. Match Boxes, japanned or enamelled tin, new, empty, packed. Matchetts. Mats and Matting, e.o.h.p. Medals, brass or copper. Megass, not hydrawlic or steam press- packed, or machine pressed, in full truck loads, or in consignments of 20 cwt. Merinoes, in bales, packs, or trusses. Mexican Fibre, not hydraulic or Steam press-packed, or machine pressed, in full truck loads, or in consignments of 20 cwt. Mica. Military Ornaments, eacept gold, silver, or plated. Milk. 40 CLASS 3—continued. Milk Cans and Pans. Millboard Rollers for winding paper, Q,72, CCU.SøS. Mops. Mortars and Pestles, iron or steel. Mortars and Pestles, marble. Moss, packed. Muslin, Book, if packed in bales, packs, or trusses. Mustard, e.o.h.p. Nails and Rivets, brass or copper. Needles (in tin-lined cases). Netting, cotton and twine. Nickel. Nitrate of Baryta. Nut Crackers, ea:cept gold, silver, or plated. Oars. Oils, not dangerows, e.o.h.p. Oleic Acid, in casks. Ornaments for Saddlery, iron, or steel. Ornaments for Uniform, except gold, silver, or plated. Osiers, Twigs and Willows, white or stained. Osnaburgs. Oxalic Acid. Paints, in cans, hampers, boates, or iron bottles. Palliasses, straw. Palmetto Leaf, not hydrawlic or steam pressed-packed, or machine pressed, in full truck loads, or in consignments of 20 cwt. Pans, Ash. Pans, Chemical and Dye, iron or steel. Pans, copper for closets. Pans, Dvºst. brass, Pans, earthenware or iron, for sanitary purposes. Pans, Warming. Paper, e.o.h.p. Paper Collars, Cuffs, and Shirt Fronts. Paper, gwmmed, for labels. Paper Hangings, e.o.h.p. Paper Tubes, for cops. Parian, in hampers. Patten Rings. Pattens, in casks, cases, or boates. Patterns, Travellers' Hardware. Pearl Shells. Penholders, wood or metal, eacept gold, silver, or plated. Pepper. Percussion Cap Shells. +’ercussion Caps, wheharged. Petroleum Grease or Petroleum Jelly. Piassava, e.o.h.p. Pickles, e.o.h.p. Picture Frames, common, wood (not gilded) or Dwtch metalled. Pins, metal. Plants, e.o.h.p. Plates, Door. Plates, iron, enamelled. Pliers. Powder Flasks. Preserves (Fish, Fruit, Meat, and Provisions), e.o.h.p., in crates or baskets. Pulley Blocks, wood or iron. Pulleys, iron. Pumps and Pump Castings, e.o.h.p. Pumps, Hand, brass. Quicks, e.o.h.p. Rabbit Fur, or Hatters’ Wool. Raffia. Railway Cards and Tickets. Railway Carriage Keys. Reels, for garden hose. Refrigerators. Rennet. Rick Poles and Covers. Riddles. Road Scraping and Road Sweeping Machines. Rock Crystal. Rugs, Hearth, eacept skin. Saddlery or Harness, in tin-lined cases or casks. Saddletrees. Sauces, e.o.h.p. Saw-bench Machines, packed. Scale Beams and Scales. Scales and Weights, Letter. Scoops, wood. Screw Jacks, eaccept iron. Screws, brass, copper, or zinc. Screws, Table Eapanding. Scythe Blades. Scythes and Sickles. Scythe Sneds or Handles. Sealing Wax. Seaweed, Edible. Sewing Machines, in parts, packed. Sewing Machine Stands, in parts, packed in cases or frames. Shafts, Cart. Shafts, Gig, Carriage, or Dog Cart, not painted nor varnished. Shavings, Wood. Shears, Garden and Sheep. Sheepskins, e.o.h.p. Sheet Steel. Shellac. Shells. Ships' Blocks. portable, 41 CLAss 3—continued. ‘Ships' Ilogs, metal. Ships' Sails, finished. Shirts, cotton, woollen, and linen, in bales, packs, trusses, and h €78, sºft, and Pegs. Shoes and Boots, including Goloshes and Leather cut into Shoe Shapes, in casks, cases, or bowee. Shot Belts. Show Cards (cardboard), unframed. Show Tablets, metal, enamelled. ..Shutters, Revolving, wooden. Shuttles, Weavers’. Silver Ore. Sinks, enamelled. Skates. :Skewers, iron or steel. Skins, Hare and Rabbit. Slate Beds of Billiard Tables, packed in cases. Slate Slabs, e.o.h.p. Snuffers, iron or steel. Spanners. Spindles, in boaxes. ‘Spirits, in casks or cases. Spittoons, iron. Splints, wood, for matches. Spring Balances. Springs, Chair, Sofa, Mattress, Door, or Cart. Spurs, not plated. Squeegees, for cleaning ships' decks, &c. Stable Fittings and Mangers, iron, enamelled. Stair Rods. Starch, e.o.h.p. Stationery, e.o.h.p. Stays, not silk, for wearing apparel. Steelyards. Stills, iron. Stirrups. Stone Blue, e.o.h.p. Stoves, Gas or Oil. Straw, not hydraulic or steam press- packed or machine pressed, in full truck loads, or in consignments of 20 cwt. Strickles, e.o.h.p. Stuff Goods, in bales, packs, or trusses. Sugar, e.o.h.p. Sugar Candy. ^. Sugar Nippers, except gold, silver, or plated. Sweat Scrapers, packed. Syringes, Garden. Syrup, in cases, in tins in , baskets, or in stone bottles packed in crates or hampers. Tables, cast iron or steel, in parts. Tacks. Talc. Taper Holders, metal. Tapes. Taps, brass. Tea. Terrets. Thimbles, eaccept gold, silver, or plated. Thread, cotton and limen. Tinware, in casks or cases. Tips, brassed, for boot heels. Toasting Forks, iron or steel. Tobacco Boxes, metal. Tobacco Juice, e.o.h.p. Tobacco Leaf, e.o.h.p Tools, Carpenters’, Coopers’, Edge, Joiners’, Masons', and Ship- wrights’. Tow, e.o.h.p. Toys, packed. Traps, Sink, brass, or copper. Traps, Vermin. Trays, iron or steel. Trellis Work (wood), in bundles. Trivets, iron or steel. Troughs, Bakers’, wooden. Troughs, Cattle and other, iron or steel. Trouser Stretchers, iron, portable. Trowels. Tubes, brass, or copper (except steam), packed. Tubs, Washing. Tubs, wood. Turnery Ware. Type. ... ...... TJmbrella Fittings. T]mbrella Stretchers. Valves, brass. Warnish, e.o.h.p. Vaseline. Vegetable Ivory. Velvet, Cotton, in bales, packs, or tºw'sses. Ventilators, small, iron or brass, for buildings, packed. W. h. Inegar, e.o. h.p. Wadding, cottom. Washers, brass or copper. Wash Leather. Wash-stand Tops, marble, packed. Washing and Wringing Machines, packed. Water Meters. Weighing Machines, Small (those wsed for weighing packages and goods). Weights, brass. 42 CLASS 3–continued. Wheelbarrows. Wheels, Rudder or Steering, in cases, crates, or frames. Whetstones and Honestones. Whisks, packed. Winches, Steam. Window Frames, iron, e.o.h.p. Wines, British, e.o.h.p. Wines, in casks or cases. Wire, copper or brass, packed in cases or casks, or in bags. Wood, bent, e.o.h.p. Wool, dressed or carded. Woollen and Worsted Goods, in bales, packs, or trusses. Woollen Cloth, in bales, packs, or trusses. Xylonite. Yarns, Twist and Weft (except silk). Yellow or Persian Berries. CLASS 4. Agricultural Machines and Imple- ments, e.o.h.p. Alabaster. Albumen. Algerian Fibre, e.o.h.p. Alizarine, e.o.h.p. Ammonia, Liquid, in bottles (other than carboys) in hampers. Anchovies. Annotto, e.o.h.p. Anthracene, e.o.h.p. Asparagus. Bacon and Hams, fresh or green. Bags, leather. IBeef Wine, in boºes. Beehives, straw. Beer Engines. Bellows, e.o.h.p. Bells, e.o.h.p. Billiard Cues, in bundles. Blinds, Venetian and Chain, e.o.h.p. Boilers, copper. Books, bound or half bound in calf, Morocco, roan, Russia, or law calf. Boots and Shoes, including Goloshes and Leather cut into Boot Shapes, in hampers (white rod). Braces, for wearing apparel, not silk, e.o.h.p. Bristles, e.o.h.p. Iłritannia Metal Goods. Bronze Powder. Brooms and Brushes, e.o.h.p. Bungs and Corks. Butter in flats or hampers, or in tubs or cools withowt lids. Candles, waa. Canes and Rattans. Caps, Men's or Boys’, (ea:cept silk), in boſces or cases. Caravans (showmen's or hawkers’) and Vans containing steam round- abouts. Carbolic Acid, Solid. Carboys, gutta-percha. Cardamoms. Cats’ and Dogs’ Meat. Cattle Cribs. Chaff, e.o.h.p. Chairs and Seafs, Garden, e.o.h.p. Chairs, common, folding, in boaſes, cases, crates, and parcels. Chemicals, not dangerows, corrosive; or ea.plosive, in boaes or hampers. Chimney Pieces, metal, wavpacked. Chimney Tops, iron or zinc. China. Grass, e.o.h.p. China, in bowes or cases. Churns and Churning Machines. Cisterns. Citric Acid. Clocks, Turret and Church. Clogs, e.o.h.p. Cloth, linem, bleached, tied in bwndles, but not protected by wrap- pers, or mot packed. Cºg (exclusive of silk goods), 8. Oslº. 'D. Coach and Upholsterers’Trimmings, e.o.h.p. Coal Scuttles, e.o.h.p. Cobalt. Coffee Carts or Stalls, on wheels. Confectionery, e.o.h.p. Corn Crushers. Cricket Implements. Croquet Implements. Crystallised Fruit, e.o.h.p. Curtains, cotton, lace. Dandy Rollers, in cases, for paper mills. Drapery, light—Packages containing any drapery articles set out in classes herein-before mentioned, and in this class, and any of the jollowing articles:— Bags (Leather, Ladies’ Cowrier, and Travelling). Hand,. 43 CLAss 4—continued. Drapery, light—continued. Braces, not silk, for wearing apparel. Carpeting, exceeding 15 feet in length, packed in cases. Cloth, woollen. Clothing (exclusive of silk goods), e.o.h.p. Coach and Upholsterers’ Trim- mings. Gloves, and worsted. Haberdashery. Hosiery. Muslims (book). Needles. Stuff Goods. Umbrellas. Woollen and Worsted Goods. Dripping, in bladders. Druggists' Sundries, packages. Drugs, in boases or hampers. Drysalteries, e.o.h.p. Dye Extracts. Dyes, e.o.h.p. Earthenware, in boates or cases. Eggs, e.o.h.p. Sparto Grass, e.o.h.p. Extract of Malt. Felt Hat Bodies. Fire Engines, e.o.h.p. Fish, fresh- Brill, Grayling, Lobsters, Oysters, Prawns, Red Mullet, Salmon, Smelt, Soles, Trout, Turbot, Whitebait. Flax in the straw. Flax Straw, e.o.h.p. Flower Roots, e.o.h.p. Flower Stands, wrought iron. Fluid, disinfecting, in bottles packed in cases or hampers, or in basketed jars. Footballs. Frilling Machines, in parts, packed. Fruit-cleaning Machines. Furniture, in vans, carts, or road (waggons. Garden Arches. Garden Engines. Glasshouse Pots. Glass, in boases or cases, e.o.h.p. Glass, prepared, for photographers. Globes, Moons, or Shades, glass, CO%/???,0??. Gloves, Cotton, Worsted, e.o.h.p. Gold Size. Golf Clubs. cotton, woollen, in mized Woollen, and Grates, Ovens, Ranges, or Stoves, polished. Gravestones or Tombstones. Gun Barrels, e.o.h.p. Guns. Gutta-percha Goods. Guttering or Corrugating Machines,. not packed. Haberdashery. Hand Carts. Handmills. Hares, dead. Harness, e.o.h.p. Hat Leathers. Hats, soft felt. Hawkers’ Packs and Trusses. Hollow-ware, iron, including Kettles, Pang, Maslins (pots for º fruit), and Water Coºns, 6.0.h.p. Honey, e.o.h.p. Hop Bitters. Hose, leather and canvas. Hosiery, e.o.h.p. Household, Linen and Wearing * (exclusive of silk goods). e.O.h.p. Incubators, complete. Ink, e.o.h.p. Japanned Ware, e.o.h.p. Kilting Machines, in parts, packed. Knapsacks, Soldiers’. jºins Machines, in parts, packed. 18C. Lace, British, not silk. Laces, Boot or Stay, e.o.h.p. Lamps. Lawn Mowers, not packed. Lawn Tennis Implements. Leather Leggings. Lint. Lithographic Stones. Looms, not packed. Inggage or Baggage, personal. Mºy, in parts, not packed, e.o. h.p. Machines, fitted up, not packed, e.o.h.p. Malt Crushers. Maps, in bowes or cases. Margarine, in baskets, flats, or ham- pers, or in tubs without lids. Mats, skin. Mattresses. Meat, fresh. Meat Pies. Meat Safes. Megass, e.o.h.p. Mexican Fibre, e.o.h.p. Mincing Machines. Mushrooms. 44 . CLASS 4—continued, Muslin, Book, e.o.h.p. TNeedles, e.o.h.p. Oleic Acid, e.o.h.p. Palmetto Leaf, e.o.h.p. Banoramas and Theatrical Scenery. Pans, copper. Parian, in boaxes or cases. Tattens, e.o.h.p. Patterns, wood, for castings. Pens, steel. Perforating and Paper-cutting Ma- chines. Pine Apples, ºvot hothouse, packed. Pipes, brass and copper. Pipes, Smoking. Pistols. Plaiting Machines, in parts, packed. Plated Goods. Plums (dried), in fancy boaes. Porcelain. Poultry, dead. Preserved Ginger. *k, Preserves (Fish, Frwit, Meat, and Provisions), 6.0.h.p. JRabbits, dead. Razor Strops. - Reeds and Rushes. Reflectors, glass, with metal backs. Tifles. Rollers, Type Printers’. Saddlery, e.o.h.p. Sausages and Saveloys. Saw-bench Machines, portable, not packed. Seal Skins, e.o.h.p. Seeds, e.o.h.p. Sewing Machine Stands, e.o.h.p. Shafts, Gig, Carriage, or Dog Cart, e.o.h.p. Sheep Racks. Shirts, e.o.h.p. Shoes and Boots, including Goloshes and Leather cut into Shoe Shapes, in hampers (white rod). Show Cards, e.o.h.p. Shrubs and Trees, e.o.h.p. Skins, fine, including Deer, Foa, Rid, Musquash, and Nutria. Snuff. Spades and Shovels, wooden. Spermaceti. Spindles, e.o.h.p. Spirits, in hampers. Spirits of Tar, e.o.h.p. Stag Horns. Steam Gauges. Stereotype Casts. Stills, copper. Stone, decorative, carved for decora- ting the interior of buildings. Stoves, Fire-clay Tile. Straw, e.o.h.p. Stuff Goods, e.o.h.p. Swing Boats and flobby Horses. Tables, cast iron or cast steel. Tanks. Tartaric Acid. Telegraph Instruments, packed. Telephone apparatus, packed. Textile Fabrics, made of mixed cotton, linen, wool, or similar materials. Theatrical Luggage. Tiles, Art. Tin Crystals. Tinware, e.o.h.p. Tobacco, manufactured, except cigars and cigarettes. Tomatoes. Toys, e.o.h.p. Tubes, tim, and zinc. Tubing, brass or copper, e.o.h.p. Ultramarine. Umbrellas. Umbrella Sticks, e.o.h.p. Wans, Commercial Travellers’. Wats. Vegetable Washing Machines. Vegetables, Hothouse, packed. Veneers. Venison. Verdigris. Walking Sticks, e.o.h.p. Warps, except silk. Washing and Wringing Machines, Avot packed. Whalebone. Wheels, Cart, Coach, and Carriage. Wheels, Rudder or Steering, e.o.h.p. Wines, in hampers. Wire, insulated. Wire, polished or needle. Wire Gauze. Woodwork, for the manufacture of organs. Woodwork, for the manufacture of pianos. Woollen and Worsted Goods, e.o.h.p. Woollen Cloth, e.o.h.p. Yeast, e.o.h.p. 45 CLASS 5. Acetic or Wood Acid, e.o.h.p. T}xtract of Meat. Aluminium. Feathers. Amber. Fenders, e.o.h.p. Ammonia, Liquid, e.o.h.p. Figures, Casts, or Ornaments, Animals and Birds, stuffed, in cases. Aquaria, glass. Artificial Flowers. Bagatelle Tables. Balloons. Bark, not for tanning, e.o.h.p. Barometers. Baskets, e.o.h.p. Bath Chairs. 13eadings and Mouldings, gilt, lac- quered, or varnished, e.o.h.p. Beds and Bedding. Bicycles. Billiard Tables. Bird Cages. Bismuth. Blue, Lawndry, Liquid, e.o.h.p. Boats and Canoes. Boots and Shoes, including Goloshes and Leather cut into Boot Shapes, e.o.h.p. Boxes, e.o.h.p. Butter, in crocks, e.o.h.p. Caps, e.o.h.p. Carbolic Acid, Liquid, e.o.h.p. Carboys, glass. Cards, for carding machines, e.o.h.p. Carriage Bodies, e.o.h.p. Chairs and Seats, e.o.h.p. Chandeliers and Gasaliers. Chemicals, not dangerows, corrosive, or ea plosive, e.o.h.p. Chloride of Gold, in boates, for photo- graphers. Cigars and Cigarettes. Cinnamon. Clock Cases. Clocks, e.o.h.p. Cloves. Cochineal. Coffins. Collodion Cotton, in bottles packed in cases. Colours, in jars. Conservatories and Hothouses, in parts. Cordials, e.o.h.p. Cork Socks, e.o.h.p. Crape. Cyanite, in jars. Dripping, in crocks, e.o.h.p. Drugs, e.o.h.p. Dyes, in glass carboys. Empty Cases, Casks, Crates, Ham- pers, and other Empties, e.o.h.p. Engravings. Evergreens. alabaster, bronze, gypsum, plaster, 8tucco, or terra cotta. Figures, Flowers, and Heads, waa. Flowers, cut. Flower Stands, e.o.h.p. Frilling Machines, fitted up, packed- Fruit, Hothow8e. Furniture, e.o.h.p. Furs. Game. Giass, Cut, ornamental, for doors. Glass, Plate, silvered. Glass, Stained. Globes, for educational purposes. Gº. Moons, or Shades, glass, 6.0.hº...?). Gisºok p. Glycerine, e.o.h.p. Hair, for head dressing. Hat and Umbrella Stands, wood. Hats, eccept soft felt and rush. Helmets, felt, in cases or boates. Horses, Dead. Indigo. Isinglass. Ivory, e.o.h.p. Jet Kilting Machines, fitted up, packed. Knitting Machines, fitted wy,. packed. Lace. Lard, e.o.h.p. - Looking-glass Frames, e.o.h.p. Looking Glasses and Mirrors, glass. Lustres and Vases, glass. Magnesium Metal. Maps, e.o.h.p. Margarine, in crocks, e.o.h.p. Match Boxes, empty, e.o.h.p. Military Ornaments, e.o.h.p. Millinery. Models, clay. Morphia, in bottles in hampers. Moss, e.o.h.p. Musical Instruments. Muslins. Nitrate of Copper, in jars or stone bottles, covered with wicker basket work. Nitrate of Silver, in boxes, for pho- tographers. Nut Crackers, e.o.h.p. Nutmegs. Optical Instruments. Organs and Organ Work. Ornaments for Uniform, e.o.h.p. 46 CLASS 5–continued. “Overmantels, cast iron, Iſll TTOTS. Paints, in jars. Papier Maché Goods. with Parchment. Tenholders, e.o.h.p. Perambulators, complete, or in parts. Perfumery. Phosphorus Paste (vermin killer), packed. s Photographic Apparatus. Picture Frames, e.o.h.p. Pictures. Pine Apples, e.o.h.p. iPlaiting Machines, fitted wº, packed. Plants and Shrubs (garden), in baskets, mats, pots, or twbs. JPlatinum. Plush, Silk. Portmanteaus. ‘Poultry, alive. Quicksilver. -Quills. IRetorts, glass. Ribbons. Tocking Horses. Rollers, brass or copper. Seal Skins, made into articles of wearing apparel. Serpentine, manufactured, packed. Sewing Machines, fitted up, packed. Shoes and Boots, including Goloshes' º,Lêather cut into Shoe Shapes, 6.0.h.p. Show Cases for Shops, glass and woodwork. Silk. Silver Precipitate. Spirits, e.o.h.p. Sponges. Straw Goods, including straw hats and straw bonnets. Straw Plait. % Sugar Nippers, e.o.h.p. Summer Houses. Surgical Instruments. Teazles. Telescopes. Thermometers. Thimbles, e.o.h.p. Tonquin Beans. Tortoiseshell. Tricycles and Velocipedes. #. S lf urpentine, Spirits of, e.o.h.p. #. £9 Velvet, e.o.h.p. Ventilators, e.o.h.p. Watch Glasses. Wines, e.o.h.p. Woodwork, carved, for decorating the interior of buildings. Yolk of Eggs. 47 Classification of Merchandise Traffic in Classes A., B., and C., and 1 to 5, arranged in Alphabetical Order. . Class A. is applicable to consignments of four tons and upwards. When merchandise specified in Class A. is consigned in squantities of less than four tons and not less than two tons, the Company may charge for such consignment the conveyance rates applicable to Class B., and if less than two tons the conveyance rates applicable to Class C.: provided that the Company shall not charge more than as for a consignment of four tons or two tons respectively. Class B, is applicable to consignments of four tons and wpwards. When merchandise specified in Class B. is consigned in quantities of less than four tons and not less than two tons, the ‘Company may charge for such consignment the conveyance rates applicable to Cass C., and if less than two tons the conveyance rates applicable to Class 1: provided that the Company shall not charge more than as for a consignment of four tons or two tons respectively. Class C. is applicable to consignments of two tons and wpwards. When merchandise specified in Class C. is consigned in quantities of less than two tons, the Company may charge for ‘such consignment the conveyance rates applicable to Class 1: provided that the Company shall not charge more than as for a consignment of two tons. The lists of Builders' Implements not new, Drapery heavy and light, Dyewoods, Fish, Fruit, Grain, Groceries mired, Hardware, Iron and Steel articles, and Oils not dangerous, contain only such entries as are set forth in lists in the arrangement of the classifica- tion according to classes. Where in this list the letters “e.o.h.p.” are placed after the designation of any article they mean “except otherwise herein provided.” AccumulatoRs] - [ACIDs Article. Class. Article. Class. Accumulators, Electric - † 2 Acetic Acid :— Acetate of - In casks - º * * 2 Alumina, in casks or iron E.o.h.p. – * * 5 drums gº & tº 2 ACIDs : — Lead, or Sugar of L gº I Acetic or Wood— Lime - {-º * > C In casks - º -> 2 Soda - º º 1 E.o.h.p. tº º 5 48 ACIDs] [ANTIMONY Article. Class. Article. Class. ACIDS—continued. Alizarine— Arsenic— In casks or iron drums wº 3 In casks - sº •º 2 B.o.h.p. * gº 4 E.o.h.p. – * gº 3 Alkanet Root & * 2 Boracic * tºº º 3 Almonds sº sº $º 3 Carbolic, Liquid— Alum * * wº C In casks or iron drums - 2 Cake º sº tº C’ E.0.h.p. – º tº . 5 Liquor - º 2 Carbolic, Solid wº gº º 4 Waste * $º * C Citric ~ : º 4 Alumina— Do. See Groceries. Acetate of, in casks or iron Oleic— drums Kº * 2: In casks - * : - || 3 Hydrate of, or Bauxite - C. E.0.h.p. – * * - 4 Sulphate of - º - || C Qxalic, tº º * 3 Water - º º C: Tartaric ...- . tº - 4 Aluminium - £º tº 5. Acid, Cresylic, in casks or iron Aluminoferric sº gº C. drums sº * {-º 2 Aluminosilic - º º Acorns gº º sº l Amber * … * sº 5. Aérated Waters— American or Leather Cloth - 3. In cases and casks - gº l Ammonia— E.o.h.p. tº º sº 2 Liquid— * Agricultural and Portable Steam In casks or iron drums - 2. and Traction Engines, Verti- in boilies (other than car- cal Steam Engines, Hori- boys), in cases - gº 3. zontal Steam Engines, Steam In bo itles (other than car- Ploughs, Steam Plough Vans, boys), in hampers s 4. Steam Tram Engines, Thresh- Eoiſ. º * 5. ing Machines, Road Rollers, Cari: of- A and Harrows - * wº 2 In casks or iron drums - l gricultural— In cases - & tº wº 3. Machines and Implements— Muriate of * : tºº 1. #: . . . . . . . Sulphate of - - - || C. A #. ral Seeds - 2 Ammoniacal Liquor - º, T} ºgº Ultai Se Anaglypta (decorative wall º g * gº paper) - * tº º 3 ; cast iron {- : Anchors, iron or steel - tº C. unnels - , , , - Anchovies - tº: gº 4 Pipes, for ventilators - $º l Angelica Root - gº tº 3. Aºtgron or steel * º º Angle Bars, iron or steel gº C Casts, Qrnaments, and Figures 5 *...*. * : C Stone, in lumps, unground - B Animals suffed in cases ſº 5. Albumen * * wº 4. A.” “*” “ . gº 3. A. Coolers - º * | * || Annealed Plate or sheet Iron - 1. e, in casks - gº <º I * Bottled, in cases or casks º I Annealing— Bottled, in hampers - sº 2 Pans, iron or steel , - gº I - Alga Marina, or dry Seaweed - 2 Plates, iron or steel tºº C. Algarovilla * -> tºº C Annotto— Algerian Fibre— In casks - * • 2 Hydraulic or steam press- B.o.h.p. – ºp lº 4. packed - gº tº- C Anthracene— Machine pressed - sº l Crude, in casks - sº i Not hydraulic or steam E.0.h.p. – º gº 4. press-packed or machine Antichlorine - lº º C pressed, in full truck loads, Antimony— or in consignments of 20 Ore & as º C. cwt. º sº gº 3 Ore Waste - * — sis B. E.o.h.p. º *- : sº 4 Regulus - tºº ... eme 2. & 49 ANVIL BLocks] [BARs Article. Class, Article. Class. -*. -º | Anvil Blocks and Cups, iron Bacon— A or steel - - - - C Cured:— nvils— Packed - gº gº 4-º 2 Iron or steel dº gº B E.o.h.p. – gº a- 3 For steam hammers, iron or Fresh or Green - * º 4. steel - - - - | C Bagatelle Tables * 4-3 5 #. Rings, in slices, dried - 3 Baggage, personal - - 8-3 4 pples— BAGGING:– Minimum, 20 cwt. €7° q : waggon - - - p tº ºr 1 o,#.* for paper 1 #.%. Pipp II]. S - - - : Surat, for paper making - I Apricots, Ripe, not hot-house - 3 B jºr e - tº gº ºs 2 Aquaria, Glass - - - || 5 &m, 3 Arches, Garden tºge sº 4 %.* d * light *= Area Gratings, iron or steel - C #. , See ºery, light. 2 Argols or Tartars - - 2 L . 3. * g º ~~~ Arm Moulds, Plough, iron and aates' nana. See urapery, steel - - - sº wº gº 1 1% 4 Armour Plates, iron or steel - C er. - º .* Arrowroot * º gºs 2 Paper, in bags or bundles - 1 Arseniate of Soda - - - C #. ºu, - - - - 2 Arsenic * * = º C %. ing. See Drapery, º id— *gnt. Aºi.* * = sº tºº tºº 2 Bakers Troughs, wooden - 3 E.0.h.p. gº * * º 3 Baking Powder - gº * 3 Aºi... - - - - || || ||... ** . . . . . ; Artificial Flowers * tº 5 #. º: * s d. S - Asbestos º Rº-e * sº 2 users, common wood. See Ash— Joiner's work. Bone º * & C Balusters, iron - wº *- 2 Soda - - - - - || 0 || Bat- Ash Pans & † = * 3 Iron or steel, exceeding 1 cwt. Ashes— per bar, in open trucks at Lead, in bulk * * tº º B I request % º * - ; Dead, in bags - •º sº 1 #.à.#. , e.o.h.p. * B Pot and Pearl sº I Bi. * 62 iron . . . . . l Aºi. - - - - - º Barium, Chloride of, in casks - C Asphalte Paving, in blocks - B Bark— Asphalted Roofing Felt *E= l Extract of Bark, for tanning l Asphaltum - º * C For tanning, chopped, Awl Blades - gº * sº 3 packed in bags, or hy- Axle— draulic pressed - * C i. brass l Aºs sº 2 For tanning, loose * - I oxes, iron or steel - - I For tanning, e.o.h.p. * 2 Box Guides, iron or steel, in Ground, packed in bags - 2 the rough, for locomotives C Not for tanning, e.o.h.p. – 5 Forgings, iron or steel, in the Spent, or Tan tºº * B Adº" | * ||*::::... p.m., . . 3 wº Oţ Cºlò, It’eGºr - e. º Iron or steel, in the rough - C Barometers - - - - 5 Iron or steel (Railway Car- Barrels, Gwn— * riage, Railway Waggon, Rough tº- wº wº- 3 Tram, or Corve) - * C B.o.h.p. * * sº º * 4 Locomotive Engine and Ten- Barrows. See Builders’ imple- der tºº * *_º l ments. - Not in the rough, e.o.h.p. – 2 Barrows, Wheel sº wº 3 in parts sºme l BARs:— Angle, iron or steel - - C Bundles of Bars, iron or steel sº sº * * C U 95120, 50 BARS] - ~ * [BICHROMATE of PotASH Article. Class. Article. Class. BARs—continued. Bed—continued. Capstam - - tº sº l Plates, for pulling rags tº 1 Girder, iron or steel * * C Plates, iron or steel, for Horse-shoe, iron - - - C timber sawing, boring, mor- Iron or steel, for tin-plate ticing, or planing mae making - tº ū- B chinery - * tºº Ičeel - sº gº * º C Plates (plain), iron or steel, Lattice. See Bridge work. for rolling mills - - C Roller for pulling rags gº l flates. See also Roof work, Sky, see Roofvork. Beds and Bedding sº º Sole, wooden * - º C Beds and Tables for Boring, Steel (and Bundles) - ſº 2 Drilling, Planing, Punching, Zinc tº Gº º 2 Shearing, and Slotting Ma- Barwood (Dyewood) - wº C chines, for metal work tºº E. Baryta, Nitrate of - gº 3 Beds of Barytes— Billiard Tables, Slate, packed Raw, in bulk *I * > º B in cases - gºe *º 3 Ground, in casks or bags - C Steam Engines - - - I Ground, with water added, Beds, Lathe - * - sº l ſºaring paper (Blane. C Bedsteads— Basic Material, Burnt Lime- Metallic, in cases tºº ſº 2 stone, in bulk, to steel con- #. * … d bundl & : verten’s sº - s &- B etallic, in strawed bundles º Basic Slag, whground - - A. Beehives— ground, packed - B Made of wood - - - 3 Basins, Lavatory, earthenware, Straw º º sº 4. complete Enamelled - sº 3 Beef, in brine - sº wº tº 2 Baskets— Beef Wine, in boaxes - es 4 Bass sº º tº 2 Beer— £, - - - - - : Black - - - - - 3 .O.R.p. Ginger, in cases or casks - I Bass— E.o.h.p. wºme & sº 2 For making brooms - tº 2 Beer Engines - *g * > sº 4 Baskets tºº *_º s 2 Bees’ Wax - * gº 2 Mats - tº wº º * 2 Bellows— Matting & sº tº E 2 Packed - - tº º 3 Bates, Dog, Hem, &c., in bags E.0.h.p. sº º tº- 4. or barrels – sº º wº- C Bellows Pipes Eºs tº gº 3. Bath Chairs - * s 5 Bell Ringing (Carillon) Ma- Baths - tºg gº gº wº- 3 chinery -º gº tº 3, Batteries, Electric tº tº 3 Bell Bauxite or Hydrate of Alumina C ‘. JBayonets * * * * 3 mall Aº sº tº 3 yo. E.o.h - - & ſº * > 4 Beadings, common wood. See Beitin: 4. * Joiners’ work. elting, for machinery * 3. Beadings, gilt, lacquered, or #. shot . … " - 3. varnished— º: for rails, or Jim 1 e r * gº sº * sº m boxes - : : Bent Wood, rough, whfinished- 2 Beads, glass - mºr sº 3 JE ; - ; sº º : Beams, iron or steel tºº *ge C Berries, Juniper - - tº- A. Beans— Yellow or Persian - tºº 3 Eohip. - - - c ||#º c. ...,... ... " | * PHaricot - - - - 1 Besoms, Birch or ling, for - L Tomauin - * = * 5 Bicarbonate of Soda— q. In casks - * * * C |Bean Sticks - sº tºº {º C In b t • h 2: - Bears, Punching sº sº I n boares, crates, or nampers *. Bearers, iron or steel - &- C Bichrome, and Bichromate of Bed— Potash— Keys º uº. * 3 In casks - sº sº 1 Plates, Engine, iron or steel C E.0.h.p. – 4- º sº 3. 51 BICHROMATE of SoDA] [BoBBIN BLOCKs Article. 4– icle Class. Article. Class Bichromate of Soda— jº # casks - 8, * 1 #." Steel A.E. ū . I .o.h.p. iº * : gº * ocks- Bicycles iº- sº : : Anvil, iron or steel - •º C Bicycle Stands, wrought iron - 3 Asphalte-paving, in blocks - B Billets, iron or steel - Bobbin - ..sºs - || C Billiard— gº IB Break - * -º sº º C §: in bundles sº -> 4 #;" wº without hair 1. a DiéS ... • * 3 0. do. tº I Billiard Tables. Slate B tºº 5 Cement, in blocks - sº |B packed in cases led, of- Clog, rough sº sº C Binders, iron or steel - tº- ë Coal-tar Pitch, in blocks gº |B Bins, Corn or Wine - . 3 Concrete, in blocks - sº B ºC. Ling, for besoms $º 1 6; #. pavement— II’ 3. sº 7tted, 27, 27°07, fºot sº #. iºd, in cases sº zºº : sº º: sº : iscuits sº tº- * IORITE- Dog, in bags or casks . ; In blocks, rough or un- Bismuth * 4-, dressed - sº - || B Bisulphite of sº 5 Polished or dressed, in Lime º * , I º; exceeding 2 Soda - assº sº sº. inches in thickness ags 1. Bit Burnishers, packed - C Horn, in the rough, iron or Bits, iron or s feet *-* . ; steel, for locomotives 4- C Bitters, in casks or cases gºs 3 Marble, in blocks, rough - C Bitters, Hop - se sº 4 º, wood or iron º 3 1ps rº-º sº * Black— Terra Cotta sº * * é }. sº sº tº-º 3 Tim, in blocks sº * 2 f; Eº cº º sº 2 Bl ºdºn, for paving sº ºf C p * &º tº- OOO1– Lead * * 4sº : In casks or iron drums M.oulders’ sº sº Agºgº C For manure, in casks . é Oil, or Black Varnish, com- Bloom Trucks i_{ 4- 1 mon, in casks isºs &- l Blooms, iron or steel * gº B Plates, iron or steel, in boares, º Blow Pipes *sº gº sº 3 or not packed * * C Blowing Engines sº *- § #º * - - || 2 Blº *:: Liquid– sº wº * m boares, Cas • *a- jº in casks * łº, : E. º: es. case. Of" 17 on 3 €S—- E.0.h.p. sº rº Awl * * sº 3 See #. Groceries. * - 5 Knives or Blades for Cutting Blue Paste fºs *º- * 3 S *:::::::: * gº 3 Blue Powder, in bags, bores §. i. 7 opeller sº * C cases, or casks $º <- 2 biº, (Goma panel " ||* E.0.h.p. -, -, - || 3 *.*. (Ground Barytes ue Stone, in bags, bores with. water added, for cases, or casks *-* ºn O. IB glazing paper) * - C E.0.h.p. – *g gº à * * sº wº- 3 Blue, Stone, in bags, bores, lanks, bronze and copper, cases, or casks sº- gº 2 for stamping for coins †- § E.o.h.p. <- •º &= Bleaching Liquids— Boards— 3 In casks * wº tº- 2 Knife * tºº. wº 2 Bleaching Powder sº sº C Made of compressed leather- 2 Blinds— *gº, ; and scaffold. Chain— ee Builders’ implements. º: Parquet Flooring pº 721 S sº #. º crates, or frames 3 Washing 9. 3 .O.ſ.l...?). - º, ºr wº. <= tº 3 Paper p * wº wº 4 Wooden, for Drapers' cloth Venetian— 3 Bo andºrfolding paper * 1 i>OätS º *E*. ſº crates, or frames 3 Boats, swing - - . ; .0.h.p. º- sº * 4 Bobbin Blocks – º - C D 2 52 Bob BINs] [BRICKs Article. Class. Article. Class. Bobbins— Bottle Jacks - sº º 3 In bags - * g-º 2 Bottle Stoppers— E.0.h.p. wº gº sº 3 Glass, black, green, or pale, Bodies— common, packed - * l Carriage, e.o.h.p. – 5 Glass, e.o.h.p. gºe * 3 Felt hat sº tº *- 4. Wood, packed Jº sº 2 Plough, iron or steel - * = l Bottles— Railway Waggon - tº 2 JEarthenware or stoneware - 2 Railway waggon, fitted to- Glass, black, grečn, or pale, gether - wº & sº 2 common, packed - sº l Waggon, in pieces, bound Glass, e.o.h.p. wº tº 3 together - & ſº 1 Bottoms and Tops, Press, iron Bog Ore, for gas purifying - B or steel, wrfinished - wº C Bogies, Puddlers’ Tap * l Boulinikon sº sº tºº 3 Boiler Fittings, iron or steel - 2 Boundary Posts, Street, iron - l Boiler Plates, iron or steel º C Bowls— BoILERs:— Iron, nested or packed <- 2 Copper tº sº * 4 Iron or wood, e.o.h.p. *- 3 Iron or steel * sº 2 Box or Italian Irons - * 3 Bolt and Nut Machines º l Box Iron Heaters º * l Bolts and Nuts, iron or steel - C Boxes— Bolts— Aacle, brass * * sº 2 Door tº tº ºt º 3 Aacle, iron or steel - {-º. 1 Yellow Metal - - - 2 Coupling, for rolling mills Bone— iron or steel º *º- C Ash - • . tº tº- C JFire, of portable steam and Waste - º sº cºs C traction engines - tº 2 Bone-crushing Mills - wº 2 Match, japanned or enamelled Bones— tim— Calcined - sº wº. C Empty, e.o.h.p. tº-e 5 For size sº * tºº C Mew, empty, packed - 3 For manure - * *s C Safety {- sº * 3 Packed tº gº tº I Tim or sheet iron, packed in E.0.h.p. tº * * 2 cases or crates * wº 3 Bonnets, straw º tº 5 Tobacco, metal sº <=3 3 Books, e.o.h.p. * * º 3 Wall, iron or steel - gº C Bound or half bound in Wooden, for packing tin calf, Morocco, roam, Russia, plates * tºº º C or law calf * * wº 4 E.0.h.p. Gº * sº 5 Book Muslim— Braces, ercept Silk, for wearing If packed in bales, packs, or apparel— trusses - tº º gº 3 In bales, packs, or trusses 3 E.o.h.p. sºs tº-3 §º 4 E.0.h.p. º * - 4 See also drapery, light. See also Drapery, light. Boothing or Stalling - *-* 3 Brackets— Boot Heels, Brassed Tips for 3 Wall, iron or steel - $º C Boot Hooks tº wº * 3 See Telegraph Stores. Boot Laces— Brambleberries wº * 2 Cottom or leather - wº- 3 Bran - q- * wº C E.0.h.p. * * º 4 Brands, iron or steel tº º * * 3 Boot Linings, cottom or linen - 2 Brank or Buckwheat - * 2 Boot Protectors, iron or steel - |* C BRAss - sº tº º 2 Boots and Shoes, including Brass Work, spun or stamped, Goloshes and Leather cut packed sºs * ſº- 3 into Boot Shapes— Brasses, Railway Waggon - 2 In boares, cases, or casks - 3 Brattice Cloth - * sº l In hampers (white rod) - 4 Bread - £º *- tºº 2 E.0.h.p. – tº º 5 Break Blocks - gºs 4- C Boracic Acid - * cº- 3 Breasts, Plough, iron or steel - I Borax - gº tº- Eºs 2 Brewers’ Grains & * B Boring Machines (for metal Bricks— work), including Beds and Air, cast iron - tº tº I Tables sº g- *…* l Clay, Common and Fir mºs B 53. BRICKs] [CAISSONS Article. Class. Article. Class. Bricks--continued. Builders’Implements—continued gººd or enamelled - º Crab Winches - * 1 7"MS/16 tº tº wº Hoists º sº gº 1. #. or scouring - - g Mortar Boards sº sº 1 erra cotta - - tºr { Mortar Mills - - *…* I Brickmaking machinery - - I Poling Boards - sº I Bridgework, iron or steel— C Pulleys - sº * --> 1. Cantilevers - sº sº C Ropes ſº sº sº I Cº., and longitudinal C Scaffold Boards wº ºs l IPO161'S - wº sº Steps sº tºº - 1 Floor Plates º tº gº C §: sº sº sº I º whole or in part - § Trestles º ſº 1. •] OIS * * « , º Wheeling Pieces - - 1: Lattice Bars tº * gº C W. Planks - & I Screw and other. Piles, both Windlasses - sº sº 1. sº." and solid - - § Building Stone, in the rough I’ll *- tºº sº state sº *º -8 B B i. h gº; sº sº º Bullet Moulds nº º 3 rill, fresh . - sº sº Bullets, small arm º *-*. 1 Brimstone, crude or unmanu- Bundles and Bars, steel - – 2 B gººd tº sº * -º C Bundles of Bars, iron or steel - C ristleS— Bungs & sº tº- – 4 # º cases, or casks - 2 Bungs, wood - sºi - 2 .0.n.p. – sº º wº 4 Buoys • tº a tºp - 2 Britannia Metal Goods tº 4 Buoys, Life * &-º. a º 3 British Wines— Buoy Sinkers, iron or steel - B In casks - sº sº * 2 Burners, Lamp - sº º 3 E E.0.h.p. sº * - 3 Burnishers, Bit, packed sº 3 I'Onze— Burnt Limestone, in bulk, to Casts, Figures, and ornament 5 steel converters . e- sº B (Phosphor or Manganese) Burrstones • *- º- C Castings and Ingots, rough 2 Busks, wooden, horn, or steel - 3 Powder - iºs tº º - 4 | Broom— Butter— ; Handles sº sº º I In casks, firkins, baskets, or Heads and Blocks, wooden, bores, or in tubs or cools | te g with wooden lids – - 2 without hair * * * H In crocks i • Heads, e.o.h.p. – tºº gº 3 Tº C7°OCRS i. wood, or ºn Bijº - - || 3 || ||...}** a .O.ſ.l...TO. - sº º sº 4 - - Brush Bººks (Xylonite) * 3 An * or hampers, or in Brushes, packed - sº *º. 3 #. or cools without 4 E.0.h.p. tº sº wº 4 * sº sº e- - Brush Heads and Blocks, - B In c1 º, e.o.h.p. – - - 5 wooden, without hair - - || 1 #."; k & º º | l Brush Heads, e.o.h.p. – - 3 i. OORS - - ... - 3 Buckets and Pails— | uttons, ercepf gold, silver, Iron, nested or packed * > 2 or plated ſº sº º 3. E.0.h.p. – º, tº e - 3 Buckets, Dredger, and Bucket Baeks, iron or steel - - 1 Buckles, brass, iron, or steel - I - 3 * Cabbages— Buckram - wº 4- * 3 L in bulk Buckwheat or Brank - * > C oose, w outs. º rºs C Buffers, Ruffer Heads, Rods, E f ſº 20 cwt. 1 *.*. Railway, iron l T Packed, e.o.h.p. sº 4-º 2 Builders' Implements - - l 3. º: *...... ... " 3 Not new, and consisting of ables, Chain, iron or steel - C mixed consignments of the Cages— following :- Bird - tº gº * -º 5 Barrows - sº Ǻ I Pit sº * ºr sº I Centerings - - 1 Caissons, iron or stee' – sº C 54 CAKE] [CARTS Article. Class. Article, Class. Cake— Carbon Candles, for electric …” Alum - - * * (º C lighting - º - 3 For cattle feeding - ſº- C Carbon, Gas - * †- B Nitre - - * - C Carbonate of Oil - wnt º - C Ammonia— Salt - - ºs tºº - C In casks or iron drums - l Calcium, Chloride of - - C In cases - - - - 3 Calicoes - º - 3 Lime - - - - - | C Calipers - - - - 3 Magnesia - º *. 2 Caloric Engines tº - 2 Potash— - Canada Plates, iron or steel - l In casks - * tº 1 Canary Seed - tº wºm - 2 | E.0.h.p. - º * 2 Candles : — Soda, or Soda Crystals tº- C Carbon for electric lighting - 3 Zinc - - - wº - || C Paraffin - º - - l §. - *- º- 1 cº- Tallow * sº - I (ISS cº * tº- 5 Gutta-percha - tº - 4 Wa: - * - 4 p IE.o.h - 2 Card Cloth - t- * e- 3 :0.h.p. - - Cardamoms - " - - 4 Candlesticks, brass or iron - 3 S º Candlewick º t- - 3 ee also Groceries. Cardboard tº- º - I Candy, Sugar sº - - 3 Canes ſº- - {- - 4 Cards— Cannel tºn * - A For carding machines, e.o.h.p. 5 Cannon * * - 1. For weaving, packed in cases 3 Cannon Balls and Shot, and Railwa - wº- - 3 Shells not charged, iron or Show, Cardboard, unframed, steel - - - - B e.o.h.p. – * * 3 Canoes - * - 5 Show º - * - 4 Cans–- * Carillon Machinery * wº- 3 Milk - * - 3 Carpenters' Tools dº 3 Carpet— Water. In casks or crates. 3 *. 3 Cantilevers. See Bridge work. #F, * * * * Canvas - - ſº - 3 C ag frames - º 3 Canvas Hose - * - 4 arpet lining (cork), - - 3 Carpet beating Machines t- 3 Cap— tº: g 3 Peaks, mot oil 4- - 3 8. T - . . - Shells, ºion º - 3 Exceeding 15 feet in length, packed in cages - - 4 Caps— See also Drapery, light, and E.O.h.p. - º - 5 Drapery, heavy. Mens or Boys (except silk)— Carpeting, Cork º - 3 In bales, packs, or trusses 3 Carraway Seeds - iss - 3 In boares or cases - - 4 Carriage.-- Percussion, uncharged - 3 Bodies, e.o.h.p. – * - 5 Terra Cotta 4- - l Keys, Railway * - 3 See also Telegraph Stores. Shaſts— Capstan Bars * - tº- I Not painted nor varnished 3 Capstans - tºs - I E.o.h.p. - - - - - 4 Capsules, metal, in cases - - 3 Steps iºn - º - 3 Caravans, Showmen’s or Haw- Warmers - - <- 3 kers’, and vans containing Wheels - - - - 4 Steam Roundabouts - -> 4 Work, Railway, iron or steel C Carbolic Acid : — Carriages, Gun - - 2 Liquid : — Carrots - - º C In casks or iron drums - 2 Cart— E.0.h.p. – sº- - 5 Bushes, iron or steel - - C Solid – tºº º - 4 Shafts t- - * - 3 Carbolic Seed Dressing - 2 Springs - - tº- 3 Carbolineum Avenarius Oil, in Steps g- * * - 3 casks or iron drums, round Wheels - º - 4 or tapered at one end - - 1 Wheels, iron or steel - - I B.o.h.p. – º - 3 Carts, Hand - - º 4 55 (CARTs or STALLs] [CHEST HANDLES Article. Class. Article. Class. -Carts or Stalls, Coffee, on Cement Stone - gºi gº B wheels gºs ſº 4 Centerings. See Builders’ Im- ‘Cartridge Cases, brass - 3 plements. Cartridge Cases, ea ploded - 2 Chaff– -Cases, Empty, e.o.h.p. – ſº º 5 Aydraulic or steam press- ‘Casks, Empty, e.o.h.p. – $º. 5 packed - * gº H CASTINGS- In bags, not for cattle feed- , Brass • * - ſº 3 ing - sº gº º 3 Bronze (Phosphor or Man- E.o.h.p. sº * sº 4 gamese), rough tº gº 2 Chain Blinds— German silver tº * 3 In cases, crates, or frames - 3 -Light, iron or steel, in bores, E.0.h.p. gº gº cºs 4 cases, crates, casks, or Chain Cables, iron or steel - C hampers - sº s 1. Chains—— , Light (iron), e.o.h.p. – gº 3 Curb or Door - s {º 3 Malleable iron sº gº -1 Chains and Traces-- Mill, Forge, and other rough Iron or steel, not packed - C and heavy unfinished Cas- Packed sºf º $ºs 2 ings, iron or steel tº- 1 Chair— Nickel e- gº fºs 3 Bottoms, wooden, in the rough C Pump, e.o.h.p. tº gºs 1 Springs tººk * * 3 Pump, e.o.h.p. tººk ſº 3 Chairs— -Pump, in cases sms tº 2 S Sanitaru. for public urinals Bath - tºº & - 5 $/> p a. Common, Folding— and water closets, iron or In b * steel º * - ſº 3 n boxes, cases, crates, and Steel, e.o.h.p. – sº 3 parcels - tº † = 4 , 6.0.h.p. E.o.h.p. º - - 5 (Castor Oil—- G #. For lubricating machinery, Q?"Gle??— * tº e sº & In parts, packed in cases- I in tins, packed in wooden JE ..h.p. 5 p 4. C(LS6S sº tº gº I ~~~~- . sº gº In casks or iron drums, †5 gº *::::: * h C round, or tapered at one ';. €62 elegrap end &= º * 1. Chai º: h In boxes tº sº gºs 3 airwood, rough, undamage- able * º * gº 2 E.0.h.p. º sº Eº 3 Castors, of all kinds &= - º 3 Chalk— Casts— French sº * tº 3 Alabaster, bronze, gypsum, Ground sº tºs - C plaster, stucco, or terra In the rough, for agricultu- cotta - gº * 5 ral púrposes tº- * A Stereotype &=r - sº 4 Prepared * * * 3 “Cats’ Meat sº *- sº- 4 Chandeliers - º * 5 Cattle Cribs tº-º: gº º 4 Charcoal—— Cattle Food, prepared * 2 Packed *- gº C Cattle Food, Vegetables, desic- E.o.h.p. sº * *-* 1 cated for - sº &= l Charubs or Locusts *Es &= C Cattle Provender-— Cheese— Hydraulic or steam press- In bores, cases, and casks – 2 packed. - tº- * 1 E.0.h.p. * * 3-3 3 E.0.h.p. tº- º sº 2 Cheese Presses – cº- sº- 3 Cattle and other Troughs, iron Chemical Pans, iron or steel - 3 or steel * 3-º- sº- 3 Chemicals, not dangerous, Caustic— corrosive, or explosive— Potash {- * *º I In bags, bales, casks, or Soda - i.e. * * wºr C iron drums * wº "3 ci. Hooks. . . . . . [| #.';..." "Pºº | * Celery - - tº tº 2 cheft." te º Cellarets, wrought iron tºº 3 In tubs, for jam * : * 2 • Cement— Ripe, not hothouse - * 3 In blocks or slabs - tº- B Chertstone – sº sº. C : E.0.h.p. * * gº C Chest Handles iº * 3 56 CHESTNUTs] [CLOTHING Article. Class. Article. Class. Chestnuts sº tº * l Cigarettes sº * à- 5 Extract of, for tanning pur- Cinder, Mill tº tº sº A. poses * tºº. tºº. l Cinder Sifters - gº sº 3 Eartract of, e.o.h.p. - - 2 Cinders, Coal - - - || A Chicory tº º * = 2 Cinnabar Ore - º ſº 3 Children’s Marbles tº em. 2 Cinnamon * … tº sºme 5 Chimney Pieces— See also Groceries. " Cement or concrete - sº 2 Cisterns ' - . mus tºº 4 Marble— Citric Acid * * sº st 4 E.o.h.p. – º wº 3 See also Groceries. Metal— Citron Peel - tº sº 1 Unpacked - gº wº 4 Clasps, Book, Boot, and Belt, Slate— except gold, silver, or platsd 3 Not enamelled or polished l Clay— E.0.h.p. . - gº tº 3 -Im bags or casks - * C Chimney Pots, earthenware or #. e.o.h.p. - - # jireclay * sº tº I * *E* sº * §. Tops, º or zinc - 4 cº, galvanised iron ſº § §.” s, Lamp glass - - 3 Clippings of Sheet Iron and In casks or crates - tº- 2 *...* in compressed | - R In hampers - - - 3 21720/€S sº tº * In boxes or cases - tºº 4 Clips— China Clay sº - - | B Cotton Tie, packed - - C China Grass— Iron, for bores sºs fº I Bydraulic or steam press- Clock— st packed - fe º C Cases - * * * 5 Machine pressed R-. * > l Dials wº *gº * 3 Not hydraulic or steam press-packed, or machine Cº., d Church 4 pressed, in full truck E . (!!?? 20?"C/U, - - 5 loads, or in consignments Cl .0.h.p. * , , * if 20 cwt, - tº º 3 og-- O Blocks, rough - - - C E.0.h.p. tº- tº gº 4 ſº Irons 3. $º * tº 1. China Stone gº; tº ºr C Soles - º ſº º ºs 1 Chip Pavement, Marble & Cº. l Clogs— Chips, Marble, for pavement, In boares, cases, or casks *- 3 in sacks - sº tºº C E.0.h.p. sº sº sº 4 Chlorate of - Closets, Earth - º sº 3 Potash . * tº- 2 Cloth— sºpºd. 27? hampers or 2 #.” or Leather Cloth : Chloride of #: - - . 3 Barium, in casks º tººl C Floor - {- sº 3. Calcium - sº gº C Płair - º *g wº 3 Gold, in boares for Photo- Linen— tº wai, & Packed - - - || 3 * ;"; °, moers Bleached, tied in bundles, otash, packed vn hamp but not protected by or casks - º gº º 2 Zinc - {-º º &= - 1 ... wrappers, or not packed || 4 Chocks, iron or steel, for roll- Woian- dº º sº 3 cº - . . . . º # º packs, or trusses : .0. •p. º tºº sº Chromate Qre - ſº - || C See also Drapery, light. Churning Machines , - - 4 Cloth Oil tºº * *g 1 º st tº º gº - 4 Clothes' Pegs, packed - - 2 Not bottled, in casks - * 1 Clothing— Bottled, in cases or casks - l Eacclusive of silk goods—— Bottled, in hampers gº 2 If packed in bales, packs, Cigars - * -º sº Ǻ 5 or trusses gº sº 3 CLOTHING) [CooDERs Article. , Class. Article. Class. | Clothing—continued. Cod—continued. E.o.h.p. – sº º 4 Oil, in casks or iron drums, See also Drapery, light. round or tapered at one end I For Soldiers, Police, Prison E.0.h.p. as - &ms 3 Warders, Railway Por- Cod Liver Oil—. ters, Postal and Tele- In casks or iron drums. graph (except busbies or round or tapered at one end 1. shelmets) - -> * 3 E.0.h.p. º º 4- 3. Waterproof , (eaccept oily Codilla— canvas clothing) - º 3 In bales, hydraulic or steam Cloves - * gº ºn 5 press-packed - sº I See also Groceries. E.0.h.p. º - sº 2 Clubs, Golf - º - 4 Coffee - * * * * 2 Coach— Extract or Essence - º 3 Fittings, metallic, packed - 3 cº cut, or Stalls, on 4. Trimmings— ” Coff ºil. nail A - * * In bales, packs, or trusses 3 ë. . F s, sma . sº 3 E.o,h.p. – º sº 4 3. urniture, metallic sº 3 See also Drapery, light. cºpper O7° bronze - . ; W., . . . . . . ||&iº. cº es - - * A. Junk ºs *- 4s 2 Cinders - tº- - . A C Hºpe - tº- - * º Fuel, Patent º-l - B 3. - dº - *º- Coal Scuttles— | % TS- Common, iron or galvanised, #.h > Hor * - - 3 nested or packed - - 2 #. y f07" ºf O7°SeS - º 3 Mºlis, packed im boxes or 3 c; * - - 3 tl||162WS * - sº- 3 E.0.h.p. º - - 4 s: or Tips - * 2 Coal-tar— { Tubbing, iron or steel gº C In owners' tank waggons - . A Collodion Cotton, in bottles F.o.h.p. - - - B packed in cases - * 5 Pitch, in blocks º- º B Colours— Coat Hooks - tº- tº-e 3 In casks or iron drums, or Cobalt - * sº * 4 in tins packed in cases - 2 Cobalt Ore - º * 2 In boares, cans, hampers, or Cob Nuts & º tºº - $ 3 iron bottles - - -º, 3 Cochineal º - º 5 In jars * - * 5 See also Groceries. Colters, Plough, iron or steel - I Cockles - - sº- I Columns, iron or steel - *- C Cocoa - - tº- º 2 Colza Oil— Cocoa Nut Fibre— In casks or iron drums, Packed - *- 2 round or tapered at one end 1 E.0.h.p. u- sº º 3 B.o.h.p. *- - * 3 Cocoa Nut Husk or Shell— Combs - - - 3 Packed - -* - 2 Combs, Curry - - * 3 E.0.h.p. - , - - 3 Commercial Travellers’ Vans - 4 Cocoa Nut Matting—- Compost, for manure - º B Packed *- º º 2 Composition, Building (Hy- E.0.h.p. - tº q- 3 geian Rock), in bags or casks C Cocoa Nut Oil— Compressed Leather Boards - 2 In casks or iron drums, Concrete, in blocks or slabs - B round, or tapered at one Cones, Fir, in bags or sacks - I €72 º º -> I Confectionery-- E.0.h.p. - tº - 3 In boares, cases, or casks - 2 Cocoa Nut—Oil Pulp of (or E.0.h.p. – - º 4 Copra), dried º * l See also Groceries. Cocoa Nuts tº * * 3 Connexions and Spoutings, Cod— iron or steel - - -- 2 Dried - º - I Conservatories, in parts ºne 5 Thoroughly cured in brine - l Coolers, Ale - - * 3 58 : CoopFRs' Tools] [CURRs.3 Article. i Class. Article. Class. Coopers' Tools - * * wº 3 Cotton—continued. CoPPER:— Collodion— Copper sº º * 2 In bottles packed in cases- 5 Nitrate of, in casks - ſºm 2 (20– - In jars or stone bottles, In press-packed bale - 1 covered with wicker E.o.h.p. º tºs º 2 basket work & º 5 Seed Oil— a ' . Ore - º º ſº C In casks or iron drums, ** Precipitate - {ºe i º I round or tapered at one |, Regulus gº R- gº l end sº -S ſº I Sulphate of, for export in 10 E.0.h.p. tºº * wº 3 ton lots - tº sº C Silicate, or Slag Wonl— E.0.h.p. * es tº: l In bags and casks º l Copperas— E.0.h.p. tº- º tºº 2 Green, in bulk † = - || B Tie Clips, packed - - | C Green, e.o.h.p. – *- tº C Twist, Weft, and Yarn— B.o.h.p. – * = tºº I In bags, bales, bores, cases, Copra (or Oil Pulp of Cocoa casks, skips, or wrappers 2 Nut), dried - gº ſº l Velvet— Coprolites— In bales, packs, or trusses 3 Unground - * = - A Waste * * wº 2 Ground Jº sº tº B Waste, for paper making, Copying Presses gº ſº- 3 hydraulic or steam press- Coquilla Nuts - sº º 3 packed º * * sº C Cordials— Wool, dressed and carded - 3 In cases or casks - 3 Coupling Boxes, iron or steel, B.o.h.p. 2 - 5 for rolling mills - - *-* C See also Groceries. Couplings, Tram, iron or steel- l Corduroy ** * * 3 Courier Bags. See Drapery, Coriander Seed - wº Hºmº 3 light. Cork Carpet Lining - * 3 Covers, Rick - s - 3 Cork Carpeting - hº * 3 Crab Winches - * <-> I Corks - gº wº * 4. See also Builders' Imple- Corkscrews º º * 3 ments. -- Cork Shavings or Cuttings - 3 Crabs - º * tº 2 Cork Socks— Cranberries - - sº * - 2 In boares, cases, or casks - 3 Cranes or Crane Work - wºm 2 E.0.h.p. mºs 5 Crape - tº ſº tº 5 Corkwood &º t-s º 3 Crates, Empty, e.o.h.p. – * 5 Corn— Creosote— Bins - sº *- * 3 In owners’ tank waggons - A Crushers º * sº 4 E.o.h.p. * * *º- B Plour, Patent º wº 2 Cresylic, Acid, in casks or iron Indian wº tº * C drums - º tºº tº 2 Cornice Poles, wood, in bundles, Cricket Implements - - 4. without rings or ends, not gilt 3 Croquet Implements * * 4 Qorozzo Nuts - ..º. t- 3 Crossings, Railway, iron or Corrugated Iron tºº - | C steel - sº gº - || C Corrugating Machines— Crowbars, iron or steel - wº C E.0.h.p. &= * - * 3 Crucibles— Not packed - tº * 4 Plumbago or clay - * 2 Corves (small waggons for use E.o.h.p. * º * 3 in collieries) - gº 2 Cryolite gº * tº } Corves, Wheels and Aarles for Crystal, Rock - {º * § iron or steel - gº «-» C Crystallised Fruit— Cotters, Railway- ſº tº- C In boxes, cases, or casks - 2 Cotton— E.0.h.p. tº- -º - 4 And Linen Goods— See also Groceries. In bales, boares, cases, Crystals— packs, or trusses, e.o.h.p. 3 Soda, or Carbonate of Soda - C And Linen Thread - * 3 Tin - tº tºº * 4 And Woollen Slops—- Cues, Billiard, in bundles - 4 In bales, boares, or hampers 3 Cuffs, Paper - * cºs 3 59 CULLET] [DRAPERY Article. Class. Article. Class. Cullet (or broken glass) - - C Dog Collars - - tºr 3 Cuim - º tº - A Dog, Hen, and other Pures or Cummings or Malt Culm - C Bates, in bags or barrels - C Cummin Seed - - sº 3 Dogs’ Meat - * * 4 Cups, Anvil, iron or steel cº C Dollies and Peggies, wooden, Curb Chains gº sº ſº 3 for laundry purposes - - 2 Curbing, for roadways, iron or Doors and Door Frames, iron steel - gº tº º C or steel .- - Rºs - I Curling Stones º -j- 2 Doors and Door Frames. See Currants, Grocers’ - º 2 Joiners’ work. Curry Combs - º ºt 3 Door— Curtains, Cotton, Lace tº- 4 Bolts - fºr * -º 3 Cutch - gº * sº C Chains - - * * 3. Cutlery - ..º. gº 3 Knobs *> tº- - 3 Cuttings— Knockers ſº --> * 3 JHide - º ºf ºr 1 Latches º - - 3 Leather, waste - º } Plates - º *r º 3 Oil Cloth, for paper making 1. Springs dº tº. - 3 Strawboard, for paper Double Swivels. See Tele- making *- º - I graph Stores. Cyanite— Double Wall Brackets. See In casks or iron drums, or Telegraph Stores. in tins packed in cases - 2 Draff - cº- º: * B In bores, cans, hampers, or Drain Gratings, iron or steel - C iron bottles - º * 3 Drain Pipes, glazed *- - C In jars tº- sº º- 5 Draining Pipes, common, for Cylinders, iron or steel, not agricultural draining - º B turned, drilled, planed, or | Draining Tiles, common = B slotted * - - - C DRAPERY, Heavy - +- 3 Cylinders of Steam Engines - | 1 Packages containing any of the following articles:-- | American Cloth º 3 | Bags, Carpet * º- 3 Dandelion Roots - - 2 Blankets - - t- 3 Dandy, Rollers, in cases, for Boot Laces, cotton or paper mills - - - 4 leather - - - 3 3)ari - tº- tº- - C Boots, in boxes, cases, Dates - - - - 2 or casks * * 3 Deer Skins - - - 4 Boulinikon - º 3 Delta Metal - º - 2 Buckram - º - 3 Bextrine - - - 2 Buttons, e.ccept gold, Dials, Clock - º - 3 silver, or plated - 3 3Diatomite, or Infusorial Earth C Calicoes - - 3 Die Stocks º * 3 Carpet Bags * *- 3 Pies - tº- - 3 Carpeting - - 3 Digging Forks, in cases - 2 Cloth, American - - 3 Dills - - * - C Cloth, Floor - - 3 Dishes— Cloth, leather - - 3 Iron ºr * sº 2 Cloth, linen, packed - 3 Wood - *- º tº- 3 Cloth, oil - * - 3 Disinfecting Fluid— Clothing, Waterproof In bottles packed in cases or (eaccept only canvas hampers, or in basketed clothing) - - - 3 jars * - tºe * 4 Collars, Paper - - 3 Disinfecting Powder * - l Cotton Goods, in bales, FDistilled Water— boares, cases, packs, or In cases or casks - * I trusses,’e.o.h.p. – - 3 B.o.h.p. tº - tº- 2 Cotton Slops, in bales, Divi Divi * tº ºn C bores, or hampers - 3 Dog Biscuits, in bags or casks 1 Cotton Thread - ſº- 3 Log Cart Shafts, not painted or Druggeting - * 3 Aarnished * * te 3 Elastic Webbing - tº 3 IE.o.h.p. - - - 4 Eyelets - ºt - 3 60 DRAPERY] [DUST PREVENTERs Article. Class. Article. Class. DRAPERY, Heavy—continued. DRAPERY, Light—continued. Packages, &c.—continued. ing Classes; and any of the Fiannel - wº º 3 following articles — Floor Cloth - * 3 Bags, Leather, Ladies’ Goloshes, in boxes, cases, Band, Courier, and or casks - 4- wºn 3 Travelling sº sº 4 Hearth Rugs, eaccept Braces, not silk, for Skins - tº- *- 3 wearing apparel tº 4 Hooks and Eyes - & 3 Carpeting, exceeding 15 Huckabacks ge * 3 feet in length, packed India-rubber Goods, eac- in cases - * tº 4 cept shoes and golo- Cloth, woollen - tºº 4 shes - º sº 3 Clothing, exclusive of Kamptulicon * = 3 silk goods, e.o.h.p. 4 Laces, Boot, colton or Coach Trimmings - 4 leather tº- * 3 Gloves, cotton, woollen, Laces, Stay, cottom or and worsted - sº 4 leather - tº sº 3 Haberdashery - wº 4 Leather Cloth - wº-ºº: 3 Hosiery - * tº 4 Linen Cloth, packed - 3 Muslins, Book - tº 4 Linen Goods, in bales, Needles * * * 4 boares, cases, packs, or Stuff Goods wº º 4 trusses, e.o.h.p. tº 3 Umbrellas $º wºe 4 Linen Thread *E* * * 3 Upholsterers’ Trim- Linoleum º tºº 3 mings sº gº 4 Oil Cloth - tº dº 3 Woollen Cloth - º 4 Paper Collars, Cuffs, and Woollen Goods – *- 4 Shirt Fronts - gº 3 Worsted Goods - * 4 Rugs, Hearth, eaccep Dredger Buckets and Bucket Skins * - g- 3 Backs, iron or steel - * l Shirts, cotton, linem, Dressing, Carbolic Seed - * 2 and woollen, in bales, Drilling Machines (for metal packs, or trusses * 3 work), includings Beds and Shoes, in boares, cases, or Tables sº sº * wº l casks - sº sº 3 Dripping— Slops, cotton and woollem In boares, casks, tins, or tubs in bales, boares, or with lids - wº- wº- * 2 hampers sº º 3 In crocks in wood, or in tubs Stay Laces, cottom or or tims without lids - tº- 3 leather - - 3 In bladders - sº ſº 4 Stays, not silk - * - 3 In crocks, e.o.h.p. wº 5 Tapes - *- sº 3 Dross, metal - sº C Thimbles, not gold, sil- Druggeting sº tºº sº 3 ver, or plated - - 3 Druggists' Sundries, in mixed Thread, cotton and packages sº sº sº 4 linen - sº sº 3 Drugs— Wadding, cotton - - 3 In bags, bales, or casks wº- 3 Waterproof Clothing, In boares or hampers - - 4 (eaccept oily canvas E.o.h.p. * tº- tº- 5 clothing) sº <-g 3 Drums, iron or steel, for Webbing, Elastic- sº 3 collieries * wº sº l Woollen Slops, in bales, Drysalteries— boares, or hampers - 3 In casks sº sº mº 3 Woollen Yarn - tº- 3 E.o.h.p. * * º sº 4 Worsted Yarn - wº 3 Dubbin º wº º 2 Yarn, woollen and wor- Dunging Liquor - mº gº 2 sted tº tºº sº 3 Dunnage Mats - * sº l Dust— $ Emery * : sº † - 2 DRAPERY, Light tº a * 4 Ivory E- º º 2 Packages containing any Moulders, blac sº tº C drapery articles set out in Dust Pans tº sº sº 3 Class 4, or -in the preced- Dust Preventerse - - - || 3 61 DUTCH METAL) [FELLOES Article. Class. Article. Class. | Dutch Metal-and Leaf - - 3 Engine Bed Plates, iron or Dye-- steel sº - sº C Extracts - - * sº 4 Engines (Steam),Agricultural, Liquor Refuse from print or Portable, Vertical, Hori- dye works Tº - 1. zontal, Traction, and Tram - 2 Dye Pans, iron or steel * 3 Engines—- Dyes— Beer wº * sº 4 In casks or iron drums -- 3 Blowing * - º 3 In glass carboys sº tº 5 Caloric ſº - * 2 E.o.h.p. * º gº 4 Fire, Steam * tº sº 3 DYEwoods:– Fire, e.o.h.p. - - 4 Barwood - - Asºº C Garden º - sº 4 Fustic Wood - gº ºne C Gas, complete - es 2 Lima Wood tºº - C Locomotive airles and wheels l Logwood - - - - C Locomotive, loaded in rail- Nicaragua Wood - º C way companies' waggons - 2 Dyewoods, ground, in chips, in Steam, Beds and Cylinders bags - - º 1 of -> - * 1 Dyewoods, e.o.h.p. º - I Engravings g- * =s, 5 Ensilage º - gºs C Envelopes, Straw, for bottles - 2 Escapes, Fire - * 3 Earth— Esparto Grass— Closets - º - 3 Hydraulic or steam press- Fullers’ *- * - C packed - - & º C Nuts or Ground Nuts - C Machine pressed - s l Nut Oil—- Not hydraulic, or steam In cases or iron drums, press packed or machine round or tapered at one pressed in full truck end º * - l loads, or in consignments E.o.h.p. - wº- 3 of 20 cwt. - sº-º: 3 Plates. See Telegraph Stores. .0.h.p. - - * 4. Red - - * C Essence, Coffee º - 3 Earthenware— Evergreens - 5 In casks or crates * * - 2 Excavators (or Navvies), Steam 2 In hampers - - 3 Extinguishers, Fire (hand gre- In boares or cases tº ºt 4 made), packed - º 3 Edge Tools º- * 3 Extracts, for tanners’ use, in Edging Tiles, Garden, common B bores or casks - gº C Edible Seaweed -> - - 3 Extracts— Eggs— i Coffee º 4- - In bores, cases, or crates - 3 Dye - -> - - 4 E.0.h.p. - * - 4 Extracts of } Yolk of - ~ - ' 5 Bark, for tanning - Elastic Webbing -> - 3 Chestnuts, for tanning pur- Electric— } poses º - - 1 Accumulators - - - i. 2 E.o.h.p. - º 2 Batteries - - - 3 Malt * - - Cable - - - 3 Meat - &n - ams 5 Insulators - º <- 2 See also Groceries. Emery * *s - 2 Wood, for tanning g- 1 Dust gº - - 2 Eyelets º º gºe 3 Paper - tº - 2 Rollers— In boares or cases - - 2 E.0.h.p. - * - 3 Stone - -> - C l Wheels-- Farina– In boares or cases - - 2 E.o.h.p. tºº. - - C E.0.h.p. – * - 3 Calcimed ºr * - 1 Empty Cases, Casks, Crates, Fat, Raw ºs - - 2 Hampers, and other Empties, Feathers * * * - 5 e.o.h.p. - * - - 5 Felloes tº- -> | C 62 FELT] [FISH PLATEs Article. Class. Article. Class. Felt— Filings, iron or steel tº as B (Not carpeting) sº - 2 Filters— -, #ººd Roofing - - ; %. * wºn tº * 2 Q?"?"e tº- tº wº- d?"the nºwa?"e ºf tº 3. Hat Bodies sº t- 4 Fir C ſº ks or b I Fencing Standards, iron, in 1r Uones, in sacks or bags - concrete blocks - - M Fire— Fencing Posts for wire fencing, Boxes of Portable Steam iron, or steel º º C and Traction Engines º 2 Fenders— Bricks, clay e- Jº B Pº in boares, cases, or º , Steam º º 3 C)"(IteS wº * - 3 E.o.h.p. – º *- 4 Ritchen, iron or steel - 3 Escapes - * * 3 E.0.h.p. - º - 5 Extinguishers (hand-gre- Ships’, cork or hemp - 3 nade), packed º * 3 Fents and Tabs, cottom and Guards, metal º º 3 woollen * * * 3 Irons tº º *- 3 Fenugreek Seeds wº - C Lighters - - tº- 2 Fern, for litter or packing— Fireplace stands, Kitchen - 3 H.º or steam press- Firewood, in bundles - I packe - º - l º E.o.h.p., minimum 20 cwt. F‘in. •esh per waggon * - 3 flºº º e- ; Ferro-manganese— º, In bulk - º tº- E Cº.; E.o.h.p. – ºt - C #. *- - , , - 1 Ferrules, brass, iron, or steel - 3 cº" oughly cured in brine : Fibre— w . ." - - Algerian, hydraulic or steam jºr • * - || 3 press-packed º - C #. ling, fresh sº --> 4. Machine pressed - - 1 ºjº •ed in bri Not hydraulic or steam oroughly cured vn orwme I press-packed, or machine #. §. i. h.p. d : 2 Pressed, in full truck- Li 62 t oroughly curea - I loads, or in consignments #º S - * * | cº cwt. - - . : Dried * sº * i Cocoa Wu– Thoroughly cured in brine l Packed - ºt - Lobsters, fresh tº º 4. E.o.h amº a- - 2 Mullet, Red, fresh - -- 4 Ritool .P. - º - : Mussels - - - 1. Merican, hydraulic or steam * §: º - - 4. press-packed gº 4- C #. es h * - I Machine pressed - 1 É."#. es horoughl * 4. Not hydraulic or steam- ºr. d errings, thoroug I press-packed, or machine 2. - *- pressed, in fil truck • sº ºft esh ºt * 4 loads, or in consignments sa mºnºſ, ; - - 4 of 20 cwt gº - 3 Smelt, fresh - * - 4. B.o h * º sº 4 Soles, fresh * sº - 4. wº"? & - Sprats, in any state, e.o.h.p. - 2 • rºo, 7... o Aa- º Trout, fresh * e- 4 * º O? steam p? es. C Turbot, fresh * * 4. In bales - wns —- I Whº. 2. ºn tº 1. Whitebait, fresh * * 4. Figs, dried - -: - 2 All * Fish, thoroughly Figures— salted or dried - - | Alabaster, bronze, gypsum, All Fish, partially cured, plaster, stucco, or terra F smoked,or dried,e.o.h.p. 2 cotta, * rº º 5 Fish Glue º - * 3. Waa. - º- - 5 Fish hooks - tº sº. 3 Filberts - - º - 3 Fish Plates, Railway, iron or Files, iron or stee * - * 2 steel - *g º C 63 FISH PRESERVEs] . . - ---- [FRAMEs Article, Class. Article. Class. Fish Preserves, in boares, cases, Flooring Plates, Rough, iron or casks tº- ºf º- 2 or steel Iº - - C E.0.h.p in baskets or crates 3 Flour .. Aº - - C .0.h.p. – - - 4 Corn, patent º sti 2 Fittings and Fixtures for build- Sago - - - - C ings. See Joiners’ work. Tapioca - - sº 2 Fittings for Tubcs, iron or Flour . Dressing or Purifying steel, except electro-coppered Machines sº - sº 3 or coated with brass - º- C Flower— Fittings— #: cłay, common, unglazed 2 Boiler, iron or steel - º 2 *. hi 3 Coach, metallic, packed - 3 % º ids) - - 4 Gas, in parts, except brass .0.h.p. – - º and copper tubing - - 3 sº. ht : 4 Harness, metallic, packed - 3 IE ºght iron 5 Stable (except enamelled) Sti i. •p. d º * sº iron or steel *- * 2 cks, wooden or cane, com- º Stable, iron, enamelled - 3 7770?? -> se F Umbrella - * - 3 Flowers—— | flag Poles, or Venetian Masts 2 Cut - º - - 5 Flag Stone, in the rough state - B #ftial º - - 5 Flanders Bricks - -> C FI ag. . º - ... - 5 Elannel - tºº - 3 ue Linings or Flue Pipes, •º - C Flasks, Powder * * º 3 fireclay | Flax— Fluid— . . - | In bales, minimum 60 cwt. D ...'. in bottles per waggon - * - 1 pac *. or hampers, In bales, e.o.h.p. – - 2 Fl or in basketed jars º 4 E.0.h.p. ºn º * 3 ux Skimmings * *º B In the straw * cº wº 4 Fly Wheels - - e- 1 Seed, for sowing - - 2 Footballs *g - --> 4 Straw: Foot Warmers - * 3. Hydraulic or steam press- Fº: Portable— packed - * - C ole, cased in iron sº 2 Machine pressed - wº- 1 # ſº packed in boxes - 2 Not hydraulic or steam .0.h.p. * - sº 3. press-packed, or machine Forgings— pressed, in full truck Aarle, iron on steel, in the loads, or in consignments rough sº * sº C of 20 cwt. º - 3 In on or steel, in the rough, E.0.h.p. sº * º 4 e.o.h.p. º - •= C Waste— Fork Handles - i- - I For paper making, hy- Forks and Spoons - - ; 3. drawlic, or steam press- Forks—— packed - - º C Digging, in cases - - 2. For paper making - * I Eſay, in cases - - 2. E.0.h.p. – •º- - 2 Hay, in bundles - - 3. º Toastina, iron or steel - 3. Fleshings— ſing, 7" Stee ! º: bags and casks - I Fox Skins st * * 4 Wet, from tanners, in casks - C Frames— | gººm tanners, not packed 1 Carpet Bag - - 3. .O.R.p. – - * 2 Common wood. See Joiners’ Flints, e.g.h.p. - º C work. Flocks - tº- - 2 Door, iron or steel - - l, Floor Cloth, including Oil For targets, iron or steel - l Cloth, Boulinikon, Kamptuli- For timber-sawing, boring, con, and Linoleum - - 3 morticing, or planing ma- Floor Gratings, iron or steel - C chinery, iron or steel sº L Floor Plates. See Bridge work. Looking Glass and Picture, Flooring, Malt Kiln (iron common, wood (not gilded), wire), packed in cases - 1 or Dutch metalled - - 3. 64 FRAMEs] [GASOMETER SHEETs Article. Class. Article. Class. Frames—continued. Furnace—continued. Looking Glass and Picture, Plates, iron or steel - wº C e.o.h.p. - = , - 5 Scrapings • * tº- º E Plough, iron or steel - l Furniture— Stern or Rudder (Ships') - I Coffin, metallic tº sº 3 Street Lamp sº º 3 Gun - - it- - 3 Window, iron— In vans, carts, or road wag- Packed in cases - - 2 gons -> - * 4 E.0.h.p. - * - 3 E.0.h.p. – wº º 5 French Chalk - tº. - 3 Vans, returned empty, if from Frilling Machines— the same station and con- In parts, packed - - 4 signee to which and to Fitted up, packed - - 5 whom they were carried FRUIT :— Jull, to the same station Apples— and consigmor from which Minimum 20 cwt. per wag- and from whom they were gom - * - l carried full - - C E.0.h.p. – = - 2 Furs tº- * - mºs 5 Apricots, ripe, not hothouse - 3 Fustian - - ſº 3 Cherries—— Fustic— In tubs for jam º - 2 Liquor tº- - º 2 Ripe, not hothouse - 3 Wood (Dyewood) - - C Gooseberries—— t Minimum 20 cwt. per wag- gon. | 1 E.0.h.p. – tº- * 2 Gall Nuts tº- - * 2 Hothouse - * * 5 Galvanished Iron * ass C Nectarines, ripe, not hot- Gambier - - - * C house - * - 3 Game - - * º 5 Peaches, ripe, not hothouse - 3 Gannister - º - A Pears— Garancine tº- * 2 Minimum 20 cwt. per wag- Garden— gon - ºs - I Arches --> - - 4 E.o.h.p. - tº- - 2 Edging Tiles, common * B Raspberries—— Engines wº - 4 In tubs, for jam - - 2 Hand Rollers * A- l Ripe, not hothouse - 3 Plants and Shrubs, in baskets Ripe, e.o.h.p - - 2 mats, pots, or tubs * 5 Strawberries-- Seats and Chairs—— In tubs, for jam - - 2 In parts, packed in cases - l Ripe, not hothouse - 3 E.o.h.p. - - - 4 Fruit— Shears - - tº- 3 Crystallized— Syringes - - º 3 In boares, cases, or casks - 2 Gasaliens - 4 º 5 E.0.h.p. – - - 4. Gas— See also Groceries. Carbon - - º B Preserves— Engines, complete - +- 2 In boares, cases, or casks - 2 Fittings, in parts, eacept E.0.h.p., in baskets or brass and copper tubing - 3 Crates – - - 3 Lime or Gas Purifying E.o.h.p. – * - - 4 Refuse. A Pulp, in casks - - l Meters - º * 3 Fruit-cleaning Machines - 4 Pipes, iron or steel - - C Fuel, Coal, Patent tº- - |B Stoves - º *g 3 Fuel Economisers, iron or Tar, in owners’ tank wag- steel - * - - I gons. A. Fullers’ Earth – - - C Tar, e.o.h.p. – - - | B Funnels—— Water, in owners’ tank wag- Air - * - - 2 gons. - * º A. Ship tº- gº - 2 Water, e.o.h.p. – - - B Fur, Rabbit - - - 3 Valves, iron or steel - 1 Furnace— Gasometer Sheets, iron or Lumps - - tº tº- TE steel - - º º C GATEs] TGRAIN Article. Class. Article. Class. Gates, iron or wooden, common - 2 Glasses, Watch º º 5 Gauges, Steam • * sº 4 Glasshouse Pots - - 4. §: Wire sº gº ºn 4. Glaze, Potters’, in casks - C €latine - tº- * 3 Globes, for educational pur- German Silver, in sheets - sº 3 poses f * - p - || 4 5 German Silver Wire, in cases Globes, Glass— and casks - gº- º 3 Common - -> - 4 Gig Shafts— E.0.h.p. • - - || 5 Not painted nor varnished - 3 Gloves— E.0.hp. - iºs - 4 Cotton, Woollen, or Worsted— º # º, packs, or trusses 3 .0.h.p. - as: *g 3 .O.ſ.l.. 10, - A- sº 4 Preserved sº - - 4 See #. Drapery, light. gif º: Groceries. *g, ºther. for labourers 3. Inger Beer— .O.fl.10. - - 5 In cases and casks - - I Glucose 10 * - 4- I E.0.h.p.- tº- * * 2 Glue cº * tº ſº. H. Gins, Wheels with frames for Glue, Fish - º º 3 hoisting purposes - tºº. 3 Glue Pieces— Girder Bars, iron or steel * C Dry, in bags and casks - | Girders, iron or steel - tº C Wet, from tanners— See also Bridge work. In casks - - - C GLASS :— E. packed - tº- tº-1 I in boares or cases, e.o.h.p. – 4 Gl tº:- - e- - 2 Aquaria - º - 5 }n casks or iron dru Beads - * *m & 3 An Ó O ŽS - 2 Blocks, for pavement— # O ; or case, - . : #:º frames - I Glycerine Grease, for lubri- ot fitted in frames - || 2 cating purposes, in tins Bottles and Bottle Stoppers, acked in wooden cas 3 black, green, or pale, g: Skins— €S - º packed - - I Thoroughly salted or dry, .o.h.p. – wºe as 3 in bales or bundles - I Carboys - tº a º 5 E.0.h.p 3 Crown, rolled or sheet - - 3 * †"º..., 2 ... ." tº- Cullet (or broken glass) - C Gº; . of, in boares, for Cut, ornamental, for doors - 5 photographers tº- * 5 º, 2 Gold Size - -> * * 4. Flint, e.o.h.p. – tº * 3 Golf Clubs sº 4. Globes, common - - - 4 Goloshes— º *- cº • - - - . & In boares, cases, or casks – 3. Lamp Chimneys - &- 3 ſº €7°S (white red) : Looking Glasses º - 5 Gooseb #ies— - Lustres and Vases - * 5 Minimum 20 t Mirrors - * * * 5 CIGGO!? cwt. per Moons, common - - || 4 E. #gon - - --> I E.0.h.p. – - º 5 .0.h.p. sº sº. 2 Plate, not silvered º - 3 GRAIN :— . Silvered º - 5 Barley - - sºs C Rough cº- sº- º 3 Beans, e.o.h.p. – * tº C Prepared, for photographers 4. Bran * - - C Reflectors, with metal backs - 4 Brank or Buckwheat - - C Retorts - sº º 5 Dari- •y - - C Shadès, common " - º 4 Dills - - * * C E.0.h.p. - * * 5 Groats tºº - º C Slag (refuse from glass works) C Gurdgeons - - * * C Stained * * - 5 Hominy * - - C Stoppers, for bottles, black, Indian Corn - wº- tº C green, or pale, common, Lentils 7. - - C packed - tºº * I Linseed - - T = * º C Stoppers, for bottles, e.o.h.p. 3 Locusts or Charubs - tº- C Glass Sand - * * * C Maize - a - * * C U 95.120. E GRAINT [GuMs Article. Class. Article. Class. GRAIN–continued. Grease—continued. IMalt º º - || C Glycerine, for lubricating Malt Culms or Cummings - C purposes, in tims packed in Meal - * - - C wooden cases - º 3 Middlings - º - || C Petroleum - * † º 3 Millet - º * * C Greaves - tº- tº ºn l Oat Dust - *- wº C Grenades, Hand (Fire Ex- Oats - *ge - - C tinguishers), packed tºº 3 Peas, dried or split - - C Grey Linen, e.o.h.p. º tº 8 Pollards or Thirds - - C Gridirons º - º 2 Rice Points or Husks tº C Grindery - - * * 3 Rye - º - * C Grindstones, in the rough º C Sharps or Seconds - - C E.o.h.p. º sº ºr 2 Shelling º-> * * C Grit, in bags (for sawing Shudes tº- - * C stone) asº tº- frºm C Tares * wº- - C Groats - - - C Vetches *> - - C GROCERIES, mired - º 3 Wheat -. tº- - C Packages consigned as mired Grains, Brewers’ and l)istillers’ B groceries may include any Granite— grocery articles set out in In blocks, rough or undressed |B Class 3, or in preceding Polished or dressed— Classes, the following In blocks or slabs exceeding articles in Class 4:— 2 inches in thickness – 1 Cardamoms. E.0.h.p. – tº- º 3 Citric Acid. Granulated Iron - - º C Confectionery, e.o.h.p. Grapes:— Crystallised Fruits, Packed in cork dust or saw- c.0.h.p. dust, in casks * - 3 Ginger, Preserved. Grass, China– Meat Pies. JHydraulic or steam press- Preserved Ginger. packed tº - - C Sausages. Machine pressed - - l Yeast, e.o.h.p. .Not hydraulic or steam and the following in press-packed, or machine Class 5:— pressed, in full truck Blue, Laundry, Liquid, loads, or in consignments e.o.h.p. of 20 cwt. - - º 3 Cinnamon. E.0.h.p. º º * 4 Cloves. Grass, Esparto— Cochineal. Bydraulic or steam press- Cordials, e.o.h.p. packed - - wº C Extract of Meat. Machine pressed - * 1 Indigo. Mot hydraulic or steam Isinglass. press-packed, or machine Lard, e.o.h.p. pressed, in full truck Nutmegs. loads, or in consignments & Ground Bark, packed in bags - 2 of 20 cwt. - º cº- 3 Ground Chalk - º C E.0.h.p. – * º * 4 Gr l tºº Grates— round G ass . . tº- º C Common or kitchen - * 2 Ground Nuts or Earth Nuts - C Polished sº -> * 4 Ground Nut Oil, in casks or Wood rought i • iron drums, round or tapered ooden, or wrought iron, for t one end - gº gºs I purifying gas º * I (l, IE.o.h 3 Gratings (Manhole, Drain, .0.h.p. º tº gº Pavement, Area, or Floor), Guano – º- º *- C iron or steel - º * C Guards, Fire, metal tº * 3 Gravel - tº - tº A. Guards, Window, iron - º l Gravel, tarred, for paving - B Guide Plates, or Ramps, iron Gravestones - º & 4 or steel - º - C Grayling, fresh - * * 4 Gums, in bags, cases, casks, or Grease— 7mats - tº- º gº 2 In casks . * gº I E.o.h.p. -º gºs ºn 3 67 GUN] [HARDWARE Article. Class. Article. Class. Gun— Hams :-- barrels— Cured :- Rough tº ſº - * 3 Packed - ſº - || 2 .E.0.h.p. sº º º 4 - E.0.h.p. tºº * sº- 3. Carriages - * s 2 Presh or Green - - 4 Locks and Furniture - sº 3 Hand— Metal - * gºs 2 Bags-- Stocks - º A-, ſº 3 Common (hemp) - * 2 Wads tº- * cº- 3 Ladies. See Drapery, light. Guns ºr º - tº 4 Carts - - - 4 Guns, Machine, in cases sº 3 Grenade Fire Extinguishers, Gurdgeons - º C packed - - sº 3. Gutta-percha— Pumps, brass - * - 3 Raw º ſº. e 3 Rails. See Joiners’ work. Carboys ºf Aº ſº 4 Rollers ſº - sº- - I Goods - - º +º 4 Winches <- -*. - 1 Guttering Machines— Handcuffs 4- - - 3 E.0.h.p. - º- * * 3 Handles-- Not packed º - • * 4 Broom, Fork, Hammer, Mop, Gutters. See Roof work. Pick, Rake, Shovel, and Guts, Animal, in casks - º 2 Spade - - - I Gypsum— Chest and Saucepan - gº 3. IFor manure - * * = B Scythe mº - sº - 3 B.o.h.p. - & - *E= C Handmills - - - 4 Casts, Figures, or Ornaments 5 Handspikes, wooden - - , I Stone, in lumps, whground - B | HARDWARE * - - 3. Packages containing any hardware articles (not gold, silver, or plated), set out in Class 3, or in preceding Classes, and any of the following articles (not gold, silver, or plated), Haberdashery - & Jºe 4 viz.:- | Haddock Oil— Ash Pans * - 3 In casks or iron drums, Awl Blades -> - 3 round, or tapered at one Bayonets - - 3 end - e. - * s I Bed Keys - - - 3 JE.o.h.p. gº * º 3 Bedsteads, metallic, in HAIR :— strawed bundles - 3. Hair, Raw, pressed, in bales Bellows, packed - - 3 or bags - wº - i- 2 Bellows Pipes - - 3 IFor head dressing - * 5 Bells, small - - - For manufacturing purposes, Bicycle Stands, wrought e.o.h.p. - - º- 3 iron - - 3 Wet, from tanneries - - i Bit Burnishers, packed - 3 Hair Cloth - -> tº- 3 Bits, iron or steel - - 3 Half Stuff or Wood Pulp * C Blades— Hames - - º - * 2 Awl - * - 3 Hammer— Scythe - - 3 Handles - - * º l Blades or Knives for Heads, iron or steel, in the Cutting Machines - 3 rough - - tº º C Blanks, bronze and Heads, e.o.h.p. - * 3 copper, for stamping Scale - wº - tº A for coins - - 3. Hammers— * Blow Pipes – ºne º 3 Iron or steel, for steam Bolts, Door - {- 3 hammers - º - gº C Bottle Jacks - - 3. (Not steam), e.o.h.p. tº 3 Boxes—— Steam - º * * l Match, Japanned, or Tilt, or Helves, iron or steel C enamelled tin, new, Hampers, Empty, e.o.h.p. tº- 5 empty, packed *- 3 E 2 68 HARDWARE] [HARDWARE Article * Class. Article. Class. HARDwARE——continued. H * Packages containing, &c.— º-ºº: continued. “ * ackages containing, &c.– Boxes"—continued. sº continued. Tim or sheet iron, #. Tools • - tº 3 S º sº v= 3 º: packed in boares afety - * sº es, or crates - tº e 3 Tobacco, metal *E* ; Ferrules, brass, iron, or Box or Italian Irons - 3 Fº tºº tººd * 3 Brands, iron or steel - 3 ire Guards, metal º 3 Brasswork, spun or Fire Irons wº tº 3 stamped, packed º 3 Fish Hooks - * tº 3 Bºº. brass, iron, O7° Fºwners º sº 3. Slee!, - * *- —. Bullet Moulds - {- : Hay, wn bundles ſº 3 Burners, Lamp - * 3 Toasting, iron - tºº 3 Busks, horn, steel, O7° #.rks and Spoons, metal 3 wooden - s sº 3 ames, Carpet Bag - 3 Buttons - - - || 3 Gas Fittings, in parts, 3. * sº º 3 . f...” and andlesticks, bras copper tubing - gº 3 iron , orass or 3 Gins, Wheels with Carpenters’ Tools - tº 3 frames for hoisting Carpet Bag Frames - || 3 purposes - - 3 Carriage Warmers tº º 3 Grindery - * * 3 Cartridge Cases, brass - 3 Gun-- Cart Steps tº tº *s 3 Barrels, rough - $º 3 Castings, brass, German Furniture - - 3 C silver, or nickel gº 3 Locks tº- tº * 3 astors, of all kinds - 3 Hammer Head Chains, Curb or Door - 3 Hammers ºpºlº 3 Chest Eſandles tº * -º 3 6.0 h Steam, 3. Sifters - tºº, 3 Hºà tº & . : }. Belt, Book, or Handles, Chest and oot . * $ºs 3 Sacuepan — jº 3 Coach Fittings, metallic, Hand Pumps, brass - 3 packed - - - 3 Harness Fittings, metal- Coach Wrenches sº 3 lic, packed : 3 Coal Scuttles, metallic Hat Stands, cast ir * † * 3. 2 2?"O?? - 3 pºd tn boares or #. Forks, in bundles - 3 S = º ... " * 3 inges, brass - - Cº., Mills, small, Hojºs". 3 ..- gº sº 3 Boot - º “Eº Coffin Furniture, metallic 3 Button - *-* 3 Collars, Dog º tº- 3 Coat - tº º * * 3 Coopers' Tools - º 3 Fish - º . 3 Copying Presses - tºº 3 Hat tº 3 Corkscrews tº º 3 Reaping tº . ; § Combs gº tº 3 Hooks and Eyes - º 3 º $º * - wº 3 Horse clippers, packed in #. i. º wº tºº 3 cases or casks tºº 3 i.vo lars - tºº 3 Irons, Box or Italian - 3 Bolts - - dº Jacks— Chains tº tº : Bottle - tº * 3 Knobs - º º 3 Small ſº sº 3 Knockers - º 3 Japº Ware, in case Latches - gº * or casks - $ºg º Plates , - 㺠: Joiners' Tools - tºº ; Springs - - * 3 Keys and Locks - gº 3 IDust Pans tº- * * 3 Keys— Dust Preventers - º 3 JBed tº * = ſº 3 Railway Carriage - 3 69 HARDWARE] [HARDwARE Article. Class. Article, Class. HARDwARE—continued. HARDwARE—continued. Packages containing, &c.— Packages containing, &c.—— continued. continued. KitchenlºireplaceStands 3 Pumps, Hand, brass - 3 Knitting Pins - £º 3 Railway Carriage Keys - 3 Inives or Blades for Range Knobs, iron or Cutting Machines - 3 steel - - º 3 Knobs— Refrigerators •ºy - 3 Loor- * jºr 3 Riddles - sº 3 Range, iron or steel - 3 Rivets, brass or copper- 3 Knockers, Door - tº 3 Saddlery Ornaments, Ladles, iron, 70t brass, iron, or steel - 3 Puddlers' - s 3 Saddletrees - -> tº- 3 Lamp Burners - * 3 Safety Boxes - - 3 Lanterns, iron or tin - 3 Saucepan Handles º 3 Latches, Door - º 3 Scales and Weights, Locks and Keys gºe 3 . Letter - - sº 3 Logs, Ships', metal - 3 Screws, brass, copper, Magnets - * 3 or zinc - * 3 Masons' Tools -, - 3 Screws, Table Earpandin 3 Match Boxes, japanned Scuttles, Coal, metallic, or enamelled tin, packed in bores or new, empty, packed - 3 COWS6S - - - 3 Matchetts - 4- 3 Scythe Blades - e-y 3 Medals, brass or copper | 3 Scythes - - - 3 Military Ornaments - 3 Shears— Mills, Coffee, small hand 3 Garden - =. 3 Mortars and Pestles, Sheep - - s 3 iron or steel - tº- 3 Shells, Percussion Cap- 3 Nails, brass or copper - 3 Ships' Logs, metal sº 3 Needles, in tin-lined Shipwrights' Tools tº- 3 CQS6S - - º 3 Shoe Horns and Pegs, Nut Crackers - 4- 3 metallic - - es 3 Ornaments— Show Tablets, metal, For Saddlery, brass, enamelled - *-* 3 iron, or steel - e 3 Sickles * A- * 3 For Uniform - * 3 Sifters, Cinder - º 3 Military - , - tº 3 Skates - t- - - 3 Pans— Skewers, iron or steel - 3 Ash - - es 3 Snuffers, iron or steel - 3 Copper, for closets - 3 Spanners - - * 3 Lust * - * 3 Spittoons, iron - *-*. 3 Warming - * > 3 Spoons and Forks, Patten Rings wº- tº 3 metal - - - 3 Patterns, Travellers’ Spring Balances * 3 Hardware - us 3 Springs, Cart, Chair, Pegs, Shoe, metallic - 3 Door, Mattress,or Sofa 3 Percussion Cap Shells - 3 Spurs - º - ** 3 Pestles and Mortars, Stair Rods - ſº 3 iron or steel - sº 3 Steelyards - - * 3 Pins, Knitting - mº 3 Steps, Cart - º 3 Pins, metal, in boares - 3 Stirrups º - se 3 Pipes— Sugar Nippers - *- 3 Bellows - º 3 Sweat Scrapers, packed 3 JBlow Q- tº sºme 3 Syringes, Garden - - 3 Plates— Table Expanding Screws 3 Door - - wº 3 Tacks – - - tº- 3 Iron, enamelled * 3 Taper Holders, metal - 3 ... Pliers - - 3 Taps, brass - - º 3 Powder Flasks - †º 3 Terrets - *- * 3 Presses, Copying Hº- 3 Thimbles - tº- º 3 , Pulley Blocks, iron *-e 3 Tinware, in cases or ... Pulleys, iron - tºº 3 casks - - - || 3 70 º . HARDWARE] [HERRINGs Article. Class. Article. Class. HARDwARE–continued. Hat—continued. Packages containing, &c.— Leathers - wn sº ºt 4 continued. Stands, cast iron - sº 3 Tips, brassed, for boot Wood - - me º -> 5 heels * tº- & 3 Hats— Toasting Forks, iron - 3 Soft felt - sº º 4 Tobacco Boxes, metal - 3 Straw - - - - - 5 Tools, Carpenters', Rush, in bales, hampers, and Coopers’, Edge, Join- tºtt SSes - tº- º 3 ers’, Masons’, dºmd Except soft felt, and rush - 5 Shipwrights’ - * 3 Hatters’ Wool, or Rabbit Fur- 3 Traps— Hawkers’ Caravans * * 4. Sink, brass, or copper 3 Hawkers’ Packs and Trusses - 4 Vermin - ºn- 3 Hay—— Travellers’ Patterns, Hydraulic or steam press- Hardware * map 3 packed - - - - || C Trays, iron or steel tº 3 Machine pressed, minimum Trivets, iron or steel - 3 40 cwt. per waggon -- I Trouser Stretchers, iron, E.0.h.p., minimum load 30 portable - - - 3 cwt. per waggon - - 2 Trowels tº- - 3 Hay Forks— Trunks, tin or sheet In cases - gº * - 2 iron, packed in cases In bundles - wº zº º: 3 O7° crates - ºre º 3 Hay Rakes, Hand— Tubes, brass or copper, In cases - tº- sº 2 (except steam tubes), E.0.h.p. – tº- º wº 3 packed * 4- 3 Heads— Umbrella—— Broom and Brush, Wooden Fittings - - - 3 without hair - * 1 Stands, cast iron - 3 E.0.h.p. – sº * ºr 3 Stretchers sº wº 3 Hammer, in the rough, iron Valves, brass - sº 3 or steel - * * C Ventilators, Small, brass B. o.h.p. – º Asºº - 3 or iron, for buildings, Waa. - a- - 5 packed - º º 3 Heads and Staves, prepared, Warming Pans - sº 3 for casks - - - - || C Washers, brass or copper 3 Headstocks, iron or steel, for Weights, brass - g- 3 collieries - *- º 1. Weights and Scales, Hearth Rugs, eaccept skins - 3 Letter - * tº- 3 Hearths, Smiths’, iron or steel - l Wheels, with frames, Heater Bottoms, iron or steel - C for hoisting purposes Heaters, Boa: Iron - º 1. (Gins) - º 3 Heel Balls, Shoemakers’ - º 3 Wire, brass or copper, Helmets—— packed in bags, cases, Felt, in boares or cases ºl 5 or casks - º- tº-e 3 Metal, in boares or cases - 3 Wrenches, Coach mº 3 Helves, or Tilt Hammers, iron Hardware Patterns, Travellers’ 3 or steel - - - C Hare Skins - * - º 3 Hemp— Hares, dead - - º 4 In bales, hydraulic or steam Haricot Beans • m sº. l press-packed - sº use 1 Harness— E.0.h.p. - tº- es 2 In tin-lined cases or casks - 3 Seed - - - * -* 1. E.0.h.p. * - * 4. Waste, for paper making - 1. Harness Fittings, metallic, Herbs, green - * • 3 packed - * * * 3. Herring Oil— Harrows - cº º 2 In casks or iron drums, round Harrow Shafts, tube iron or or tapered at one end - 1. tube steel - º! ºr * 2 .0.h.p. – º º wº 3 Hassocks Lº -* * 3 Herrings—— Hat— Thoroughly cured in brine - 1 Bodies, felt - * † me 4 In any state, e.o.h.p. – - 2 Hooks ºn * * 3 Red, thoroughly cured Jºi l HESSIANs] [INCUBATORS Article. Class. Article. Class. Hessians, jute º wº 2 Horn Waste, e.o.h.p. – - C Hide Cuttings tº sº 1 Horns— Hides— Shoe - º - 3 Thoroughly salted or dry, in Stag tº- rº- -- 4 bales or bundles * * l With Slough - * º I E.0.h.p. – - º 3 Buffalo, Cow, Goat, Or, Hinges— and Sheep— Brass - - sº 3 Packed --> * I Iron or steel .. iº º 2 E.0.h.p. sº - 3 Hives, Bee— Horse— Straw - & º 4 Clippers, packed in cases or Made of wood - º ame 3 casks - dº º 3. Hobbyhorses - º - || 4 Collars, rush sº - 3 Hoe-head Plates, iron or steel, Provender— in the rough - - C Hydraulic or steam press- Hoes, hand - * --, 2 pached - - 1 Hoists. SeeBuilders’Implements. E.o.h.p. º - 2 Hollow-ware, cast iron, nested Shoes - - - I and packed mº º- 2 Horse-shoe Bars, iron - - C Hollow-ware, iron, including Horses, Dead - * 5 Kettles, Pans, Maslins (pots Hose, Leather and Canvas - 4 for boiling fruit), and Water Hosiery— Cans— In bales, packs, or trusses - 3 In casks or crates - 3 E.0.h.p. - agº. *- 4 B.o.h.p. - sº 4 See also Drapery, light. Hominy *t - - C Hothouses, in parts - - 5 Honestones - º -> 3 Household Linen, e.o.h.p. º 4. Honey— IIousings, iron or steel, for In casks, or in jars packed rolling mills º - C in cases or crates - * 3 Huckabacks - * 3 JE.0.h.p. – - iº 4 Hurdles— Hoof Waste, e.o.h.p. cº- * C Iron or wood, e.o.h.p. - H. Hoofs, Buffalo, Cow, Goat, Iron or steel, on wheels - 3 Or, and Sheep— Standards for, iron or Packed - * - 1 steel— E.0.h.p. – *- tº- 3 Not packed - - I Hooks— Packed - - C Boot - - º 3 Husks and Walnuts, green - 2 Button - - º 3 Husks— Ceiling º - - 2 Cocoa Nut— Clip, galvanised iron g- 2 Packed - * 2 Coat - º sº- 3 E.0.h.p. – - - 3. Fish * - º 3 Husks, or Rice Points - C FIat *- dº sº. 3 Hydrate of Alumina, or Bauxite C Reaping - *- 3 Hydraulic Machinery and Hooks and Eyes - * 3 Presses - - - I Hoop Iron & - C Hygeian Rock Building Com- Hoop Steel " - sº * C position, in bags or casks - C Hoops— Iron - - * - C Iron or steel, weldless, in the rough º - sº- C Wooden *- º tº 2 Ice - Fº * * 2 Hop Bitters - * - 4 Implements, Agricultural— Hops º -: * 3 In cases º * • 2 Horizontal Steam Engines º 2 B.o.h.p. – wº- - 4. Horn Blocks, iron or steel, an Implements— the rough, for locomotives - C Cricket *e º - 4 Horn Piths or Sloughs tº- C = Croquet - - * * 4. Horn Tips, Buffalo, Cow, Goat, Lawn Tennis º - 4 Or, and Sheep— Builders. See Builders’ Im- Packed tº- * 1 plements. E.0.h.p. - tº ºr 3 Incubators, complete - - 4 72 INDIA-RUBBER) [IRON AND STEEL Class. - Article. Article. Class. India-rubber— JRON AND STEEL–continued. Raw - - * 3 - º The following articles of Iron Gº,...” t shoes and 3 !. ..". Indian Corn - - C Axles— Indigo sº * - 5 In the rough - * C See also Groceries. Railway Carriage, Rail- Infusorial Earth, or Diatomite - , C way Waggon, Tram Ingot Moulds, iron or steel - B or Corve - … C Ingots— Bar— Iron on steel - - B Iron or steel, eacceeding Bronze (Phosphor or Man- 1 cwt. per bar, in gamese), rough - G. " 2 open trucks at request Spelter º ps - C of trader g- sº IB Zinc - º - C E.0.h.p. - gº C Ink— Bars, for tin-plate making- B Eaccept Printers', in boares, #:. - : § casks, or crates * - 2 Binders * -: - C £º. tº . . : Bolts and Nuts - - || C. Instru •p. Boot Protectors - -- C struments— Bridgework— C *::::: - . . . : Cantilevers - . - C š.‘gical - - 5 Cross and Longitudinal C Telegraph, packed - - || 4 Girders - | | c. Insulated Wire - - 4 Floor Plates, - . * -º Insulators— º, whole or in part § r ISt.S - º º earthenware, I #. ce Bars - tº- C Elº: * - - 2 Screw and other Piles, 7"? C - - both hollow and solid C IRON: — Struts * - C Annealed, plate or sheet - I Ties - - sº C Bar, Puddled - - B Bundles of Bars - C Liquor, or Muriate of Iron - 2 Buoy Sinkers - - B Nitrate of * - - 2 Caissons - º C Ore, manganiferous, for iron- Cannon Balis and Shot making - - - A. and Shells not charged B Ore Refuse, for gas puri- Cart Bushes - wº C Jying * - - B Chain Cables - - C Owide of - - C Chains and Traces, not Pig º - - B packed - - * C IPyrites, unburnt and burnt - A Clippings, of Sheet Iron Sulphate of - - C and Tin Plates, in compressed bundles tº R IRON AND STEEL:— Colliery Tubbing - - C The following articles of Iron Columns * gºe C or Ste ºtº- Corrugated Iron - - C e Crowbars - wº C Anchors - e- - C Curbing; for roadways - C Angle— Cylinders, not turned, Bars - - - C drilled, planed, or Plates - - C slotted * º: C Anvil— Dredger Buckets and Blocks - - º- C Bucket Backs - * I Cups - - - || C Engine Bed Plates - sº C Anvils -, - R Ferro manganese, e.o.h.p. C For steam hammers - C Filings - *s IB Axle Box Guides, in the Galvanised Iron - * C rough, for locomotives - C Gasometer Sheets - tº C Axle Boxes - - l Girder Bars - * C Axle Forgings, in the Girders - - - C rough - - C Granulated Iron - º C 73 IRON AND STEELI [IRoN AND STEEL Article. Class. Article. Class. IRoN AND STEEL-continued. IRoN AND STEEL–continued. The following articles of Iron The following articles of Iron or Steel—continued. or Steel—continued. Gratings, Area, Drain, Railway— Floor, Man-hole, or Buffers, Buffer Heads, Pavement iº gº C Rods, and Sockets - I Hammer Heads, in the Carriage and Waggon rough fº wº tº C Work e sº C Hammers, for steam Chairs - º: * C hammers gº - || C Points, Crossings, or Heater Bottoms * * C Joints sº jº C Helves, or Tilt Hammers C Rails gº & & C Hoop— Springs º gº 1 Iron - gº * C Spring Steel & * I Steel gº gº gºs. C Retorts, Retort Lids, and Hoops— Retort Mouthpieces, in Iron * mº gº C the rough ſº- º C Weldless, in the rough - C Rings sº fº- tº- 1 Horn Blocks, in the Rivets - sº $º. C rough, for Locomotives - C Rods, common tºº sº C Housings, Chocks, Stand- Rods (wire), rolled, not ards, Plain Bed Plates, drawn - _* $º C Pinions, Coupling Boxes, Rolls, turned or unturned, and Spindles, for roll- not polished or packed - C ing mills sº * C Roof work— Ingot Moulds Ge sº E Bed Plates * tº- C Lamp Posts tº a * C Gutters gº cº- C Malt Kiln Flooring (iron Rafters - & tºº C wire), packed in cases - I Sky Bars, cast or Mortar Mill Rolls - sº C wrought iron ſº C Nail— Struts sº sº gº C Rods - ſº gº C Ties or Tie Rods &_* C Sheets – º º C Tun Shoes for Prin- Nails º tºr C cipals * * *- C Nuts and Bolts sº tº- C Wind Ties— Pans, Annealing - R- 1. Principals *s sº C Pickblocks or Pickheads, Purlins sº gº C in the rough sº sº C Scrap— Pipes (exclusive of Rain Minimum load four tons Water Pipes), Air, Gas, per truck &º * Steam, and Water ſº C Minimum load three tons Pipes, for blast fur- per truck - º C 720.062S = º gº C E.o.h.p. * ess I Plates— Shafts, for driving mill Annealing - gº C wheels, unfinished - C Armour - tº tº C Shearings of Sheet Iron Black, in boares, or not and Tin Plates, in com- packed . ~ - * * C pressed bundles ſº B Boiler - * : º C Sheet Iron, not packed - C Canada fºg. tº l Shoe Tips - fº * -º C For glass rolling * * l Sleepers - tº * C Furnace – * wº C Smith’s Hearths - º I Hoe-head, in the rough C Spiegeleisen, e.o.h.p. * C - Open Sand, cast gº B Spikes sº tº gº C Plough, in the rough - C Stampings of Sheet Iron Railway Fish * - tº- C and Tin Plates, in com- Rough Flooring tºº C pressed bundles tºº B Ships - * tº C Standards— Shovel - * * tº C * For Hurdles— Tank - ſº * C Packed º * C Tin me tº wº I Not packed - * l Press Tops and Bottoms For steam hammers - C wnfinished sº ſº C Strips, not packed - tº C 74 IRON AND STEEL) [KELP Article. Class. Article. Class. IRON AND-STEEL–continued. Irons—continued. The following articles of Iron sºft.ked - º tº I or Steel--continued. #. i. * * , tºº 2 Swarf sº gº * B Tue ſº º tº 2 Telegraph Posts - wº C Isinglass sº wº º 5 Telegraph Stores:— See also Groceries. JBlacked Iron (cast) Italian or Box Irons - * 3 Ridge Chairs wº- C Ivory— Galvanised and Blacked E.0.h.p. ſº sº 㺠5 Earth Plates, in Vegetable - * * 3 bundles * * Waste or Dust sº ſº 2 Galvanised and Blacked Ivory Black - * * 2 Iron Loop Rods tºº C Galvanised and Blacked Screw Tighteners, packed tºº sº C Galvanised and Blacked Jacks— Stay Rods, in bundles C Bottle - º º sº 3 Galvanised and Blacked Screw, except iron - * , 3 Stay Tighteners - C Screw, iron - tº º l Iron Poles, Roofs, or Small sº º *- 3 Caps - *s gº C Japan Wax * º * 2 Malleable Cast Iron Japanned Ware— Brackets, galvanised, In casks or cases - tº 3 packed - * C E.0.h.p. *> tºº º 4 Tiles (roofing), painted, Jars, earthenware or stoneware 2 galvanised, or enamelled C Jelly, Petroleum ſº tº 3 Tinned Iron, in sheets, not Jet {-º tºº tºº s = 5 packed - - &= 1. Jews’ Harps - * * 3 Tip Iron - sº &= C Jim Crows, or Benders for rails l Traces and Chains, not Joiners' Tools – tºº * 3 packed - tº- * C Joiners’ Work (common wood)— 3 Tram Couplings – tº- l Beadings and Mouldings Traps, Sink and Stench - I (not gilt, lacquered, or Trawl Heads * * s C varnished), Doors and Door Trunnions, unfinished - C Frames, Fittings and Fix- Tubes and FittingsforTubes, , tures for Buildings, Stair- eaccept electro-coppered cases, Balusters, and Hand or coated with brass - C Rails, Window Sashes, and Tyre Bars, in the rough - C Frames and Shutters. Tyres, in the rough º C Joints, Railway, iron or steel - C Wall— See also Bridge work. Boxes - sº *- C Juice— Brackets *g * C Lemon and Lime— Weights - * * C In casks or cases - - 2 Wheels, Railway Car- E.0.h.p. – gº tº 3 riage, Railway Waggon Tobacco— Tram, or Corve *-* C In casks - *= * 2 Wire, Iron, E.0.h.p. * sº tº 3 Not packed or wrap- Juniper Berries tº a * 3 ered * º C Junk, Coir sº pºt iº 2 Rolled in rods or coils, Jute - sº º sº I not packed & sº C Jute Waste, for paper making }. Wire, Steel, not packed or wrappered sº tº C Wire Rope, old, cut in pieces * sº º B Ironstoue * * - || A * Irons— Kainit - wº sº º P Boar or Italian sº wº- 3 Kamptulicon - sº gº 3 Clog sº fº «- I Keel Bars iºr wº tººl C Fire - ºn tº * 3 Kelp - tº * *. I KERBSTONE] [LEATHER Article. Class. Article. Class. . . Kerbstone, in the rough state - B Lamps - a- º - sº 4 IXettles, in Casks or Crates - 3 Paraffin, in parts (except Keys— china or earthenware), Bed - *- º 3 packed in cases and Railway, wooden * - *- C casks * * tº 3 Railway Carriage - - 3 Lanterns, iron or tin - - 3 Keys and Loeks sº sº 3 Lard— Kid Skins - - wº- 4 In casks, bores, tins, or tubs Kilting Machines— with lids - - º 2 In parts, packed - sº 4 In bladders, in crocks in Fitted up, packed - 5 wood, or in tubs, or tims Kips— A. without lids iſ a --> 3 Thoroughly salted or dry, E.0.h.p. - - º 5 in bales or bundles - 1 See also Groceries. E.0.h.p. sº - - || 3 Lard Oil— Kitchen— In casks or iron drums, | Fenders, iron or steel - 3 round or tapered at one Fireplace Stands - wº- 3 end tº tºº * I Grates, ovens, ranges, or E.o.h p. - a sº 3 Stoves mºn * * 2 Lasts— Kitool Fibre - * - 2 Iron - -r º * 1 Knapsacks, Soldiers’ - * 4. Wooden * sº * 2 Rnife Boards sº- wº º- 2 Latches, Doom' sº - a- 3 Knitting Machines— Lathe Beds - - s 1. In parts, packed - - 4 Lattice Bars. See Bridge work. Fitted up, packed - - 5 Laundry Blue, Liquid— Knitting Pins - wº- G-4 3 In boares, cases, casks, or iron Inives or Blades for Cutting drums - s º 3 Machines - - *- 3 E.0.h.p. sº º sº 5 Knobs— See also Groceries. Door - º Tºs - 3 Lavatory Stands and Basins, (Range), iron or steel - 3 earthenware, complete, Knockers, Door * - 3 enamelled - - ſº 3 Lawn Mowers, not packed - 4 Packed tº- *s - 3 Tawn Tennis Implements wº 4. LEAD :— Acetate of - 4- * I Ashes, in bulk - * B Lac * º - - 4 Ashes, in bags -e -> l Lace, British, not silk - - 4 Black * *- mº- 2. Lace - wº- - - 5 Laminated - - sº 2 Laces— Nitrate of *- º I Poot or Stay, cotton or Old or Scrap *- º I leather - - - - 3 Ore - * - sº C Boot or stay, e.o.h.p. - 4. Pencils - sº - ºs 3. Ladders— Pig - tº- tº C Iron * - - I. Piping— Wooden º iºn - 2 In casks or cases - - l Ladies’ handbags. See Drapery, E.0.h.p. – º sº 2 light. Fed - tº- º tº l Ladles— -- Rod Fºl sºn - I. Iron, not Puddlers’ - cº- 3 Sheet -- tº- º 1. Puddlers’ º: - I Shot, in bags packed in cases i Laminated Lead 3- tº- 2 Shot, e.o.h.p. * º 2 Lamp— Skimmings - sº tº a B , Black - tº- ſº - 3 Sugar of tºe * sº L Burners -> - * 3 White sº ...ſº tº I Chimneys, glass - - 3 Wire - ſº --> • * 2 Frames, Street *º tº- 3 Leather— Posts, iron or steel - wº C Ondressed, except in cases Reflectors, enamelled iron - 3 Or crates - & gºt 2 Wick - º wº me 3 E.O. h.p. dº tº ºn 3. 76 • . LEATHER [LOCOMOTIVE ENGINES Article. Class, Article. Class. Leather—continued. Linen—continued. Cuttings or Parings, Waste - 1 Waste— Cut into Boot or Shoe IFor paper making - 1 Shapes— For paper making, hy- In boares, cases, or casks 3 draulie or steam press- In hampers (white rod) 4 packed - sº - C E.0.h.p. - - -, 5 E.0.h.p. * sº as 2 Wash - º * * 3 Yarn— Leather Bags - -> - 4 Press-packed, in bunches Leather Hose º t- tº- 4. or bales tºº wº- 2 Leather Leggings - º 4. Yarn or Grey Linen, e.o.h.p. 3 Leathers, Hat - º 4 Linens, grey, wmbleached - 2 Lemon Juice— Ling— In casks or cases - - 2 Lyried - º - I E.0.h.p. e- - * 3 Thoroughly cured in brine - I Lemon Peel - sº - 1 Ling or Birch, for besoms - I Lemons * - cº- 2 Lining, Cork Carpet - - 3 Lentils - * wºn tº C Linings— Life Buoys - - º 3 Boot and Shoe, cottom or Lima Wood (Dyewood * C linen - º - 2 LIME:- Flue, fireclay - - - C Lime, in bulk - - t; Linoleum - - t- 3 “, Linseed - - - C Lime, e.o.h.p. – tº - C Linseed Oil Acetate of - tº- C º k i. d •ound Bisulphite of - * wº- 1 n casks or vron drums, roun or tapered at one end - l Carbonate of - - C B.o.h Gas-lime or Gas Purifying ...tv.o.m.p. – º- - - 3 urirying Lint - *- |- -- 4 Refuse - - - A Liquids, Bleachi Sulphate of - sº - C Igulds, Bleactivng- Do. (Waste) - - || A In casks - - - || 2 ſº Liquorice * - - 3 Lime Juice— Liquor— In casks or cases - - º 2 Alum *- * - 2 E.0.h.p. - G- º 3 Ammoniacal - - - B * Dunging - ſº º 2 Lime Salt º - - | C Dye "ºur Refuse, from Lime Water— print or dye works - l In casks - º tº- I Pustic - - - 2 E.0.h.p. * - * 3 Iron, or Muriate of Iron - 2 - Logwood - - - 2 Limestone— Mordant e- - - 2 In bulk tºº - - A Burnt, in bulk, to steel con- Red - - tº * 2 2 2 Shumac Lº - - 2 verters - * tºº B Tºm - sº -. 2 Polished or dressed - =- 3 Litharge - - - - I Limpets gº - gº l Lithographic Ston *º - 4 - d t; 7] Litter, Fern for— Lincrusta (decorative wa 3 Hydraulic or steam press- paper) - tº ºr packed - tº- º I Linen:— B.o.h.p., minimum 20 cwt. And Cotton Goods— per waggon - - 3 In bales, bores, cases, Litter (moss or peat) hy- packs, or trusses, e.o.h.p. 3 draulic or steam press- Cloth— packed -- & - B Packed - º sº 3 Loam sº - º - B Bleached, tied in bundles, Lobsters, fresh - - 4 but - not protected by Locks and Keys - - - 3 wrappers, or not packed 4 Locks, Gun - º - 3 Household, e.o.h.p. – º 4 Locomotive Engines, and Ten- Twist, Weft, and Yarn— ders, Axles, and Wheels tº- I In bags, bales, bores, Locomotive Engines and Ten- cases, casks, skips, or ders, loaded in railway wrappers - - 2 companies' waggons - - 2 LocusTs or CHARUBS] [MACHINERY Article. Class. Article. Class. Locusts or Charubs - º C MACHINERY-continued. Logs, Ships, metal - s 3 Frilling Machines— Logwood (Dyewood) - º C In parts, packed - # * 4 Logwood Liquor - - º 2 Fitted up, packed- gºs 5 Looking Glasses, Glass sº 5 Fruit-cleaning Machines - 4 Looking Glass Frames, com- Guttering or Corrugating mon, wood (not gilded) or Machines, e.o.h.p. – R-F 3 Dutch metalled * & 3 Not packed - * 4 E.0.h.p. fº gº 5 Hydraulic Machine and Looms, not packed - - 4 Presses - º * - I Loop Rods. SeeTelegraph Stores. Kilting Machines— Lubricating Mineral Oil— In parts, packed - * > 4. In casks or iron drums, round Fitted up, packed - gº 5 or tapered at one end - I Knitting Machines— E.o.h.p. - - es 3 In parts, packed - *º- 4 Luggage— Fitted up, packed *- 5 Personal - - sº 4 Lawn Mowers, packed wº 3 Theatrical - - *-*. 4 Not packed - - - 4 Lumps, Furnace - - º B Looms, not packed - “º 4 Lustres, glass - - 4- 5 Mincing Machines - * 4. Nail (iron) Cutting Machine I Nut and Bolt Machines º H Paper-cutting Machines gºs 4 Perforating Machines º 4. Plaiting Machines, in parts, packed - º * 4 Maccaroni - º - 3 Fitted up, packed – es 5 Machine Guns, in cases <º 3 Planing Machines (for metal MACHINERY :— work), including Beds and Agricultural Machines and Tables - t- tº I Inplements— Pumping Machines - sº 1. In cases - º º 2 Punching Machines (for E.o.h.p. sº- --> 4 metal work), including Agricultural and Portable Beds and Tables - - l Steam and Traction En- Riveting Machines - wº H gines - - º- 2 Road Scraping and Road Vertical Steam Engines 4- 2 Sweeping Machines - - 3 Horizontal Steam Engines - 2 Saw-Bench Machines, port- Harrows - º º 2 able, packed - tº 3 Road Rollers - * *- 2 Not packed - - -: 4 Steam— Sawing Machines, for sawing Ploughs - *- * 2 iron - - * I Plough Vans - tº- 2 Sewing Machines— | Tram Engines - tºº 2 In parts, packed - - 3 Threshing Machines - tº 2 Fitted up, packed- - 5 Bolt and Nut Machines º I Shearing Machines (for Boring Machines (for metal metal work), including work), including Beds and Beds and Tables - * 1. Tables - * tº- I Slotting Machines (for metal Brickmaking Machinery - l work), including Beds and Caloric Engines -- * 2 Tables - - - | 1 Carillon Machinery - - 3 Stone Cutting and Crushing Carpet-beating Machine - 3 Machines tº- - 1 Churning Machines - - 4 Vegetable Washing Machines 4 Drilling Machines (for Washing and Wringing Ma- metal work), including chines, packed - * 3 Beds and Tables - es l Not packed - - 4. Flour Dressing or Purifying Weighing Machines—— Machines - 4- º 3 Large (those used for Frames and Bed plates, iron weighing railway or other or steel, for timber sawing, vehicles, and also cattle) 2 boring, morticing, or plan- Small (those used for weigh- ing machinery - - || 1 ing packages and goods) 78 [MEGAss Jºy MACHINERY] Article. Class. Article. Class. MACHINERY--continued. Margarine— Machinery, in parts-- In casks, firkins, or boxes, or In cases, e.o.h.p. – Q- 2 I. in *; with º lids - 2 Not packed, e.o.h.p. sº 4 n crocks in wood, or in Mää. fitted :* crocks when packed with Packed, e.o.h.p. sº tºs 3 straw in baskets - * 3 Not packed, e.o.h.p. º 4 In baskets, flats, or hampers, Madders - gº * tº- 2 or in tubs without lids - 4 Magnesia * gº tºº 3 In crocks, e.o.h.p. º sº 5 Carbonate of - sº * 2 Marquees ſº tº * 3 Rough Oaside of, in cases or Mº (Pots for boiling fruit), casks tº sº sº C in Casks or Crates - wº 3 Sulphate of - gº * C Masons' Tools – gº * 3 Magnesium, Chloride of, in Mastic - tºs tº º tºº 3 casks - * º * C Masts—- Magnesium Metal gº sº 5 Ships’ tº * tº 2 Magnets - * * - 3 Venetian * * - 2 Maize - tº - tº- C Rialleable Iron Castings - - 1 Mº Boxes— e Malt - * * wº- C apanned or enamelled tin, Malt—- new, empty, packed gº 3 Crushers - gº - 4 || Mººn. . . Culms or Cummings - C Matchetts splints for - 3 Eatract of - Eº º 4 j." º ** * Kiln Flooring (iron wire), Bass * 2 packed in cases - sº l £ma € - sº I Manganate of Soda, crude, in Skin ge - *- . 4. casks gº sº 8- C No. 2. ~~ wº * Manganese, Muriate of - - C *. old, jor paper C Manganese Ore wº - || B B.o.h. 9 - - - 3 Manganiferous Iron ore, for M# tº iron making - gº gº A Bass - * . * wº 2 Mangel Wurzel— t Cocoa Nut In bulk, for feeding cattle - || B % Zºſ- acked - tº * 2 E.0.h.p. e- * * C E.o.h. wº º sº 3 Mangers, enamelled iron - * 3 IE.o :* - tºº s 3 Manhole Gratings, iron or steel C Mattress Springie- sº --> 3 Manure— Mattresses tº sº {_* 4 Blood, for manure, in Meal sº * gº gº C casks wº sº tºº C M eat— Bones, for manure tº º tº- C Cats’ and Dogs’ - wº 4 Compost, for manure cº B Fresh 9. {- 4 Parmyard, in bulk - - A Eºact of - - 5 Gypsum, for manure - * B tº Other than street, stable,' pi* also Groceries. 4 and farmyard, in bulk - B 3. c. - º gº S §ſ. .lk gº -sº A. See Groceries. Street, in bulk - s gº A. Meat Preserves— Sudcake &- º * * B In boares, cases, and casks - 2 Sugar Scum for manure - B B.o.h.p., in baskets or crates 3. Manure, e.o.h.p. * = } *s C JE.0.h. p. sº ge gº 4 Maps— Meat Safes tº Jºe tº 4 In boxes or cases º * 4 Medals, brass or copper º 3 B.o.h.p e- *g tºs 5 Megass—— Marble— #gdraulic or steam press- In blocks, rough gº º C packed .. s tº C Packed, and in slabs, ce- Machine pressed º tº l mented together - g- 3 Not hydraulic or steam Chimney Pieces, e.o.h.p. – 3 gº or machine Chip Pavement tº - I pressed, in full truck Chips, for pavement, in sacks C loads, or in sº Mortars and Pestles - lºs 3 of 20 cwt. - fººt - 3. Marbles, Children’s - &E 2 E.0.h.p. – º sº 4 79 MENHADDEN OILj * [MYRABOLAMs Article. Class. Article. Class. Menhadden Oil— Moons, Glass— In casks or iron drums, round Common 4- - - || 4 or tapered at one end - 1 E.0.h.p. – º - 5 E.0.h.p. - - - 3 Mop Handles - - - 1 Merinoes, in bales, packs, or Mops - *- tº - 3 trusses -> M- - 3 Mordant Liquors (including Metal— Alum Liquor, Dunging Britannia, Goods - - 4 Liquor, and Red Liquor) - 2 Lelta - * º 2 Morphia, in bottles in hampers 5 Dross - - º - C Mortar Boards. See Builders’ | IJutch - - - 3 implements. Gun - º * > - 2 Mortar Mill Rolls, iron or f Magnesium - - - 5 steel - - - - C €7°7762 - º tº - 2 Mortar Mills - sº- - 1 Meters— See also Builders’ implements. | Gas- - - - 3 Mortars and Pestles— i Water - -> º - 3 Iron or steel - - - 3 Mexican Fibre— Marble - - - 3 Hydraulic or steam press- Moss— packed - * - C Packed 1- tº sº. 3. Machine pressed * - 1 E.O. h.p. º - * 5 Not hydraulic or steam Moss Litter, hydraulic or steam press-packed, or machine press-packed - - - B pressed, in full truck Moulders’ Black or Dust - C loads, or in consignments Mouldings, common wood. See of 20 cwt. - - 3 Joiners’ work. i E.0.h.p. - - - 4 Mouldings, gilt, lacquered, or ; Mica – - - - 3 varnished— Middles, Wood Pulp - -> l Packed in boares - - 3 Middlings - - - C E.” . . . . Military Ornaments— M%a- & Eaccept gold, silver, or plated 3 et * * - 3 pt gold, , 01' p Ingot, iron or steel - - B E.0.h.p. - - - 5 º, and share Pi h. i | Milk - - - - 3 (172 are Plough, tro, | or steel - +- * I Milk— Share and Moulding, Plough, Cans - º as - 3 iron or steel - - - | 1 Pans tº- g- - 3 Mullet, Red, fresh - - 4 Mill Cinder or Tap -> - A Mungo - - - a- 2 Millboard - - - l Muriate of Millboard Rollers, for winding Ammonia - *- * I paper, in cases -> - 3 Iron (or Iron Liquor) sº 2 Millet – - - - C Manganese - - - C Millinery - - - 5 Potash - * tº- C Mills— Zinc - - - * I Bone-crushing - - - 2 Mushroom— Coffee, small hand - - 3 Pulp - º- * 2 FIand - * - - 4. Spawn - - - - 2 JMortar - - - l Mushrooms - - - 4 See also Builders’ implements. Musical Instruments - *- 5 Sugar - º +- wº- 2 Muslin, Book— Millstones— If packed in bales, packs, or In the rough - - - C trusses – * - 3 Finished - & - 2 L}.o.h.p. - - - 4 Mincing Machines - - 4 See also Drapery, light. Mineral White - - C Muslins - * – if, Mineral Waters— Musquash Skins - - *- 4 In cases and casks - - I Mussels - gºs º I E.0.h.p. - - - 2 Mustard— Mirrors, glass - 1- - 5 In bags, boares, cases, or casks 2 Models, clay - wº- - 5 E.0.h.p. º- - - 3 Molasses – tº- * - I Mustard Seed - - - I Molliscorum - - wº 2 Myrabolams - - - C 80 NAIL CUTTING MACHINEs] [OILs Article. Class. I Article, Class. Nutmegs - * sº tº 5 See also Groceries. Nail (iron) Cutting Machines - I Nutria Skins - sº gºe 4 Nail Rods and Sheets, iron or steel - sº * tº C . Nails and Spikes, iron or steel - C Nails— Brass or copper - tºº 3 2 inc - sº sº ass 2 Yellow metal wº wº- 2 Oakum - dº * tºº 2 Naves - * * sº C Oars - º tº tº 3 Navvies or Excavators, Steam - 2 Oat Dust - *- $º * C Nectarines, Ripe, not-hothouse 3 Oats - s * * C Needle Wire - * * 4 Ochre - * * sº C Needles— Oil- In tin-lined cases &=g º 3 Cake s sº & C JE.o.h.p. tº; * º 4 Cloth - gº º sº 3 See also Drapery, light. Cloth Cuttings, for paper Netting— making - * tºg I Cotton and twine º * 3 Pulp of Cocoa Nut, dried - l Old, for paper making * C Stoves - sº º 3 Of iron wire * * 2 OILs :— Newspapers, in bales - & 2 Black Oil, common, in casks – 1. Nicaragua Wood (Dyewood) - C Castor Oil, for lubricating Nickel – º sº sº 3 machinery, in tins packed Nickel Ore sº sº * 2 in wooden cases - * 1 Niger Oil— Castor Oil, in boares - &º 3 In casks or iron drums, Cloth Oil - tº sº l round or tapered at one Paraffin and Petroleum end wº- tºº 4-g l Oils— E.o.h.p. tº- * $º 3 In owners’ tank wag- Night Soil tº- e- - || A gons, not giving off in- Nippers, Sugar— Jiammable vapour under Eaccept gold, silver, or plated 3 73° Fahr., when tested JE.o.h.p. E- tº sº. 5 in the manner set forth NITRATE OF- in the Petroleum Act, Baryta wº- *g * 3 1879 sº sº º 2 Copper— Wool Oil - tº *- I In casks gº tº- * 2 Oils, not dangerous, in casks In jars or stone bottles, or iron drums, round or covered with wicker tapered at one end as fol- basket-work º º 5 lows :- Iron - * * sº 2 Carbolineum Avenarius I Lead - sº sº gº I Castor - {- º I Silver, in boares, for photo- Cloth - gº wº I graphers - rº- * 5 Cocoa Nut sº I Soda rº sº ºr tº C Cod &- sº * I Nitre Cake - * 4-? C Cod Liver ems º 1. Nut and Bolt Machines - * } Colza - gº tº l Nut Crackers, earcept gold, Cotton Seed º * I silver, or plated *- * 3 Earth Nut or Ground E.0.h.p. tº *4 iºn 5 Nut - º sº I Nuts— * Haddock - • * * - l Chestnuts – 3- s I Herring * * I Cob - tº- asºn tº 3 * Lard sº tºº sº. I Cocoa sº hº &º 3 Linseed tºº º l Coquilla sº sº * 3 Lubricating Mineral - l Corozzo º t- tº 3 Menhadden * I JE.0.h.p. sº sº s 2 Niger - - º 1 Gall - gºt &- gº 2 Oleic * - * = sº I. Ground or Earth * gºt C Oleine, or Tallow * I Walnuts, green ſº gº 2 Palm – tº ſº I Nuts and Bolts, iron or steel - C Palm Nut £º tºº I OLLs J [PALMETTO LEAF Article. Class. Article. Class. | Orls—continued. Ornaments— Oils, not dangerous, &c.—cont. Alabaster, bronze, gypsum, Pine - -- -> I plaster, stucco, or terra ; Rape Seed º tº 1 cotta -> - -g 5 Rosin - - sº 1 For Saddlery, brass iron, or Seal º * * 1 steel - - - - 3 Shale, crude º sº l For Uniform, eaccept gold, Soap - - º I silver, or plated - º 3 Sod - * * l For Uniform, e.o.h.p. – - 5 Sperm - - * I Ornaments, Military— Tar, Mineral - - l Eaccept gold, silver, or plated 3 Train - my º 1 E.0.h.p. - - - 5 Whale - --> º 1 Osiers— Wool - as sº 1 Brown - - - 2 E.o.h.p. – wº $º 2 Green and wet - *- 1 Oils, not dangerous, e.o.h.p. – 3 White or stained - - 3 Old or Scrap Lead' - º l Osnaburgs * - - 3 Old sails and old tarpaulins Ovens— jor paper making - - C Common or kitchen - - 2 Oleic Acid— Polished - - - 4 In casks - - 4- 3 Overmantels, cast iron, with E.0.h.p. - - * 4 mirrors - - - 5 Üleic Oil— Oxalic Acid - - - 3 In casks or iron drums, Oxide of— round or tapered at one Iron - - - - C end - - *- ex- 1 Zinc, or Zinc White - - C E.o.h.p. - º - 3 Oxide, Rough, of Magnesia, in O!eine, or Tallow Oil— cases or casks - - C In casks or iron drums, Oysters, fresh - - - 4 round or tapered at one end wº -- * I E.0.h.p. - - º 3 Onions - -* - - l Open Sand Plates, cast, iron or Packing— steel - - sº B Fern for packing, hydraulic, Optical Instruments - * 5 or steam press-packed - i Orange Peel - ºf nº sº; l E.o.h.p., minimum 20 cwt. per Oranges - sº º 2 waggon - - - 3." Orchilla Weed it tº cº-, * 2 Paper, for packing, or wrap- ORES :— pering º - º 1 Antimony - -> - C Packs and Trusses, Hawkers' - 4 Bog, for gas purifying - B Paddle Wheels, Shafts of, iron Chromate - == - - C or steel - - - C Cinnabar - sº - 3 Pails— Cobalt - - - wº- 2 Iron, nested or packed - 2 Copper - wº sº C E.0.h.p. sº - - 3 Iron - * º sº A. Paints— Iron Ore Refuse, for gas In casks or iron drums, or purifying - º - B in tins packed in cases - 2 Lead - +- - C In boares, cans, hampers, or Manganese - - * B iron bottles - - 3 Manganiferous Iron Ore, for In jars tº- wº - 5 iron making º - A Palisades, iron - - * 2 Nickel - º - - 2 Palliasses, straw - - a- 3 Plumbago - º - C Balm Leaves - - - 2 Purple - - - - A Palm Oil— Silver - - * - 3 In casks or ' iron drums, Sulphur - - - - B round or tapered at one Tin - - * - l end - - - 1 Zinc - - - - B E.o.h.p. - - - 3 Organs and Organ Work - 5 Palmetto Leaf-- organs, Woodwork for the Hydraulic or steam press- manufacture of * - 4 packed - * * C U 95.120. F PALMETTO LEAF] . [PAVEMENT Article. Class. Article. Class. Palmetto Leaf-continued. Paper making—continued. *ſh; #. tºº # º I The ſº materials, &c.—— O yarautte or steam CODÚIIllleſl. press-packed, or machine Surat Bagging *4 tº- l pressed, in full truck- Tow Waste - wº * 1. loads, or in consignments of Waste Paper º * C 20 cwt. * * * 3 Paper—— E.0.h.p. * * * tº-º 4 Bags - *-i * *g 2 Palm Nut Oil— Bags, in bags or bundles - I In casks or iron drums, Blinds * * ..- 3 round or tapered at one end I Collars, Cuffs, and Shirt E.0.h.p. E; * * = 3 Fronts - ** * 3 Panoramas - gº tº- 4 Gummed, for labels - *º- 3 Pans— . . Hangings— . Annealing, iron or steel - l Common, in bales - gº 2 Ash -, - ſº º * 3 E.0.h.p. - - *gº 3 Chemical, iron or steel tº 3 Tubes, for cops wºn * 3 Copper gº * = . *- 4 Papier Maché Goods - - 5 Copper, for closets - tº- 3 Paraffin— #. tron or steel sº &= : Candles 4-g *º tºge H. vº a & tº ~ a2 wº Earthenware, for sanitary Oil, in oº:: s’ tank wag purposes - - wº- 3 gons, # gºing .# Iron, for sanitary purposes - 3 iſlaº e vapour unae, & * "º º 73° Fahr., when tested in Iron in Casks or Crates - 3 º * the manner set forth in the Milk tº- * sº 3 P * ! A. 7 Skid, iron * ſº tº 1 etroleum Act, 1879 * 2 Warming tº * * 3 §: . . . . . ; Paper— * = tº Parchment - - : 5 For news printing, pack- ing, or wrappering - gº 1. Parian -- In rolls, for printing paper In casks or crates * tº 2 hangings - tº * l In hampers - ſº- - || 3 E.0.h.p. – sº * Lºs 3 In boares or cases * * 4. £º _l * gº 2 Parquet Flooring Boards - - 3 (1720, - gº amº arºs 2 Parsnips sº * ſº C Tobacco gºt * , tº 2 Past Waste, for paper making - C ". Paper-cutting Machines º 4 #. hor *s in hill : 3 Paper making— . gow, vermun Ruler, The following materials if for Pš. sº * . 5 paper making:— *. % ... ing - a * º 2 Cotton Waste, hydraulic or P (i. º tºº º sº I steam press-packed * … C #. ‘. º gº wº I Flax Waste, hydraulic or atten Rings tº; tº tº 3 steam press-packed - tº- C Pattens— #. Wºº. sº Rº * 1 In boares, cases, or casks - 3 emp Waste - º º I E.0.h.p. ſº ºt iº 4 Jute Waste - º ſº- l Patter p Linen Waste, hydraulic or atterDS— 3. *42 Q Q- Travellers’ Hardware tº 3 steam press-packed wº C Wood, for castings 4 Linen Waste sº sº I 2,707” rº - Oil Cloth Cuttings *E* * 1 Pavement and Paving— Old— . The following articles and Bagging, m bundles * I ºmaterials if for pavement * Netting - tº gº C or paving— º * * ºn § Asphalte paving, in a.IIS * tº -> blocks - gº * B Sugar Mats * tº sº. C Blocks— Pºlis . . . 8 “ºff;... 1 gº * Zlºč0, 172, 17°07, fººd???6S Shakings from cotton mills - C Not fitted in frames 2 Strawboard Cuttings gº l • Wooden, for paving - C 33 PAvKMENT] [PINE APPLES Article. Class. Article. £lass. Pavement and Paving—con- Periwinkles - * nº tº-r } tinued. Perry— f y ; : & Not Bottled, in casks tº I The fol.owing articles and Bottled, in cases or casks - } mº º *...*, Bottled, in hampers - 2 ag Stone, in the row tº 2 :^2, gº # ****| g ||ºries - a Gravel, tarred for paving B Iron or st ; S—- 3 Kerb Stone, in the rough #£ see: - . . . 3 state - - - || B Petroleum— Marble chip pavement - I G 3 Marble chips, in sacks * : * | | 3 jor pavement sº C y - * fºr Lº sº Pavement gratings, iron Oil, in owners’ tank waggons, or steel - º sº C not giving off inflammable Paving Stone, in the vapour under 73° Fahr., when rough.siate g- * B tested in the manner set forth Paving Tiles, common - B in the Petroleum Act, 1879 – 2 Peaches, ripe, not hothouse - 3 Pewter - tº * * 2 Peaks, Cap, not oily - tº-ºx 3 Phosphate, Rock— Pearl and Pot Ashes s &= I Unground - - * -º s A. *. Ground gº sº g= B arle ſº *- •- C & Harining, for paper making C Phosphorous Paste, vermin killer, packed - &º gº 5 p." * * - E- # = * 3 Photographic Apparatus * 5 Mimi g Pianos, Woodwork for the manu- imum, 20 cwt. pen facture of º 4 waggon - dº gº I Piassava—- * = tºº Pea §§ - - - . é Pſº or steam press- Peas, dried or split - - - || C rººminim so cºil Peat - * †º lº B .0. ºp. Tºnimºſºm 20 cwt. Peat Litter, hydraulic or steam gººd" - . . . . ; press-packed tº sº B To: it. p. * * * 3 Peel, Citron, Lemon, and *ICKaxes * †º sº gº 2 Orange - º * I Pickblocks or Pickheads, iron Peggies and Dollies, wooden, or steel, in the rough - * C jor laundry purposes - * -> 2 E.0.h.p. – ſº tºº I Pegs, Clothes’, packed- * 2 Picker Bends - Fº sug º 2 Shoe * * tºº 3 Pick Handles - * m 1. Spile - sº fºs tº º I Pickles— Pelts—— In boares, cases, or casks - 2 Wet, from tanners, in casks E.0.h.p. <- Rºs s 3 or bags - tº º sº C Pictures - wº * * fººm * 5 Wet, from tanners, not . Pi packed - sº wº * I icture Frames— & E.0.h.p. *- tº ºn tºº 2 Common, wood (not gilded) Pencils— EºDutch metalled - &= : --> * *ě gº tº .0.h.p. * - - sº § º 4- *- º Pieces, Wheeling. SeeBuilders' implements. Penholders—— Pies, Meat - * * 4 Wood or metal, except gold, See also Groceries. silver, or plated - - 3 Pig-iron - - - - - B E.o.h.p. tºg tº gº 5 Pig Lead tººl ęs * C Pens, Poultry, wire, folded - 2 Pigs, Dead, in carcase, not JPens, steel gº - * 4 packed or wrapped, carried Pepper - sº * tº tºº 3 in open waggons at trader's Perambulators, complete, or in request * * * I parts - tº º & sº 5 Piles. See Bridgework. Percussion Cap Shells - * * 3 Pimento - * º * tº- 2 Percussion Caps, wmcharged - 3 Pine Apples, not hothouse, Perforating Machines - ſº 4. packed tº tººs gº 4 Ferfumery * * $º tº 5 E.0.h.p. – tººk º 5 F 2 PINE OIL) [PLIERs Article. Class. Article. Class. Pine Oil— . Plaster—continued. In casks or iron drums, Figures - - - - 5 round or tapered at one end I Ornaments - E- sº 5 E.o.h.p. gº tºº \º 3 Slabs, fibrous - - tº 1 Pinions, iron or steel, for rolling Stone, in lumps, unground • B mills – º, º * * C Plate— Pins— Glass, rough sº º 3 Iron or steel ſº º C Glass, not silvered sº º 3 Knitting - - - - 3 Glass, : tº sº 5 Metal *- «E- º 3 Iron, annealed - tº , tºº l Metal, in bores - E- gº § Plated Goods - • * sº 4 Pipes— Angle, iron or steel - sº C Air— Annealing, iron or steel sº C For ventilators & sº l Armour, iron or steel sº C Iron or steel e- º º Bed Plates— #ſº •= * * * 3 See Rooftwork. tº *- tºº For pulling rags - , , - l Brass and copper sº mº 4 (Plain), iron or steel, for Lrain, glazed * - || C rolling mills - - C Draining, common, for agri- Iron or steel, for timber cultural draining - gº # sawing,boring, morticing, Flue, fireclay gº * or planing machinery - I Gas, iron or steel - tºº C Black, iron or steel, in Iron or steel, for blast fur- C boares or not packed - tº- C nuces - - tº e Boiler, iron or steel - *- C Rainwater, for spoutings and Canada, iron or steel - - 1 their conneacions, cast iron 2 Doom' *- sº sº 3 Seal, or Valves, iron or steel ! Earth Plates. See Telegraph Smoking - º tº- tºº tores. Steam, won or steel - * C ei:ied, iron - gº * * 3 Water, iron or steel (exclu. Engine Bed Plates, iron or sive of rain water pipes) - C steel *º- º 4- C Piping, Lead–– Fish, Railway, iron or steel - C In casks or cases -º ºr 1 Floorplates. See Bridgework. E.0.h.p. * - I - {-} . For glass rolling, iron or steel l ##. or Apples, dry - &= 4 Furnace, iron or steel * C OlS - *º- * sº Guide or Ramps, iron or Piston Rods, steel - - - 2 ". wº p . . . sº C Piºns and Well-boring 2 Hoe-head, in the rough, iron C OOIS * , tº * or steel - * * * Pit Cages - . . . - - 1 Open Sand, cast, iron or Pitch, Coal-tar, in blocks &ºe B steel tºº sº sº º: R Pitch, e.o.h.p. – 4- º C * Pitching Stone, in the rough B Pººl, h, iron or steel C state - 4- gº tº * n the rough, wr * * d. for mini 7t?"DOS6S - C Finished, iron or steel - 1 {..º. min*ng p ºp º 5 Railway Fish, iron or steel - C flaiting Machines— £ºugh Flooring, iron or steel C In parts, packed - tº º 4 Ships', iron or steel - * > C Fitted up, packed - sº 5 Shovel— Planing Machines (for , metal Iron or steel - , , - º C work), including Beds and Iron or steel, finished lº I Tables wº º 8-> sº l Sole, iron or steel, for Planks, Wheeling. See Builders’ steam hammers - * C implements. Spelter. * t- * = C Plants, e.o.h.p. – sº - 3 Tank, iron or steel - {-, C Plants, Garden, in baskets, Tim, iron or steel sº †- l mats, pots, or tubs & * 5 Yellow Metal wº *g 1 Plaster gº *- sº- C Zinc - *- tº wºme ºf C T'laster— Platinum sº * * 5 Casts - sº 4-º 4s. 5 Pliers * sº * -: * 3 85 PLOUGH] [PROPELLERs Article. Class. Article. Class. Plough (ir * * ** gº %. § steel) . i Potash—continued. Bodies - sº * I Chloride of, packed in ham- Breasts sº &= * 1 pers or casks º sº 2 Colters * gº 1 Muriate of - - - C Frames - * - . 1 Stannite of - $º a- 2 Moulding - . . . ; llp Sulphate of ... - -, - || B Plates, in the rough - C otatoes, in bulk or in sacks . C Finished - 9 ºn Pot Barley sº tº-ºº ºf C Rests tºº . . . . : ; and Pearl Ashes - * 1 Shafts (tube) - * - ots- Share §. *g tºº - ; Chimney, earthenware, or Shares, in the rough sº C Fſ.reclay gº gº gº I Finished - - . . i º: clay, common, un- Side Caps * s - 1. gi. azed sº sº gº 2 Slades - e- | asshouse - sº * * 4 Wheels s * * | {rom, £º iron sº C Plough sº - Mas ns), for boiling frui § ...” gº Plough Vans ! 2 in Casks or Crates . gº 3 Plumbago * . . . 2 Potsherds - - - || B Plumbago Ore - sº - C ;. Glaze, in casks <-º C #. gº), in fancy boares - 4 *}.} aire * ſº * : isn, St º * - 5 Poultry Pens .. * - i., Railway, iron or steel - C #.” (wire), folded - 2 s— Baki sº sº Cornice, wood, in bundles, #, *- - 3 ſhout rings or ends, not Blue— 9. gº. - C Q $º Jº F#, tº tº- * = 3 In bags, bores, cases, or Rick tº-º: - • { : e; sº * -º * 2 riº {.." Stores. Bº: •p. - - * 07” ºne, except busbies 3 £iſ. º sº sº I e * 66. sº } Poling Boards. See Builders’ #.pung gº º - l implements. f P 9. - 1 Polished Wire - . . . , ||...} : - - || 8 Polishing Paste sº ; : ||...” - * - 4 Pollards or Thirds tº- - 6 *- i Porcelain Eº ſº. -' 4 §." º * - 1. Pork, in brine - tº - 2 P N tº U63? - * - 5 Porter—— i reserved Ginger º - 4 In casks - sº I See also Groceries. Bottled, in cases or casks . 1 Preserves, Fish, Fruit, Meat, t Bottled, in hampers - - 2 an; Provisions— Portmanteaus - * - 5 n bores, cases, or casks - ; 2 Postal Clothing - wº | g E.o.h.p., in baskets or Posts—— * - E fº 3- - - 3 * & g .0./l.10. * * * Fºr ſnºw, irºn or a ||r. Lamp, iron or steel - - C 3. * * tº- 3 Signal (railway) - - , 2 §ic & &=º 3 }. Boundary, irom - 1 #. 2C - 4- - . €16G/Nº 'a- * ' rº ** º * rºgraph, iron or steel - C Press º º º, iron a ha- * } or steel, unfinished - sº JBichnº: and Bichromate | Principals. See Roofu'ork. C In tasks - | Printed Matter, not bound -- 2 F.o.h. *- wº - l Printers' Ink * * * 3 ciº of: tºº - 3 Printers, Type, Rollers * 4 in ºasis”. ! Prison Warders' Clothing - || 3 E.0.h sº * - l Propeller Blades, screw - - C caustiºp. wº - - : Pºpº shafts of screw, iron ~ * 07” Stee * 8- * Chlorate of - - - 2 Scretºr - tºº sº º 86 PROVENDER) [RAPE SEED OIL Article. Class. Article. Class. Provender, greem - - l Raffia - s º - 3 Płorse or Cattle, hydraulic, Rafters. See Roofvork. or steam press-packed - l Rugs—— Horse or cattle, e.o.h.p. tº- 2 ot oily º tº - l Provisions— - Not oily, hydraulic or steam Preserves in boares, cases, or press-packed º º C casks - - {- 2 Pulled - º: º º 2 E.0.h.p., in baskets or Rails, Railway, iron or steel - C IE º: - \; - tº ; *º :-- .0./l-p. tº- wº- cº-º- Prunes, in casks or mats - - i. Carriage or Waggon, iron Puddled Bar, iron * * or steel - tº- -- C Puddlers’ Ladles wº- * I Locomotive Engine and Puddlers’ Tap Bogies - - l Tender - * - f Pulley Blocks, wood or iron - 3 Buffers, Buffer Heads, Rods, Pulley Blocks, iron - - 3 and Sockets, iron or steel - I Pulleys, iron - - - 3 Cards - - - 3 Pulleys, Colliery - - 3 Carriage Keys - * - 3. Pulleys. See Builders' imple- Carriage and Waggon Work, 7me??ts. iron or steel * tº- C Pulp— , Chairs, iron or steel - * C Fruit, in casks * - 1 Cotters * - - C Mushroom - - - 2 Fish Plates, iron or steel - C Wood sº- dº - C Keys, wooden - &- C Pumice Stone - - - | 1 Points, Crossings, or Joints, Pumping Machines - * l iron or steel - º - C Fº Sºº jº. º ! º * ë rass), and Pump Uastings, allS, 27°O?? O7” Steel - - conf. - ~e l Signal Posts, and materials a' Pumps and Pump Castings, belonging thereto - - 2 in cases * - - 2 Springs - - - 1 E.0.h.p. – - - 3 spring Steel - tº * I. Pumps, Hand, brass - - 3 Tickets - - - $ Punching Bears - º- l Waggon — Punching Machines (for Bodies º * * 2 metal work), including Beds Bodies, fitted together - 2 and Tables - * - 1 Brasses - - - 2 Pures, Dog, Flem, &c., in bags Waggons and other Railway or barrels - - - C Vehicles, e.o.h.p., loaded Purlins. See Rooftwork. - in other waggons º - C Purple Ore - t- - . A Wheels— #. e.o.h.p. – * - l Cº., or Waggon, iron C yrites, } O?” Stę68, - º - Iron, unburnt and burnt - . A Locomotive Engine and E.0.h.p. - - - C Tender - - - I Rain Water Pipes, for spoutings and their con- nearions, cast iron sº - 2 Raisins - - m 2 & - Rake Handles - º - I Quarls - - - - B Rakes, Hay, hand—- Quicks, e.o.h.p. ,- * - 3 In cases ſº *- tº- 2 Quicksilver - - - 5 h Quills - - - - 5 IE.0.h.p. ... " - - 3 Ramps or Guide Plates, iron or steel $ºg &= - C Range Knobs, iron or steel - 3 Ranges, common or kitchen - 2. Polished sº * - Rabbits, dead - - - 4 Rape Seed Oil— Rabbit— In casks or iron drums, Fur or Hatters’ Wool - - 3 round or tapered at one Skins - - wº- 3 end * - - - 1. Racks, Sheep - * * 4 E.0.h.p. º tº º 3. 87 RASPBERRIEs] [RooFwork Article. Class. Article. Class. ſ Raspberries— Rizine - º - º: 2 In tubs for jam tº ºr 2 Road Rollers - *- º 2 Ripe, not hothouse - * 3 Road Scraping and Road Rasps, iron or steel - - 2 Sweeping Machines - * 3 Rattans º &- - 4 Rock— Razor Strops - gº - 4 Crystal * - * 3 Reaping Hooks - sº - 3 Phosphate, unground *- A. Red— ground - iº gºes B Earth - - tºº * C Salt sº - - B Herrings, thoroughly cured - 1 Scouring - *- cº- C Lead ſº- tº * 1 Rocking Horses - *- 5 Liquor - ºs -> 2 Rod Lead * - - I Mullet, fresh gº - 4 Rods— Reeds and Rushes º - 4 Common, iron or steel sº C Reed Webbing, for ceilings - 2 Loop and Stay. See Tele- Reels, for garden hose - - 3 graph Stores. Reflectors— Nail, iron or steel - tºs C Glass, with metal backs - 4 Piston, steel - - º 2 Lamp, enamelled iron - 3 Railway Buffer, iron or steel | Refrigerators - e- - 3 Stair se _ * --> 3 Refuse— T'ie. See Roofuork. Dye Liquor, from print or Yellow Metal - * 2 dye works - * * 1 (Wire), rolled, not drawn, From Glass Works (glass iron or steel - cº C slag) - sº - C Zinc - * - sº- C Gas Purifying, Gas-lime – A. Roller Bars, for pulling rags - 1 Iron Ore, for gas purifying - B Rollers :— Regulus— Brass - asº. - * 5 Antimony - * - 2 Copper - - a- 5 Copper - sº tº 1. Dandy, in cases, for paper Rennet tº- * * 3 mills <- - - 4 Rests, Plough, iron or steel - 1 Emery– | Retort Lids and Mouthpieces, In boares or cases - - 2 in the rough, iron or steel - C E.0.h.p. - - - 3 Retorts— Garden or Hand - - I Clay tº- sº - 1. Millboard, for winding paper, Fire Brick - dººr - l in cases - - º 3. Glass cº- - sº- 5 Road - * - - gº 2 In the rough, iron or steel - C Type Printers' - º- 4 Revalenta Arabica as ºn 2 Washing and Wringing Revolving Shutters, wooden - 3 Machine - - º- 1. Rhubarb t- - s- 2 Wooden, for Drapers' cloth, JRhubarb Roots - tº - 2 and for folding paper - I IRibbons - -- º 5 Rolls— Rice *- - wº- - C Iron or steel, turned or Rice Points or Husks - tº- C unturned, not polished or Rick Poles and Covers - 3 packed - - sº C Riddles - - * - 3 Iron, e.o.h.p. • --> 2 Ridge Chairs. See Telegraph Mortar Mill, iron or steel - C Stores. Roofing— Ridges— Felt, Asphalted - - || “..I (Cement or stone), for Ridges, cement or stone * † C roofing - * - C Tiles, common - 'o -* B Slate t- - º C Tiles, iron or steel, painted, Zinc – - - - I galvanised, or enamelled - C Rifles - - tº- - 4 Roofs. See Telegraph Stores. Rings— Roof work, iron or steel— Iron or steel * - I Bed Plates - - wº C Patten * * * 3 Gutters «º. - x= C Rivets— Rafters * - * C Brass or copper tºº º 3 Sky Bars, Wrought or Cast Iron or steel - *- C Iron :- - º C Riveting Machines - - I Struts, and Ties or Tie Rods C 88 Roof work] [SCREw JACKs Article. Class. Article. Class. Roof work—continued. Salt Cake wº * º C Tun Shoes for Principals - C. | Saltpetre - vº ſº &= l Wind Ties--- Sand - tº tº * A Principals wº sº C Glass & * sº C Purlins $º. gºs * C Silver - sº * { wº C Roots, Dandelion sº &- 2 Sand Paper s g- gº 2 Roots, Flower (not orchids) - 3 Sand Plates, open cast, iron or E.o.h.p. 4 steel - * *t sº B Rhubarb tº * tº 2 Sanitary— Rope, Coir - gº * 2 Castings, iron or steel, for Ropes - tº-º: * * tº 2 public urinals and water See also Builders’ imple- closets - sº * 3 7ments. Pans, earthenware or iron - 3 Old Wire, iron or steel, cut Tubes - ºs - gº; C in pieces - * gº B Sashes, Window. See Joiners' Old, for paper making * C work. TWire tº gº *E* 2 Saucepan Handles gº sº 3 Rosin - tº- * - gº I Sauce;— Rosin Oil—- In boares, cases, or casks sº 2 In casks or iron drums, E.0.h.p. tº * º 3 round or tapered at one Sausages g sº * 4 end - - g sºm I See also Groceries. B E.0.h.p. * cº sº 3 Saveloys - * $º - 4 Rotten Stone - tº sº I Saw-bench Machines, portable—— Roundahouts, Steam, in Vans - 4 Packed wº- gº. gº 3 Rudder Frames, Ships’ * l Not packed *- *º- e- 4 Rudder or Steering Wheels— Sawdust - wº * C In cases, crates, or frames - 3 Sawing Machines, for sawing E.0.h.p. tº-º: - tº 4 iron - tº- *. tº I Rugs, Hearth, ercept skin - 3 Scaffold Boards. See Builders’ Rushes and Reeds * * 4 implements. *\, Rye - * * * C Scale Beams - º -- 3 Scales – * -º s * 3 Scales and Weights, Letter - 3 Scenery, Theatrical - * 4 Scoops, iron º º * 2 Saccharine, in casks, bags, Wood * º wº- 3 pails, or cams - tº l Scoria (blast furnace) or Sacks - - * * 2 Slag - * gº A Saddlery— Scouring— In tin-lined cases or casks - 3 Bricks sº *- * C E.0.h.p. ** sº º 4 Rock - gº gº C Saddlery, Ornaments for, brass, ScRAP :- iron, or steel - &º º 3 Iron—— Saddles. See Telegraph Stores. Minimum load four tons Sad Irons, packed sº- *-* I per truck * *- B E.o.h.p. – gº * 2 Minimum load three tons Saddletrees - * = - 3 per truck - tºº * C Safes, iron or steel * gº 2 E.0.h.p. – º * l 2. Meat - - - * 4 Lead - * * * 1 Safety Boxes - gº • * 3 Steel— Sago -- rººm *. º 2 Minimum load four tons Sago Flour - *-*. º C per truck * * B Sails— Minimum load three tons Öld, for paper making sº C per truck - --> tº- C Ships' finished - * 3 E.o.h.p. – &= sº- 1 Salammoniac - wº * l Tim - wº gº - l Salmon, fresh *-*. gº 4 2 inc = , = &== 2. Salt— Scrapers, Sweat, packed - $º 3 In bulk - * wº tº H Scrapings, Furnace - & B Packed * -º & * C Screens or Tips, Colliery * 2 Lime - & iºs * C Screw Jacks, iron sº *- l IRock tº sº * - B Earcept iron - *- #ºs 3. 89 ScREw PILEs] [SHEEP WASH & | Article. Class. Article. Class. Screw Piles. See Bridgework. SEEDS—continued. Screw Propeller Blades tºº C Seeds, for crushing for oil - C Screw Propeller Shafts, iron or Seeds, e.o.h.p. * am; 4 steel sº * º C Semolina sº * -º 2 Screw Propellers - s 2 Serpentine, manufactured, Screws, brass, copper, or zinc - 3 packed tº- * sº 5 Table Expanding - sº 3 Sewing Machine Stands— Screw Tighteners. See Tele- In parts, packed in cases graph Stores. or frames * :- 3 Scrolls, iron (for firing E.0.h.p. * 4-º &= 4 springs to carts and car- Sewing Machines— riages) - * &= 2 In parts, packed - *-* 3 Scrows— Fitted up, packed - - 5 Dry, in casks or bags tºº I Shades, Glass— Wet, from tanners, in casks C Common * * sº 4. Wet, from tanners, not E.o.h.p. sº - gº 5 packed - sº- ** 1. Shafts— E.0.h.p. sº * * Jº- 2 Cart sº- gº := 3 Scuttles, Coal— For driving mill wheels— Common, iron or galvanised, Unfinished, iron or steel - C mested or packed - ſº-ºn 2 Pinished, wrought iron - } Metallic, packed in bores Gig, Carriage, or Dog-cart— O7° CCLS6S - - wº 3 Not painted or varnished 3 E.0.h.p. sº E-> * 4 E.o.h.p. – - * 4 Scythe- Harrow, tube iron, or tube Blades * * * - 3 steel * * wº 2 Smeds or Handles - tº. 3 Of Screw Propellers or Paddle Stones wº wº a- I Wheels, iron or steel sº C Scythes - e- gº & 3 Plough, tube iron or tube steel 2 Seal Oil— Shakings, from cottom mills, In casks or iron drums, round for paper making - - C or tapered at one end -- 1 Shale Oil, Crude— E.0.h.p. =º tº- sº 3 In casks or iron drums, round Seal Pipes or Valves, iron or or tapered at one end * l steel - tº * º 1 E.o.h.p. +-º -: * 3 Seal Skins— Share Moulds and Mouldings, Wet and salted sº sº 2 Plough, iron or steel * I E.o.h.p. - * - 4 Shares, Plough, iron or steel— _Made into articles of wearing i In the rough * - C apparel - gº 4- 5 Finished *-*. - - | 1 Sealing Wax - * - 3 Sharps or Seconds - - C Seats— Shavings, wood and cork tºº 3 Garden — Shearing Machines (for metal * work), including Beds and In parts, packed in cases 1 Tapié, º º l E;." . . . . . . : Shearings of Sheet Iron and Tin Seaweed (dry) or Alga Marina 2 sº in compressed bundles |B Seaweed, Edible gº * 3 §. Seconds or Sharps tº º C §." * * * * § Seed Dressing, Carbolic -- 2 Sheathing— SEEDs: Tarred *-*. sº * I Agricultural, e.o.h.p. gº 2 Yellow Metal ſº * 1 Aniseed sº iºn gº 3 Sheep— Canary *-*. sº <- 2 Dipping Powder tº º l Carraway - <- &= 3 Racks * º - 4 Coriander º gº ** 3 Shears * * - 3 Cummin - * *. 3 Skins—— Fenugreek º * * C In casks and thoroughly Flax, for sowing - tºº, 2 salted, or dry, in bales or i Hemp - £º {-, tºº. l bundles * tº- l Linseed *-*. * º C E.0.h.p. iſ . * * 3 Mustard tº gº Q- l Wash sº wº- * 1 90 SHEET] [SIZE Article. Class. Article. Class. Sheet—— Shot, Cannon, iron or steel - B Glass * tº sº 3 Shot, Lead— Iron, Clippings, Shearings, In bags, packed in cases - I and Stampings of, in com- .0.h.p. º * º 2 pressed bundles - wº B Shot Belts gº dº sº 3 Iron, annealed º º 1 Shovel Handles - tº lº I Iron, not packed - * C Shovel Plates, iron or steel - C Lead - º sº tºº l jinished, iron or steel tº I Steel * se gº 3 Shovels— Iron or steel * º 2 Sheets— Gasometer, iron or steel ſº C Wooden sº * sº 4. JVail, ir $ Show Cards— ail, iron or steel - gº C Cardboard ‘amed Spelter— (1.7 h oard, wrframe sº 3 In cases or casks º l E.0.h.p. * *º º 4. E.0.h.p. – Eº * 2 Show-- . Wool, new * sº tº 2 Cases for Shops, glass and Žing" * * - C woodwork * *- 5 Tablets, metal, enamelled - || 3 Shell—— Shrubs— Cocoa Nut, packed - *- 2 E.o.h.p. * sº * 4. B.o.h.p. tº * * 3 Garden, in baskets, mats, Shellac º * * 3 pots, or tubs tºº *- 5 Shelling wº tº * > C Shudes tº gº gº C Shells - tº * * 3 Shumac – =- * * C Cannon, not charged, iron Shumac Liquor sº wº- 2 or steel - tº º IB Shutters—— Pearl *º gº tº 3 Common wood. See Joiners’ Percussion Cap º * * 3 work. Ships’— Revolving, wooden - gº 3. Blocks - e- tº- 3 Window, iron or steel º 2 Fenders, cork or hemp * 3 Shuttles, Weavers’ – tº 3 Funnels iº º tºº 2 Sickles tº gº gº 3. Logs, metal - * * 3 Side Caps, Plough, iron or steel I Masts e-8 Fº ſº 2 Sifters, Cinder - * £º 3. Plates, iron or steel - * -º C Signal Posts (railway), and Sails, finished * wº 3 materials belonging thereto - 2 Stern or Rudder Frames - l Silicate Cotton or Slag Wool— Ventilators - tº * 2 In bags or casks - * = I Shipwrights’ Tools º * 3 E.0.h.p. tº & sº - 2 Shirt Fronts, Paper - * 3 Silicate of Soda sº {- C Shirts— Silk * s tº e 5 Cotton, linem, and woollen, Silk Piush - tº- sº 5 in bales, hampers, packs, Silver— or trusses - * sº 3 Mitrate of, in boares, for pho- E.0.h.p. -º: gº tº- 4 tographers gºs gº 5. Shives sº * & 2 Ore - tº sº º 3 Shoddy * * sº 2 Precipitate mº gº 5 Shoe— Sand wº º tº C Horns * º -- 3 Sinkers, Buoy, iron or steel - JB Horns, metallic * use 3 Sink Traps—— Pegs * tº sº 3 Brass or copper - sº- 3 Pegs, meta'lic * sº 3 Earthenware or fireclay - I Linings, cotton or limen * - 2 Iron or steel sº tº I Tips, iron or steel - º C Sinks— Shoemakers’— Cast iron, not enamelled - 2 Heel Balls * > * 3 Earthenware or fireclay - I Wax *- gº sº º 2 Emamelled - tº 3 Shoes and Boots, including Stone for ~ * - - | C Goloshes, and Leather cut Size- — into Shoe Shapes— In cases or casks sº gº I In boates, cases, or casks - 3 E.0.h.p. – tº e *º 2 In hampers (white rod) - 4 Bones for - Eºs tº C IE.0.h.p. – iyº sº 5 Size, Gold - . Fº tº . 4- 91 SKATEs] [Soda Article. Class. Article. Class. Skates sº v. ſº 3 Slate—continued. Skewers, iron or steel - * 3 Pencils * Asºº tº 2 Skid Pans, iron sº sº-º I Ridges - gº - I - C Skimmings, flur, lead, tin, or Slabs— zinc - º Jº P In the rough or roughly Skin Mats sº ſº ºn 4 squared or planed, not SKINs:— packed - “º * B Fine, including Deer, Fow, Not polished or enamelled, Kid, Musquash, and in cases sº * H Nutria. jº 4 ºf 4 E.0.h.p. – * * 3 Goat— Slates— Thoroughly salted, or dry, Common sº * B in bales or bundles sº 1. Writing *E* sº tº 2 E.0.h.p. sº - .. 3 Sleepers, iron or steel - *- C Płare e-, * wº- 3 Slops, cotton and woollen in Rabbit - sº º 3 bales, bowes, or hampers - 3. Seal— Slotting Machines (for Metal Wet and salted - º- 2 work), including Beds and E.0.h.p. tº- * 4 Tables sº º * f Made into articles of Slough, with Horns - <- i wearing apparel. 5 Sloughs or Horn Piths - * C Sheep— Slummage sº *- *- C In casks and thoroughly Smalts— salted, or dry, in bales In bags, bores, cases, or casks 2 or bundles - sº I E.o.h.p. sº * 3. L.o.h.p. . gºe º 3 Smelts, fresh - gº 4 Sky Bars. See Rooftwork. Smiths’ Hearths, iron or steel - 1. Smoking Pipes gº º 4 Slabs— grip $ Cement, in slabs - wº B §: Scythe - sº sº 3 Concrete, in slabs - * B ś - i. * it l wº wº 4. Granite, in slabs polished, or §. erS, wron Oz' Stee gº 3 dressed, earceeding 2 inches §. oil wº- * wº L in thickness - 4- I º s • … • dr Marble, packed and in slabs n º o, won, drums, cemented together - * 3 round or tapered at one Plaster, fibrous º * l end - tº- *--> tº | Slate— S : wº -8 gº. ë In the rough or roughl oapstone. ... - - - squared | plan º. Sockets, Railway Buffer, iron lished *º- rº B or steel tº- * sº I polish: Socks, Cork— Not polished or enamelled, In § in cases * 1 n oores, cases, or casks - 3 E.o.h.p. – - - 3 E.o.h.p. - - - || 5 Slack "*" - - - | A || Soº - º - - C Acetate of sº º I Slades and Wheels, Plough, -- Ash iron or steel $º 4 º' Žºnia te of * -- § :o: Scoria (blast furnace) - A Bicarbonate of Basic, witground - * A #. º: "(If ºr h *-*. C Basic, ground, packed $º B 72. ores, crates, or ham- $ Glass (refuse from glass B; # 87°S - Eº * - 2 works) - * sº C º hromate of Wool— gº . . . . . #..#S 07 casks º - : Bisulphite of tº . * C .0.R.p. Carbonate of sº º C Slate— Caustic tº * * t- C Beds of Billiard Tables— Chlorate of, packed in ham- . Packed in cases - * 3 pers or casks * sº 2 Chimney Pieces, not enamelle Crystals *- * Eº C or polished * º l Manganate of, crude, in E.0.h.p. -s - * * 3 casks º sº º C Ground, for Cement wº. C Nitrate of * - wº - C Sod A] [STANDs Article. Class. Article. Class. SopA–continued. Spirits of Tar— Silicate of sº sº C In casks or iron drums *-*. 2 Stannite of - * tº 2 E.o.h.p. * wº sº 4 Sulphate of Eº sº C Spirits of Turpentine, in casks Sod Oil— or iron drums wº sº 2 In casks or iron drums, E.0.h.p. º * 5 round or tapered at one Spittoons, iron - * * 3 end wº- * sº l Splints, wood, for matches & 3 E.0.h.p. – * * 3 Split Peas - - - * C Sofa Springs tº- *E*. * 3 Spokes *-*. * tºº C Solder - º $º * l Sponges * *º tº 5 Soldiers’— Spoons sº º sº 3 Clothing, except busbies or Spoutings and Connexions, helmets *-*. * 3 iron or steel - º m 2 Knapsacks *. * {-º 4 Sprats, in any state, e.o.h.p. – 2 Sole Bars, wooden º * C Spring Balances tº * 3 Sole Plates, iron or steel, for Spri e prings— steam hammers - - C * * Cart, Chair, Door, Mattress, Soles, Clog * sº l º $ or Sofa - * $ºm 3 Soles, fresh * - sº * 4 Rail I Soot - - & * C antway *- * Spur Wheels & <- º l Spade—— Spurs - 3 Handles * <-- & 1 p wº wº wº wº Trees - g- sº-º. & l Spurs, not plate - . . 3 S Squeegees, for cleaning ships’ pades— * * decks, &c. * sº 3 Iron or steel wº tºº. 2 *:4+: * ~~ Stable Fittings, except ena- Wooden ** s 4. lled, ir steel © Spanners tº- * sº 3 meteºron or steeſ ... - &º *f Stable Fittings and Mangers, Spar— iron, enamelled & ºr - 3 In the rough, in bulk º B Stag Horns tº sº 4 Ground - q-, * C Staircases. See Joiners’ work. Spawn, Mushroom e- sº 2 Stair Rods - 8- * 3 Spelter, in plates or ingots - C Stalling or Boothing - º 3 Spelter Sheets— Stalls or Carts, Coffee, on In casks or cases - tº I wheels – gº * -4 E.0.h.p. - mº º 2 Stampings, iron or steel, rough, Spent Bark or Tan * * B wnfinished, not timmed or Spermaceti - - *- 4 galvanised sº. - * = I Sperm Oil— * tº * In casks or iron drums, sº : Sheet Iron . round or tapered at one in Plates, wr, compresse bundles ** ſº tº B end -- & * l E.o.h.p. sº *- 3 Standards— º Spetches— *:::::: trom, in comcrete Dry, in casks or bags º l OCRS - *s gº l $/, 9 For hurdles, iron or steel—— Wet— P e * acked * * C From tanners, in casks - C From tanners, not packed- I Not packed * º l r 5 p For rolling mills, iron or steel C E.0.h.p. º, ſº 2 * … g Spiegeleisen— For steam hammers, iron on In bulk &= * * H steel - º tºº C E.0.h.p. &ºm * -º wº C Stands— Spikes and Nails, iron or steel - C Bicycle, wrought iron tº 3 Spile Pegs * * tºº l Flower— Spindles— Wrought iron - tº 4 In boares gºs rº sº- 3 E.0.h.p. * * 5 E.o.h.p. * &= s 4 Bat— Iron or steel, for rolling mills C Cast iron sº * 3. SPIRITS : — Wood - *- alº 5 In cases or casks - * 3 Ritchen fire p'ace * 3 In hampers - tº a * 4 Lavatory, earthen ware, com- E.0.h.p. * sº 3- 5 plete, enamelled - tº 3 STANDs] [STones I , Article. Class. Article. Class. Stands—continued. Sticks—continued. Sewing Machine— Pea and Bean - ºg C In parts, packed in cases Umbrella— or frames - tº me 3 In the rough sº sº 2 E.0.h.p. – --> - 4 E.0.h.p. - - " - 4 Umbrella— Walking— º Cast iron - º - 3 In the rough 4- - 2 Wood - - - 5 * E.o.h.p. - - - 4 Stannite of Stills— Potash - * sº - 2 Copper º Q-º * 4 Soda - - - 2 Iron - - - º 3 Staples— Stirrups º- *- sº 3 Iron - ses sº - 1 Stocks, Gun - - * 3 Wire, for bookbinders - 2 Stone-- Starch— Blue— In bags, boxes, cases, or casks 2 In bags, bores, cases, or E.o.h.p. º *- - 3 casks * * ºt 2 Stationery, e.o.h.p. --> - 3 E.0.h.p. – :- tº 3 Staves, prepared, for casks - C Blue-- Stay— In bags, boares, cases, or Laces— casks - - *- 2 Cottom or leather - - 3 - E.0.h.p. – es - 3 E.o.h.p. *e mº - 4 Carved, for building pur- Rods and Stay Tighteners. poses, e.o.h.p. - * 2 See Telegraph Stores. Cutting and Crushing Ma- Stays, not silk, for wearing chines - º --> I apparel - - - 3 Decorative, carved, for de- See also Drapery, heavy. corating the interior of Steam— buildings - - - 4 Engines, Horizontal, Por- In the rough state, Building, table, Tram, and Vertical - 2 Pitching, Paving, Kerb, or Excavators - * - 2 Flag * <- - B Fire Engines - - 3 Ridges, for roofing - C Gauges - wº- - 4 Sawm, or roughly wrought up, Hammers - -> - 1 such as Sinks or Troughs- Pipes, iron or steel - - C Stone and undressed ma- Ploughs and Steam Plough terial for the repair of Wans - wº- - 2 roads sº sº - Roundabouts in Vans - - 4 Wholly undressed, straight Tubes, brass or copper - 2 from a quarry - - A. Winches - * - 3 Stearine - - - I STONES :— Stearine Candles - - - 1 Alabaster Stone, in lumps, Steel—- ** wnground - *- - B Bars and bundles º - 2 Brimstone, crude or unmanu- Blistered - - - I factured - - - C Sheet - *g *- - 3 burrstones - -> -> C See also Iron and Steel list, Cement Stone - - tº- B pages 72, 73, and 74. Chertstone - - t-º. C Steelyards - - - 3 China Stone --> C Steering or Rudder Wheels— Curling Stones º 2 In cases, crates, or frames - 3 Emery Stone - 3- * C E.0.h.p. º - - 4 Gravestones - * - 4 Stench Traps, iron or steel - 1. Grindstones— Steps. See Builders' implements. In the rough - - C Steps— E.0.h p. - * º 2 Carriage - - - 3 Gypsum Stone, in lumps, Cart - * *- - 3 wnground - sº- wº-> B Stereotype Casts - - 4 Homestones - º - 3 Stern Frames, Ships’ - - 1 Ironstone - - - A Sticks— Limestone, in bulk - * A Flower, wooden or cane, Polished or dressed - sº 3 CO7]????07? - - - I Lithographic º * 4 94. STONEs] ë. [SYRUP. Article. Class. Article. Class. STONES-continued. Strickjes— Millstones— - In bowes or cases - * 2 In the rough dºn *- C E.0.h.p. * º * 3. Pinished - º *- 2 Strips, iron or steel, not • Plaster Stone, in lumps, wrº- packed * - - | C ground, - - - B Strops, Razor - º - 4 Pumice Stone — * * 1 Struts, See Bridgework. Rotten Stone - - || 1 | | | Struts. See Builders' imple- Scythe Stones - a- - 1 nvents. Soapstone - - - C Struts. See Roofu'ork. Tombstones - º - 4 Stucco, ground - tº - C Whetstones – - - 3 sº Casts, Figures, and ~ * Inaments - * - 5 sº fºr. or pale - Studs, iron or steel * - 1 common jºi 5 p 3. 1. Stuff Goods— Glass, ºp. - - 3 In bales, packs, or trusses - 3 Wood, packed - * * 2 š. º Dra €7° ii. ht - 4 º or Caps, Terra Cotta l Stuffed j § #i, in OWeS-. * COLS6S - - -- - 5 £º or kitchen - º 2 Sud-cake Manure º w B olished - º - 4 Sugar Gas or Oil - - - 3 gal- e e In bags, cases, or casks - 1 Fireclay Tile - - - 4 JE % > > Tobacco tº - t- 2 § g - - . ; Straw— Mats, old, for paper making- C FIydraulic or steam press- Mills - pap * 9. 2 - packed - tº ens C Nippers, except gold, silver, Machine pressed, minimum or plated - tºn - 3 40 cwt. per waggon - 1 E.0.h.p. – jº º 5 Not hydraulic or steam Scum, for manure - tº- B press-packed or machine Of Lead - * * I pressed, in full truck SULPHATE OF :— loads, or in consignments Alumina - * - C of 20 cwt. * - 3 Ammonia - * * C E.0.h.p. tººl º - 4 Copper, for ea port in 10-ton Flaac — lots * º wº C FIydraulic or steam press- E.0.h.p. – * ºn I packed - - - C Iron - Fº gº , - C Machine pressed - - 1 Lime - - sº - C Not hydraulic or steam Waste - * - A press-packed, or machine Magnesia º - O pressed, in full truck Potash ſº- tºº Yº B Ioads, or in consignments Soda - lº * * C of 20 cwt. - - 3 Sulphur, crude, or 'unmanu- B.o.h.p. - sº tº- 4 factured * tº sº C Envelopes, for bottles - 2 JE.0.h.p. & - * I Goods, including straw hats Sulphur Ore - gº - || B and straw bonnets tº- 5 i ! Summer Houses - * * 5 Palliasses º tº º 3 Surat, , Bagging, for paper Plait º tºº tº 5 making - tº - 1 w º Surgical Instruments * º Strawberries- §§ iron or steel - - # # tubs, ſº, #. - . 2 Sweat Scrapers, packed - 3' upe, not notnowse tº- 3 Swing Boats * * * 4. Strawboard - º - 1 Swivels, Double. See Telegraph | Strawboard Cuttings, for paper Stores, - making gº - gº I Syringes, Garden º º 3. Street Boundary Posts, iron - 1 Syrup— Street Lamp Frames ºt * 3 In casks sº º - 1. Stretchers, Trouser, iron, In cases, in tins in baskets, portable - gºt - 3 or in stone bottles packed , Stretchers, Umbrella - - 3 in crates or hampers - 3 * TABLES AND BEDs] [THEATRICAL LUGGAGE Articles. Class. 3. Article, Class. Tares - tºº, #º gº - C Tares, for cotton bales - $= I Targets— Tables and Beds for Boring, Iron or steel sº * C Drilling, Planing, Punching, Frames for, iron or steel - I Shearing, and Slotting Ma- Tarpaulins - * - sº sº 2 chines (for metal work) - I Old, for paper-making - || C Tables— Tarred Felt and Sheathing tºº I Bagatelle - • * * 5 Tartar, liquid – 4- s 2 Billiard * º * 5 Tartaric Acid gº * •º 4 Cast iron or steel, in parts - 3 Tartars or Argols - * 2 Iron or steel, Cast sº tº- 4 Tea * gº s * sº 3 Table Expanding Screws * 3 Teazles tºº * - as e-ºr 5 Tablets, Show, enamelled Telegraph— metal sº sº gº 3 Instruments, packed - tºº 4 Tabling, Water (cement) gº I Insulators, earthenware, Tabs and Fents, cotton and packed - * •º I woollen ºt wº gº 3 Posts, iron or steel tºº. wº C Tacks - wº ſº & 3 Stores, iron or steel— Talc - sº tºr gº 3 Blacked Iron (cast) Ridge Tallow - - - - I Chairs - * - C Tallow Candles – tº sº l Galvanised and Blacked Tallow Oil-– Earth Plates, in bundles C In casks or iron drums, Galvanised and Blacked round or tapered at one end I. Iron Loop Rods - - C E.0.h.p. sº sº s: 3 Galvanised and Blacked Tamarinds - gº * - 2 Screw Tighteners, packed C Tan, or Spent Bark - wº Bº Galvanised and Blacked Tanks – * * * * 4 Stay Rods, in bundles - C Tank Plates, iron or steel sº C Galvanised and Blacked Tanning, Bark for— Stay Tighteners - gº C Chopped, packed in bags, or Iron Poles, Roofs, or Caps C hydraulic pressed - • * C Malleable Cast Iron Loose - sº tº tº I Brackets, galvanised, E.0.h.p. * : *g * 2 packed sº tºº C Tanning, Eartracts for, viz.:-- Malleable Cast Iron Double Extracts for tanners’ use, in Wall Brackets - e- H. boares or casks - * - C Malleable Cast Iron Sad- Extract of Bark, for tanning I dies * ºf tº I Extract of Chestnuts, for Wrought Iron Double tanning purposes - tºº I Swivels * sº •º l Extract of Wood, for tanning I Telegraph Clothing - tº- 3 Taper Holders, metal - tº 3 Telephone Apparatus, packed - 4 Tapes {- º * 3 Telescopes - t- * tº 5 Tapioca sº tº wº 2 Tenders, Locomotive Arles Tapioca Flour º tº º 2 and Wheels - Žºgº, * I Tap Bogies, Puddlers’ - - I Tenders, Locomotive, loaded in Tap or Mill Cinder tº gºt A railway companies' waggons 2 Taps, brass - & º * 3 Tents sº tºº. tºº. wº 3 Tar— s Terne Metal * * * 2 Coal and Gas— Terra Alba * * tº * C In owners' tank waggons - A Terra Cotta— E.o.h.p. – Bºe ~ B Blocks and Bricks K- gº C Coal-tar Pitch, in blocks sº B Caps or Stoppers - tº- I Vegetable Tar * sº C Casts sº * º * 5 Tar Oil, Mineral– Figures * * dº 5 In casks or iron - drums, Ornaments tºº * - 5 round or tapered at one end l Terra Japonica tºº tº C .0.ſtºp, º wº º 3 Terrets º t- tº- 3 Tar, Spirits of Textile Fabrics, made of mired In casks or iron drums ſº 2 cottom, linen, wool, or B.o.ht.p. * tº wº 4 similar materials - tº tº 4 Tarred Gravel, for paving * * B Theatrical Luggage and Scenery 4 THERMOMETERs] [TRENAILs Article. Class. Article. Class. Thermometers sº sº wººt 5 Tobacco—continued. Thimbles— * Leaf- Eaccept gold, silver, or In hogsheads or tierces - 2 plated - * tº * 3 M .0.h.p. - - * * i º 3 E.0.h.p. º £º wº 5 anwfactured (except cigars Thirds or Pollards º * G and cigarettes) * gars , 4 Thread, cotton and linen - dº 3 Paper wº º * 2 Threshing Machines - *-* 2 Stoves or Presses wº sº 2 Tickets, Railway - * 4-> 3 Tomatoes tº sº * 4 Tie Clips, Cotton, packed - C Tombstones $º sº. 4 Ties. See Bridgework. Tonquin Beans º ſº 5 Ties, Tie Rods, and Wind Ties. Tools— S €6. *g. d St Carpenters', Coopers’, Edge, Tighteº, Seºul,” Qy. Joiners’, Masons’, and See Telegraph Stores. Shipwrights’ 3 ile Stoves, Fireclay - * upwrights . . . . - - #. y Well-boring and Pit-boring - 2 * Tops and Bottoms, Press, iron Art : . º . . " 4 or steel, unfinished * “”. C Draining, Garden Edging, Torchwick 2 Pavin Roofing, com- orenwic *- - * * 9, 5 B Tortoiseshell sº wº º 5 s - sº Tow— Rºi!ld 2? º . d “. In bales, minimum 60 cut. painted, galvanisea, C per waggon - * * l gººd . . . . c. In bales, e.o.h.p. – - 2 Tilt #mes or Helves, iron E.0.h.p. – sº mº sº- 3 steel v. e. gº C Tow Waste— or stee ydraulic or steam press- Timber— * tº C packed - - - - C Actual machine weight gº For paper making - gº l Measurement weight - gº I E.0.h.p wº e * iº 2 Tin– *º- In blocks, cakes, or ingots - 2 *}. d - sº gº tº- 3 Crystals - *- * tºº : E.0.h.p. – º sº º 4 Hº | 1 || Traces and Chains— Plates, iron or steel.- : - 1. £º steel, not packed - º Pº §#.º º: Traction Engines * º 2 5 sº Train Oil—— pº". º boxes for B In casks or iron drums, ates, wooden, C round or tapered at one end I packing - - - - E.0.h.p. - - - || 3 śns. . . . . . || Tº ; lºng mº sº - 4 Couplings, iron or steel $º: I UlbeS - - - Engines, Steam - - wº 2 Tinware— Wheels and Axles, iron or In cases or casks wº ſº 3 steel * º wº C E.o.h.p. – Eg tº gº 4 Traps— Tincal - ſº- sº - 2 Sink, brass, or copper sº 3 Tinfoil sm: * * - 2 Sink and 'stench. iron or Tinned Iron, in sheets, not steel * --> sº se 4- 1 packed - sº sº sº & Sink, earthenware or fireclay 1 Tip Iron - * * 8- Wermin - sº tºº sº- 3 #. | 2 Tºng Bags. See Drapery, ollvery $º sº - tght. Brassed, for boot heels sº 3 Trawl Heads, iron or steel - C Shoe, iron or steel tº - C Trays, iron or steel - * -º * 3 Toasting Forks, iron or steel - 3 Treacle - E- gº * l Tobacco—— Treads, Wood, in frames, for Boxes, metal sº º - 3 T stain's h sº sº º 'º 1 Juice—— } rees, e.o.m.p. wº *g * 4 In casks- tº- gº - 2 Trellis Work, wood, in bundles 3 E.0.h.p. wº es - 3 Trenails sº º º | C 97 TRESTLEs] [WANs Article, Class. Article. Class. | ! Trestles, See Builders' imple- Turpentine— aments. ſ Crude, in casks tºº - I Trestles, wrought iron - gº I Spirits of i Tricycles - - - - ' 5 In casks or iron drums - 2 Trimmings, Coach and E.0.h.p. gº * - 5 Upholsterers’— | Turtle - gº sº wº ! 5 In bales, packs, or trusses 3 Twigs— { E.0.h.p. - - - - 4 Brown - * * - 2 See also Drapery, light. Green and wet - - - 1. Trivets, iron or steel - - 3 White or stained - - 3 Troughs— ! Twine - sº tº ºn º 2 Bakers’, wooden - - - - 3 Twist, cotton and linen, in Cattle and other, iron or bags, bales, boares, cases, steel & sº-sº tºº - 3. casks, skips, or wrappers - 2 Earthenware and fireclay - C Twist (except silk) - - 3. * 3 Stone for - <-2 sº - Č Type - sº sº se - 3 Trouser Stretchers, iron, port- Type Printers’ Rollers - wº 4 62 - & gºs sº * 3 Tyres and Tyre Bars, iron r Trout, fresh - sº * - 4 steel—— Trowels – 4 × sº gº - 3 In the rough - 4- - C Trucks, Bloom gº *- - 1 | Trunks - 㺠<--> * – 5 | Trunks, tin or sheet iron, | packed in cases or crates - | 3 |Ultramarine - gº tº- - 4 Trunnions, unfinished, iron or Umber - gº gº tº - C steel - - º - - C Umbrellas - tº- sº tº 4 Trusses and Packs, Hawkers’ - 4 Umbrella— - Tubbing, Colliery, iron or Fittings - - - - 3 steel - tºº * * - C Stands— Tubes :-- { Cast iron - * - 3. Brass or copper (e.ccept Wood - *g tº - 5 steam), packed - sº - 3 Sticks— ſ Coated with brass - - 2 In the rough - sº dº 2 Electro-coppered * - 2 E.0.h.p. * = * 4 Fittings for Tubes, iron or Stretchers - - wº tºº 3 steel, except electro-cop- Undressed Material, for the pered or coated with brass C repair of roads- * - A Iron or steel, eaccept electro- Upholsterers’ Trimming — coppered or coated with In bales, packs, or trusses 3 brass * sº tº tº ºs C E.o.h.p. – sº - — ; 4 Paper, for Cops - º * 3 See also Drapery, light. Sanitary - * - wº C | Steam, brass or copper * 2 Tim - sº sº tºº *E: 4 Zinc - sº * * * 4 Valonia * º -* C Tubing, brass or copper, Valves— e.o.h.p. * tº- wº &= 4 JBrass tºr tº- tº Łº 3 Tubs— Gas or Water, iron or stee I Iron - * * * sº 2 Valves or Seal Pipes, iron or Washing *-* tº gº 3 steel - tºº * dº sº I Wood - ſº º tº ºm 3 Vans— T Tue Irons $º wº * * 2 Commercial Travellers’ - 4. Tun Shoes. See Rooftwork. Containing Steam Round- Turbot, fresh - * sº * 4 abouts - tº º tº 4 Turf - & *- * tºº B urniture, returned empty, Turmeric º * * - 2 ºf from the same station Turnery Ware *- º * 3 and consignee to which Turnings, Wood, for fish and to whom they were curing wº tº tº - C carried full, to the same Turnips— station and consignor from In bulk, for cattle feeding - || B which and from whom they JE.0.hp. - º: * = * C were carried full - - C Turn-tables, in parts - - C Steam Plough - - - 2 O 95120. G 98 WARNISH) [WATCH GLASSES Article. Class. Article. Class. Warnish— Waggon Slippers, iron - - l In casks or iron drums - 2 Waggon Work, Railway, iron JE.0.h.p. - - - - 3 or steel - - - - | C Black, common, in casks - l Walking Sticks, e.o.h.p. – e- 4 Vaseline - - - - 8 In the rough - - tº 2 Vases, glass - - º º 5 Wall Boxes and Brackets, iron Vats wº - º º * 4 or steel - º- - tºº C Vegetables— See also Telegraph Stores. Not packed, e.o.h.p., mini- Walnuts, green, and Husks - ; 2 mum 20 cwt. per waggon - 1 Warmers, Foot and Carriage - 3 Packed, e.o.h.p. – - - 2 Warming Pans - - - $ Hothouse, packed º - 4 Warps— Vegetables— | Eaccept silk - - - - 4 In brine - cº * - 1 Wash Leather sº - tº- 3 Desiccated for cattle food - 1 Washers— Vegetable— Brass or copper - - tº- 3 Ivory - - * * * 3 Iron or steel - - - C Tar - - - - - C Leather - - - tº 2 Washing Machines - - 4 Washing— Wax - w tº- * - 2 |Boards - º - - 3 Vehicles, Railway, e.o.h.p., Machine Rollers - - - - 1 loaded in other waggons - C Machines, packed º - 3 Velocipedes - - - - 5 Not packed - º, 4 Velvet, Cotton— Machines, Vegetable - - 4 In bales, packs, or trusses - 3 Powder and Paste - sºme l Velvet, e.o.h.p. ams º - 5 Tubs -- * * * 3 Veneers - " - - - - - 4 Washstand Tops, marble, Venetian Blinds— packed - tº - - 3 In cases, crates, or frames - 3 Waste— E.0.h.p. – sº * - 4. Alum - - tºg * * C Venetian Masts or Flag Poles- 2 Antimony Ore - * - || B Venison - - - * - 4 Bone - - ºr - - C Ventilators— Cotton, for paper making, Small, iron or brass, for hydraulic or steam press- buildings, packed - - || 3 packed - * * - C E.0.h.p. – - - - 5 Cottom - i- --> sº 2 Ships’ - - * - 2 Flaac— Verdigris - - *- - 4 For paper making, hy- Verjuice, in casks - *-*. - || 1 draulic or steam press-- Vermicelli - - - - 3 packed - tº- - - C Vermin—— i For paper making - - - 1 Killer (phosphorous paste), E.0.h.p. – * - * - 2 packed - tº- es - 5 Hemp, for paper makin tº- l Traps - - - • - 3 Hoof, e.o.h.p. – - - C Vertical Steam Engines - - 2 Horn, e.o.h.p. – - C Vetches - sº t- º - C Ivory - - º - º 2 Vices, iron or steel - - - 2 Jute, for paper making - l Vinegar— Leather Cuttings or Parings- 1 In casks - - tº ºn I Linen— In cases - - º - 2 For paper making, hy- E.0.h.p. – * - 3 draulic or steam press- packed- º - - j C For paper making - - 1 E.0.h.p. – - - - 2 Wadding, cottom - * - 3 IPaper, for paper making - C Wads, Gun - - º - 3 Sulphate of Lime -º- - A Waggon Bodies— Tow— In pieces, bound together - 1 Hydraulic or steam-press Railway - 4- º º 2 packed: tº - - C Railway, fitted together e- 2 Por paper making - - i Waggon Brasses, Railway - 2 E.o.h.p. – º - - 2 Waggons, Railway, e.o.h.p., Woollen - wº- - - 2 loaded in other waggoms 1- C Watch Glasses &= - - || 5 - 99 WATER.j - IWINE Article. Class. Article, Class. Water— Whale Oil— Alumina - * gº - C In casks or iron drums, Distilled— t round or tapered at one #m cases or casks - - 1. end * * - º 1. .o.h.p. – - - - 2 E.o.h.p. – *- - - 3 Gas— Wheat - - * - - C #. owners' tank waggons - A Wheeling pieces and Wheeling , ºp. iº º º -> B :. See Builders’ Im- In casks - - º I Wheels— E.o.h.p. – ºw - - Cart, Coach, and Carriage- 4 Water Cans— . | Cart and Plough, iron or fº. In casks or crates - - 3 steel - me - -> I JE.0.h.p. - º - 4 Emery— Water Meters - - 4- 3 In boares or cases - º 2 Water Pipes (exclusive of rain E.o.h.p. – - - - 3 water pipes), iron or steel - C Fly and Spur -., - - I Water Tabling, Cement - ºs 1 Iron or Steel (Railway Car- Water Valves, iron or steel - l riage, Railway Waggon wº Aérated and Mine- Tram, or Corve) - - C º'Clº- Locomotive Engine and In cases and casks - *s l Tender- sºs - - L E.0.h.p. – - tº-e * 2 Plough, iron or steel - * I Waterproof Clothing (eaccept Rudder or Steering— oily canvas clothing) - sº 3 In cases, crates, or frames 3 Wax— ! E.o.h.p.- *- - *- 4 Pees’ - tº- - * - 2 Wheelbarrow, iron or steel- i Japan sº - - =- 2 With frames for hoisting Paraffin - - * -- 1 purposes (Gins) - - 3 Sealing - - R- - 3 Wheelbarrows - - * 3 Shoemakers’ * - gº 2 in parts - * - ** I Vegetable - - - º 2 Wheelbarrow Wheels, iron or steel - * - - * l Wax— Whelks - - - - | 1 ºria...a river. ||Yºº -, -, -, - . ads, figures, a ower Whisk, for making brooms - 2 Wearing Apparel (eacclusive of Whisks, packed – - * 3 silk goods), e.o.h.p. . . . tº- 4 wº fresh - - * * Wearing Apparel, sealskins mad - 5 - •4. | - White Lead - - - * I into articles of - - - J. Whitenin º - * C Weavers’ Shuttles - * - 3 W;g g - - - - C Webbing— Willows— Elastic - - - - 3 Brown - - - -> 2 Reed, for ceilings - - 2 Green and wet - - - f Weft, cotton and linen, in | White or stained - * 3 bags, bales, boares, cases, te casks, skips, or wrappers ! | 2 winchis— - Weft (eaccept silk) - º 3 Crab º º - I p - See also Builders’Implements. Weighing machines— FIand - - - - I Large . . (those used for Steam * *- - * 3 zoeighing railway or other Windlasses - - - - * l S. ºlº, and also cattle) - 2 See also Builders’Implements. mal (those used for - - weighing packages and wº.es, iron— ~3 goods) - - - - 3 Packed in cases - - 2 Weights— E.o.h.p. – - - * 3 Brass - º º º tº- 3 Guards, iron - - - 1 Iron or steel - sº * C Sashes. See Joiners’ work. Letter- - * * - 3 Shutters, iron or steel- — Wºng and Pit-boring Wind º: See Roofu'ork. 3 ools – * * * - 2 Wine Bins - - - - Whalebone - - - - 4 Wine, Beef, in bores - - 4 G 2 WINEs] [YARN Article. Class. Article. Class. WINEs :— Wooden— • * In cases or casks - * 3 Blocks, for paving - - C # ºper: tºº wº * : w: {" packing tin plates C .0.h.p. – sº- * sº OOCIWOTR- Wines, British— *...; manufacture of 4 #: . . . . ; *(l,º: manufacture of 4 WIRE :- Carved, for decorating the Copper or brass, packed in W interior of buildings sº 5 bags, cases, or casks * 3 OOL =- •º Cotton covered, in casks, Cottom, dressed and carded - 3 hampers, cases, and can- Dressed or carded - - 3 was covered coils - - 2 Hatters’ (or Rabbit Fur) - 3 German silver, in cases and Raw - sº tº º º 2 casks - - - - 3 Slag, in bags and casks - l Insulated - * * - 4 Slag, e.o.h.p. – sº tº 2 Iron— T Wool Oil gº wº * º I Not packed or wrappered C Wool Sheets, new - - - 2 JE.0.h.p. - - - 2 Woollen and Cotton Slops— Lead wº * º - 2 In bales, boares, or ham- JWeedle - tº- gº tº 4 pers tºº sº wº gº 3 Polished – sº * &º 4 Woollen and Worsted Gloves— Steel— | In bales, packs, or trusses - 3 Not packed or wrappered C E.o.h.p. – * nº gº 4. E.0.h.p. – * - - 2 Woollen and Worsted Goods— * fº e } In bales, packs, or trusses - 3 Wire (of iron or steel, includ- E.o.h.p. – º se wº 4. ing tinned or galvanised), See also Drapery, light. in wrapped coils, or not Woollen— otherwise packed sº - C Cloth— Wire— # º packs, or trusses- 3 Gauze - - - - 4 **h...... ... " 4 Iron, rolled in rods or coils, | See also Drapery, light. not packed - tº º * C Waste º sº sº Eº 2 Netting, iron wº wº- - 2 wºven - : * 3 Poultry Pens, folded ... 2 Wappers, for cotton bales - : Rºº. not drawn, iron C Wrenches, Coach - E. : tº 3 Rope, iron or steel, old, cut "º Rome. tº {-º in pieces * º * B Machines, packed * l Ropes - - , , - - 2 Not .#. ea - - * wººle, for bookbinders - 2 Writing Slates $º * º 2 W. m . . . . & Wrought Iron Double Swivels. orra - - See Telegraph Stores. Wood Acid—— In casks - * gº - 2 I.0.h.p. &º * -º * , - 5 * Wood— Bent, rough, unfinished - 2 Bent, e.o.h.p. – * - º 3 Xylonite {- tº wº º 3 Shavings - *- º gº 3 Eartract of, for tanning - l Eibre, hydraulic or steam press-packed - * wº C In balss gº º ę l Patterns, for castings - |- 4 Pulp, or Half Stuff - sº C Yarn :— Pulp Middles - s * 1 Cotton and linen, in bags, Treads, in frames, for stairs l bales, boares, cases, casks, Turnings, for fish curing - C skips, or wrappers - wº 2 10] YARN] [ZINe Article. Class. Article. Class. YARN—continued. Linen, press-packed, in bunches or ; º º 2 ZINC :— Linen, e.o.h.p. - - º 3 Ashes - - - - B Woollen and Worsted sº 3 Bars * * * * 2 Yarns (eaccept silk) - - - 3 Carbonate of - - - | C Yeast— 3 Chloride or Muriate of - . 1 In bags, or in bags in Ingots - - - - C baskets, hydraulic press- Nails sº tº sº 2 packed, dry - sº tº 2 Ore - º *g, *g º B E.o.h.p. m wº sº 4. Owide of - fº tº sº. C See also Groceries. Plates º sº dº * = C Yellow Metal— Ridges - - sº as I Bolts and Nails - - tºº 2 Rods sº tº- tº as C Plates º gº tº- ºn I Scrap - gº sº wº 2 Rods sº $º mº gº 2 Sheets - sº tº * C Sheathing sms tº sº l Skimmings gº- tº gº B Yellow or Persian Berries - 3 Tubes sº ſº * º 4 Yolk of Eggs * * * 5 Zinc, White, or Oxide of Zinc - C The General Conditions under which the Maximum I)ivision schedule. Maximum conveyance TateS, Rates and Charges can be made. The following sections (Nos. 1 to 27) are in the main common to all the Railway Rates and Charges Order Confirmation Acts, 1891 and 1892. The sections not common to all the Acts are marked thus”, and the sections which are substituted therefore are printed on pages 109 to 112. I.—MAXIMUM RATES AND CHARGES. 1. This schedule of maximum rates and charges shall be divided nto six parts: Part I., containing the maximum rates and charges authorised in respect of the merchandise comprised in the several classes of merchandise specified in the classification; Part II. and Part III., containing the maximum rates and charges authorised in respect of animals and carriages as therein mentioned ; Part TV., specifying the exceptional charges mentioned in such part, and the circumstances in which they may be made ; Part V., containing the rates and charges authorised in respect of perishable merchan- dise by passenger train, with the provisions and regulations which are to apply to such class of merchandise ; and Part VI., contain- ing the rates and charges authorised in respect of small parcels by merchandise train, with the provisions and regulations which are to apply to such parcels. *2. The maximum rate for conveyance is the maximum rate which the Company may charge for the conveyance of merchandise by merchandise train ; and, subject to the exceptions and provisions specified in this schedule, includes the provisions of locomotive power and trucks by the Company, and every other expense incidental to such conveyance not herein-after provided for. Provided that— (a.) The provision of trucks is not included in the maximum rates applicable to merchandise specified in Class A. of the classification, and the Company shall not be required to provide trucks for the conveyance of such merchandise, or for the conveyance of lime in bulk or salt in bulk, or of the following articles when carried in such a manner as to injure the trucks of the Company ; that is to say, ammoniacal liquor, creosote, coal-tar, gas-tar, gas-water, or gravel tarred for aVing. (b.) Where, for the conveyance of merchandise other than merchandise specified in Class A, of the classification, the Qompany do not provide trucks, the rate authorised for conveyance shall be reduced by a sum which for distances not exceeding 50 miles shall, in case of difference between the Company and the person liable to pay the charge, be deter- mined by an arbitrator to be appointed by the Board of Trade, 103 THE GENERAL CoMDITIONs UNDER WHICH THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. and for distances exceeding 50 miles shall be the charge Maximum authorised to be made by the Company for the provision ºyance of trucks when not included in the maximum rate for * conveyance. 3. The maximum station terminal is the maximum charge Maximum which the Company may make to a trader for the use of the º accommodation (exclusive of coal drops) provided, and for the “ duties undertaken by the Company for which no other provision is made in this schedule, at the terminal station for or in dealing with merchandise, as carriers thereof, before or after conveyance. 4. The maximum service terminals are the maximum charges Maximum which the Company may make to a trader for the following service services, when rendered to or for a trader, that is to say, loading," unloading, covering, and uncovering merchandise, which charges shall, in respect of each service, be deemed to include all charges for the provision by the Company of labour, machinery, plant, stores, and sheets. Provided that— Where merchandise conveyed in a separate truck is loaded or unloaded elsewhere than in a shed or building of the Company, the Company may not charge to a trader any service terminal for the performance by the Company of any of the said services if the trader has requested the Company to allow him to perform the service for himself and the Company have unreasonably refused to allow him to do so. Any dispute between a trader and the Company in reference to any service terminal charged to a trader who is not allowed by the Company to perform for himself the service shall be determined by the Board of Trade. 5. The Company may charge for the services hereunder men- Special tioned, or any of them, when rendered to a trader at his request or charges. for his convenience, a reasonable sum, by way of addition to the tonnage rate. Any difference arising under this section shall be determined by an arbitrator to be appointed by the Board of Trade at the instance of either party. Provided that where before any service is rendered to a trader he has given notice in writing to the Company that he does not require it, the service shall not be deemed to have been rendered at the trader's request or for his convenience. ~, (i.) Services rendered by the Company at or in connexion with sidings not belonging to the Company. (ii.) The collection or delivery of merchandise outside the terminal station. (iii) Weighing merchandise. 104 Special charges. Demurrage charge for traders’ trucks. Charges for private sidings, &c. under agreement. Transhipment. THE GENERAL CONDITIONs UNDER which THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. (iv.) The detention of trucks, or the use or occupation of any accommodation, before or after conveyance, beyond such period as shall be reasonably necessary for enabling the Company to deal with the merchandise as carriers thereof, or the consignor or consignee to give or take delivery thereof; or, in cases in which the merchandise is consigned to an address other than the terminal station, beyond a reasonable period from the time when notice has been delivered at such address that the merchandise has arrived at the terminal station for delivery. And services rendered in connexion with such use and occupation. (v.) Loading or unloading, covering or uncovering merchandise comprised in Class A. or Class B of the classification. (vi.) The use of coal drops. (vii.) The provision by the Company of accommodation at a waterside wharf, and special services rendered thereat by the Company in respect of loading or unloading merchandise into or out of vessels or barges where no special charge is prescribed by any Act of Parliament. Provided that charges under this sub-section shall for the purposes of sub-section (3) of section 33 of the Railway and Canal Traffic Act, 1888, be deemed to be dock charges. 6. Where merchandise is conveyed in trucks not belonging to the Company, the trader shall be entitled to recover from the Company a reasonable sum by way of demurrage for any detention of his trucks beyond a reasonable period, either by the Company or by any other company over whose railway the trucks have been conveyed under a through rate or contract. Any difference arising under this section shall be determined by an arbitrator to be appointed by the Board of Trade at the instance of either party. 7. Nothing herein contained shall prevent the Company from making and receiving, in addition to the charges specified in this schedule, charges and payments, by way of rent or otherwise, for sidings or other structural accommodation provided or to be provided for the private use of traders, and not required by the Company for dealing with the traffic for the purposes of convey- ance, provided that the amount of such charges or payments is fixed by an agreement, in writing, signed by the trader, or by some person duly authorised on his behalf, or determined in case of difference by an arbitrator to be appointed by the Board of Trade. * 8. In respect of merchandise received from or delivered to another railway company having a railway of a different gauge the Company may make a reasonable charge for any service of transhipment performed by them, the amount of such charge to be 105 THE GENERAL CONDITIONS UNDER WHICH THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. determined in case of difference by an arbitrator to be appointed Transhipment. by the Board of Trade. *9. The Company may charge for the use of the trucks provided Charges for use by them for th f merchandise, when th :-: -- of trucks. y them for the conveyance of merchandise, when the provision of trucks is not included in the maximum rates for conveyance, any sums not exceeding the following:— - 8, d. For distances not exceeding 20 miles – 0 4% per ton. For distances exceeding 20 miles, but not exceeding 50 miles - agº - 0 6 , , For distances exceeding 50 miles, but not exceeding 75 miles &- wº- - 0 9 , ,, |For distances exceeding 75 miles, but not exceeding 150 miles - gº - 1 0 , , For distances exceeding 150 miles - - 1 3 , , II.-PROVISIONS As To FIXING RATES AND CHARGEs. 10. In calculating the distance along the railway for the Calculation of purpose of the maximum charge for conveyance of any merchan- *. dise, the Company shall not include any portion of their railway which may, in respect of that merchandise, be the subject of a charge for station terminal, *11. Where merchandise is conveyed for an entire distance Minimum which does not exceed in the case of merchandise in respect of charges for which a station terminal is chargeable at each end of the transit ** three miles, or in the case of merchandise in respect of which a station terminal is chargeable at one end of the transit four and a half miles, or in the case of merchandise in respect of which no station terminal is chargeable six miles, the Company may,f ercept as herein-after specially provided, make the charges for convey- ance authorised by this schedule as for three miles, four and a half miles, and six miles respectively. Provided that where merchandise is conveyed by the Company partly on the railway and partly on the railway of any other company the railway and the railway of such other company shall for the purpose of reckoning such short distance be considered as one railway. 12. For any quantity of merchandise less than a truck load Minimum which the Company either receive or deliver in one truck, on, truck load. or at a siding not belonging to the Company, or which, from the t The words printed in italics are not included in this section in the Cleator and Workington Railway Junction, &c. ; Festiniog Railway, &c.; Hull, Barnsley, and West Riding Junction Railway ; Isle of Wight Railway, &c.; Lancashire and Yorkshire Railway, &c.; London, Tilbury, and Southend Railway, &c.; Manchester, Sheffield, and Lincolnshire Railway, &c.; North Eastern Railway, &c.; North Staffordshire Railway, &c.; Scottish Railways, &c.; and Irish Railways Companies Acts, 106 Minimum truck load. Fractions of a ton and of a hundredweight. Fractions of a mile and of a quarter of a mile. Fractions of a penny. Weight to be avoirdupois weight. Calculation of weight of stone. Measurement weight of timber. Aggregate quantities. Classification of unenu- merated articles. THE GENERAL CONDITIONs UNDER which The MAXIMUM RATES AND CHARGES CAN BE MADE—continued. circumstances in which the merchandise is tendered, or the nature of the merchandise, the company are obliged or required to carry in one truck, the Company may charge as for a reasonable minimum load, having regard to the nature of the merchandise. 13. Where a consignment by merchandise train is over three hundredweight and under five tons in weight, a fraction of a quarter of a hundredweight may be charged for as a quarter of a hundredweight; and where a consignment by merchandise train is over five tons in weight, a fraction of a quarter of a ton may be charged for as a quarter of ton. 14. For a fraction of a mile the Company may charge according to the number of quarters of a mile in that fraction, and a fraction of a quarter of a mile may be charged for as a quarter of a mile. 15. For a fraction of a penny in the gross amount of rates and charges for any consignment for the entire distance carried, the Company may demand a penny. 16. Weight (except as to stone and timber when charged by measurement) shall be determined according to the imperial avoirdupois weight. 17. All stone shall be charged at actual weight, when the weight can be conveniently ascertained. When the actual weight of stone in blocks cannot be conveniently ascertained, fourteen cubic feet of stone in blocks may be charged for as one ton and smaller quantities may be charged for in the like proportion. 18. When timber is consigned by measurement weight forty cubic feet of oak, mahogany, teak, beech, greenheart, ash, elm, hickory, ironwood, baywood, or other heavy timber, and fifty cubic feet of poplar, larch, fir, or other light timber other than deals, battens, and boards, and sixty-six cubic feet of deals, battens, and boards may be charged for as one ton, and smaller quantities may be charged for in the like proportion. The cubic contents of timber consigned by measurement weight shall be ascertained by the most accurate mode of measurement in use for the time being. 19. Articles sent in large aggregate, quantities, although made up of separate parcels, such as bags of sugar, coffee, and the like, shall not be deemed to be small parcels. III.-MISCELLANEOUs, 20. In respect of any merchandise or article of any de- scription which is not specified in the classification, the Company may, unless and until such merchandise or article is duly added to 107 THE GENERAI, CoNDITIONs UNDER WHICH THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. this classification and schedule pursuant to sub-section eleven of ºion section twenty-four of the Railway and Canal Traffic Act, 1888, ...e. make the charges which are by this schedule authorised in respect articles. of merchandise and things in Class 3. 21. Nothing herein contained shall affect the right of the ; to Company to make any charges which they are authorised by any shipping Act of Parliament to make in respect of any accommodation or charges. services provided or rendered by the Company at or in connexion with docks or shipping places. *22. In respect of returned empties, if from the same station ...” and consignee to which and to whom they were carried full “” to the same station and consignor from which and from whom they were carried full, the Company may charge the following rates inclusive of station and service terminals:– For any distance not exceeding 25 miles - 3d per cwt. For any distance exceeding 25 miles but not exceeding 50 miles - sº --> - 4d. , , , For any distance exceeding 50 miles but not exceeding 100 miles * sº - 8d. , 2, For each additional 50 miles or part of 50 miles 3d. , ,, The minimum weight to be 56 lbs., with a minimum charge of 3d. Provided that— (1) Returned empty sacks and bags shall not be charged more than half the above rates with a minimum charge of 4d. (2) Returned empty carboys or crates (other than glass manufacturers' crates and crates taken to pieces and so packed) may be charged double the above rates. (3) Returned empty fish packages shall not be charged more than the following rates:– For any distance not exceeding 50 miles 4d. per cwt. For any distance exceeding 50 miles but not exceeding 100 miles - 5d. , , For any distance exceeding 100 miles but not exceeding 150 miles - 7d. , , For any distance exceeding 150 miles but not exceeding 200 miles - 8d. , , For any distance exceeding 200 miles but not exceeding 250 miles – 9d, , , For any distance exceeding 250 miles but not exceeding 300 miles - 10d. For any distance exceeding 300 miles - 11d. 35 The minimum weight to be 56 lbs., with a minimum charge of 4d. 108 Traders' empty trucks. Rates and charges of other com- panies using the railway. Arbitration. Definitions. THE GENERAL CONDITIONS UNDER which THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. 23. Where merchandise is conveyed in a trader's truck, the Company shall not make any charge in respect of the return of the truck empty, provided that the truck is returned empty from the consignee and station or siding to whom and to which it was consigned loaded direct to the consignor and station or siding from whom and whence it was so consigned, and where a trader forwards an empty truck to any station or siding for the purpose of being loaded with merchandise the Company shall make no charge in respect of the forwarding of such empty truck, provided the truck is returned to them loaded for con- veyance direct to the consignor and station or siding from whom and whence it was so forwarded. 24. Any railway company (other than the Company) con- veying merchandise on the railway, or performing any of the services for which rates or charges are authorised by this schedule, shall be entitled to charge and make the same rates and charges as the Company are by this schedule authorised to make. 25. The Board of Trade Arbitrations, &c. Act, 1874, shall, so far as applicable, apply to every determination of a difference or question by arbitration under the provisions herein contained. *26. In this schedule, unless the context otherwise requires:— The term “the Company” means a railway company to which this schedule applies; The term “the railway” means any railway or steam tramway over which the Company conveys merchandise, and in respect of which no maximum rates and charges other than those authorised in this schedule are for the time being authorised by Parliament; 33 A. The term “merchandise ’’ includes goods, cattle, live stock, and animals of all descriptions; The term “the classification" means the classification of goods annexed to this schedule; The term “trader” includes any person sending or receiving, or desiring to send merchandise by the railway; The term “terminal station” means a station or place upon the railway at which a consignment of merchandise is loaded or unloaded before or after conveyance on the railway, but does not include any station or junction at which the mer- chandise in respect of which any terminal is charged has been exchanged with, handed over to, or received from any other railway company, or a junction between the railway and a siding let by or not belonging to the Company, or in respect of merchandise passing to or from such siding any station with which such siding may be connected, or any 109 THE GENERAL CONDITIONS UNDER which THE MAxiMUM RATES AND CHARGES CAN BE MADE—continued. dock or shipping place the charges for the use of which are regulated by Act of Parliament; The term “siding” includes branch railways not belonging to a railway company; The term “person’’ includes a company or body corporate. *27. The foregoing provisions shall, so far as applicable, apply to merchandise when conveyed by passenger train under Part V, ; but, save as aforesaid and so far as is provided by Part W., nothing herein contained shall apply to the conveyance of merchandise by passenger train, or to the charges which the Company may make therefor. In the under-mentioned Railway Acts the following sections are substituted for sections Nos. 2, 9, 11, 22, 26, and 27, as printed on pages 102, 105, 107, 108, and 109. NORTH EASTERN RAILWAY ACT. 2. The maximum rate for conveyance is the maximum rate which the Company may charge for the conveyance of merchandise by merchandise train, and includes the provision of locomotive power and trucks by the Company, and every other expense incidental to such conveyance not otherwise herein provided for, provided that the Company shall not be required to provide trucks for the conveyance of lime in bulk, or salt in bulk, or of the following articles when carried in such manner as to injure the trucks of the Company; that is to say, ammoniacal liquor, creosote, coal-tar, gas-tar, gas-water, gravel tarred for paving : Provided also that where, for the conveyance of any merchandise the Company do not provide trucks, the rate authorised for convey- ance shall be reduced by a sum which shall, in case of difference between the Company and the person liable to pay the charge, be determined by an arbitrator appointed by the Board of Trade. SCOTTISH RAILWAYS ACTs. 2. The maximum rate for conveyance is the maximum rate which the Company may charge for the conveyance of merchandise by merchandise train, and includes the provision of locomotive power and trucks by the Company and every other expense incidental to such conveyance not otherwise herein provided for. Provided that where, for the conveyance of any merchandise, the Company do not provide trucks, the rate authorised for convey- ance shall be reduced by a sum which shall, in case of difference between the Company and the person liable to pay the charge, be determined by an arbitrator appointed by the Board of Trade, Definitions. Merchandise by passenger train. Maximum conveyance rate. | 10 Charges for use of trucks. Maximum charges for short distances. Returned empties. THE GENERAL CONDITIONS UNDER WHICH THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. MIDLAND AND NORTH STAFFORDSHIRE RAILwAYS ACTs. 9. The Company may charge for the use of the trucks provided by them for the conveyance of merchandise, when the provisions of trucks is not included in the maximum rates for conveyance, any sums not exceeding the following:— s. d. For distances not exceeding 50 miles - 0 6 per ton. For distances exceeding 50 miles, but not exceeding 75 miles - º - 0 9 , , For distances exceeding 75 miles, but not exceeding 150 miles - º - 1 0 , , For distances exceeding 150 miles - - I 3 , , 9. The section (9) setting forth the amount the companies may conditionally charge for the use of trucks, is omitted from the North Eastern and Scottish Railways Acts. 10 to 27. The sections numbered respectively 9 to 26 in the Acts applicable to the North Eastern and Scottish Railways are numbered 10 to 27, in the other Railways, &c. Acts, 1891 and 1892. NORTH LONDON RAILWAY ACT, 11. Where merchandise is conveyed for an entire distance which does not exceed in the case of merchandise in respect of which a station terminal is chargeable at each end of the transit three miles, or in the case of merchandise in respect of which a station terminal is chargeable at one end of the transit four and a half miles, or in the case of merchandise in respect of which no station terminal is chargeable six miles, the Company may make the charges for conveyance authorised by this schedule as for three miles, four and a half miles, and six miles respectively. IRISH RAILWAYS ACT. 22. In respect of returned empties, if from the same station and consignee to which and to whom they were carried full to the same station and consignor from which and from whom they were carried full, the Company may charge the following rates inclusive of station and service terminals:— For any distance not exceeding 25 miles - 3d. per cwt. For any distance exceeding 25 miles but not exceeding 50 miles - sº * > - 4d. , , For any distance exceeding 50 miles but not exceeding 100 miles ſº ºf Eº - 8d. , , For each additional 50 miles or part of 50 miles 3d, , , The minimum weight to be 56 lbs., with a minimum charge of 3d. 1 11 THE GENERAL ConDITIONs UNDER which THE MAXIMUM RATES AND CHARGEs cAN BE MADE—continued. Provided that— Returned (1) Returned empty sacks and bags shall not be charged empties. more than half the above rates with a minimum charge of 4d. * (2) Returned empty carboys or crates (other than glass manufacturers’ crates and crates taken to pieces and so packed) may be charged double the above rates. (3.) Returned empty fish packages shall not be charged more than the following rates:— For any distance not exceeding 50 miles 4d. per cwt. For any distance exceeding 50 miles but not exceeding 100 miles - 54. , , For any distance exceeding 100 miles .* but not exceeding 150 miles - 7d. , , For any distance exceeding 150 miles but not exceeding 200 miles - 8d. , , For any distance exceeding 200 miles but not exceeding 250 miles – 9d, , , For any distance exceeding 250 miles but not exceeding 300 miles - 10d. , , For any distance exceeding 300 miles 11d. , , The minimum weight to be 56 lbs., with a minimum charge of 4d. (4.) Brewers' returned empties shall not be charged more than the following rates:– For any distance not exceeding 25 miles 3d. per cwt. For any distance exceeding 25 miles but not exceeding 50 miles - - 4d. , , For any distance exceeding 50 miles but not exceecding 100 miles - 70. , , For any distance exceeding 100 miles but not exceeding 150 miles – 7:50d.,, , For any distance exceeding 150 miles but not exceeding 200 miles – 9d. , ,, For any distance exceeding 200 miles but not exceeding 250 miles - 10d. , , For any distance exceeding 250 miles Is. , ,, The mimimum weight to be 56 lbs., with a minimum charge of 3d. FESTINIOG RAILWAY ACT. 26. In this schedule, unless the context otherwise requires:– Definitions, The term “the Company” means a railway company to which this schedule applies; The term “the railway” means any railway or steam tramway over which the Company conveys merchandise, and in respect of which no maximum rates and charges other than those authorised in this schedule are for the time being authorised by Parliament; 112 THE GENERAL CONDITIONS UNDER WHICH THE MAXIMUM RATES AND CHARGES CAN BE MADE—continued. Definitions. The term “merchandise ’’ includes goods, cattle, live stock, and animals of all descriptions ; The term “the classification ” means the classification of goods annexed to this schedule; The term “trader” includes any person sending or receiving, or desiring to send merchandise by the railway; The term “terminal station ” means a station or place upon the railway at which a consignment of merchandise is ioaded or unloaded before or after conveyance on the railway, and for the purpose only of charging station terminals includes any station or place at which the Company receive or deliver merchandise from a railway company having a railway of a different gauge, but (save as aforesaid) does not include any station or junction at which the merchandise in respect of which any terminal is charged has been exchanged with, handed over to, or received from any other railway company of a similar gauge, or a junction between the railway and a siding let by or not belonging to the Company, or in respect of merchandise passing to or from such siding any station with which such siding may be connected, or any dock or shipping place the changes for the use of which are regulated by Act of Parliament; The term “siding” includes branch railways not belonging to a railway company ; The term “person’’ includes a company or body corporate. EAST LONDON RAILWAY ACT. i. 27. The foregoing provisions shall, so far as applicable, apply #. g to merchandise when conveyed by passenger train under Part W., but, save as aforesaid and so far as is provided by Part W., nothing herein contained shall apply to the conveyance of mer- chandise by passenger train, or to the charges which the Company may make therefor. Provided that nothing herein contained shall compel the Metropolitan District Railway Company to become common carriers of merchandise, other than such merchandise as is specified in Part VI. of the schedule hereto. 113 MAXIMUM RATES AND CHARGES, CoNDITIONS SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED. GREAT NORTHERN RAILWAY COMPANY (RATES AND CHARGES) ORDER CONFIRMA- TION ACT, 1891, LONDON AND SOUTH WESTERN RAILWAY COMPANY (RATES AND CHARGES) ORDER CONFIRMATION ACT, 1891. LONDON, BRIGHTON, AND SOUTH COAST RAILWAY COMPANY (RATES AND CHARGES) ORDER CONFIRMATION ACT, 1891. SOUTH EASTERN RAILWAY COMIPANY (RATES AND CHARGES) ORDER CONFIRMA- TION ACT, 1891. Where the distance over which merchandise is conveyed consists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. LONDON, CHATHAM, AND DOVER RAIL- WAY COMPANY (RATES AND CHARGES) ORDER CONFIRMATION ACT, 1891. In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the City Lines Undertaking from West Street Junction to Earl Street, authorised by the London, Chatham, and Dover Railway (City Undertaking) Act, 1864, is to be calculated as two and a half miles; the Victoria Station and Pimlico Railway, authorised by the Victoria Station and Pimlico Railway Act, 1858, is to be calculated as six miles; the Metropolitan Extension Line, between Earl Street and Walworth Road, is to be calculated as six miles; and the railway O 95.120. thſ 114 MAXIMUM RATES AND CHARGEs—continued. CONDITIONS SPECIAL TO PARTICULAR ACTS UNDER which THE MAXIMUM RATES AND CHARGES contAINED IN THOSE ACTS ARE TO BE CALGULATED–continued. London, Chatham, and Dover Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. between Wandsworth Road and the Junction with the Victoria Station and Pimlico Railway is to be calculated as six miles. Where the distance over which merchandise is conveyed consists in part of a line or lines of the railway to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. LONDON AND NORTH WESTERN RAILWAY COMPANY (RATES AND CHARGES) ORDER. CONFIRMATION ACT, 1891. In calculating the distance over which any merchandise is con- veyed, and for all purposes of rates and charges, the Runcorn Bridge is to be calculated as nine miles, and the Junction Railway, authorised by the Stockport, Disley, and Whaley Bridge Railway Act, 1855, is to be calculated as three-quarters of a mile. Where the distance over which merchandise is conveyed con- sists in part of a line or lines of the railway to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. *Nothing in this Order shall affect the tolls, rates, dues, and charges prescribed by the St. Helens Canal and Railway Transfer Act, 1864 (sections 12, 13, and 14), the London and North Western Railway (Additional Powers, England) Act, 1865 (section 72), and the London and North-Western Railway (New Works and Additional Powers) Act, 1867 (section 48), but the Company may, in respect of the traffic there referred to, demand or take the tolls, rates, dues, or charges prescribed by those enact- ments, and shall not demand or take any tolls, rates, dues, or charges in excess thereof. Provided further that nothing herein contained shall prejudice or affect any maximum rates or charges * See Appendix, No. 1, page 205. 115 MAXIMUM RATES AND CHARGES—continued. ſº CONDITIONS SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. Tuondon and North Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. in respect of any new dock for the construction of which the Company may seek powers from Parliament. *The maximum rates for conveyance for iron and steel articles in Classes B. and C. of the classification shall not exceed upon the portions of the railway respectively governed by the London and North Western Railway Amalgamation Act, 1846 (9 & 10 Vict. c. 204), and the Stour Valley Railway Act, 1846 (9 & 10 Vict. c. 328), the rates by those Acts respectively authorised. Notwithstanding anything in this Order, the following provisions with respect to the traffic specified in Classes A. and B. passing over the Whitehaven Junction (Whitehaven and Maryport) and Cockermouth and Workington Railways or any portion of such railways shall apply and have effect:- (a.) In respect of waggons provided by the Company for the conveyance of traffic specified in Class A, the Company shall be entitled to demand and receive a charge of one farthing per ton per mile. (b) In respect of the traffic specified in Classes A. and B., and of waggons provided by the Company for the carriage thereof which shall be conveyed for a less distance than four miles, the Company may demand and receive rates and charges as for four miles at the least irrespective of the place of origin or destination of such traffic. (c) No charge shall be made by the Company for the mere delivery of trucks into and upon a siding not belonging to the Company over the junction between the railway and such siding, cr for the haulage of trucks from and off such a siding over the junction on to the railway of the Company. With respect to the articles and things set forth under the headings Hardware and Hollow-ware in Class 3 of the classification, the maximum rates for conveyance over the railways governed by the London and North Western Railway Amalgamation Act, 1846 (9 & 10 Wict. c. 204), and the Birmingham, Wolverhampton, and Stour Valley Railway Act, 1846 (9 & 10 Vict. c. 328), shall be twopence halfpenny per ton per mile if conveyed for any less distance than 50 miles, and twopence per ton per mile if conveyed for a distance of 50 miles or upwards, provided always that where such articles and things are conveyed for any distance exceeding 49 miles the company may charge as for 49 miles at the least. * See Appendix, No. 2, page 208. 116 MAXIMUM RATES AND CHARGES-continued. CONDITIONS SPECIAL TO PARTICULAR ACT's UNDER which THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. GREAT WIESTERN RAILWAY COMIPANY (RATES AND CHARGES) ORDER CONFIRMA- TION ACT, 1891. In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the Severn Tunnel is to be calculated as twelve miles. Where the distance over which merchandise is conveyed con- sists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. *The maximum rates for conveyance for lime and for iron and steel articles in Classes B. and C. of the classification shall not exceed upon the portions of the railway respectively governed by the Great Western Railway Act, 1847 (10 & 11 Vict. c. 226), and the Oxford, Worcester, and Wolverhampton Railway Acts, 1845 (8 & 9 Vict. c. 184), and 1846 (9 & 10 Vict. c. 278), the rates by those Acts respectively authorised. fMothing contained in this Order shall alter, vary, or affect the tolls, rates, or charges which the Company are at the commence- ment of this Order authorised to demand and take in respect of merchandise traffic on the Monmouthshire Railways of the Company amalgamated with the undertaking of the Company by the Great Western and Monmouthshire Railway Companies Amalgamation Act, 1880, or in respect of merchandise traffic on any line of railway on Lord Tredegar's Park Mile in the occupation of the Company. INothing contained in this Act shall repeal, affect, or prejudice the enactments coutained in the provisoes to section 22 of the Great Western Railway (Various Powers) Act, 1867, or the pro- visions with regard to tolls and charges contained in section 30 of the Great Western Railway Act, 1872, or section 47 of the Great Western Railway Act, 1873. RAILWAY RATES AND CHARGES (ABBOTS- BURY RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. With regard to merchandise conveyed on the Ludlow and Clee Hill Railway, in addition to the maximum rates and terminals herein authorised, the Company shall have power to charge for the use of each of the two inclined planes being respectively of gradients steeper than 1 in 28 on the railway a sum not exceeding one penny per ton. * See Appendix, No. 3, page 209. f See Appendix, No. 4, page 212, £ See Appendix, No. 5, page 217. 117 MAxIMUM RATES AND CHARGES-continued. CoNDITIONs SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. RAILWAY RATES AND CHARGES (BRECON AND MIERTHYR TYDFIL JUNCTION RAIL- WAY, &c.) ORDER CONFIRMATION ACT, 1892. Where the distance over which merchandise is conveyed con sists in part of a line or lines of the Company to which one scale, and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. Nothing contained in this Order shall alter, vary, or affect the tolls, rates, or charges which the Pontypridd, Caerphilly, and Newport Railway Company are at the commencement of this Order authorised to demand and take in respect of merchandise traffic on any line of railway on Lord Tredegar's Park Mile in occupation of the Company. In calculating the distance over which any merchandise is con- veyed, and for all purposes of rates and charges, the following parts of the Brecon and Merthyr Tydfil Junction Railway are to be calculated at the distances stated below, and any part of such distances is to be calculated proportionately. Miles. Chains. Between Pennorth and Torpantau - – 17 60 Torpantau and Dolygaer - - 2 70 Pantywaen and Deri Junction - 7 40 RAILWAY RATES AND CHARGES (CAM- BRIAN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the Barmouth Viaduct on the Cambrian Railway is to be calculated as three miles, and the distance between Carno and Llanbrynmair on the same railway as eleven miles. RAILWAY RATES AND CHARGES (EAST LONDON RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. In calculating the distance over which any merchandise com- prised in Classes A. and B, is conveyed, the East London Railway 118 MAXIMUM RATES AND CHARGEs—continued. CONDITIONS SPECIAL TO PARTICULAR ACTS UNDER which THE MAXIMUM RATES AND CHARGEs contAINED IN THOSE ACTS ARE TO BE CALGULATED–continued. Railway Rates and Charges (East London Rail- way, &c.) Order Confirmation Act, 1892– continued. is to be calculated as seven miles, and in calculating the distance over which any other merchandise is conveyed, and for all pur- poses of rates and charges relating thereto, the East London Railway is to be calculated as eight miles. With respect to the following portions of the Metropolitan District Railway:- City Lines and Extensions:— (A) From junction with the Metropolitan Railway at Aldgate to junction with the Metropolitan District Railway at Mansion House Station : (B) From Minories junction with the above to the White- chapel junction with the East London Railway, and from junction near St. Mary’s Station to Metropolitan District Railway Company's Whitechapel Mile End Station : Inner circle main line from junction with the City Lines and Extensions at the Mansion House Station to end of railway at High Street Kensington Station including junction with the Metropolitan Railway at the latter station: Hammersmith Junction from Hammersmith Station to junction with the London and South Western Railway at Studland Road near Ravenscourt Park Station : & The Metropolitan District Railway Company shall with respect to all merchandise conveyed thereon for any distance greater than two miles have power to charge for every mile or fraction of a mile as for three miles, and with respect to merchandise con- veyed for any distance not exceeding two miles the Company shall have power to charge as for six miles irrespective in either case of the place of origin or destination of the traffic. * With regard to the following portions of the Metropolitan District Railway — Junction lines between— “A.” IX5x Junction near High Street Kensington to junction with West London Extension Railway near Addison Road Station: “B” Box Junction near Gloucester Road Station to junction with Fulham Extension Railway at West Brompton Station : Hammersmith Extension Railway from junction near Earl's Court Station to Hammersmith Station: Fulham Extension from West Brompton Station to junction with the London and South Western Railway near Putney Bridge Station; 119 MAXIMUM RATES AND CHARGES-continued. CoNDITIONS SPECIAL To PARTICULAR Acts UNDER which THE MAXIMUM RATES AND CHARGES contAINED IN THOSE ACTS ARE To BE CALGULATED––continued. Railway Rates and Charges (East London Rail- Way, &c.) Order Confirmation Act, 4 1892– continued. \ The Metropolitan District Railway Company shall with respect to all merchandise conveyed thereon for any distance greater than three miles have power to charge for every mile or fraction of a mile as for two miles, and with respect to merchandise conveyed for any distance not exceeding three miles the Metropolitan District Railway Company shall have power to charge as for six miles, irrespective in either case of the place of origin or destination of the traffic. Provided always that section II of this schedule shall not apply to the above-mentioned railways of the Metropolitan District Railway Company. RAILWAY RATES AND CHARGES (FESTI- NIOG RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. SPECIAL PROVISIONS AS TO THE NORTH WALEs NARRow GAUGF. RAILWAY. Notwithstanding anything in this Order the following pro- visions with respect to merchandise passing over the North Wales Narrow Gauge Railway, or any portion of such railway, shall apply and have effect :— (A.) In respect of trucks provided by the Company for the conveyance of merchandise specified in Class A., to and from slate quarries, the Company shall be entitled to demand and receive a charge of one halfpenny per ton per mile; (B.) In respect of all merchandise conveyed in trucks provided by the Company on the Bryngwyn branch of the said railway, to and from the slate quarries, a distance of 54 miles, the Company shall be entitled to charge as for 64 miles, and such charge shall cover the use by the quarry owners of the Company's trucks from the Drumhead over the quarry owners' sidings and inclines, into and out of the quarries, and all services rendered by the Company at or in connexion with the Drumhead and incline; (c.) In respect of all merchandise conveyed in owners' waggons on the main line of the said railway, to and from the Glanrafon siding from and to Dinas, a distance of 84 miles, the Company shall be entitled to charge as and for 94 miles, 120 MAXIMUM RATES AND CHARGES-continued. CONDITIONS SPECIAL To PARTICULAR ACT's UNDER whiclf THE MAXIMUM RATES AND CHARGEs contAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. Railway Rates and Charges (Festiniog Railway. &c.) Order Confirmation Act, 1892-—continued. but such charge shall cover the use of any siding belonging to the Company at that point, and any charges for taking merchandise on, to, or off such siding ; (D.) Where quarry owners provide their own trucks for the conveyance of merchandise other than merchandise specified in Class A. of the classification, the rate authorised for conveyance shall be reduced as follows:— Between Bryngwyn Branch, Drumhead and Dinas - tºº * - - . Threepence per ton. |Between Glanrafron Siding and Dinas Fourpence per ton; (E.) No charge shall be made by the Company to the owners of quarries situated on the branches referred to in the above clauses B and C, for the delivery of trucks into and upon a siding belonging to, or not belonging to the Company, or over a junction between the railway and such siding, or for the haulage of trucks to, from, or off such siding to the railway of the Company; (F.) In the event of arrangements being made by any quarry owner or quarry owners by which merchandise specified in Classes A. and B. can be conveyed from or to Carnarvon without the necessity of unloading and re-loading at Dinas, then any necessary structural accommodation that may be required by the quarry owner or owners for that purpose shall be-provided by the railway company at the cost of the quarry owner or owners requiring the same, and the amount to be paid to the railway company in respect of any service they may be required by the quarry owner or owners to render in connexion with the working of such arrangements shall be fixed by an agreement in writing between the Company and the quarry owner or owners or some person duly authorised on his or their behalf or determined in case of difference by an arbitrator to be appointed by the Board of Trade. RAILWAY RATES AND CHARGES (FURNESS HAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Notwithstanding anything, in this Order in calculating the distance over which any merchandise destined for or coming from the docks and shipping places at Whitehaven, vià the Preston 121 : MAxIMUM RATES AND CHARGES-continued. CoNDITIONs SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–comtinued. Railway Rates and Charges (Furness Railway, &c.) Order Confirmation Act, 1892—continued Street Station is conveyed upon the railway, and for all purposes of rates and charges the railway between Mirehouse Junction and the docks and shipping places at Whitehaven vià the Preston Street Station, aud any part of such railway shall be calculated as four miles, and the railway between Mirehouse Junction and the Bransty Station at Whitehaven, including the Lonsdale Works, shall, in calculating the distance for the purposes of rates and charges in respect of merchandise traffic in Classes A. and B. con- veyed to or from the joint railways from or to Bransty Station at Whitehaven, including the Lonsdale Works, be calculated as two and a half miles. Notwithstanding anything in this Order, the following pro- visions with respect to merchandise comprised in Classes A, and B. conveyed upon the London and North-Western and Furness Railway Companies' Joint Railways, herein-after called the Joint, º or any portion of such railways, shall apply and have effect : — (a.) In respect of merchandise traffic comprised in Classes A. and B. of the classification arising upon the Joint Railways destined for places beyond such railways (except White- haven and the Lonsdale Works), and passing over the Joint Railways for any distance not exceeding four miles, the Company may charge for conveyance any sum not exceeding 5d. per ton exclusive of waggons, or 6d. per ton inclusive of waggons, and when such merchandise traffic passes over the Joint Railways for any distance exceeding four miles, then the Company may charge for conveyance any sum not exceed- ing 1.25d. per ton per mile exclusive of waggons, or 150d. per ton per mile inclusive of waggons, and any fraction of half a mile beyond four miles may be charged for as for half a mile. (b.) In respect of merchandise traffic comprised in Classes A. and B. arising upon the Joint Railways destined for White- haven or the Lonsdale Works, and passing over the Joint Railways for any distance not exceeding three miles the Coupany may charge for conveyance any sum not exceeding 5.25d. per ton exclusive of waggons, or 6d. per ton inclusive of waggons, and when such merchandise traffic passes over the Joint Railways for any distance exceeding three miles then the Company may charge for conveyance any sum not exceeding 1.75d. per ton per mile, exclusive of waggons, or 2d. Her ton per mile inclusive of waggons, and any fraction of half a mile beyond three miles may be charged for as for half a mile. 122 MAXIMUM RATES AND CHARGES—continued. CONDITIONS SPECIAL TO PARTICULAR ACTS UNDER which THE MAxIMUM RATES AND CHARGES contain ED IN THOSE ACTS ARE TO BE CALCULATED–continued. Railway Rates and Charges (Furness Railway, &c.) Order Confirmation Act, 1892—continued. (c.) In respect of merchandise traffic comprised in Classes A. and B. arising and terminating upon the Joint Railways the Company may charge for conveyance any sum not exceeding 1.75d. per ton per mile exclusive of waggons, or 2d. per ton per mile inclusive of waggons, and if conveyed a less distance than four miles the Company shall be entitled to demand and receive rates and charges as for four miles, and any fraction of half a mile beyond four miles may be charged for as for half a mile. (d) In addition to the charges for conveyance by this section authorised, the Company shall be entitled to charge and receive in respect of merchandise traffic comprised in Classes A. and B. conveyed on the Joint Railways, the terminals and other charges by this Order authorised in respect of the merchandise traffic comprised in Class A. (e.) The provisions of section 11 of this Order shall not be applicable to the Joint Railways in respect of the merchandise traffic to which this section applies, provided always that where such traffic is conveyed by the Company partly on the Joint Railways and partly on any other railway, the Joiut Bailways and such other railway shall, for the purpose of reckoning any short distance on such other railway, be considered as one railway. (f) No charge shall be made by the Company for the mere delivery of trucks into and upon a siding not belonging to the Company over the junction between the railway and such siding, or for the haulage of trucks from and off such a siding over the junction on to the railway of the Company. RAILWAY RATES AND CHARGES (LAN- CASHIRE AND YORKSHIRE RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. In calculating the distance over which any merchandise is con- veyed, and for all purposes of rates and charges, the extended line of railway authorised by the Manchester and Leeds Railway Act, 1839, and the line of railway connecting the same with the Lancashire and Yorkshire Railway Company's main line of railway or any part thereof is to be calculated as two and a half miles. 123 MAXIMUM RATES AND CHARGEs—continued. CONDITIONS SPECIAL TO PARTICULAR ACTS UNDER which THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE To BE CALCULATED–continued. RAILWAY RATES AND CHARGES (MAN- CHESTER, SHEFFIELD, AND LINCOLNSHIRE RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Where the distance over which merchandise is conveyed con- sists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. In calculating the distance for the purpose of the maximum charge for conveyance of any merchandise, mineral, animal, or other traffic hereafter mentioned, the bridge which carries the railway over the River Trent, as constructed under the South Yorkshire Railway Amendment Act, 1861, shall be calculated at a distance of one mile in respect of Classes A. and B., and in respect of all the other descriptions of traffic whatsoever, the distance shall be calculated as half a mile, and the portion of the Manchester South Junction and Altrincham Railway between Orsdall Lane and London Road, or any part thereof, shall be calculated as three miles. RAILWAY RATES AND CHARGES (METRO- POLITAN RAILWAY) ORDER CONFIRMATION ACT, 1892. Where the distance over which merchandise is conveyed consists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. With regard to the following portions of the railway:- The Metropolitan Inner Circle Railway from junction with the District Railway at Mansion House Station to junction with the District Railway at South Kensington, including junction with the Great Western Railway at Bishop's Road. From Minories junction with Inner Circle line to Whitechapel junction with East London line, and junction with District Railway Company's Whitechapel Spur Line. 124 MAXIMUM RATES AND CHARGES-continued. CoNDITIONS SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. Railway Rates and Charges (Metropolitan Railway) Order Confirmation Act, 1892—continued. The North Curve junction line from the Inner Circle line, near Aldgate Station, to the junction with the Extension line at Aldgate East Station. The junction line with Great Eastern Railway at Bishopsgate. The Metropolitan Railway widened lines from Moorgate Street Station to junction with Great Northern and Midland Railways at King's Cross, and junctions with London, Chatham, and Dover Railway at West Street and Snow Hill. The junction line with St. John's Wood line at Baker Street. The Company shall with respect to all merchandise conveyed thereon for any distance greater than two miles have power to charge for every mile or fraction of a mile as for three miles, and with respect to all merchandise conveyed thereon for any distance not exceeding two miles the Company shall have power to charge as for six miles, irrespective in either case of the place of origin or destination of the traffic. With regard to the following portions of the railway – The railway from Baker Street Station to Kingsbury-Neasden Station including the junction line with Midland Railway at Pinchley Road. The Hammersmith and City Railway. The Company shall with respect to all merchandise conveyed thereon for any distance greater than three miles have power to ch rge for every mile or fraction of a mile as for two miles, and with respect to all merchandise conveyed thereon for any distance not exceeding three miles, the Company shall have power to charge as for six miles, irrespective in either case of the place of origin or destination of the traffic. Provided always that section 11 of this schedule shall not apply to the portions of the railway herein-before mentioned. º RAILWAY RATES AND CHARGES (NORTH EASTERN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Where the distance over which merchandise is conveyed con- sists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. 125 MAXIMUM RATES AND CHARGEs—continued. CoNDITIONS SPECIAL To PARTICULAR ACTS UNDER which THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED––continued. Railway Rates and Charges (North Eastern Rail- way, &c.) Order Confirmation Act, 1892– continued. *1. In respect to the railways in Middlesbrough in the county of York formerly known as the Middlesbrough Owners' Railways, and referred to in section 18 of the North Eastern Railway Act, 1884, the North Eastern Railway Company shall in substitution for the rates and charges authorised by this schedule only be authorised to demand and receive amounts not exceeding the rates and charges which they are authorised to charge under the provisions of the said last-mentioned Act. 2. Notwithstanding anything in this Order contained, the North Eastern Railway Company shall not be entitled to demand or receive for the conveyance of ironstone on the Cleveland section of the railway any rates exceeding the following, namely: —-For any distance not exceeding four miles, 6d. per ton, and for distances upwards of four miles, 1%d. per ton per mile. Provided that the said expression “Cleveland section of the railway ” means and includes the following portions of the railway, namely:— (1) Hutton Junction to Whitby. (2) Saltburn to Priestcroft Junction. (3) Hutton Junction to the Normanby Jetty, on the River Tees. -- , s. t3. Nothing in this Order contained shall repeal or affect section 38 of the Cleveland. Railway Act, 1858, or section 20 of the Stockton and Darlington Railway Act, 1859, or section 20 of the North Eastern Railway Company's (Additional Powers) Act, 1882. $. f4. For the conveyance of merchandise on the Railway No. 1, authorised by the North Eastern Railway Company's (New Lines) Act, 1874, and known as the York Cattle Market Branch, the North Eastern Railway Company may, in addition to the rates and charges authorised by this schedule, demand and receive the special or additional rates and charges which they are authorised to charge under the provisions of the said last-mentioned Act. 5. For the conveyance of merchandise conveyed over any of the following short branch railways, namely:—The Newcastle Quay- side Branch, the Spital Dock (Tweedmouth) Branch, and the Tadcaster (Ingleby's Mill) Branch, the North Eastern Railway Company may demand and receive in substitution for the rates authorised by this schedule the sum of 6d. per ton. * See Appendix, No. 6, page 218. t. See Appendix, No. 7, page 226. 't See Appendix, No. 8, page 228. 126 MAXIMUM RATES AND CHARGES-—continued. CONDITIONS SPECIAL TO PARTICULAR ACTs UNDER which THE MAXIMUM RATES AND CHARGES contain ED IN THOSE ACTS ARE TO BE CALOULATED––continued. Railway Rates and Charges (North Eastern Rail- way, &c.) Order Confirmation Act, 1892– continued. Provided that if the Company make the charges authorised by section 10 of this schedule in respect of traffic arising or ter- minating on the Newcastle Quayside Branch Railway, they shall not demand and receive the sum of 6d. per ton or any part of such sum authorised by this Order for the conveyance of merchandise conveyed over the said branch, but the said branch shall for the purpose of reckoning such short distance be considered as part of the railway, and the rates for conveyance prescribed by Part I., Scale I, shall apply thereto. 6. In calculating the distances over which any merchandise is conveyed and for all purposes of rates and charges— The high level bridge over the River Tyne at Newcastle-on-Tyne is to be calculated as - tº - 34 miles. The bridge over the River Tyne at Scotswood as - wº - 3 , Dhe Shildon Tunnel as tº - 1%. , And in the case of any inclined plane not worked by ordinary iocomotive engine - dº º - A distance equal to the length of such inclined place shall be added to it. RAILWAY RATES AND CHARGES (NORTH STAFFORDSHIRE RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. *Provided always, that nothing in this Order contained shall repeal or vary the provisions of the 28th section of the North Staffordshire Railway Act, 1879. RAILWAY RATES AND CHARGES (TAFF VALE RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Where the distance over which merchandise is conveyed con- sists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one * See Appendix, No. 9, page 228. *~~ 127 MAXIMUM RATES AND CHARGES—continued. CoNDITIONS SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. Railway Rates and Charges (Taff Vale Railway, &c.) Order Confirmation Act, 1892—continued. other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. *As regards the Great Western Railway Company, and the Rhymney Railway Company Joint Railways, nothing contained in this Act shall repeal, affect, or prejudice the enactments contained in the provisoes to section 22 of the Great Western Railway (Various Powers) Act, 1867, or the provisions with regard to tolls and charges contained in section 30 of the Great Western Railway Act, 1872, or section 47 of the Great Western Railway Act, 1873. fln respect of coal conveyed on the Barry Railway, the maximum rate shall not, inclusive of provision of trucks, exceed the rates provided for by section 73 of the Barry Dock and Railway Act, 1884. In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the Rhondda Tunnel on the Rhondda and Swansea Bay Railway is to be calculated as four miles. Nothing in this Order contained shall repeal, alter, or vary any of the enactments contained in any Act relating to the Bute Docks, Cardiff, as to charges for services to be performed or accommodation to be provided by the Taff Vale Railway Company or the Rhymney Railway Company with respect to traffic at those docks. In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the Mersey Railway Tunnel, under the River Mersey, between Liverpool and Birkenhead, is to be calculated as five miles. RAILWAY RATES AND CHARGES (CALE- DONIAN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the bridge crossing the River Forth at Alloa, is to be calculated as two miles twenty-four chains. -, * See Appendix, No. 5, page 217. f See Appendix, No. 10, page 229. 128 MAXIMUM RATES AND CHARGES–continued. CONDITIONS SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES containeD IN THOSE ACTS ARE TO BE CALGULATED–continued. Railway Rates and Charges (Caledonian Railway, &c.) Order Confirmation Act, 1892—continued. Where the distance over which merchandise is conveyed con- sists in párt of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. *Nothing in this Order shall prejudice or affect the provisions and obligations contained in section 49 of the Caledonian and Scottish Central Railways Amalgamation Act, 1865, section 53, of the Caledonian and Glasgow and South Western Railways (Kilmarnock Joint Line) Act, 1869, and section 41 of the Caledonian Railway (Further Powers) Act, 1882. For the purposes of Scale IV. the distance between Edinburgh and Glasgow shall be taken as 42 miles, and the distance between Leith or Granton on the one hand and Glasgow on the other hand shall be taken as 45 miles. RAILWAY RATES AND CHARGES (GLAS- GOW AND SOUTH WESTERN RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. tNothing in this Order shall prejudice or affect the provisions and obligations contained in section 43 of the Glasgow and South Western Railway (Kilmarnock Direct) Act, 1865. RAILWAY RATES AND CHARGES (NORTH IBRITISH RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. In calculating the distance over which merchandise is conveyed, and for all purposes of rates and charges, the Tay Viaduct is to be calculated as twelve miles eighteen chains, and the Forth Bridge Railway as fourteen miles sixteen chains upon traffic between North British Stations south of the Tay on the one hand, and * See Appendix, No. 11, page 229. , f See Appendix, No. 12, page 230. I29 MAXIMUM RATES AND CHARGES-continued. CONDITIONs SPECIAL TO PARTICULAR ACTS UNDER WHICH THE MAxIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED–continued. Railway Rates and Charges (North British Rail- way, &c.) Order Confirmation Act, 1892– continued. places twenty-five miles south and east of Ratho Junction, and forty-five miles west of Ratho Junction on the other hand, and with regard to all other traffic as twenty-three miles sixteen chains .. The expression Forth Bridge Railway shall mean the railway commencing in the parish of Dalmeny, in the county of Linlithgow, by a junction with the Queensferry Branch of the North British Railway crossing by a bridge the Firth of Forth, and terminating in the parish of Inverkeithing, otherwise Inverkeithing and Rosyth, in the county of Fife, by a junction with the Dunfermline and Queensferry Branch of the North British Railway. In calculating the distance over which merchandise is conveyed, and for all purposes of rates and charges, the Glasgow Tunnel Incline from Cowlairs to Glasgow is to be calculated as three miles twenty chains, and the Thrushbush, Ballochney, and Cause- wayend Inclines on the Monkland Railways are to be calculated as two miles sixteen chains, one mile sixty-eight chains, and one mile thirty-nine chains respectively. In calculating the rates and charges leviable by the Company in respect of merchandise traffic conveyed by means of the Carlisle Extension from Langholm to Hawick, or any place on the North British Railway northward or eastward of Hawick, or vice versä, such rates and charges shall be reckoned as if the distance between Langholm and Hawick were twenty-five miles and no more. Where the distance over which merchandise is conveyed con- sists in part of a line or lines of the Company to which one scale and in part of a line or lines to which another or more than one other scale of rates is applicable, the maximum charge for each such portion of the entire distance shall be calculated at the maximum rate which, according to the scale applicable to such portion, would be chargeable for the entire distance. *Nothing in this Order shall prejudice or affect the provisions and obligations contained in sections 54, 55, and 76 of the North British Railway Consolidation Act, 1858, and section 43 of the Edinburgh and Glasgow Railway (Coatbridge Branch) Act, 1865. For the purposes of Scale IV., the distance between Edinburgh and Glasgow shall be taken as 42 miles, and the distance between Leith or Granton on the one hand, and Glasgow on the other hand shall be taken as 45 miles. * See Appendix No. 13, page 231. u 95.120. I 130 MAXIMUM RATES AND CHARGES—continued. CoNDITIONS SPECIAL TO, PARTICULAR ACTS UNDER WHICH THE MAXIMUM RATES AND CHARGES CONTAINED IN THOSE ACTS ARE TO BE CALCULATED––continued. RAILWAY RATES AND CHARGES (ATHENRY AND ENNIS JUNCTION RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. In respect of merchandise conveyed over any portion of the railways authorised by the Belfast Central Acts, 1864 to 1877 inclusive, destined for or arriving from stations on or beyond the said railways, the Great Northern Railway (Ireland) Company shall be entitled to make a fixed charge as for a separate journey of six miles over and above the charges herein authorised to be made. * In calculating the distance over which any merchandise is conveyed, and for all purposes of rates and charges, the City of . Dublin Junction Railway, authorised by the City of Dublin Junction flailways Act, 1884, is to be calculated as eight miles. 131 MAXIMUM RATES AND CHARGES-continued. Part I.-Goods and Minerals. Maximum Station and Service Terminals. The following Terminals are common to all the Railway Rates and Charges Orders Confirmation Acts of 1891 and 1892, except as hereunder mentioned. * Maximum Terminals. In respect of Merchandise comprised in * Service Terminals. the under-mentioned T S tation Classes. erminal at each End. tº sº * e Loading. Unloading. Covering. | Uncovering. Per Tom. | Per Ton. Per Tom. | Per Ton. Per Ton. s. d. s, d. s. d. d. d. A. - wº - 0 3 4- * *g * B. - º - - O 6 - -* -* *g C. - iº g- 1 0 0 3 O 3 I I 1. – º tºº - I 6 O 5 0. 5 1 - 50 1 - 50 2. - iºnſ º I 6 O 8 0 8 2 2 3. – º- gº - 1 6 1 0 1 0 2 2 4. – * º I 6 } 4 1 4 3 3 5. – sº tºº º I 6 I 8 1 8 4 4 In Scale TV. of the Caledonian and North British Railways Acts applicable to the conveyance of Merchandise between Edin- burgh, Leith, or Granton on the one hand, and Glasgow on the other hand, the following are substituted for the Station Terminals mentioned above, º Maximum In respect of Merchandise Terminals. comprised in the under- Inentioned Classes. Station Terminal at each End. Per Tom. ; ** -r * sº*º*wº-* i 132 MAXIMUM RATES AND CHARGES-continued. PART I.—GOODS AND MINERALs—continued. Maximum Rates of Conveyance. GREAT EASTERN RAILWAY COMPANY . (RATES AND CHARGES) ORDER CONFIRMA- TION ACT, 1891. - Applicable to the following Railways and Railway Companies. The Great Eastern Railway Company. The Northern and Eastern Railway Company, in respect of the Northern and Eastern Railway. The Colchester, Stour Valley, Sudbury, and Halstead Railway Company, in respect of the Colchester, Stour Walley, Sudbury, and Halstead Railway. * The Thetford and Watton Railway Company, in respect of the Thetford and Watton Railway. The Watton and Swaffham Railway Company, in respect of the Watton and Swaffham Railway. The Ely and St. Ives Railway Company, in respect of the Ely and St. Ives Railway. The Ely and Newmarket Railway Company, in respect of the Ely and Newmarket Railway. The London and Blackwall Railway Company, in respect of the London and Blackwall Railway, and the London, Blackwall, and Millwall Extension Railway. The Millwall Dock Company, in respect of the London, Black- wall, and Millwall Extension Railway. The East and West India Dock Company, in respect of the London, Blackwall, and Millwall Extension Railway. The Downham and Stoke Ferry Railway Company, in respect of the Downham and Stoke Ferry Railway. . The Gaslight and Coke Company, in respect of the Beckton Branch Railway. - The Great Northern and Great Eastern Joint Committee, in respect of the Great Northern and Great Eastern Joint Railway. 133 JMAXIMUM RATES AND CHARGES-continued. PART I.—GooDS AND MINERALs—continued. Grant Eastern Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. RATES in respect of MERCHANDISE comprised in CLASSES A., B., C., 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In M:i. For Consignments except as otherwise provided in the Schedule. comprised in -*. the under- mentioned For the first 20 | For the next For the next For the Classes. | Miles, or any 30 Miles, or any 50 Miles, or any remainder of part of such part of such part of such the Distance Distance. Distance. Distance. ſº Per Ton per Per Ton per Per Ton per | Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. J - 15 6 * 90 0 ° 45 0 °40 IB. 1 * 40 1 * 05 O - 80 O 55 C. I • 80 I • 50 1 - 20 0 - 70 iſ i. 2 - 20 1 - 85 I - 40 1 * 00 2. 2 - 65 2 - 30 1 - 80 1 * 50 3. 3 * 10 2 - 65 2 : 00 1 - 80 4. 3 * 60 - 3 * 15 2 * 50 2 - 20 5. 4 * 30 3 - 70 3 - 25 2 - 50 * GREAT NORTHERN RAILwAY comPANY (RATES AND CHARGES) ORDER CONFIRMA- TION ACT, 1891. Applicable to the following Railways and Railway Companies. The Great Northern Railway Company. The Nottingham and Grantham Railway and Canal Company, in respect of the Nottingham and Grantham Railway. The East Lincolnshire Railway Company, in respect of the East Lincolnshire Railway. The Muswell Hill and Palace Railway Company, in respect of the Muswell Hill and Palace Railway. The Stamford and Essendine Railway Company, in respect of the Stamford and Essendine Railway. The Horricastle Railway Company, in respect of the Horncastle Railway. The Spilsby, and Firsby Railway Company, in respect of the Spilsby and Firsby Railways MAXIMUM RATES AND CHARGEs—continued. PART I—Goods AND MINERALs—continued. Great Northern Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. - The Wainfleet and Firsby Railway Wainfleet and Firsby Railway. .. The Wainfleet and Skegness Railway Company, in respect of the Wainfleet and Skegness Railway. The Sutton and Willoughby Railway Compan the Sutton and Willoughby Railway. - The Louth and East Coast Railway Company, in respect of the Louth and East Coast Railway. The Nottingham Suburban Railway the Nottingham Suburban Railway. The Halifax High Level and North and S Company, in respect of the y, in respect of Company, in respect of outh Junction Railway Company, in respect of the Halifax High Level and North and South Junction Railway. - The Great Northern Railway Company, the Lancashire, and Yorkshire Railway Company, and the North Eastern Railway Company, in respect of the Lofthouse and Methley Joint Line. The Great Northern Railway Company and the Lancashire and Yorkshire Railway Company, in respect of the Joint Rail- ways from Halifax to Holmfield, and from Holbeck to Leeds. . The Great Northern Railway Company, and the London and North Western Railway Company, in respect of the Nottingham- shire and Leicestershire Joint Lines. (a.) RATES in respect of MERCHANDISE comprised in CLASSEs A. and B. SCALE I.—Applicable to such Portions of the Railway as are not herein-after specially mentioned. In Maximum Rates for Conveyance. Mºi, a | For Consignments except as otherwise provided in the Schedule. comprised in - , - the under- . - - mentioned | For the first 20 | For the next For the next For the Classes. Miles, or any 30 Miles, or any 50 Miles, or any remainder of part of such part of such part of such . Distance Distance. Distance. Distance. e Per Ton per Per Ton per Per Ton per | Per Ton per Mile, Mile. Mile. , Mile. d. d. d. d. A. 0-95 0 '85 0 ° 50 0 - 40 B. 1 ° 25 I • 00 0 - 80 0 , 50 135 MAXIMUM RATES AND CHARGES-continued. PART I.—GooDS AND MINERALS-continued. Great Northern Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued, (a) RATEs in respect of MERCHANDISE comprised in CLASSES A. and B.-continued. SCALE II.-Applicable to the Railways herein specially mentioned. Class A. Class B. gºmºsºms Maximum. Maximum Rate for Rate for Conveyance. Conveyance. | | Per Ton per | Per Ton per Mile. Mile. NoTTINGHAMSHIRE, LEICESTERSHIRE, AND DERBY- |" - SHIRE LINES:— Nottingham and Grantham Branch gºs Woolsthorpe Branch and Extension - º Nottingham Suburban Railway - Tº Waltham Branch and Extensions sº tºº Colwick to Derby - - sº gº Derby to Dove Junction (near Burton) gº Pinxton Branch with short lines therefrom Leen Valley Branch 3º *. _s. Stanton Branch and Extensions - tº- Heanor Branch wº * sº Iº :::tº STAFFORD AND UTTOXETER RAILWAY sº wº Yorks HIRE LINES :- Wakefield to Wortley Junction * dº Wrenthorpe to Batley - sº *s Holbeck to Bradford and Bowling Junction St. Dunstan’s Junction at Bradford * Bradford to Thornton *º- tº gº Thornton to Keighley - º $º Queensbury to Holmfield - * * lº Bradford to Ardsley viá Gildersome &= - Drighlington to Batley sº ſº :- Ossett to Dewsbury * tºº * Dewsbury to Batley and Dewsbury to Thornhill Bradford, Idle, and Shipley Branch * Beeston to Batley - tº dº sº Dudley Hill to Low Moor tºº º sº Halifax High Level and North and South Junction Railway. Halifax to Holmfield, and Holbeck to Leeds Joint Railways. LOUTH AND BARDLEY RAILWAY º * T - Provided that, in respect of the railways to which Scale 2 is applicable, the power of the Company to charge for a distance less than six miles shall have effect as if four miles were substituted for six. 136 MAXIMUM RATES AND CHARGEs—continued. . PART I–GooDS AND MINERALs—continued. Great Northern Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. Maximum Rates for Conveyance, * In wº For Consignments except as otherwise provided in the Schedule. comprised in r the . For the first 20 ! For the next For the next For the IOleIlt, 10Ile Miles, or any 30 Miles, or any 50 Miles, or any © Classes. * remainder of part of such part of such part of such the Distance Distance. Distance. Distance. o t *. Per Ton per Per Tom per Per Ton per | Per Ton per |Mile. Mile. Mile. Mile. d. d. d. d. C. 1 - 80 1:50 I - 20 0 - 70 1. 2 - 20 1.85 1 * 40 1 * UO 2. 2 - 65 2 - 30 I • 80 1 * 50 3. 3 * 10 2.65 2 : 00 1 - 80 4. 3 : 60 3 * 15 2 - 50 2 - 20 5. 4 * 30 3 - 70 3 • 25 2 * 50 ** LONDON AND SOUTH WESTERN RAILWAY COMPANY (RATES AND CHARGES) ORDER CONFIRMATION ACT, 1891. Applicable to the following. Railways and Railway Companies. The London and South Western Railway Company. The Weymouth and Portland Railway Company, in respect of the Weymouth and Portland Railway. The Plymouth and Dartmoor Railway Company, in respect of the Plymouth and Dartmoor Railway. The Stonehouse Pool Improvement Company, in respect of the Stonehouse Pool Railway. * The Somerset and Dorset Railway Company, in respect of the Somerset and Dorset Railway. The North Cornwall Railway Company, in respect of the North Cornwall Railway. * * 137 MAxIMUM RATES AND CHARGES—continued. PART I.—GooDS AND MINERALS-continued. London and South Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. The Salisbury Railway and Market House Company, in respect of the Salisbury Market Branch Railway. The Bridgewater Railway Company, in respect of the Bridge- water Railway. The Plymouth, Devonport, and South Western Junction: Railway Company, in respect of the Plymouth, Devonport, and South Western Junction Railway. The Sidmouth Railway Company, in respect of the Sidmouth Railway. The Midland Railway Company, in respect of the Midland and London and South Western Joint Corfe Mullen Junction Railway. The London, Brighton, and South Coast Railway Company, in respect of the following joint lines:– Joint Portsmouth Railway. Isle of Wight and Ryde Pier Railway. Southsea Railway. Tooting, Merton, and Wimbledón Railway. Epsom and Leatherhead Railway. (a) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE I.—Applicable to such Portions of the Railway as are not herein-after specially mentioned. In respect of Merchandise comprised in the under- Maximum Rates for Conveyance. For Consignments except as otherwise provided in the Schedule. For the first 20 For the next For the next mentioned & º * For the Miles, or any || 30 Miles, or any 50 Miles, or any * Classes. part of such part of such part of such º: of Distance. Distance. Distance. € L)] StäIlce. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1 * 50 0 - 95 0 - 75 0 - 60 P. 1 60 1 - 10 () - 85 0 - 70 C. 1 - 80 I • 50 1:20 0 - 70 138 MAXIMUM RATES AND CHARGEs—continued. PART I –GooDS AND MINERALs—continued. London, and South Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (a) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE II.-Applicable to the Portions of the Railway herein specially mentioned. Maximum Rates for In Conveyance. respect of Merchandise ** comprised in For the under- Consignments mentioned except as Classes, otherwise provided in the Schedule. Per Ton per Mile. Nine Elms to Surbiton tº * wº - || d Wimbledon to Putney tº- Le º A 1790 Clapham Junction to Feltham Junction - xº | E. 2 : 00 Barnes to Feltham Junction (loop line) - * * C. 2 - 20 Hammersmith Junction to Richmond Junction º | e Twickenham to Malden - nº " we - J *– (b) RATEs in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In Mº it. Ror Consignments except as otherwise provided in the Schedule. comprised in the 3. For the first 20 | For the next For the next For the º lone Miles, ºr any |30 Miles, or any |50 Miles, or any re... of 3.SSéS. part of such part of such part of such the Distance Distance. Distance. Distance. & Per Tom per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1. 2 - 25 1 - 90 1 65 1 * 35 2. 2 - 75 2 °35 2 - 05 1 * 65 3. 3 * 10 2 - 80 2 * 50 2 - 10 4. 3 • 75 3 • 35 3 * 15 2 * 50 5. 4' 30 3 • 90 3 * 80 3 * 00 139 MAXIMUM RATES AND CHARGES-continued. PART I—Goods AND MINERALS-continued, LoNDON, BRIGHTON, AND souTH COAST RAILWAY COMPANY (RATES AND CHARGES) oRDER CONFIRMATION ACT, 1891. Applicable to the following Railways and Railway Companies. The London, Brighton, and South Coast Railway Company. The South Eastern Railway Company, in respect of the following joint railways:– The Croydon and Oxted Railway. - . The Woodside and South Croydon Railway. The Bricklayers' Arms Railway. - The railway between London Bridge and Corbett Lane Junction. - * The railway between Coulsdon and Redhill. The railway between Bo-peep Junction and Hastings. The London, Chatham, and Dover Railway Company, in re- spect of the railway between Wandsworth Road and Loughborough Park. The London and South Western Railway Company, in respect of the railway between Peasemarsh Junction and Guildford. The Hayling Railway Company, in respect of the Hayling Bailway. - - - The Brighton and Dyke Railway Company, in respect of the Brighton and Dyke Railway. (a.) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE I.—Applicable to such Portions of the Railway as are not - herein-after specially mentioned. Maximum Rates for Conveyance. - In respect of Merchandise comprised in For Consignments except as otherwise provided in the Schedule. the i. For the first 20 For the next For the next For th º One Miles, or any 30 Miles, or any 50 Miles, or any or . e àSSéS, part of such part of such part of such º er of Distance. Distance. Distance, the Distance. Per Ton per | Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. I • 50 0 ° 95 0.75 O 6O B. I • 60 1 * 10 0 °85 0 - 70 C. 1 - 80 I • 50 I 20 0 - 70 —ºr ‘140 MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALs—continued. London, Brighton, and South Coast Railway Com- pany (Rates and Charges) Order Confirmation Act, 1891—continued. (a) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C.—continued. SCALE II.-Applicable to the Portions of the Railway herein specially mentioned. In Maximum Rates respect of for Conveyance. Merchandise º For Consignments mentioned except as otherwise Classes provided in the * Schedule. Per Ton per Mile. {a.) London Bridge to Croydon (including ||Y junction with Bricklayers' Arms Rail- way and junctions with South London Railway at Old Kent Road). ? *Ob.) South London Line - sº * | || (c.) Bricklayers' Arms Railway - * tºº (d.) Thames Junction Railway (Deptford Wharf Branch), including junction with main line at New Cross, and with South London Line at Old Kent d. Road. * A 1 * 90 {e.) Victoria to Croydon, including branch to Battersea Wharf, branch from | }. B. 2 : 00 Balham to Norwood Junction and #Selhurst, Norwood Spur, branch from C. 2 - 20 Streatham Junction to Tooting Junc- tion, Crystal Palace, and Sydenham Spur, Streatham Spurs, Tulse Hill Spurs. K.f.) The Tooting, Merton, and Wimbledon Railway (Tooting Junction viá, Wimbledon to Tooting Junction. (g.) Wimbledon and Croydon Railway (Wimbledon to Croydon). Kh.) The railway from Peckham Rye to Mitcham Junction vià, Tulse Hill. J 141 MAXIMUM RATES AND CHARGE8—continued. PART I-Goods AND MINERALs—continued. London, Brighton, and South Coast Railway Com- pany (Rates and Charges) Order Confirmation. Act, 1891—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. In Maximum Rates for Conveyance. M:it. For Consignments except as otherwise provided in the Schedule. Čomprised in the . For the first 20 For the next For the next For the *:::::::: Miles, or any 30 Miles, or any 50 Miles, or any remainder of SëS. part of such part of such part of such the Distance- Distance. Distance, Distance. Per Ton per Per-Ton per Per-Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1. 2 - 25 1 * 90 I • 65 1 * 35 2. 2 - 75 2 - 35 2 - 05 I • 65 3. 3 * 10 2 - 80 2 - 50 2 * 10 4. 3 - 75 3° 35 3 - 15 2 - 50. 5. 4 * 30 3 - 90 3 - 80 2 *90 LONDON, CHATHAM, AND DOVER. RAIL- AND CHARGES) ORDER CONFIRMATION ACT, 1891. Applicable to the following Railways and Railway Companies. WAY COMPANY (RATES The London, Chatham, and Dover Railway Company. The Victoria Station and Pimlico Railway Company, in respect of the Victoria Station and Pimlico Railway. The London, Brighton, and South Coast Railway Company, in respect of the line between Barrington Road Junction, Brixton, and Cow Lane Junction, Peckham. The London, Brighton, and South Coast Railway Company, in respect of the line between the Norwood Spur Junction and the Norwood Junction Stätion ; and between the Crystal Palace Line Junction and the Crystal Palace Station. & The Mid-Kent (Bromley to St. Mary Cray) Railway Com- pany, in respect of the Mid-Kent (Bromley to St. Mary Cray) Railway. The South Eastern Railway Company, in respect of the Dover and Deal Joint Railway. 142 MAXIMUM RATES AND CHARGEs—continued. PART I –GOODS AND MINERALs—continued. London, Chatham, and Dover Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (a.). RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE I.-Applicable to such Portions of the Railway as are not herein-after specially mentioned. Maximum Rates for Conveyance. In respect of * tº is e ! Merchandise For Consignments except as otherwise provided in the Schedule. comprised in the under- { } For the first 20 | For the next For the next * Miles, or any 30 Miles, or any 50 Miles, or any º:; of aSS6S. part of such part of such part of such, the Distance | * Distance, Distance. Distance, º Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 * 50 O 95 O 75 0 - 60 B. 1 60 1 * 10 O - 85 0 - 70 C. 1 - 80 1 : 50 1 - 20 0 - 70 sº- SCALE II.-Applicable to the Portºons of the specially mentioned. Railway herein C Merchandise In respect of Maximum Rates > for Conveyance. omprised in For Consignments except as otherwise the under- mentioned * > g provided in the . Classes. Schedule. The City Lines— ~ Per Ton per From West Street Junction with the Mile. Metropolitan Railway to Earl Street, Blackfriars. d The Metropolitan Extension Lines- fºr I • 90 From Earl Street to Penge Junction; to | }. B. 2 * 00 Victoria Bridge Junction; to Lavender Hill Junction; to Tulse Hill Junction ; 2 - 20 from Herne Hill to Brixton ; from Shepherd's Lane Junction to Barrington Road Junction, TNunhead Junction to Greenwich. J Brixton ; and from 143 * MAXIMUM RATES AND CHARGES-continued. PART I.-Goods AND MINERALS-continued. London, Chatham, and Dover Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. SCALE II.-continued. Maximum Rates In for Conveyance. respect of Merchandise *mº comprised in For other the under- Consignments mentioned except as otherwise Classes. provided in the Schedule. The Victoria Station and Pimlico Line of T Per Ton per Mile. the Victoria Station and Pimlico Railway Company— From Victoria Station to the junctions with the Metropolitan Extension Lines of the London, Chatham, and Dover d. Company on the south side of the Victoria Railway Bridge over the A. I • 90 River Thames. The Crystal Palace and South London > B. 2 : 00 Junction Line— C. 2 - 20 From Cow Lane Junction to the Crystal Palace. The railway from the Crystal Palace Line Junction to Shortlands Junction. The railway of the Mid-Kent (Bromley to St. Mary Cray) Railway Company. | (b) RATES in respect of MERCHANDISE comprised in CLASSES. 1, 2, 3, 4, and 5. In Maximum Rates for Conveyance. respect of ty tº. & $º - Merchandise For Consignments except as otherwise provided in the Schedule. comprised in —m the under- For the first 20 For the next For the next mentioned Miles, or any 30 Miles, or any 50 Miles, or any For the Classes, part of such part of such part of such emainder of Distance. Distance. Distance. the Distance. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1. 2 - 25 1 - 90 1 65 1 ° 35 2. 2 - 75 2 * 35 2 - 05 1 65 3. 3 - 10 2 - 80 2 - 50 2 * 10 4. 3 - 75 3 * 35 3 - 15 2 * 50 5. 4 - 30 3 • 90 3 - 80 2-90 144, MAXIMUM RATES AND CHARGEs—continued. & PART I-GOODS AND MINERALs—continued. MIDLAND RAILWAY COMPANY (RATES AND CHARGES) ORDER CONFIRMATION ACT, 1891. Applicable to the following Railways and Railway Companies. The Midland Railway Company. The Great Northern Railway Company, in respect of the following joint railways, viz.:- e Bourne and Lynn Railway and Spalding Junctions. Peterborough, Wisbech, and Sutton Bridge Railway. Newark Curve. Railway from Little Bytham to Bourn. The North Eastern Railway Company, in respect of the Otley and Ilkley, and the Swinton and Knottingly Joint Railways. ... The London and North Western Railway Company, in respect of the Ashby and Nuneaton Joint Railways. The Great Western Railway Company, in respect of the Bristol Port Railway, and the Halesowen Railway. The Halesowen Railway Company, in respect of the Halesowen Railway. The Furness Railway Company, in respect of the Furness and Midland Joint Railways. The Kettering, Thrapstone, and Huntingdon Railway Company, in respect of the Kettering, Thrapstone, and Huntingdon Railway. The Barnoldswick Railway Company, in respect of the Barnoldswick Railway. The Cannock Chase and Wolverhampton Railway Company, in respect of the Cannock Chase and Wolverhampton Railway. The Sutton Bridge Dock Company, in respect of the railways forming part of the undertaking. RATES in respect of MERCHANDISE comprised in CLASSES A, B., C., 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In respect of e º * * * * Mº dise For Consignments except as otherwise provided in the Schedule. º p . * | For the first 20 For the next For the next For th the un i Miles, or any 30 Miles, or any 50 Miles, or any i € f * part of such part of such part of such * €T O Classes. Distance. Distance. Distance. the Distance. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 - 15 O 90 0 ° 45 0 - 40 B. 1 - 25 1 * 00 * 0 - 80 0 - 50 C. 1 - 80 1 - 50 1 - 20 0 - 70 1. 2 - 20 1 - 85 1 * 40 1 * 00 2. 2 - 65 2 : 30 1 - 80 I • 50 3. 3 * 10 2 - 65 2 : 00 1 - 80 4. 3 • 60 3 - 15 2 * 50 2 - 20 5. 4° 30 3 - 70 3" 25 2 * 50 145 MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALs—continued. Midland Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. Provided that in respect of the under-mentioned railway the power of the Company to charge for a distance less than six miles shall have effect as if the number of miles mentioned hereunder were substituted for six miles:— Swansea Vale Railway from Swansea to Brynamman, three miles. SOUTH EASTERN RAILWAY COMIPANY (RATES AND CHARGES) CRDER CONFIRMA- TION ACT, 1891. Applicable to the following Railways and Railway Companies. The South Eastern Railway Company. The London and Greenwich Railway Company, in respect of the London and Greenwich Railway. The Angerstein's Branch Railway Company, in respect of the Angerstein's Branch Railway. The Elham Valley Railway Company, in respect of the Elham Valley Railway. The Lydd Railway Company, in respect of the Lydd Railway. The Lydd Railway Company, in respect of the Lydd Railway Extension. & The London, Brighton, and South Coast Railway Company, in respect of the railway from a junction with the Greenwich Railway to Coulsdon. The London, Brighton, and South Coast Railway Company, in respect of the Woodside and Croydon Joint Railway. The London, Chatham, and Dover Railway Company, in respect of the Dover and Deal Joint Railway. The London and South Western Railway Company, in respect of the portion of the London and South Western Railway from the junction near Shalford to Ash. The London and South Western Railway Company, in respect of the portion of the London and South Western Railway from the junction near Ash to Aldershot Town Station. The London, Chatham, and Dover Railway Company, in respect of the portion of the London, Chatham, and Dover Rail- way between Buckland Junction and Dover. u 95.120. EC 146 MAXIMUM RATES AND CHARGES-continued. PART I.-GOODS AND MINERALS-continued. South Eastern Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (a.) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE I.—Applicable to such Portions of the Railway as are not herein-after specially mentioned. Maximum Rates for Conveyance. In Mºś i. For Consignments except as otherwise provided in the Schedule. comprised in the under- º For the first 20 | For the next For the next *º Miles, or any 30 Miles, or any 50 Miles, or any | 1º: of SSéS. part of such part of such part of such sº Distance. Distance. Distance. the Distance. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. I • 50 0 ° 95 0 - 75 0" 60 B. 1 * 60 1 * 10 0 '85 0- 70 C. 1 - 80 1 * 50 I • 20 0- 70 *- ~º SCALE II.-Applicable to the Portions of the Railways herein specially mentioned. comprised in In , respect of Maximum Rates for Conveyance. Merchandise. For Consignments the under- tº e except as otherwise, º:d provided in the Mºtº Schedule. Per Ton per London to Croydon - tº- gº _ jT Mile. Lewisham Junction to Beckenham tº º Beckenham to Addiscombe - º -> d North Kent Junction to Dartford º sº A I • g 0. Lewisham to Dartford - sº º º Lewisham to Chislehurst wº sº º 2 * 00 Grove Park to Bromley – º - r North Kent Junction to Charlton vià Green- C 2 * 20 wich - Charing Cross, Blackfriars Junction, and Cannon Street to North Kent Junction - Canterbury and Whitstable Railway º m" 147 MAXIMUM RATES AND CHARGES–continued. PART I.—GooDS AND MINERALs—continued. South Eastern Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In M:# e| For Consignments except as otherwise provided in the Schedule. comprised in } . For the first 20 i For the next For the next For the Classes Miles, or any 30 Miles, or any 50 Miles, or any remainder of e part of such part of such part of such the Distance Distance. Distance. Distance. gº Per Ton per Per Tom per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. I 2 - 25 1 - 90 I • 65 1 * 35 2 2• 75 2 - 35 2 - 05 1 * 65 3 3 * 10 2 - 80 2 - 50 2 * 10 4 3 - 75 3 • 35 3 * 15 2 * 50 5 4 - 30 3 * 90 3 • SO 2 - 90 T.ONDON AND NORTH WESTERN RAILWAY COMPANY (RATES AND CHARGES) ORDER. CONFIRMATION"ACT, 1891. Applicable to the following Railways and Railway Companies. The London and North Western Railway Company. The Great Western Railway Company, in respect of the Birkenhead Railway (including the West Kirby lines) and the Wrexham and Minera Railway. The Brecon and Merthyr Tydfil Junction Railway Company, in respect of the Dowlais and Merthyr Railway, The Rhymney Railway Company, in respect of the Nantybwch and Rhymney Railway. The Charnwood Forest Railway Company, in respect of the Charnwood Forest Railway. * The Harborne Railway Company, in respect of the Harborne Bailway. The Mold and Denbigh Junction Railway Company, in respect of the Mold and Denbigh Junction Railway. E 2 148 MAXIMUM RATES AND CHARGES-continued. PART I –GOODS AND MINERALs—continued. London and North Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—comtémºted. Aº (a) RATES in respect of MERCHANDISE comprised in CLASS A. SCALE I-Applicable to such Portions of the Railway as are not herein-after specially mentioned. Maximum Rates for Conveyance. For the next For the first Eor the next For the 20 Miles, or any 30 Miles, or any 50 Miles, or any * part of such part of such part of such remº of the Distance. Distance. Distance. IST3TCé. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 0 - 95 0 °85 0 - 50 0 ° 40 SCALE II.-Applicable to the Rail ways herein specially mentioned. Maximum Rate for Conveyance. Sirhowy as iºr tº º wº gº South Staffordshire :-- Dudley to Wichnor, and branches to Bescot, Dudley Port, Cannock, and Leighwood - gº * ſº Wednesbury to Tipton and James Bridge - gº ſº TNorton Branch and Extension - º *g *-*. Littleworth Extension Merthyr, Tredegar, and Abergavenny:- Abergavenny to Nantybwch, Merthyr Extension, and Cwm Bargoed Branch - tºº. sº º gº Nantyglo and Blaina - * sº * sº Brynmawr and Blaenavon — Brynmawr to Blaenavon and Abersychan Extension - sº Whitehaven Junction :- Whitehaven to Maryport sº tºº sº º Cockermouth and Workington - s sº * The Dowlais and Merthyr Railway, jointly owned by the Com- pany and the Brecon and Merthyr Tydfil Junction Railway Company - *- i_i gº tº wº The Nantybwch and Rhymney Railway, jointly owned by the Company and the Rhymney Railway Company - sº ſº Per Ton per Mile. d. •875 149 MAXIMUM Rates AND CHARGEs—continued. . PART I.—GooDs AND MINERALs—continued. London and North Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. - (a) RATES in respect of MERCHANDISE comprised in CLASS A. —continued. SCALE II.-continued. --~~E~r *: Maximum Rate . ... - for Conveyance. Per Ton per º . - & Mile. ... " . d. The Charnwood Forest Railway, worked by the Company - T South Leicestershire:– Nuneaton to Wigston sº * sº & Mold Junction to Mold and Coed Talon - sº * Carnarvon to Llanberis - s & * *- The Mold and Denbigh Junction Railway worked by the } I • 25 Company - sº * > tº-8 gº - Carnarvon Junction to Afonwen Junction - gº Nantlle Branch - º tºº. gº º tº . tº a Ghester and Holyhead - sº $º º Bangor and Bethesda – tº- tº &= *g Stockport Junction to Buxton sº tº º tº * Cromford and High Peak tº * ºn tºº, * Buxton and High Peak Junctions iº tº º Lancaster and Carlisle, including Ingleton, Morecambe, and Ashbourne and Buxton - tº º tº e - 2 - 0 Glasson Dock Branches wº †-º – *g jºur- Provided that with regard to the Sirhowy Railway, the Com- pany shall, with respect to merchandise in Class A. conveyed for a less distance than four miles, have power to charge as for four miles at the least, irrespective of the place of origin or destination of the traffic. ScALE III–Applicable to the Cannock Chase Railway. For the whole or any portion of the Cannock Chase Railway, the Company may charge a maximum rate of 9d per ton, except with regard to merchandise passing along and from the railway secondly described in and authorised by the Cannock Chase Railway Act, 1860, on to the Littleworth Tramway, and not having passed along any part of the railway firstly described in the said Act, for which merchandise they may charge a maximum rate of 4:50a, per ton. 150 MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALS-continued. London and North Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES B., C., 1, 2, 3, 4, and 5. SCALE I.—Applicable to such Portions of the Railway as are not herein-after specially mentioned. Maximum Rates for Conveyance. In respect of º º ſº w Merchandise For Consignments except as otherwise provided in the Schedule. comprised in the under- mentioned For the first 20 | For the next For the next For the Classes. Miles, or any 30 Miles, or any 50 Miles, or any remainder of part of such part of such part of such j Distance Distance. Distance. Distance. º Per Ton per Fer Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. B. 1 ° 25 1 * 0 O - 80 O 50. C. I • 80 1 * 50 1 - 20 0 - 70 l. 2 - 20 I • 85 1 * 40 1 * 00 2. 2 65 2 - 30 1 - 80 1 * 50 3. 3 * 10 2 * 65 2 : 00 1 - 80 4. 3 : 60 3 * 15 2 * 50 2 - 20 5. 4 - 30 3 - 70 3° 25 2 - 50 (c.) RATES in respect of MERCHANDISE comprised in CLASS B. SCALE II.-Applicable to the Railways herein specially mentioned. Maximum Rate, tº-º-º-º: per Ton per Mile. Whitehaven Junction - a - - d. sº Whitehaven to Maryport º º º 1 * 50 Cockermouth and Workington tº - Provided always that with regard to merchandise in Class B. conveyed upon the Whitehaven Junction or Cockermouth and Workington Railways or any portion thereof for which the Com- pany do not provide waggons, the maximum rate for conveyance before mentioned shall be reduced by the sum of one farthing per ton per mile. 151 MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALS-continued. GREAT WESTERN RAILWAY COMPANY (RATES AND CHARGES) ORDER CONFIRMA- TION ACT, 1891. Applicable to the Great Western Railway Company. (a.) RATES in respect of MERCHANDISE comprised in CLASSES A. and B. ScALE I.—Applicable to the following Portions of the Railway. Maximum Rates for Conveyance. For the first 20 Miles, or any part of such Dis- tance. For the next 30 Miles, or any part of such Dis- tance. For the next 50 Miles, or any part of such Ixis- tance. For the remain- der of the Distance. Per Ton 1. Railways governed by the Great Western Railway Act, 1847, viz.:- London to Bristol, and branch to Henley Didcot to Priestfield, vid Leamington " Swindon to Gloucester and Cheltenham, * branches to Cirencester and Tet- ury - - -> ſº wº 2. Railways governed by the Shrewsbury and Birmingham Railway Act, 1846, viz.:- Shrewsbury to Bushbury, and branch to Coalbrookdale tº º -> 3. Railways governed by the Oxford, Worcester, and Wolverhampton Railway Acts, 1845 and 1846, viz.:- - Wolvercote Junction to Bushbury, vid Worcester, and branches to Chipping Norton, Stratford-on-Avon, Stoke Works, Kingswinford, Halesowen, and from Kidderminster to Bewdley - 4. Railways governed by the Severn Valley Railway Act, 1855, viz.:- Shrewsbury to Hartlebury 5. Railways governed by the Wale of Neath Railway Act, 1846, viz.:- Merthyr Tydfil and Aberdare to Neath, with branches to Dare and Aman - 6. Railways governed by the Aberdare Walley Railway Act, 1855, viz.:- Aberdare to Middle Duffryn - - - 7. Railways governed by the Swansea and Neath Railway Act, 1861, viz.:- Neath to Swansea (Wind Street June- tion), vić. Neath Abbey - ſº * 8. Railways governed by the Gloucester and Dean Forest Railway Act, 1846, viz.:- Gloucester to Grange Court Junction - 9. Railways governed by the Llynvi Valley Railway Act, 1855, viz.:- Porthcawl and º to Blaenavon, with branches to Blaen Garw and Ty Hirwain - - - - - - º 10. Railways governed by the Coleford Railway Act, 1872, viz.:- Wyesham Junction to Coleford - - • Railways governed by the Severa Tunnel Railway Act, 1872, viz.:- Severn Tunnel Junction to Pilning º per Mile. d. ~ | A 0-95 B 1°25 Per Tori per Mile. 6°85 1°00 Per Tom per Mile. 0°50 0°80 Per TOIl per Mile. 0°40: 0°50 I52 MAXIMUM RATES AND CHARGEs—continued. PART I.—GooDS AND MINERALs—continued. Great Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (a) RATES in respect of MERCHANDISE comprised in CLASSEs A. and B.-continued. SCALE I.—continued. Maximum Rates for Conveyance. For the For the For the t-ºº-ºº. first 20 next 30 next 50 ...” Miles, or Miles, or | Miles, or er of any part of any part of any part of 6 such Dis- such Dis- such Dis- Distance tance. tance. tance. gº Per Tom Per Tom Per Ton | Per Ton per Mile. per Mile. per Mile. per Mile. d. d. d. d. 12. Railways governed by the Shrewsbury and D Chester Railway Act, 1846, viz.:- Shrewsbury to Saltney Junction, with branches to Oswestry and to Bryn-yr- Owen, and Legacy, Colliery, and from Wheatsheaf Junction to Gwersyllt, from Croes-newydd to º and A 0°95 0°85 0°50 0°40 A Ffrwd, and from Brymbo to Minera | }. and Wron as m * * * * B 1"25 1*00 0°80 0'50 B 18. Railways governed by the Worcester and Hereford Railway Act, 1858, viz.:- Shelwick Junction to Worcester - - 14, Railway governed by the Bala and Dolgelly ! Act, 1862 - º º tº SCALE II.-Applicable to all Portions of the Railway not herein specially mentioned. - In respect Maximum Rates for Conveyance. of the Merchandise comprised in For the first 20 || For the next For the next Tor th the under- Miles, or any 30 Miles, or any 50 Miles, or any Te or d e f mentioned part of such part of such part of such . *t €T O Classes. Distance. Distance. Distance. € D1Sta.Llce. Per ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 * 50 0 - 90 0 - 40 0 - 35 B. 1 * 60 1 - 20 0 - 80 0 - 50 Provided that if at any time after the commencement of this Order the clear annual profits divisible upon the whole subscribed and paid-up capital ordinary stock of the Great Western Railway Company upon an average for three consecutive years shall equal or exceed the rate of six pounds for every 100l. of such paid-up capital stock, Scale I. shall become and shall continue to be applic- able to the railways governed by the South Wales Railway Act, 1845, as amended by the South Wales Railway Consolidation Act, 1855. 153 MAXIMUM RATES AND CHARGES-continued. PART I.-Goods AND MINERALS-continued. Great Western Railway Company (Rates and Charges) Order Confirmation Act, 1891—continued. (a) RATES in respect of MERCHANDISE comprised in CLASSES A. and B.—continued. SCALE III.—Applicable to the following Portions of the Railway. Maximum Rate ºmºmºmº for Conveyance. Per Ton per Mile. 1. Railways governed by the Newport, Abergavenny, and Hereford Railway Act, 1846, viz.:- Hereford (Barton) to Mount Ash (Middle Duffryn) º tºº sº * gº Class A. 2. Railways governed by the Ogmore Valley Railway Act, 1863, viz.:- 0-875d. Nantymoel to Brynmenyn, Black Mill to Gelly Rhaidd, and Little Ogmore Branch * - {-ºg Class B. 3. Railways governed by the Pontypool, Caerleon, and Newport Railway Act, 1865, viz.:- Pontypool Road to Maindee Junction (Newport), vià, Caerleon * sº -*. *º- * * 4. Railways governed by the Cardiff and Ogmore Railway Act, 1873, viz.:- Blackmill Junction to Llanharran Junction - - J The maximum rates set out in Scale I. Provided that in respect of the railways to which Scale III. is applicable the power of the Company to charge for a distance less than six miles shall have effect as if four miles were substituted for six. (b.) RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In Mºś. € For Consignments except as otherwise provided in the Schedule. -comprised in º: For the first 20 | For the next For the next For th Classes Miles, or any 30 Miles, or any 50 Miles, or any r r d e f tº part of such part of such part of such j . O Distance. Distance. Distance. © 191Stå.DiCe. Mile. Mile. Mile. d. d. d. C I • 80 1 - 50 1 - 20 l. 2 - 20 1 - 85 1 * 40 2 2 - 65 2 - 30 1 - 80 3 3 * 10 2 - 65 2 * 00 4 3 * 60 3 * 15 d 2 * 50 5. 4 * 3U 3 - 70 3 • 25 Per Ton per Per Ton per Per Ton per Per Ton per Mile. d. • 70 • 00 • 50 • 80 • 20 • 50 i 154 MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALS-contiuwed. RAILWAY RATES AND CHARGES (ABBOTS- IBURY RAILWAY, &c.) ORDER CONFIRMA-. TION ACT, 1892. Applicable to the following Railways and Railway Companies. The Abbotsbury Railway Company. The Abingdon Railway Company. The Baia and Festiniog Railway Company. The Banbury and Cheltenham Direct Railway Company. The Bridport Railway Company. The Buckfastleigh, Totnes, and South Devon Railway Company. The Calne Railway Company. The Cornwall Minerals Railway Company. The Corwen and Bala Railway Company. The Devon and Somerset Railway Company. - The Didcot, Newbury, and Southampton Railway Company. The Ely Valley Railway Company. The Great Marlow Railway Company. The Helston Railway Company. The Kington and Eardisley Railway Company. The Leominster and Kington Railway Company. The Llangollen and Corwen Railway Company. The Ludlow and Clee Hill Railway Company, The Marlborough Railway Company. The Milford Railway Company. The Minehead Railway Company. *- The Much Wenlock and Severn Junction Railway Company. The Nantwich and Market Drayton Railway Company. The Newent Railway Company. The Oldbury Railway Company. The Princetown Railway Company. The Ross and Ledbury Railway Company. The Ross and Monmouth Railway Company. The Staines and West Drayton Railway Company. The Teign Walley Railway Company. The Tiverton and North Devon Railway Company. The Vale of Llangollen Railway Company. The Vale of Towy Railway Company. The Wellington and Severn Junction Railway Company. The Wenlock Railway Company. The West Somerset Railway Company. The Woodstock Railway Company. The Wye Valley Railway Company. The London and North Western and Great Western Railway Companies Shrewsbury and Hereford Joint Railway. The London and North Western and Great Western Railway Companies Shrewsbury and Wellington Joint Railway. The London and North Western and Great Western Railway Companies Shrewsbury and Welshpool Joint Railway. 155 MAXIMUM RATES AND CHARGES-continued. PART I.-GooDS AND MINERALS-continued. Railway Rates and Charges (Abbotsbury Railway, &c.) Order Confirmation Act, 1892—continued. The London and North Western and Great Western Railway Companies Tenbury Railway. The Midland and Great Western Railway Companies Clifton Extension Railway. (a) RATES in respect of MERCHANDISE comprised in CLASSES A. and B. SCALE I.—Applicable to the Newent Railway Company; Ross and Ledbury Railway Company; Shrewsbury and Hereford Railway; Shrewsbury and Wellington Railway; Shrewsbury and Welshpool Railway ; and Tenbury Railway. Maximum Rates for Conveyance. In respect of For Consignments except as otherwise provided in the Schedule. Merchandise comprised in the under-mentioned For the first For the next For the Classes. 20 Miles, or any 30 miles, or any remainder of the part of such part of such Distance Distance. Distance. & Per Ton per Per Ton per Per Ton at Mile. Mile. Mile. d. d. d. A. 1 - 15 Ü 90 0 ° 45 JB. 1 - 25 1 * 00 O - 80 SCALE II. —Applicable to the Ely Valley Railway Company. Maximum Rates for Conveyance. In respect of Merchandise comprised in the under-mentioned For Consignments Classes. &B except as otherwise provided in the Schedule. Per Ton per Mile. d. A. gº tº gº se 0 - 875 B. - * tº . * * 1 - 25 Provided that in respect of the railway to which Scale II, is: applicable, the power of the Company to charge for a distance less than six miles shall have effect as if four miles were substituted for six, 156 Sº- MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALs—continued. IRailway Rates and Charges (Abbotsbury Railway &c.) Order Confirmation Act, 1892—continued. (a) RATES in repect of MERCHANDISE comprised in CLASSES A. and B.-continued. SCALE III.-Applicable to the Cornwall Minerals Railway Company and the Princetown Railway Company. comprised in the under-mentioned Maximum Rates for Conveyance. In respect of Merchandise For Consignments except as otherwise provided in the Schedule. For the first Classes. - For the 20 Miles, or any remainder of the part of such Distance Distance. e Per Ton per Per Ton per Mile. Mile. d. d. 2 * 00 1 : 50 B. 2 - 25 I • 75 SOALE IV.-Applicable to all the Railways and Railway Companies not mentioned in Scales I., II., and III. Maximum Rates for Conveyance. In M: € For Consignments except as otherwise provided in the Schedule. comprised in the i. For the first 20 | For the next For the next For the mentione Miles, or any 30 Miles, or any 50 Miles, or any remainder of Classes. part of such part of such part of such .."; t O Distance. Distance, Distance. € LJIStan Cé. Per Ton per Per Tom per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. I • 50 0 ° 90 0 - 40 0 °35 B. 1 * 6() 1 - 20 O - 80 0 50 157 MAXIMUM RATES AND CHARGES—continued. PART I.-Goods AND MINERALs—continued. Railway Rates and Charges (Abbotsbury Railway, &c.) Order Confirmation Act, 1892—continued. (b) RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. SCALE I.—Applicable to the Cornwall Minerals Railway Company and the Princetown Railway Company. { Maximum Rates for Conveyance. In e e For Consignments except as otherwise M:* provided in the Schedule. comprised in the under-mentioned Classes. For the first For the 20 Miles, or any - remainder of the part of such Di Distance. iStance. Per Ton per Per Ton per Mile. Mile. d. d. C. 2 - 25 1 75 1. 2 - 50 2 : 00 2. 2 - 75 2 - 35 3. 3 * 10 2 - 80 4. 3 - 75 3 • 35 5. 4 • 30 3 - 90 SCALE II.-Applicable to all the Railways and Railway Companies not mentioned in Scale I. Maximum Rates for Conveyance. In Mºś € Tor Consignments except as otherwise provided in the Schedule. comprised in --- the . For the first 20 || For the next For the next For th IſleIlt iOIle Miles, or any 30 Miles, or any 50 Miles, or any or the Classes 9 y remainder of & part of such part of such part of such the Dist Distance. Distance. Distance. € LV1Stan Ce, Per Ton per Per Ton per Per Ton per Per Ton per- Mile. Mile. Mile. Mile. d. d. d. d C. 1.80 1 : 50 1 - 20 0 - 70 1. 2 - 20 1 - 85 1 * 40 1 * 00 2. 2 - 65 2 - 30 1 - 80 1 : 50. 3. 3 * 10 2 - 65 2 : 00 I - 80 4. 3 * 60 3 - 15 2 - 50 2 - 20 5. 4 - 30 3 - 70 3 • 25 2 * 50 158 *—º MAXIMUM RATES AND CHARGES-continued. PART I.-GooDS AND MINERALs—continued. RAILWAY RATES AND CHARGES (BRECON ...AND MERTEIYIR TYDFIL JUNCTION RAIL- WAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railway Companies. The Brecon and Merthyr Tydfil Railway Company. The Garstang and Knott End Railway Company. The Llanelly and Mynydd Mawr Railway Company. The Pontypridd, Caerphilly, and Newport Railway Company. The Ravenglass and Eskdale Railway Company. The West Lancashire Railway Company. The Wrexham, Mold, and Connah's Quay Railway Company. RATES in respect of MERCHANDISE comprised in CLASSES A. and B. ‘SCALE I.—Applicable to the following Portions of the Brecon and Merthyr Tydfil Junction Railway, viz., Rhymney to Bassaleg, including Branch to Junction with the Rhymney Railway at or near Bargoed and the Caerphilly and Machen Branch. *= Maximum Rate for Conveyance. Per Ton per Mile. Class A. tºº º ſº gº * • 875d. ‘Class B.-The maximum rates set out in Scale IV. SoALE II.-Applicable to the Portions of the Brecon and Merthyr Tydfil Junction Railway other than those to which Scale I. applies, and to the Pontypridd, Caerphilly, and Newport Railway. ººmsºm Maximum Rate for Conveyance. Per Ton per Mile, Class A.—Coal sº * > sy * • 875d. All other articles in Class A. the maximum rates set out in Scale IV. . Class B.-The maximum rates set out in Scale IV. Provided that in respect of the railways to which Scales I. and II. are applicable, and in respect of the Llanelly and Mynydd Mawr Railway, section 11 of this Order shall not apply to merchandise comprised in Classes A. and B., but instead thereof 159 MAXIMUM RATES AND CHARGEs—continued. PART I.—GooDS AND MINERALS-continued. IRailway Rates and Charges (Brecon and Merthyr Tydfil Junction Railway; &c.) Order Confir- mation Act, 1892—continued. RATES in respect of MERCHANDISE comprised in CLASSES A. and B.-continued. the companies shall with respect to merchandise comprised in Classes A. and B., conveyed for a less distance than four miles, have power to charge as for four miles and no more, irrespective of the place of origin or destination of the traffic. SCALE III.-Applicable to the West Lancashire Railway. tºº Maximum Rate for Conveyance. Per Ton per Mile. Class A. * -º * - tº º wº * 1'50d. Class B. * > tº * º 1 * 60tl. RATES in respect of MERCHANDISE comprised in CLASSES A., B., C., 1, 2, 3, 4, 5. SCALE IV.-Applicable save as herein-before specially mentiomed. Maximum Rates for Conveyance. In respect of For Consignments except as otherwise provided in the Schedule. Merchandise comprised in i the under- || For the first 20 | For the next For the next For th mentioned Miles, or any 30 Miles, or any 50 Miles, or any re or d e f Classes. part of such part of such part of such . : Of . Distance. Distance. Distance. the Distance. | | -—------rººms Per Ton per J’er Ton per Per Ton per Per Ton per Mile. Mile. Mile. | Mile. d. d. d. d. A. 1 * 15 0 - 90 0 ° 45 0 - 40 B. 1 - 25 1 * 00 Q - 80 0 - 50 C. 1 - 80 1 * 50 i • 20 0 - 70 1. 2 - 20 I • 85 1 * 40 1 * 00 2. 2 - 65 2 * 30 I • SO I • 50 3. 3 * 10 2 - 65 2 : 00 1 - 80 4. 3 * 60 3 * 15 2 - 50 2 - 20 5. 4 - 30 3 - 70 3 - 25 2 * 50 l60 MAXIMUM RATES AND CHARGES-continued. PART I.—GOODS AND MINERALs—continued. RAILWAY RATES AND CHARGES (CAMI- BRIAN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railway Companies. The Cambrian Railway Company. The Bishop’s Castle Railway Company. The Buckley Railway Company. The Exmouth Docks and Railway Company. The Mawddwy Railway Company. The Mid Wales Railway Company. The South Wales Mineral Railway Company. The Wan Railway Company. The West Somerset Mineral Railway Company. Maximum Rates for Conveyance. In respect of For Consignments except as otherwise provided in the Schedule. Merchandise comprised in the under- || For the first 20 | For the next For the next mentioned Miles, or any 30 Miles, or any 50 Miles, or any For . f Classes. part of such part of such part of such i. €I O l)istance. Distance. Distance. € JUISL2.Il Ce, Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 * 50 0 ° 95 O''/5 0 - 60 B. 1 * 60 1 - 10 0 °85 0 - 70 C. 1 - 80 1 * 50 1 ° 20 0 - 70 *º- 1. 2 - 25 I '90 1 * 65 I • 35 2. 2 - 75 2 35 2 * 05 1.65 . 3. 3 * 10 2 - 80 2 * 50 2° 10 4. 3 - 75 3° 35 3 * 15 2 - 50 5. 4 - 30 3 * 90 3 - 80 3 : 00 Provided that in respect of the Buckley Railway, section 11 of this Order shall have effect so far as regards merchandise com- prised in Classes A. and B. of the classification, as if five miles _were substituted for six. 16] MAXIMUM RATES AND CHARGEs—continued. PART I-GOODS AND MINERALs—continued. f RAILWAY RATES AND CHARGES (CLEATOR AND WORKINGTON JUNCTION RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. SCALE I.—Applicable to the Cleator and Workington Junction Railway Company, the Maryport and Carlisle Railway Company, the Pembroke and Tenby Railway Company, and the Rowrah and Kelton Fell Railway Company. Maximum Rates for Conveyance. H TGS º of - For Consignments except as otherwise Mer.dise provided in the Schedule. comprised in the g under-mentioned ! Classes. For the first For the 20 Miles, or any inder of art of such remainder o p Distance the Distance. Per Ton per Per Ton per Mile. Mile. d. d. . A. wº- * -º I • 25 1.00 . B * * º 1 * 40 1 * 05 C ſº sº 1 - 80 I • 50 1 & Fº gº 2 - 20 1 - 85 2 Fº 2 - 65 2 * 30 3 sº * > 3 * 10 2 * 65 4 tº tº 3 • 60 3 * 15 5 ** tºº 4' 30 3 - 70 u 95120, T, 162 MAXIMUM RATES AND CHARGES-continued. PART I.—GooDS AND MINERALs—continued. Railway Rates and Charges (Cleator and Working- ton Junction Railway, &c.) Order Confirmation Act, 1892—continued. ' SCALE II.-Applicable to the Cockermouth, Keswick, and Penrith Railway Company. * Maximum Rates for Conveyance. TeS º, of For Consignments except as otherwise M er §: dise provided in the Schedule. comprised in the under-mentioned Classes. For the first For the 20 M. ºº remainder of *... the Distance. Per Ton per Per Ton per . - Mile. Mile. d. d. A. * º 1 : 50 1 * 00 B. - - * 1 * 60 1 * 10 C. º -*. 1 - 80 1 : 50 ; 1. – tº sº 2 - 25 1 - 90 2. * - I - 2 : 75 2 - 35 3. – * * 3 * 10 2 - 80 4. . - 4-> 3-75 3 • 35 5. – - ** 4 - 30 3 - 90 SoALE III—Applicable to the Corris Railway Company. In respect of Merchandise comprised in the under-mentioned Maximum Rates for Conveyance. For Consignments except as otherwise In respect of Merchandise comprised in the under-mentioned Maximum Rates for Conveyance. For Consignments except as otherwise Classes. provided in the º Classes. provided in the Schedule. Schedule. Per Ton per Por Ton per NMile, Mile. d. d. A. *- - 3 • 50 2. - 4- 4° 30 B. - 3 - 75 3. Gºs - 4 * 45 C. - - 4' 00 4. * - 4 * 60 1. gº *- 4 * 15 5. * *- 5 : 00 163 MAXIMUM RATES AND CHARGES-continued. PART I.—GooDS AND MINERALs—continued, Railway Rates and Charges (Cleator and Working- ton Junction Railway, &c.) Order Confirmation Act, 1892—continued. SCALE IV.-Applicable to the Severn and Wye and Severn Bridge Railway Company. In calculating the distance over which any merchandise is con- veyed, and for all purposes of rates and charges, the Severn Bridge is to be calculated as 3 miles and 1,196 yards. (a) RATES in respect of MERCHANDISE comprised in CLASSEs A. and B. Maximum Rates for Conveyance. In Mºś For Consignments except as otherwise provided in the Schedule. comprised in the under- | * § For the first For the next For the next * 8 Miles, or any | 10 Miles, or any | 15 Miles, or any º: of º part of such part of such part of such the Distance Distance. Distance. | Distance. & Li CW's i Per Ton per Per Ton per | Per Ton per | Per Ton per Mile. Mile. Mile. | Mile. ; d. d. d. d. A. - - 1 75 1 * 00 | 0 - 90 ; 0 - 75 } | B. - * 1 ° 90 1 * 00 O 90 i 0 - 75 (b.) RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. reS* of For Consignments except as otherwise Merchandise provided in the Schedule. comprised in the under-mentioned Classes. sº, For the 3. y remainder of the part of such Distance Distance. e Per Ton per Per Ton pèr Mile. Mile. d. d. C. ſº * 1 - 95 1 * 50 1. tº - tº 2 - 20 1 - 85 2. * * 2 - 65 2 * 30 3. º- * º 3 * 10 * 2 - 65 4. *- & * 3 * 60 3 e 15 5. * - * 4 * 30 3 • 70 L 2 164 MAXIMUM RATES AND CHARGEs—continued. PART I –GOODS AND MINERALs—continued. Railway Rates and Charges (Cleator and Working- ton Junction Railway, &c.) Order Confirmation Act, 1892—continued. SCALE V.—Applicable to the Southwold Railway Company. Maximum Rates Maximum Rates In for Conveyance. In for Conveyance. respect respect - ------ - of Merchandise of Merchandise comprised in the For Consignments comprised in the For Consignments under-mentioned except as otherwise || under-mentioned except as otherwise Classes. provided in the Classes. provided in the Schedule. Srhedule. Per Ton per Per Ton per Mile. Mile. d. d. A. - sº * - I • 50 2 ſº $º 3 • 25 B. gº- * s 2 : 00 3 sº sº sº 3 - 50 C. - * * 2 - 50 4 º & 4 * 00 I. - * -- * 3 : 00 5 * - wº 5 * 00 RAILWAY RATES AND CHARGES (EAST LONDON RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railways and Railway Companies. The East London Railway Company. The Hounslow and Metropolitan Railway Company. The Metropolitan District Railway Company. The Metropolitan and the Metropolitan District Railway Companies Joint City Lines and Extension Railways. The North and South Western Junction Railway Company. The West London Railway Company, The West London Extension Railway Company. l65 MAXIMUM RATES AND CHARGEs—continued. • PART I-GooDS AND MINERALs—continued. Railway Rates and Charges (East London Railway, &c.) Order Confirmation Act, 1892—continued. (a) RATES in respect of MERCHANDISE comprised in CLASSES A., B., C., and 1. SCALE I.—Applicable except as otherwise herein provided. Maximum Rates for “º. Conveyance. In respect of - Merchandise comprised in - the under-mentioned For Consignments Classes. except as otherwise provided in the Schedule. Per Ton per Mile. d. A. - *- - - 1 - 90 B. tº - - 2 : 00 C $ºs *-* *-* - 2 - 20 i t : 1. – - - - 2.50 SCALE II.—Applicable to the Hounslow and Metropolitan Railway Company. - Maximum Rates for - Conveyance. In respect of | Merchandise comprised in | the under-mentioned For Consignments, Classes. except as otherwise provided in the - Schedule. | Per Ton per Mile. 166 MAXIMUM RATES AND CHARGES-continued. PART I.-GOODS AND MINERALS-continued. Railway Rates and Charges (East London Railway, &c.) Order Confirmation Act, 1892—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES 2, 3, 4, and 5. Maximum Rates for Conveyance. In respect of - Merchandise comprised in the under-mentioned For Consignments Classes. except as otherwise provided in the Schedule. Per Ton per Mile. : : - -* . : : RAILWAY RATES AND CHARGES (FESTI- NIOG RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railway Companies. The Festiniog Railway Company. The Gorsedda Junction and Portmadoc Railway Company. The North Wales Narrow Gauge Railway Company. The Portmadoc, Croesor, and Beddgelert Tram Railway Company. - Maximum Rates Maximum Rates In for Conveyance. In for Conveyance. respect of respect of Merchandise Merchandise comprised in the For Consignments comprised in the For Consignments under-mentioned except as otherwise || under-mentioned except as otherwise Classes. provided in the Classes. provided in the Schedule. Schedule. Per Ton per Per Ton per Mile. Mila. d. d. A. - - 1 - 75 2. - tº 2 - 75 B, - - - 2 * 00 3. - - - 3 * 10 C. - tº- 2 - 25 4. – - - 3 * 10 1. e- * * 2 * 40 5. - * - - 3 * 10 167 MAXIMUM RATES AND CHARGES-continued. PART I.—GooDS AND MINERALS-continued. * RAILWAY RATES AND CHARGES (FURNESS RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railway Companies. The Furness Railway Company. The London and North Western and Furness Joint Railway. In respect of Merchandise comprised in the under-mentioned Classes. Maximum Ratés for Conveyance. For Consignments except as otherwise provided in the Schedule. For the first 10 Miles, or any part- of such Distance. For the next 30 Miles, or any part of such Distance. For the remainder of the 1)istance. Per Ton per Mile. Per Ton per Mile. d. Per Ton per Mile. d. 3 • 60 4 * 30 1 - 15 1 - 25 1.50 1 - 85 2 * 30 2 * 65 0 ° 50 2 ° 20 3 • 25 168 MAXIMUM RATES AND CHARGES—continued. PART I.-GOODS AND MINERALs—continued, ºf RAILWAY RATES AND CHARGES (HULL, BARNSLEY, AND WEST RIDING JUNCTION RAILWAY) ORDER CONFIRMATION ACT, 1892. Applicable to the Hull, Barnsley, and West Riding Junction Railway Company. Maximum Rates for Conveyance. In Mºi. For Consignments except as otberwise provided in the Schedule. comprised in the under- e For the first 20 | For the next For the next mentioned Miles, or any 30 Miles, or any 50 Miles, or any For the Classes remainder of º º, ºf J & part of such part of such part of such the Distance Distance. Distance. Distance. e ! Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. | ; d d d. d A gº 1 - 15 () • 90 0' 45 0 - 40 B. - * I • 25 I • 00 0 - 80 0 - 50 ; C tº mu 1 - 80 | I • 50 1 - 20 0 - 70 1. – tº- 2 - 20 I '85 1 * 40 1 * 00 | 2. - - 2 - 65 2 * 30 1 - 80 1 * 50 3. – * 3 * 10 2 - 65 2 : 00 I 80 | 4. – - ' 3 : 60 , 3' 15 2 * 50 2 - 20 | * 5. – sº 4 * 30 ; 3 - 70 3 • 25 2 - 50 | | | 169 MAXIMUM RATES AND CHARGES-continued. PART I.-GooDS AND MINERALS-continued. RAILWAY RATES AND CHARGES (ISLE OF WIGHT RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railway Companies. . The Isle of Wight Railway Company. The Brading Harbour Improvement Railway and Works Company. The Freshwater, Yarmouth, and Newport Railway Company. The Isle of Wight Central Railway Company. Maximum Rates Maximum Rates In for Conveyance. In for Conveyance. respect of respect of Merchandise Merchandise comprised in the For Consignments comprised in the For Consignments under-mentioned except as otherwise || under-mentioned except as otherwise Classes. provided in the Classes. provided in the | Schedule. Schedule. | Per Ton per Mile. Per Ton per Mile. d. d. A. - 4- 1 75 2 - - 2 - 75 B. tº I • 90 3. - - 3 • L() C º º 2 : 00 4. * i 3 - 75 1. * * 2 - 25 5. – - 4' 30 ; RAILWAY RATES AND CHARGES (LANCA- SHIRE AND YORKSHIRE RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. A Applicable to the following Railways and Railway Companies. The Lancashire and Yorkshire Railway Company. The Lancashire and Yorkshire and the London and North Western Railway Companies, in respect of the Lancashire Union Railway from Adlington to Boars Head, and from Cherry Tree to Chorley. The London and North Western and the Lancashire and York- shire Railway Companies, in respect of the North Union Railway from Euxton Junction to Preston, the Preston and Longridge Railway, and the Preston and Wyre Railway. The London and North Western Railway Company, the Lan- cashire and Yorkshire Railway Company, and the Corporation of Preston, in respect of the Ribble Branch Joint Railway Company. 170 MAXIMUM RATES AND CHARGES-continited, PART I-GOODS AND MINERALs—continued. Railway Rates and Charges (Lancashire and Yorkshire Railway, &c.) Order Confirmation Act, 1892—continued. SCALE I-Applicable to such Railways as are not herein-after specially mentioned. Maximum Rates for Conveyance. In *w- Mº. i. For Consignments except as otherwise provided in the Schedule. comprised in º: For the first 20 || For the next For the next For th Classes Miles, or any 30 Miles, or any 50 Miles, or any or the tº part of such part of such part of such º of Distance. Distance. Distance. e Distance. Per Ton per Per Ton per | Per Ton per Per Ton per Mile. Mile. Mile, Mile. d. d. d. d. A. 1 * 00 0 - S5 0 - 50 0 °40 B. 1 * 40 I • OO O - 80 O 50 C. 1 - 80 1 : 50 1 - 20 0 - 70 1. l 2 - 20 I • 85 I • 40 1 * OO 2. 2 - 65 2 - 30 I • 80 1 * 50 3. 3 * 10 2 - 65 2 : 00 1 - 80 4. 3 • 60 3 - 15 2 - 50 2 - 20 5. 4 • 30 | 3 - 70 3 • 25 2 - 50 } SCALE II.-Applicable to the Preston and Longridge Railway. resp In ect of Merchandise comprised in the under-mentioned Classes. Maximum Rates for Conveyance. In ; For Consignments except as otherwise provided in the Schedule. Classes. respect of Merchandise comprised in the under-mentioned Maximum Rates for Conveyance. For Consignments except as otherwise provided in the Schedule. tº: tº&-&ºiº Per Ton per Mile. d. I • 25 1 * 40 1 - 80 2 - 20 : gº Per Ton per Mile. f : i : Provided always, that with respect to merchandise in Class A. conveyed between Dock Street, Preston, and Deepdale, the maximum rate for conveyance shall not exceed 2d, per ton, 171 MAXIMUM RATES AND CHARGES-continued. PART I.-GooDs AND MINERALS-continued. RAILWAY RATES AND CHARGES (LONDON, TILBURY, AND SOUTHEND RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railway Companies. The London, Tilbury, and Southend Railway Company. The Burry Port and Gwendraeth Valley Railway Company. The Colne Valley and Halstead Railway Company. The East and West Junction Railway Company. The Eastern and Midlands Railway Company. The Evesham, Redditch, and Stratford-on-Avon Railway Company. The Felixstowe Railway and Dock Company. The Gwendraeth Walley Railway Company. The King's Lynn Docks and Railway Company. The Mellis and Eye Railway Company. The Northampton and Banbury Junction Railway Company. The Ramsey and Somersham Junction Railway Company. The Tottenham and Hampstead Junction Railway Company. The Wivenhoe and Brightlingsea Railway Company. In Maximum Rates for Conveyance. Mº i. For Consignments except as otherwise provided in the Schedule. comprised in | the *. For the first 20 For the next For the next For the mentione Miles, or any 30 Miles, or any 50 Miles, or any remaind € f Classes. part of such part of such part of such the Dis º O Distance. Distance. Distance. Sta.L1Ce. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 - 15 0 ° 90 0 ° 45 0 - 40 B. I • 40 1 * 05 0 - 80 0 - 55 C. 1 - 80 1 - 50 1 - 20 0 - 70 1. 2 - 20 1 ‘85 1 * 40 1 * 00 2. 2 - 65 2 °30 1 - 80 1 * 50 3. 3 * 10 2 - 65 2 : 00 I • 80 4. 3 : 60 3 * 15 2 - 50 2 - 20 5. 4 * 30 3 - 70 3 • 25 2 * 50 172 MAXIMUM RATES AND CHARGEs—continued. PART I –GOODS AND MINERALs—continued. RAILWAY RATES AND CHARGES (MAN- CHESTER, SHEFFIELD, AND LINCOLNSHIRE RAILWAY, &c.) ORDER CONFIRMATION ACT, I892. Applicable to the following Railways and Railway Companies. The Manchester, Sheffield, and Lincolnshire Railway Company. The Liverpool, Southport, and Preston Junction Railway Company. The Macclesfield Committee. The Manchester, Sheffield, and Lincolnshire, and the Great Northern Railway Companies, in respect of the West Riding and Grimsby Railway. The Manchester, Sheffield, and Lincolnshire, the Great Northern, and the Midland Railway Companies, in respect of the Cheshire Lines Railways. The Manchester, Sheffield, and Lincolnshire, the Great Northern, the Midland, and the Southport and Cheshire Lines Extension Railway Companies, in respect of the Southport and Cheshire Lines Extension Railway. The Manchester, Sheffield, and Lincolnshire, and the London and North Western Railway Companies, in respect of the Manchester South Junction and Altrineham Railway. The Manchester, Sheffield, and Lincolnshire, and the London and North Western Railway Companies, in respect of the Oldham, Ashton, and Guide Bridge Junction Railway. The Manchester, Sheffield, and Lincolnshire, and the Midland Railway Companies, in respect of the Sheffield and Midland Committee Lines. The Wigan Junction Railway Company. SCALE I.-Applicable to the Oldham, Ashton, and Guide Bridge Junction Railway, in respect of Merchandise in Class A. Maximum Rate for Conveyance. Per Tom per Mile. 1 - 25d. 173 MAXIMUM RATES AND CHARGES-continued. PART I.—GooDS AND MINERALS-continued. Railway Rates and Charges (Manchester, Sheffield, and Lincolnshire Railway, &c.) Order Confir- mation Act, 1892—continued. SCALE II.-Applicable to the Macclesfield Committee in respect of Merchandise comprised in Classes A. and B. Maximum Rates for Conveyance. In * is º sº For Consignments except as otherwise provided in the Schedule. comprised in --- } --- t º: For the first 20 For the next For the next For th §. €S Miles, or any 30 Miles, or any 50 Miles, or any Tend or i. f ſº part of such part of such part of such th #. T O Distance. Distance. Distance. € iMIS12.In Ce. i j r ! Per Ton per Per Ton per | Per Ton per Per Ton per Mile. Mile. Mile. Mile. i d. d. d. | d. A. 1 - 15 O 90 0 ° 45 | 0:40 : B. 1 - 25 1 * 00 0-80 || 0-50 | ſ SCALE III,_Applicable save as herein-before specially mentioned. Maximum Rates for Conveyance. In ! Mºi. * C For Consignments except as otherwise provided in the Schedule. comprised in –- ----|-- *-* ------- ------- -- the ". | For the first 20 For the next For the next For the * º Miles, or any 30 Miles, or any 50 Miles, or any or d º f a SSéS. part of such part of such part of such j O Distance. Distance. Distance. € DiStaRRCe. i t | Per Tom per Per Ton per Per Ton per Per Ton per Mile Mile. Mile. i Mile. d. d. d. { d. A. I - 00 () - 85 0 - 50 | 0 ° 40 B. 1 * 40 1 * 00 0 - 80 0 - 50 C. 1 - 80 1 : 50 I - 20 3 0 - 70 1. 2 - 20 1 * 85 1 * 40 | 1 * 00 2. 2 * 65 2 - 30 1 - S0 1 * 50 3. 3 * 10 2 * 65 2 : 00 | 1 - 80 4. 3 : 60 3 * 15 2 - 50 2 - 20 5. 4 - 30 3 - 70 3 • 25 2 * 50 | I'74 MAXIMUM RATES AND CHARGES-continued. PART I.—GOODS AND MINERALs—continued. RAILWAY RATES AND CHARGES (METRO- POLITAN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railways and Railway Companies. The Metropolitan Railway Company. The Metropolitan and Great Western Railway Companies, in respect of the Hammersmith and City Railway. The Metropolitan and the Metropolitan District Railway Companies Joint City Lines and Extension Railways. SCALE I.-Applicable to the following Portions of the Railway. The Metropolitan Inner Circle Railway from junction with the District Railway at Mansion House Station to junction with the District Railway at South Kensington, including junction with . the Great Western Railway at Bishop's Road. From Minories junction with Inner Circle line to Whitechapel junction with East London line, and junction with District Railway Company's Whitechapel Spur line. The North Curve junction line from the Inner Circle line, near Aldgate Station, to the junction with the Extension Line at Aldgate East Station. * The junction line with Great Eastern Railway at Bishopsgate. The Metropolitan Railway widened lines from Moorgate Street Station to junction with Great Northern and Midland Railways at King's Cross, and junctions with London, Chatham, and Dover Railway at West Street and Snow Hill. The junction line with St. John's Wood line at Baker Street. The railway from Baker Street Station to Kingsbury-Neasden Station, including the junction line with Midland Railway at Finchley Road. The Hammersmith and City Railway. Maximum Rates for Conveyance. Maximum Rates In for Conveyance. In respect of respect of Merchandise Merchandise comprised in the under-mentioned Classes. For Consignments except as otherwise provided in the comprised in the under-Lientioned Classes. For Consignments except as otherwise provided in the Schedule. Schedule. Per Ton per Per Ton per Mile. Mile. d. d. A. - * 1 - 90 2. tº- ſº 2 - 75 B. º * 2 : 00 3. - sº 3 * 10 C. - º 2 - 20 4. tº- sº 3 - 75 1. º - 2 - 50 5. * º 4 * 30 175 MAXIMUM RATES AND CHARGES—continued. PART I.—GooDS AND MINERALs—continued. Railway Rates and Charges (Metropolitan Railway, &c.) Order Confirmation Act, 1892—continued. ScALE II.-Applicable to all Portions of the Railway not herein specially mentioned. Maximum Rates for Conveyance. In sº e| For Consignments except as otherwise provided in the Schedule. comprised in | ºr the º: For the first 20 || For the next For the next | For th * € Miles, or any 30 Miles, or any 50 Miles, or any | remºn d e f 3.SS6S, part of such part of such part of such . . º O Distance. Distance. Distance. 1St 3D Cé. Per Ton per Per Ton per Per Ton per Per Ton per * Mile. Mile. Mile. Mile. d. d. d. d. | A. 1 * 15 0 ° 90 0 ° 45 0 - 40 B. i- 1 * 40 1. 05 0 °80 0 - 55 C. 1 - 80 1 - 50 1 - 20 () - 70 1. 2 - 20 1 - 85 1 * 40 1 * 00 2 | 2.65 2.30 I • 80 1 - 50 3. 3 * 10 2 - 65 2 * 00 1 - 80 4. 3 * 60 3 * 15 2 - 50 2.30 5. 4 - 30 3 - 70 3 • 25 2 * 50 RAILWAY RATES AND CHARGES (MID- LAND AND SOUTH WESTERN JUNCTION RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. w Applicable to the following Railway Companies. The Midland and South Western Junction Railway Company. The Golden Valley Railway Company, The Liskeard and Caradon Railway Company. The Liskeard and Looe Union Canal Company The Manchester and Milford Railway Company. 176 MAXIMUM RATES AND CHARGEs—continued. PART I.—GOODS AND MINERALs—continued. Railway Rates and Charges (Midland and South Western Junction Railway, &c.) Order Confir- mation Act, 1892—continued. The Neath and Brecon Railway Company. The Redruth and Chasewater Railway Company. The Snailbeach District Railway Company. The Tallyiyn Railway Company. The Wirral Railway Company. SCALE I.-Applicable to the Liskeard and Caradon Railway Company and the Liskeard and Looe Union (Janal Company, in respect of Merchandise comprised in Class A. Maximum Rate for Conveyance. - Per Ton per Mile. 3 * 006. ScALE II.-Applicable with the above exception. Maximum Rates for Conveyance. In Mºi el For Consignments except as otherwise provided in the Schedule. comprised in the ſº. For the first 20 | For the next For the next For the º lone Miles, or any 30 Miles, or any 50 Miles, or any inder of £1,SSéS. Tërna.II, Cler’ O part of such part of such part of such & * e * the Distance, Distance. Distance. Distance. *Per Ton per Per Ton per Per Tom per | Per Ton per Mile, Mile. Mile. Mile. d. d. d. d. A. 1 * 50 O 90 0 - 40 0 ° 35 B. 1 - 60 1 - 20 0 - 80 O 50 C. 1 - 80 1 - 50 1.20 . 0 - 70 1. 2 - 20 1 - 85 1 * 40 1 * 00 2. 2 - 65 2 - 30 1 - 80 I • 50 3. 3 * 1() 2 - 65 2 : 00 1 - 80 4. 3 : 60 3 - 15 2 * 50 2 - 20 5. 4 - 30 3 - 70 3 • 25 2 * 50 | Provided that in respect of the Neath and Brecon Railway, the power of the Company to charge for a distance less than six miles, shall have effect as if four miles were substituted for six. 177 MAXIMUM RATES AND CHARGES—continued. PART I.-Goods AND MINERALS---continued. RAILWAY RATES AND CHARGES (NORTH EASTERN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railways and Railway Companies. The North Eastern Railway Company. The Forcett Railway Company. The Great North of England, Clarence and Hartlepool Junc- tion Railway Company, The Londonderry (Seaham to Sunderland) Railway. The Scarborough and Whitby Railway Company. The Scarborough, Bridlington, and West Riding Junction Railway Company. RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE I.—Applicable except as otherwise herein provided. Maximum Rates for Conveyance. In respect of For Consignments except as otherwise provided in the Schedule. Merchandise comprised in - **: For the first 10 | For the next For the next For the º Miles, or any | 10 Miles, or any | 15 Miles, or any re...m. of Classes. part of such part of such part of such the Distance Distance. Distance. Distance. & Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 - 75 I • 25 0-75 0 - 60. 1 - 90 I • 25 1 * 00 0 - 75 C. 2 * 00 1 - 75 I • 50 1 ° 25 u 95.120. M 178 MAXIMUM RATES AND CHARGES—continued, PART I-GOODS AND MINERALs—continued. Railway Rates and Charges (North Eastern Railway, , &c.) Order Confirmation Act, 1892—continued. SCALE II.-Applicable in respect of Coal for Shipment conveyed on any part of the North Eastern Railway other than the Blyth and Tyne Section. Maximum Rates for Conveyance. For Consignments except as otherwise provided in the Schedule. | For the first 6 Miles, For the next 8 Miles, For the remainder of or any part of such or any part of such * Distance. | Distance. the Distance. ber Ton per Mile. Per Ton per Mile. Per Ton per Mile. d. d. d. r 1 * 50 I • OO 0 - 75 SCALE III.-Applicable in respect of Coal for Shipment conveyed on the Blyth and Tyne Section of the North Eastern Railway. Maximum Rates for Conveyance. For Consignments except as otherwise provided in the Schedule. For the first 4 Miles, or For Distances exceeding any part of such Distances. 4 Miles. Per Ton. Per Ton per Mile. d. d. 4 : 00 1 - 00 The term “the Blythe and Tyne Section ” of the railway as used in this part of this schedule includes the portion of the North Eastern Railway situated east of the portions of the main line between Heaton Junction and Longhirst Station (except the railways from Heaton Junction to Monkseaton, vià Percy Main and Tynemouth), and also includes the portion of the North Eastern Railway from Newcastle (New Bridge Street Station) to Backworth Station. 179 MAXIMUM RATES AND CHARGES–continued, PART I.-GooDS AND MINERALS-continued, ; Railway Rates and Charges (North Eastern Railway, &c.) Order Confirmation Act, 1892—continued. ' RATES in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In M.3. i. For Consignments except as otherwise provided in the Schedule. comprised in | º: For the first 20 For the next For the next For the Classes Miles, or any 30 Miles, or any; 50 Miles, or any re.der of ſº part of such part of such part of such the Distance Distance. Distance. Distance. Ce. Per Ton per Per Ton per Per Ton per | Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1. 2 - 20 1 - 85 1 * 40 1 * 00 2. 2 * 65 2 - 30 1 - 80 1 * 50 3. 3 * 10 2 - 65 2 : 00 1 - 80 4. 3 - 60 3 - 15 2 - 50 2 - 20 5. 4 - 30 3 - 70 3 • 25 2 - 50 RAILWAY RATES AND CHARGES (NORTH LONDON RAILWAY) ORDER CONFIRMATION ACT, 1892. Applicable to the North London Railway Company. In respect of Merchandise comprised in the under-mentioned Maximum Rates for Conveyance. For Consignments except as otherwise In respect of Merchandise comprised in the under-mentioned Maximum Rates for Conveyance. For Consignments except as otherwise Classes. provided in the Classes. provided in the Schedule. Schedule. Per Ton per Per Ton per Mile. Mile. d. d. A. gº sº 1 - 90 2. wº- tºe 3 * 00 IB. * º tº 2 - 20 3. sº gº * 3 • 25 C. tº * 2 * 40 4. * sº- 3 - 75 I. tº * * $º 2 - 70 5. iº sº tº 4 • 30 MI 2 180 MAXIMUM RATES AND CHARGES-continued. PART I-GOODS AND MINERALs—continued. RAILWAY RATES AND CHARGES (NORTH STAFFORDSHIRE RAILWAY, &c.) CONFIRMATION ACT, 1892. • Applicable to the following Railways and Railway Companies. The North Staffordshire Railway Company. The Cheadle Railway Company. The Longton, Adderley Green, and Bucknall Railway Company. The Silverdale and Newcastle Railway Company. Mr. Sneyd's Railway. ORDER. (a) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. Maximum Rates for Conveyance. In M: it. For Consignments except as otherwise provided in the Schedule. comprised in .tº: For the first 10 |. For the next For the next For the Classes. Miles, or any 10 Miles, or any | 10 Miles, or any remainder of part of such part of such part of such the Distan Distance. Distance. Distance. G. LJ1StåIłCe. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 - 75 1 ° 25 0 - 75 0 - 50 2 : 00 1 * 50 1 * 10 O. : 5 2 - 10 1 - 75 1 : 50 I 25 Provided that notwithstanding anything contained in this schedule and in the North Staffordshire Railway Act, 1847, the Company shall not make for the conveyance over any part of the railway of merchandise in Classes A. and B. in owners' trucks from owners’ siding to owners' siding, when the merchardise is tendered to the Company in consignments of not less than fifty tons at one and the same time, and from one consignor to one consignee, a higher charge than one penny farthing per ton per mile, with a minimum charge of ninepence per ton: Provided also, that if the gross rate per ton involves a fraction of a penny, the fraction, if less than one halfpenny, shall not be charged, and, if one halfpenny or more, shall be charged as a penny : Provided also, that this clause shall apply only where both sidings are on or adjoin the railway, 181 MAXIMUM RATES AND CHARGES-continued. PART I.—GooDs AND MINERALs—continued. Railway Rates and Charges (North Staffordshire Railway, &c.) Order Confirmation Act, 1892– continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In Mºº #. e For Consignments except as otherwise provided in the Schedule. comprised in | ...à For the first 20 |. For the next For the next For the Classes Miles, or any 30 Miles, or any 50 Miles, or any remainder of e part of such part of such part of such the Distance Distance. Distance. Distance. ºw & Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1. 2 - 20 I 85 1 * 40 i 1 * 00 | 2. 2 - 65 2 - 30 1 - 80 1 - 50 | 3. 3 * 10 2 - 65 2 * 00 1 - 80 i | 4. 3 : 60 3 * 15 2 - 50 2 - 20 5. 4° 30 3 - 70 3 • 25 2 - 50 RAILWAY RATES AND CHARGES (TAFF VALE RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railway Companies The Taff Vale Railway Company. The Aberdare Railway Company. The Alexandra (Newport and South Wales) Docks and Railway Company. The Barry Railway Company. The Great Western and the Rhymney Railway Companies Joint Railways. The Great Western and the Taff Vale Railway Companies Joint Railway. The Mersey Railway Company. 182 MAXIMUM RATES AND CHARGES—continued. PART I-Goods AND MINERALs—continued. Railway Rates and Charges, (Taff Vale Railway, a’ &c.) Order Confirmation Act, 1892—continued. The Penarth Extension Railway Company. The Penarth Harbour, Dock, and Railway Company, The Rhondda and Swansea Bay Railway Company. The Rhymney Railway Company. RATEs in respect of MERCHANDISE comprised in CLASSES A. and B. t SCALE. I.-Applicable to the following Railways. Maximum Rate for Railways owned, leased, or worked by Conveyance. Per Ton per Mile. 1. The Taff Vale Railway Company - - sº CLASS A. 2. The Aberdare Railway Company - - º d 3. The Great Western Railway Company and Rhym- ney Railway Company jointly - t- $º All other articles in Class 4. The Great Western Railway Company and Taff 3 A., the maximum rates Vale Railway Company jointly *- g- set out in Scale 8. 5. The Penarth Extension Railway Company, the Penarth Harbour, Dock, and Railway Company - CLASS B. 6. The Rhymney Railway Company - - sº The maximum rates set out of Seale 3. Coal - o'875 Provided that, in respect of the railways to which Scale I. is applicable, and in respect of the Barry Railway, section 11 shall not apply to merchandise comprised in Classes A. and B., but instead, thereof the Companies shall, with respect to merchändise com-º. prised in Classes A. and B. conveyed for a less distance than four miles, have power to charge as for four miles, and no more, irrespective of the place of origin or destination of the traffic. RATES in respect of MERCHANDISE comprised in CLASS A. SCALE II.-Applicable to the Alexandra (Newport and South - Wales) Docks and Railway Company. Maximum Rate for Conveyance. Per Ton per Mile. 0-875d, 183 MAXIMUM RATES AND CHARGES—continued. & PART I.—GooDS AND MINERALS-continued, st- Railway). Rates and Charges (Taff Vale Railway, &é.) Order Confirmation Act, 1892—continued. ' ' ' RATES in respect of MERCHANDISE comprised in CLASS A.—continued. SCALE II.-continued. Provided that, notwithstanding anything in this Order, the Alexandra (Newport and South Wales) Docks and Railway Company shall, with respect to any merchandise of any class conveyed for a less distance than one mile and a half, have power to charge as for one mile and a half and no more, irrespective of the place of origin of destination of the traffic. RATES in respect of MERCHANDISE comprised in CLASSES A, B., C., 1, 2, 3, 4, and 5. SCALE III.-Applicable save as herein-before specially * mentiomed. Maximum Rates for Conveyance. In Mºś # , For Consignments except as otherwise provided in the Schedule. .comprised in the i. For the first 20 | For the next For the next For th * º: Miles, ºr any | 80 Miles, or any 50 Miles, or any re. e f a SSCS. part of such part of such part of such i. : º Distance. l)istance. Distance. * Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 0 - 95 0 - 85 0 - 50 0 ° 40 B. " I • 25 I • 00 O - 80 0 - 50 C. 1 - 80 1 * 50 1 - 20 0- 70 1. 2 - 20 I • 85 1 * 40 I • {}Q 2. 2 * 65 2 * 30 1 - 80 1 * 50 3. 3 * 10 2' 65 2 : 00 I “80 4. 3 • 60 3 * 15 2 - 50 2 - 20 5. 4 * 30 3 - 70 3 - 25 2 - 50 184 MAXIMUM RATES AND CHARGES–continued. PART I.—GooDS AND MINERALS-continued. RAILWAY RATES AND CHARGES (CALE- DONIAN RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railways and Railway Companies. The Caledonian Railway Company. The Arbroath and Forfar Railway Company. The Caledonian, Glasgow, and South Western, London and North Western, and the Midland Railway Companies, in respect of the Portpatrick and Wigtownshire Joint Railway. The Caledonian and the Glasgow and South Western Railway Companies, in respect of the Glasgow and Paisley Joint Railway. The Caledonian and the Glasgow and South Western Railway Companies, in respect of the Glasgow, Barrhead, and Kilmarnock Joint Railway. The Caledonian and the North British Railway Companies in respect of the Dundee and Arbroath Joint Railway. The Carlisle Station Lines. The Cathcart District Railway Company. The Dundee and Newtyle Railway Company. The Greenock and Wemyss Bay Railway Company. The Killin Railway Company. The Lanarkshire and Ayrshire Railway Company. The Solway Junction Railway Company. RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SoALE I.—Applicable except as otherwise herein provided. Maximum Rates for Conveyance. In M:i. For Consignments except as otherwise provided in the Schedule. comprised in the under- º For the first 10 | For the next For the next * Miles, or any | 10 Miles, or any | 15 Miles, or any For : f ſe part of such part of such part of such § º er O Distance. Distance. Distance. e Distance. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. I 75 1° 25 0 - 75 0 - 60 B. 2 : 00 1 ° 25 1 * 00. 0- 75 C. 2 - 25 1 75 1 : 50 1 ° 25 185 MAXIMUM RATES AND CHARGES-continued. PART I.—Goods AND MINERALS-continued, Railway Rates and Charges (Caledonian Railway, &c.) Order Confirmation Act, 1892—continued. RATES in respect of MERCHANDISE comprised in CLASS A. SCALE II.-Applicable to the Railways herein specially mentioned. Maximum Rates agºsº for Conveyance. sº Per ton per Mile. Railways governed by the Alloa Railway Act, 1879 sº d. Railways governed by the Wigtownshire Railway Act, I • 50 1872 ſº gº sº sº tº- sº * Railways governed by the Moffatt Railway Act, 1881 º Ross Junction and Glasgow viá Blantyre, and vià Coat- 'T bridge and Gartsherrie, including Whifflet Junction Line Motherwell Junction and Hamilton Junction, including Bothwell Branch sº sº -. *g - Mossend and Fulwood Junctions and Uddingston Junction Coatbridge and Whifflet Junctions and Rutherglen Junction, including Drumpeller and Tannochside Branches tº a Strathaven and Blantyre Junctions and Glasgow, viá Busby : 2 - 25 Dalmarnock East and West Junctions, and Germiston High and Low Junctions sº sº #º es º Glasgow Central Railway, and Tollcross and Newton Ex- tension Line * wº 4-8 gº gº &= Hamilton Hill Railway (Glasgow) - gº fº- sº Blackston Junction and Glasgow, including Linwood, Cartside, and Govan Branches – sº e- - Cathcart District Railway - *-* sº *- - J RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. SCALE III.-Applicable except as otherwise herein provided. Maximum Rates for Conveyance. In Mº i. For Consignments except as otherwise provided in the Schedule. comprised in * i. For the first 20 For the next For the next For th ğ. Miles, or any 30 Miles, or any 50 Miles, or any remain. of SeS. part of such part of such part of such the Distance Distance. Uistance. Distance. Jº Per Ton per Per Ton per Per Ton per Per Ton Per Mile. Mile. Mile. Mile. d. d. d. d. l 2 - 25 1 - 85 1 * 40 1 * 00 2 2 * 65 2 - 30 1 - 80 1 * 50 3 3 * 10 2 - 65 2 * 00 1 - 80 4 3 : 60 3 * 15 2 * 50 2 - 20 5 4 • 30 3 - 70 3 - 25 2 - 50 $ 186 MAXIMUM RATES AND CHARGES-continued: PART I.—GooDS AND MINERALS-continued. Railway Rates and Charges (Galedonian Railway;” &c.) Order Confirmation Act; 1892—continited: SCALE IV.-Applicable to the conveyance of Merchandise between the following Places, viz., Edinburgh, Leith, or Granton, on the one hand, and Glasgow on the other hand. Maximum Rates Maximum Rates In for Convey ance. In for Conveyance. respect of respect of Merchandise Merchandise ſº comprised in the For Consignments comprised in the For Consignments under-mentioned except as otherwise || under-mentioned except as otherwise Classes. provided in the Classes. provided in the Schedule. Schedule. " | .--------. Per Ton per Per Ton per Mile. Mile. d. d. C. * gº I * 40 3. tºº tº- l te 90 1. º º I 50 4. º ſº 2 : 00 2. ſº tºe I • 90 5. tº tºº 2 - 25 RAILWAY RATES AND CHARGES (CAL- LANDER AND OBAN RAILWAY) ORDER CONFIRMATION ACT, 1892. Applicable to the Callander and Oban Railway Company. Maximum Rates for Conveyance. In º e g e respect of For Consign ments “ºvie provided In the -* * * Merchandise e ! comprised in the wººd For the first For the next For the 4 20 Miles, or any 30 Miles, or any e part of such part of such *:::: of the Distance. Distance. Q62. Per Ton per Per Ton per | Per Ton per Mile. Mile. Mile, | d. d. d. A. - gº * 2 * 00 I • 50 0 - 75 B. - º * = 2 : 00 1 - 50 0 - 85 C. - gº gº 2 - 25 I • 75 I 20 1. - Rºs gºs 2 - 50 1 ° 90 1 65 2. – º * = 2 - 75 2 * 35 2 * 05 3. – tº nºt 3 * 10 2 - 80 2 * 50 4. gºs tº 3 - 75 3 • 35 3 * 15 5. gºt tº gºa 4 30 3 * 90 3 * 80 187 MAXIMUM RATES AND CHARGES-continued. PART I.—Goods AND MINERALS-continued. RAILWAY RATES AND CHARGES (CITY OFs GLASGOW UNION RAILWAY) ORDER CONFIRMATION ACT, 1892. Applicable to the City of Glasgow Union Railway Company. Maximum Rates Maximum Rates In for Conveyance. In for Conveyance. respect of respect of ‘Merchandise Merchandise comprised in the For Consignments comprised in the For Consignments under-mentioned except as otherwise | | under-mentioned except as otherwise Classes. provided in the Classes. provided in the Schedule. Schedule. Per Ton per Per Ton per Mile. Mile. d. d. A. tº- ſº 1 - 90 2. gº * 2 - 75 B. * º-> 2 : 00 3. * Lé 3 * 10 C. º - 2 - 20 4. i º -: 3 - 75 1. †- * 2 - 50 5. -> *-* 4 - 30 RAILWAY RATES AND CHARGES (GLAS- GOW AND SOUTH WESTERN RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railway Companies. The Glasgow and South Western Railway Company. The Ayrshire and Wigtownshire Railway Company. The Kilmarnock and Troon Railway Company, $ (a.) RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. Maximum Rates for Conveyance. In Mºti. For Consignments except as otherwise provided in the Schedule. comprised in the i. For the first 10 || For the next For the next For the * Miles, or any | 10 Miles, or any | 15 Miles, or any remº,der of Classes. part of such part of such part of such the Di º O Distance. Distance. JDistance. St.8, DiCé. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. I 75 I • 25 0 - 75 0 ° 60 B. 2 : 00 1 ° 25 1 * 00 0 - 75 C. 2 - 25 I • 75 1 * 50 I • 25 188 MAXIMUM RATES AND CHARGES-continued. PART I.—Goods AND MATERIALS-continued. Railway Rates and Charges (Glasgow and South Western Railway, &c.) Order Confirmation Act, 1892—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In respect of For Consignments except as otherwise provided in the Schedule. Merchandise g p p comprised in ... For the first 20 Ror the next For the next For the Classes Miles, or any 30 Miles, or any 50 Miles, or any remainder of º part of such part of such part of such the Distance Distance. Distance. Distance. & Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. I. 2 - 25 I • 85 1 * 40 1 * 00 2. 2 - 65 2 - 30 1 - 80 1 * 50 3. 3 * 10 2 - 65 2 : 00 1 - 80 4. 3 - 60 3 - 15 2 - 50 2 - 20 5. 4' 30 3 - 70 3 - 25 2 - 50 RAILWAY RATES AND CHARGES (GREAT NORTH OF SCOTLAND RAILWAY) ORDER CONFIRMATION ACT, 1892. Applicable to the Great North of Scotland Railway Company. (a) RATES in respect of MERCHANDISE comprised in CLASSEs A. and B. Maximum Rates for Conveyance. In 'respect of º - * ſº º tº Mºhandise. " Consignments except as otherwise provided in the Schedule. comprised in the under- n º For the first lo For the next For the next * Miles, or any 10 Miles, or any 15 Miles, or any º:*. f to part of such part of such part of such the Distance Distance. Distance. Distance. Ce. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 - 75 1 * 50 1 * 00 0 - 75 B. 1 - 75 I • 50 1 * 00 0 - 75 189 MAXIMUM RATES AND CHARGE8–continued. PART I.-GooDs AND MINERALS-continued. Railway Rates and Charges (Great North of Scotland Railway) Order Confirmation Act, 1892—continued, (b) RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In M.:.i.#e For Consignments except as otherwise provided in the Schedule. comprised in the under- - e For the first 20 ! For the next For the next mentioned Miles, or any 30 Miles, or any 50 miles, or any For the Classes. remainder of part of such part of such part of such the Distance à. Distance. Distance. Distance. sº Per Ton per Per Ton per Per Ton Per Per Ton per Mile. Mile. Mile. Mile. d. d. , d. d. C. 1 - 80 1 - 50 1 - 20 0 - 70 1. 2 - 25 1 * 90 I • 65 1 * 35 2. 2 - 75 2 - 35 2 * 05 1 65 3. 3 * 10 2 * 8(; 2 - 50 2 - 10 4. 3 - 75 3° 35 3 * 15 2 - 50 5. 4 - 30 3 • 90 3 - 80 3 * 00 IRAILWAY RATES AND CHARGES (HIGH- LAND RAILWAY) ORDER CONFIRMATION ACT, 1892. Applicable to the Highland Railway Company. (a) RATES in respect of MERCHANDISE comprised in CLASSEs A., B., and C. Maximum Rates for Conveyance. Ian -sº Mºśi. For Consignments except as otherwise provided in the Schedule. comprised in the under- *w. wº For the first 10 | For the next For the next * Miles, or any 10 Miles, or any | 15 miles, or any r For º: f t part of such part of such part of such j O Distance. Distance. Distance. 6 UlstäD.Cé. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. I • 75 l" 75 0 - 75 0 - 60 B. 2 - 20 1 - 25 I • 00 0- 75 C. 2 * 25 1 - 75 I • 50 1 ° 25 190 MAXIMUM RATES AND CHARGES-continued. PART I.—GOODS AND MINERALS-continued. “. Railway Rates and Charges (Highland Railway) *.* Order Confirmation Act, 1892—continued. (b.) RATES in respect of MERCHANDISE comprised in CLASSES 1, 2, 3, 4, and 5. Maximum Rates for Conveyance. In respect of wº tº •war; # * * * Merchandise For Consignments except as otherwise provided in the Schedule. comprised in the . For the first 20 | For the next | For the next For the º ºne Miles, or any 30 miles, or any 50 miles, or any mainder of 3.SSéS. part of such part of such part of such i i. ce. | Distance. Distance. Distance. € UIST3.D.Cº. & Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. * d. d. d. I. 2 - 25 1 * 90 1 * 65 1.35 2. 2 - 75 2 - 35 2 - 05 1 * 65 3. 3 * 1 () 2 - 80 2 - 50 2- 16 4. 3 - 75 3 • 35 3 * 15 2- 50 5. 4 * 30 3 * 90 3 - 80 3° 06' RAILWAY RATES AND CHARGES (NORTH BRITISH RAILWAY, &c.) ORDER CONFIRMA- TION ACT, 1892. Applicable to the following Railway Companies. The North British Railway Company. The Anstruther and St. Andrews Railway Company. The Edinburgh and Bathgate Railway Company. The Eyemouth Railway Company. The Forth and Clyde Junction Railway Company. The Forth Bridge Railway Company. The Glasgow, Yoker, and Clydebank Railway Company. The Kilsyth and Bonnybridge Railway Company. The Newport Railway Company. 191 MAXIMUM RATES AND CHARGES-continued. PART I-GooDS AND MINERALS-continued, Railway Rates and Charges (North British Railway, '80.) Order Confirmation Act, 1892—continued. RATES in respect of MERCHANDISE comprised in CLASSES A., B., and C. SCALE I.—Applicable except as otherwise herein provided Maximum Rates for Conveyance. In t º * - & M...# e For Consignments except as otherwise provided in the Schedule. comprised in . For the first 10 | For the next For the next For th Classes Miles, or any | 10 Miles, or any 15 Miles, or any or i € f s part of such part of such part of such j €5 O Distance. Distance. Distance. the DiStance. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 - 75 1 - 25 0-75 0 - 60 B. 2 * 00 1 - 25 I • 00 0 - 75 C. 2 * 25 1 - 75 1 : 50 1 - 25 RATEs in respect of MERCHANDISE comprised in CLASS A. SCALE II.-Applicable to the Railways herein specially mentioned. Maximum Rates for Conveyance. Stirling and Dunfermline Railway, and Alloa Harbour Branch - - º - - gºe - Dunfermline and Queensferry Railway - e - Glasgow and Coatbridge Railway - - * - Glasgow, Bothwell, Hamilton, and Coatbridge Railway - Glasgow, City, and District Railway - * Stobcross Railway - e º - ºr - Bridgeton Cross Railway - - - * - Glasgow (Queen Street) to Bishop Briggs, including Branches to Sighthill, Port-Dundas, Knightswood, and Ruchill. Corstorphine Junction to Niddrie East and South June- tions, including the Edinburgh Suburban and Southside Junction Railway and its branches, except the branch from Duddingston Junction to St. Leonard's Station - __ Per Ton per Mile. d. * ! so J º > 2 - 25 192 MAXIMUM RATES AND CHARGEs—continued. PART I-GOODS AND MINERALS-continued. , Railway Rates and Charges (North British Railway, &c.) Order Confirmation Act, 1892—continued. RATES in respect of MERCHANDISE comprised in CLASSES C., 1, 2, 3, 4, and 5. SCALE III.-Applicable except as otherwise herein provided. Maximum Rates for Conveyance. In *:::::. For Consignments except as otherwise provided in the Schedule. comprised in the . For the first 20 | For the next For the next For the mentione Miles, or any 30 Miles, or any |50 Miles, or any ren...of Classes. part of such part of such part of such the Dist: O Distance. Distance. Distance. 34, IlC6, Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. 1. 2 - 25 1 - 85 1 * 40 1 * 00 2. 2 - 65 2 - 30 1 - 80 1 : 50 3. 3 * 1 () 2 - 65 2 * 00 1 - 80 4. 3 - 60 3 * 15 2 * 50 2 - 20 5. 4 - 30 3 - 70 3 • 25 2 - 50 SCALE IV.-Applicable to the Conveyance of Merchandise between the following Places, viz., Edinburgh, Leith, or Granton on the one hand, and Glasgow (on the other hand). In for Conveyance. In respect of respect of Merchandise Merchandise Maximum Rates Maximum Rates for Conveyance. For Consignments except as otherwise comprised in the For Consignments under-mentioned comprised in the under-mentioned Classes. provided in the Schedule. Per Ton per Mile. c. . . . .” 1. - gº * I • 50 2. - { } tºº I • 90 except as otherwise Classes. provided in the Schedule. Per Ton per Mile. * - - 1% 4. - tº s #sº 2 : 00 5. sºs gº: 2 - 25 I93 , MAXIMUM RATES AND CHARGES-continued. PART I.-GOODS AND MINERALs—continued. RAILWAY RATES AND CHARGES (ATH- ENRY AND ENNIS JUNCTION RAILWAY, &c.) ORDER CONFIRMATION ACT, 1892. Applicable to the following Railways and Railway Companies. The Athenry and Ennis Junction Railway Company. The Athenry and Tuam Railway Company. The Ballina to Killala Railway. The Ballinascarthy and Timoleague Junction Light Railway Company. The Ballinrobe and Claremorris Railway Company. The Ballycastle Railway Company. The Baltimore Extension Railway Company. The Belfast and County Down Railway Company. The Belfast and Northern Counties Railway Company. The Bessbrook and Newry Tramway Company. The Carrickfergus Harbour Junction Railway Company. The Castlederg and Victoria Bridge Tramway Company. The Cavan, Leitrim, and Roscommon Light Railway and Tramway Company. The Clara and Banagher Railway Company. The Claremorris and Callooney Railway Company. The Clonakilty Extension Railway Company. The Clogher Valley Tramway Company. The Cork and Macroon Direct Railway Company. The Cork and Muskerry Light Railway Company. The Cork, Bandon, and South Coast Railway Company. The Cork, Bandon, and South Coast Railway Company's Extension to Bantry Bay. The Cork, Blackrock, and Passage Railway Company, The Derry Central Railway Company. The Downpatrick, Killough, and Ardglass Railway Com- pany. The Diaperstown Railway Company. The Dublin and Kingstown Railway Company. The Dublin and Lucan Steam Tramway Company. The Dublin, Wicklow, and Wexford Railway Company. The Dundalk, Newry, and Greenore Railway Company. The Enniskillen, Bundoran, and Sligo Railway Company. The Fermoy and Lismore Railway Company. The Finn Valley Railway Company. The Galway to Clifden Railway. The Great Northern Railway (Ireland) Company. The Great Southern and Western Railway Company. u 95.120. N 194 MAXIMUM RATES AND CHARGES–continued. PART I.—GooDS AND MINERALS-continued. Railway Rates and Charges (Athenry and Ennis Junction Railway, &c.) Order Confirmation Act, 1892—continued. The Headford and Kenmare Railway. The Ilen Valley Railway Company. The Kanturk and Newmarket Railway Company. The Kilkenny Junction Railway Company. The Letterkenny Railway Company. The Limavady and Dungiven Railway Company. The Limerick and Kerry Railway Company. The Listowel and Ballybunion Railway Company. * The London and North Western Railway Company (Irish Lines). The Londonderry and Lough Swilly Railway Company, The Loughrea and Attymon Light Railway Company. The Mitchelstown and Fermoy Light Railway Company. The Midland Great Western Railway of Ireland Company. The Rathkeale and Newcastle Junction Railway Company. The Sligo, Leitrim, and Northern Counties Railway Com- pany. The Southern Railway Company. The Timoleague and Courtmacsherry Extension Light Railway Company. The Tralee and Dingle Light Railway or Tramway Company, The Tralee and Fenit Railway Company. The Tuam and Claremorris Railway Company. The Waterford and Central Ireland Railway Company. The Waterford and Limerick Railway Company. The Waterford and Tramore Railway Company. The Waterford and Wexford Railway Company. The Waterford, Dungarvan, and Lismore Railway Company. The West Carbery Tramways and Light Railways Company. The West Clare Railway Company. The West Donegal Railway Company. The West Kerry (Killorglin and Valentia) Railway. The Westport to Mallarany Railway and any Extension Railway to Achil, 195 MAXIMUM RATES AND CHARGES—continued. PART I.-GooDs AND MINERALS-continued. © Railway Rates and Charges (Athenry and Ennis Junction Railway, &c.) Order Confirmation Act, 1892—continued. Maximum Rates for Conveyance. In Mºti e For Consignments except as otherwise provided in the Schedule. comprised in -º-w the . For the first 20 ! For the next For the next For the * º Miles, or any 30 Miles, or any 50 Miles, or any remainder of & SSCS.e. part of such part of such part of such j tance Distance. Distance. Distance. i. Per Ton per Per Ton per Per Ton per Per Ton per Mile. Mile. Mile. Mile. d. d. d. d. A. 1 * 40 O 90 0 - 70 0 - 50 B. I • 50 1 - 15 0 - 80 0 - 55 C. 1 * 95 1 - 50 1 * 20 0 - 70 1. 2 * 40 2 - 05 I '85 1 ° 45 2. 2 - 70 2 - 30 2 : 00 1 * 55 3. 3 * 10 2 - 75 2 * 45 2 - 05 4. 3 * 65 3 - 30 3 - 05 2 * 40 5. 4 * 30 3 • 90 3 - 80 3 * 00 196 MAXIMUM RATES AND CHARGES-continued. Part II.-Animal Class. The following Scale is common to all the Railway Rates and Charges Orders Confirmation Acts of 1891 and 1892, with the exception of the Scottish Railways Acts and the Irish Railways Act. Rate for Conveyance # Service § per Mile. Terminals. Q SO gº º \ tº $º 3-5 |#5 [35 | 8 | * .# :=; ; ; ; ſº E | Fº C > Fº s q2 > tºº º º & 8 & * **t **** re: g: ". , Description. > * > S > b .8 as ºf 3.43 6S is lºº lº † # 3 || 8 3 ºf += Ps sº lºs § ºt E+ 35 tº #. • I bº & s } ºl cry Mº : g: 3 C E. ## it? ...?? - #3 3 ; = 3 #########| £3 | * . # a # > 3 *> p; P-2 pº * Asºº to * pºssi 3.º. gaśāāśāā 3P a...: 2: rº-3 5 : ######### is # 3 à i = 3 5 §§ : 3 ſº : 5.Q ººs Eſº O Tº: ..: C *********** * H 5 ! E: : i . . .d. d. i.d. s. d. s. d is g. s. 3. 1. For every horse, mule, or other beast | 3 3 1°65 1° 65 || 0 6 || 0 4 0 4 2 6 of draught or burden. | 2. For every ox, cow, bull, or head of 2 2 1°30 1°30 || 0 4 0 3 0 3 2 6 meat cattle. 3. For every calf not exceeding 12 0°75 0°75 0°40 0°35 0 2 0 1 50 0 1"50, 2 6 months old, pig, sheep, lamb, or i other small animal. i 4. For every animal of the several 6 6 6 classes. above enumerated con- veyed. in a separate carriage, by direction of the consignor, or from necessity. } 5. For each truck containing any con- 7 6 5°20 signment by the same person of . such number of oxen, cows, neat i cattle, calves, sheep, goats, or pigs, | as may reasonably be carried in a truck of 15 feet 6 inches in length inside measurement. i | l | | The terminal charges other than those payable under para- graph 4 on animals sent by the same person at a rate calculated per head, and carried in the same truck, shall in no case exceed the terminal charges per truck. Where the Company is required to cleanse and does cleanse trucks under the provision of any Order in Council, or duly authorised Regulation of any Department of State, they may taake a charge not exceeding one shilling per truck in addition to the charges herein authorised. In the City of Glasgow Union Railway Act the rates for conveyance are limited to those set forth in the first column of Rates in the above Scale. 198 MAXIMUM RATES AND CHARGEs—continued. & PART II.-ANIMAL CLAss—continued. The following Scale is applicable to the Railway Companies provided for in the Irish Railway Rates and Charges Order Confirmation Act of R892. Rate for Conveyance # Service § per Mile. Terminals. q} ëC ~$º $: #5 |#5 |#5 || 3 | * § *: ; := ; #; $4 y-l & J a =. 3. F. $ ă º Description. § 2 & 2 3 2 | #3; 5 3.43 §§ Jī, lºst 3 § 5 3 : § 3 ;| ≤ is sh; 3 s] § 3 | Sº E-3 ##$$$$33,3}| 3: F. 80 à ‘F S: H > R, $: Es:#| *.: th S. § 3 H & $ 33| g º ºſº | g : § E.; 5 §§§ 3 ;|: **ś 5 8's . .: º 3 # $4 º' * .3 * * * iſ...} § 8 's ‘E,& 5 8G|# 555 55 35 | 3Å O º: .#C Kº ſº, ſº ſº ºn H E { }; d d d. d. s. d. s. d. s. d. s. d. 1. For every horse, mule, or other beast || 8 3 1 *65 1°65 || 0 6 || 0 4 0 4 2 6 of draught or burden. 2. For every ox, cow, bull, or head of 2 2 1°30 1' 30 || 0 4 || 0 3 0 3 2 6 neat cattle. 8. For every, calf. not exceeding 12 || 0-75 0-75 0-40 || 0-35 | 0 2 || 0 l" 50 0 1 °50] 2 6 months old, pig, sheep, lamb, or other small animal. ! | 4. For every animal of the several | 6 6 classes above enumerated con- | Yeyed. in a separate carriage, by | direction of the consignor, or from { necessity. 5. For any truck of not less than 7 6 5°20 4°50 || 1 0 || 0 6 0 6 5 0 18 feet 2 inches and not exceeding 15 feet 2 inches in length inside measurement, containing any con- Signment by the same person of such number of oxen, cows, meat cattle, Oalves, sheep, goats, or pigs, as may reasonably be carried therein. 6. For any truck exceeding 15 feet | 8 7 6°20 5°50 || 1 0 || 0 9 || 0 9 5 0 2inches and not exceeding 16 feet in length inside measurement, containing any consignment by the same person of such number of oxen, cows, neat cattle, Calves, sheep, goats, or pigs, as may rea- sonably be carried therein. The terminal charges other than those payable under para- graph 4 on animals sent by the same person at a rate calculated per head, and carried in the same truck, shall in no case exceed the terminal charges per truck, Where the Company is required to cleanse and does cleanse trucks under the provision of any Order in Council, or duly authorised Regulation of any Department of State, they may make a charge not exceeding one shilling per truck in addition to the charges herein authorised. 199 $ MAXIMUM RATES AND CHARGES—continued, Part III.-Carriages. This Part of the Maximum Rates and Charges is common to all the Railway Rates and Charges Orders Confirmation Acts of 1891 and 1892. .* Rates §§3.11Ce # | Service Terminals. * sº sº - --> 3-3 |#5 3-5 ‘5 as : ; ; ; ; ; : 3 㺠3% = | 3 | # I)escription. s's is a 3'3 5 3 || 5 4× --> •º gº § 3 ; ; f ###|##3|##3 £3 || 3 | {º & ă ă.3|3 #3|###| ## F. | st # & .3 s:#|######| gă | a_ ! # # # # #########|#: #| 5 || 3 | # # ă ăſălă ăālā ājā; #3 || 3 || 3 || 3 || 3 * 34 :- # ſº (2 | H P C P * d d. d. d. s. d. d. d. For every carriage of whatever des- 6 3°30 3"20 1 0 6 6 tºº sº cription not included in the classi- fication, and not being a carriage ; adapted and used for travelling on the railway, and not weighing T more than one fon, carried or conveyed on a truck or platform. : For every additional quarter of a 2 2 : 1 "35 1°25 — rº tºº ºssº gº ton which such s carriage may weigh. | For the use of a covered carriage truck for the conveyance of any An additional charge of 10s. Such carriage. In the Cleator and Workington Junction Railway, &c. Act, the conveyance rates “ For the next 50 Miles" and “For the remainder of the Distance ’ are omitted. In the following Acts, the East London Railway, &c.; the Festiniog Railway, &c.; the Isle of Wight Railway, &c.; the North London Railway ; and the City of Glasgow Union Railway, the rates for conveyance are limited to those set forth in the first column of Rates in the above Scale. 200 i MAXIMUM RATES AND CHARGES —continued. Part IV—Exceptional Class. This Part of the Maximum Rates and Charges is common to all the Railway Rates and Charges Orders Confirm and 1892. ation Acts of 1891 Description. Charge. For articles of unusual length, bulk, or weight, or of excep- tional bulk in proportion to weight. For articles requiring an exceptional truck, or more than one truck, or a special train. For locomotive engines and tenders, and railway vehicles running on their own wheels. For any wild beast, or any large animal not otherwise pro- vided for. For dangerous goods’ * sº s tº tº For specie, bullion, or precious stones * tº For any accommodation or services provided or rendered by the Company within the scope of their undertaking by the desire of a trader, and in respect of which no provisions are made by this Schedule. Such reasonable sum as the Company may think fit in each case. The above provisions shall not apply to pieces of timber weighing less than four tons each, but for all such timber when requiring two or more waggons for conveyance a minimum charge may be made as for one ton for each waggon used, whether carrying part of the load or used as a safety waggon only. 201 MAXIMUM RATES AND CHARGES–continued. Part W.-Perishable Merchandise by Passenger & Train. This Part of the Marimum Rates and Charges is common to all the Railway Rates and Charges Orders Confirmation Acts of 1891 and 1892. The following provisions and regulations shall be applicable to the conveyance of perishable merchandise by passenger train :- 1. The Company shall afford reasonable facilities for the ex- peditious conveyance of the articles enumerated in the three divisions set out hereunder (which articles are herein-after called “ perishables”), either by passenger train or by other similar service. 2. Such facilities shall be subject to the reasonable regulations of the Company for the convenient and punctual working of their passenger train service, and shall not include any obligation to convey perishables by any particular train. 3. The Company shall not be under obligation to convey by passenger train, or other similar service, any merchandise other than perishables. - 4. Any question as to the facilities afforded by the Company under these provisions and regulations shall be determined by the Board of Trade. * 5. Where a consignment of milk is less than 12 gallons, the . Company shall be entitled to charge as for 12 gallons, and where a consignment of perishable merchandise comprised in Divisions II. or III. is less than one hundredweight, the Company shall be entitled to charge as for one hundredweight, with a minimum charge of one shilling. •º- DIVISION I. Milk. DIVISION II. Butter, fresh. * Fish—cont. Cheese, soft. Soles. Cream. Trout. Eggs. Turbot. Fish— Whitebait. Char. Fruit— Grayling. Hothouse fruit. Lobsters. Game, dead. Mullet, red. Meat, fresh. Oysters. Poultry, dead. Prawns. Rabbits, dead. Salmon. Vegetables, hothouse. DIVISION III. Fish (except as provided in Division II.). i (except as provided in Division II.). CC, 202 MAXIMUM RATES AND CHARGES—continued. PART W.-PERISHABLE MERCHANDISE BY PASSENGER TRAIN —continwed. & Maximum rates and charges for the three divisions— DIVISION I. Service Rate for Conveyance. Terminals. Station For any For any | For any | For any * Fºr any | Distance | Distange. Distance | Distange. For any º Distance exceeding exceeding exceeding exceeding # Ily *; ti. not ex- || 20 Miles, 50 Miles, 75 Miles, 100 Miles, € S . Y1C1, & .E. £eeding || but not but not but nºt but nºt |...}; .E. ; 20 Miles. |exceeding exceeding |exceeding exceeding €S. 'S .S. 50 Milles. | 75 Miles. | 100 Miles. | 150 miles, i 3 5 sº- ! Per. Per Per Per Per | IPer Per Cam. PerCan.|PerCam. Imperial Imperial Imperial | Imperial | Imperial Imperial Gallon. OIl. Gallon. Gallon. Gallon. Gallon. d. d. d. d. d. d. d. d. d. 0°50 0°60 0°70 0'90 1°00 1"20 1°50 1°00 1°00 * RETURNED EMPTY CANS. Per Can. Per Can. | Per Cam. | Per Can. | Per Cau. | Per Can. d. d. d, d. d. d. 1"50 2°00 2°25 2°50 3° 00 3° 00 tºº 0° 50 0°50 *Q. & DIVISIONS II, and III, Rate for Conveyance. j Service Terminals. Station For the For the For the Terminal first 20 Inext 30 next 50 For the at each Miles, or Miles, or Miles, or remainder End. Loading. Unloading. any part any part any part of the of such of such of such | Distance. Distance. Distance. Distance. Per Cwt. | Per Cwt. | Per Cwt. | Per Cwt. Per Cwt. | Per Cwt. | Per Cwt. per Mile. per Mile. per Mile. per Mile. * DIVISION II. d. d. d. d. d. d. d. () • 60 . 0 ° 45 0 ° 24 0 - 10 0 - 75 0 - 75 0-75 DIVISION III. d. d. d. - d. | d. d. d. 0 - 40 0 °30 0 - 13 0 - 12 | 0 - 75 0 ° 50 0. 50 & In the Cleator and Workington Junction Railway Act the rates for conveyance for distances beyond 50 miles are omitted. In the following Acts, the East London Railway, &c.; the Festiniog Railway, &c.; the Isle of Wight Railway, &c.; the North London Railway; and the City of Glasgow Union Railway, the rates for conveyance are limited to those set forth in the first column of the above Scales. 203 MAXIMUM RATES AND CHARGE3—continued. Part VI.--Small Parcels by Merchandise Train. This Part of the Maa'imum Rates and Charges is common to all the Railway Rates and Charges Orders Confirmation Acts of 1891 and 1892. # 1. For small parcels by merchandise train, not exceeding in weight three hundredweight, the Company may charge, in addition to the maximum rates for conveyance, and the maximum station and service terminals, authorised by this schedule, which rates and charges are in this part together referred to by the expression “the maximum tonnage charge,” the following:— Authorised additional Charge per gººmsº Per Ton. 3_* Per Ton. Parcel. s. d. s. d. s. d. 0 5. When the maximum tonnage charge does not exceed - 20 0 * tº- 0 6 || ſ 20 0 1" ſ 30 0 0 7 30 0 40 0 O 8 40 0 50 0 § 1. ..When themaximum tonnage. #. § but does not . ; º 1 0 charge exceeds - dº 70 0 exceed 80 0 I 2 80 0 90 O. l 4 90 0 100 0 l 6 |_ U 100 0 |J J – | 2. Where, for a parcel exceeding in weight three hundred- weight, the maximum tonnage charge comes to less than the Company are authorised, according to the above table, to charge for a parcel of three hundredweight in weight, the Company may charge for such parcel as if its weight was three hundredweight. 3. A small parcel under this part of the schedule may consist of one consignment of two or more packages of merchandise com- prised in the same class of the classification of not less than fourteen pounds each in weight. 4. For a small parcel of less than twenty-eight pounds in weight the Company may charge as for a parcel of twenty-eight pounds in weight. 5. For a fraction of fourteen pounds in weight the Company may charge as for fourteen pounds in weight. 6. Any small parcel (other than a parcel of mixed groceries) containing articles belonging to different classes of the classifi. cation shall be chargeable with the maximum tonnage charge applicable to the highest of such classes, 204 * # MAXIMUM RATES AND CHARGES-continued. PART VI.-SMALL PARCELS BY MERCHANDISE TRAIN– continued, *~ 7. If the consignor of a small parcel declines, on demand by the Company, to declare to the Company the nature of the con- tents of the small parcel before or at the time when the same is delivered to the Company for conveyance, the Company may charge for the parcel as if it was wholly composed of articles comprised in Class 5 of the classification. 8. Nothing in this part of this schedule shall apply to returned etupties. & 205 Appendices to the Conditions special to particular Acts printed on pages 113 to 130. APPENDIX INo. 1. The Saint Helen’s Canal and Railway Transfer Act, 1864 (27 & 28 Vict. c. 296). Section 12.—Except as otherwise expressly provided by this Act, the tolls, rates, and charges to be demanded by the London and North Western Railway Company, for and in respect of the railways hereby transferred to them, shall be the same as are or may be demandable by them for or in respect of their own railways, and shall be charged equally to all companies and persons using the said railways: Provided that such tolls, rates. and charges shall be calculated as though the London and North Western Railway and the railways hereby transferred formed a continuous railway of the London and North Western Railway Company. Section 13.—Provided also, that it shall not be lawful for the London and North Western Railway Company to demand or receive any greater toll, rate, or charge than the following in respect of the matters herein-after stated — For stone, sand, clay, slates, bricks, and limestone conveyed to and from St. Helen's and Widnes Dock, one shilling and twopence per ton, and if conveyed between St. Helen’s and Garston Dock, one shilling and eightpence per ton, which charges of one shilling and twopence and one shilling and eightpence respectively shall include dock dues, receiving from the ship and loading on the waggons, or the unloading from the waggons and delivery to the ship and also the use of waggons: For pyrites, manganese, copper ore, emery stone, plaster stone, salt, timber, and merchandise conveyed between St. Helen's and Widnes Dock, one shilling and eightpence per ton, and if conveyed between St. Helen's and Garston Dock, two shillings and twopence per ton, which charges of one shilling and eightpence and two shillings and twopenee per ton. respectively shall include dock dues, receiving from the ship and loading on the waggons, or the unloading from the waggons and delivery to the ship, and also the use of waggons : For all traffic conveyed between Widnes Dock, or that portion, of the Sankey Canal between Westbank Locks and the first bridge crossing such canal, and the sidings of any works or manufactories in the township of Widnes, directly communicating with the lines of railway hereby transferred, eightpence per ton, or for traffic conveyed between Garstors Dock and such sidings, one shilling and threepence per ton which charges of eightpence and one shilling and threepence 206 APPENDIx No. 1—continued. The Saint Helen’s Canal and Railway Transfer Act, 1864—continued. per ton respectively shall include dock dues, receiving from the ship and loading on the waggons, or the unloading from the waggons and delivery to the ship, and also the use of waggons : For all traffic conveyed from the sidings of any works or manu- factory in the township of Widnes directly communicating with the railways hereby transferred to the sidings of any other works or manufactory in the said township sixpence per ton: For all merchandise other than coal or refuse conveyed from the works of one manufacturer having a siding directly communicating with the lines of the St. Helen's Railway to those of any other manufacturer having a siding directly communicating with such lines, and not more than three miles distant by railway from such other siding, ninepence per ton, which charge shall include the use of waggons, but not porterage : t The tolls, rates, and charges hereby granted for traffic to and from St. Helen's shall include the taking waggons with goods to and from the sidings directly communicating with the lines of the St. Helen's Railway not being more than two and a quarter miles northward of Sutton Oak Junction: If any of the foregoing articles are placed, at the desire or by the default of the owner or consignee, on the wharves, either of Widnes or of Garston Dock, the London and North Western Company may charge by way of wharfage rate any sum not exceeding fourpence halfpenny per ton, and if such articles remain on the said wharves longer than one month the company may charge any additional sum not exceeding one penny halfpenny per ton for every month or part of a month beyond the first month during which they remain on the said wharves : For all coal conveyed in owner's waggons from any colliery on the St. Helen's Railway not being more than sixteen miles from Garston Dock to that dock, including the charge for the use of the dock, one shilling and threepence per ton; and if the owner supplies locomotive power, there shall be a deduction from the said charge of ſourpence per ton : For alkaline waste, slag, and other refuse conveyed exclusively on the railways hereby transferred the rates authorised to be charged for slack. Section 14—The delivery of waggons into and the taking the same from sidings communicating with the railway hereby trans- ferred, as heretofore performed by the St. Helen's Company, shall not be deemed to be such a delivery and collection as shall entitle the company to any charge in respect thereof beyond the rates herein-before provided. 207 APPENDIx No. 1–continued. The London and North Western Railway (Addi- tional Powers, England) Act, 1865 (28 & 29 Vict. c. 333). Section 72.—The charge of sixpence per ton authorised to be made by the 13th section of the Saint Helen's Canal and Rail- way Transfer Act, 1864, for all traffic conveyed from the siding of any works or manufactory in the township of Widnes, directly communicating with the railways by the said Act transferred, to the sidings of any other works or manufactory in the said town- ship, shall in all cases include the use of waggons: and notwith- standing anything in the said Act contained, the company may lawfully demand and receive for traffic conveyed between Widnes Dock, or that portion of the Sankey Canal between Westbank Locks and the first bridge crossing such canal, and the sidings of any works or manufactories in the township of Widnes, directly communicating with the lines of railway transferred to them by the said Act, any sum not exceeding ninepence per ton, including dock dues, receiving from the ship and loading on the waggons, or the unloading from the waggons and delivery to the ship, and also the use of waggons. The London and North Western Railway (New Works and Additional Powers) Act, 1867 (30 & 31 Vict. c. 144). Section 48.—The 13th, 17th, and 22nd sections of the St. Helens Canal and Railway Transfer Act, 1864, are incorporated with and form part of this Act, and the expression “Garston Dock” therein used shall hereafter comprise the new docks by this Act authorised ; and the expressions “Dock dues,” and “Charge for the use of the dock,” therein also used, shall comprise the charges imposed in Schedule (C.) to this Act, “ Dock rates on goods”; and the expression in the said section, “the railways hereby transferred,” shall mean the then existing lines of the St. Helen's Railway, and all railways, tramways, and sidings in connexion with the docks hereby authorised; and nothing in this Act contained shall be taken to authorise the Company to demand or receive any further toll, rate, or charge in respect of any matters in the said sections mentioned, so far as regards the said docks hereby authorised, than the maximum toll, rates, and charges by the said sections and by the Schedule (B.) to this Act authorised, or to repeal, alter, or vary, except as in this section expressly enacted, any of the provisions of the said first- mentioned Act: Provided that nothing in this Act shall authorise the Company to demand or receive from the owners of any vessels carrying cargo for any traders or persons entitled to the privileges in the said first-mentioned sections accorded any dock tonnage rates, except a rate not exceeding twopence per ton register on 208 APPENDIX No. 1–continued. The London and North Western Railway (New Works and Additional Powers) Act, 1867 (30 & 31 Vict. c. 144)—continued. the entry of the docks hereby authorised only: Provided also that no dock tonnage rates shall be payable by persons on lighters carrying cargo from or to any other part of the port of Liverpool for the service of vessels loading or unloading in the said docks. APPENDIX No. 2. The London and North Western Railway Amal- gamation Act, 1846 (9 & 10 Vict. c. 204). Part of Section 63–And with respect to the conveyance of goods, the maximum rates of charge to be made by the Company for the conveyance thereof along the railway, in- cluding the tolls for the use of the railway, and waggons or trucks and locomotive power, and every expense incidental to such conveyance, except a reasonable sum for loading, covering, and unloading of goods, and for delivery and collection, and any other services incidental to the business or duty of a carrier, where such services or any of them are or is performed by the Company, shall not exceed the following sums (that is to say) — For iron not damageable, one penny per ton per mile if conveyed for a distance of 50 miles or upwards; but if for any less distance than 50 miles, one penny farthing per ton per mile : For damageable iron, sheet iron, hoop iron, and all similar descriptions of wrought iron, three halfpence per ton per mile if conveyed for a distance of 50 miles or upwards; but if for any less distance than 50 miles, twopence per ton per mile : For sugar, grain, corn, flour, hides, dyewoods, Manchester packs, earthenware, timber, staves, deals, metals, hardware in packages or cases, nails, anvils, vices and chains, the sum of twopence halfpenny per ton per mile if conveyed for a less distance than 50 miles; and the sum of twopence per ton per mile if conveyed 50 miles or upwards. * The London and North Western Railway Com- pany’s Birmingham, Wolverhampton, and Stour Valley Railway Act, 1846 (9 & 10 Vict. c. 328). Parts of Scetions 89 and 96.—“And with respect to the con- veyance of goods, the maximum rate of charge to be made by the 209 APPEND1x N O. 2—continued. The London - and North Western Railway Com- pany’s Birmingham, Wolverhampton, and Stour Valley Railway Act, 1846—continued. Company, including the tolls for the use of the railway, and of waggons or trucks and locomotive power, and every expense incidental to such conveyance (except the loading and unloading of goods, where such service is performed by the Company) shall not exceed the following sums:– For all coals, coke, ironstone, iron ore, pig iron, bar iron, rod iron, plates of iron, slabs, billets, and rolled iron, limestone, lime, bricks, salt, sand, fire clay, cinders, slag, and stone, the sum of one penny halfpenny per ton per mile: For all dung, compost, and all sorts of manure, and all un- dressed materials for the repair of public roads or highways and for hoop iron, sheet iron, wire iron, and for heavy iron castings, including railway chairs, the sum of twopence per ton per mile: For all culm, charcoal, and all stones for building, pitching and paving, all tiles, slates, clay (except fire clay), sugar, grain, corn, flour, hides, dyewoods, earthenware, timber, staves, deals, metals (except iron), nails, anvils, vices, and chains, and for light castings, the sum of threepence perton per mile : For all cotton and other wools, drugs, manufactured goods, and all other wares, merchandise, articles, matters, or things, the sum of fourpence per ton per mile. APPENDIX INO. 3. The Great Western Railway Amendment and Extensions Act, 1847 (10 & 11 Vict. c. 226). Parts of Sections 47 and 49.-And with respect to the con- veyance of goods, the maximum rates of charge to be made by the company for the conveyance thereof along the said railways, including the tolls for the use of the said railways, and waggons or trucks and locomotive power, and every expense incidental to such conveyance, except a reasonable sum for loading, covering, and unloading of goods, and for delivery and collection, and any other services incidental to the business or duty of a carrier, where such services or any of them are or is performed by the Company, shall not exceed the following sums; (that is to say.) For all coals, coke, culm, cannel, ironstone, iron ore, pig iron, bar iron, rod iron, sheet iron, hoop iron, plates of iron, slabs, billets, and rolled iron, limestone, lime, bricks, salt, sand, fire clay, cinders, slag, and stone, conveyed any distance not exceeding 50 miles, the sum of one penny and one-eighth per o 95120. O 210 APPENDIX No. 3—continued. The Great Western Railway Amendment and Extensions Act, 1847—continued. ton per mile; and the sum of seven-eighths of a penny per ton per mile for the whole distance travelled, if conveyed a distance exceeding 50 miles: For all dung, compost, and all sorts of manure, and all undressed materials, for the repair of public roads or highways, charcoal, stones for building, pitching and paving, tiles, slates and clay (except fire clay), and for wrought iron not otherwise speci- fically classified herein, and for heavy iron castings, including railway chairs conveyed any distance not exceeding 15 miles, the sum of one penny halfpenny per ton per mile ; and the sum of one penny and one-eighth per ton per mile for the whole distance travelled, if conveyed a distance exceeding 15 miles: For all sugar, grain, corn, flour, hides, dyewoods, earthenware, timber, staves, deals, and metals (except iron), nails, anvils, vices, and chains, and for light iron castings conveyed any distance not exceeding 50 miles, the sum of twopence half- penny per ton per mile ; and the sum of twopence per ton per mile for the whole distance travelled, if conveyed a distance exceeding 50 miles: For cotton and other wools, drugs, and manufactured goods con- veyed any distance not exceeding 50 miles, the sum of three- pence per ton per mile, and the sum of twopence halfpenny per ton per mile for the whole distance travelled, if conveyed a distance exceeding 50 miles: For fish and all other wares, merchandise, articles, matters, or things conveyed any distance, not exceeding 50 miles the sum of threepence halfpenny per ton per mile, and the sum of threepence per ton per mile, for the whole distance travelled, if conveyed a distance exceeding 50 miles. The Oxford, Worcester, and Wolverhampton Railway Act, 1845 (8 & 9 Vict. c. 184). Parts of Sections 117 and 123.−And with respect to the con- veyance of goods, be it enacted, that the maximum rates of charge to be made by the Company, including the tolls for the use of the railway, and waggons or trucks, and locomotive power, and every expense incidental to such conveyance (except the loading and unloading of goods), where such service is performed by the Company, shall not exceed the following sums:– For all coals, coke, ironstone, iron ore, pig iron, bar iron, rod iron, sheet iron, hoop iron, plates of iron, slabs, billets, and rolled iron, limestone, lime, bricks, salt, sand, fire clay, cinders, slag, and stone, the sum of one penny halfpenny per ton per mile : 211 APPENDIX No. 3—continued. º The Oxford, Worcester, and Wolverhampton Railway Act, 1845—continued. For all dung, compost, and all sorts of manure, and all undressed materials for the repair of public roads or highways, and for heavy iron castings, including railway chairs, the sum of twopence per ton per mile : tº g º º For all culm, charcoal, and all stones for building, pitching and paving, all tiles, slates, clay (except fire clay), sugar, grain, corn, flour, hides, dyewoods, earthenware, timber and deals, metals (except iron), nails, anvils, vices, and chains, and for light castings, the sum of threepence per ton per mile; For all cotton, and other wools, drugs, manufactured goods, and all other wares, merchandise, articles, matters, or things, the sum of fourpence per ton per mile. Section 124.—Provided always, and be it enacted, thet in respect of the carriage on the said railway of coals, ironstone, and other articles herein-before classed therewith, conveyed in carriages not belonging to the Company, it shall not be lawful for the said Company to demand or receive any greater toll or sum per ton per mile than three farthings, including the said toll for the use of engines, in the event of such coals, ironstone or other articles passing for a greater distance than 50 miles on the said railway, or than one penny per ton per mile for any shorter distance. Section 126.—Provided also, and be it enacted, that the maxi- mum charge herein-before limited shall be held applicable to cattle and goods conveyed along the whole length of the railway by this Act authorised; but in the event of such animals or goods being conveyed along a portion only of the said railway, then and in such case it shall be lawful for the said Company to demand and receive an increase on the said charges in respect of the conveyance thereof to the extent following (that is to say), to the 'extent of five per cent, on the said charges if such animals or goods be conveyed for a less distance than three-fourths of the said railway, to the extent of fifteen per cent. if they be conveyed for a less distance than one-half of the said railway, and to the extent of twenty-five per cent, if they are conveyed for a less distance than one-fourth of the said railway. Great Western Railway Company’s Oxford, Wor- Cester, and Wolverhampton Act, 1846 (9 & 10 Vict. c. 278). Sectiºn 29.--And be it enacted, that from and after the passing of this Act it shall not be lawful for the said Company to demand or receive, in respect of the conveyance of coals, coke, ironstone, and other articles classed therewith in the said first herein-before recited Act, any greater rate of charge, including the tolls for the O 2 212 APPENDIX No. 3—continued. {} Great Western Railway Company’s Oxford, Wor- cester, and Wolverhampton Act, 1846—continued. use of the railway, and waggons or trucks, and locomotive power, and every expense incidental to such conveyance, except the load- ing and unloading of such coals, coke, ironstone, and other articles, . where such service is performed by the Company, than the sum of one penny per ton per mile in the event of such coals, coke, iron- stone, or other articles passing for a greater distance than fifty miles over the said railway, or than one penny farthing per ton per mile for any shorter distance, unless such coals, coke, iron- stone, and other articles are conveyed for a less distance than six miles on the main line of the said railway, or than three miles on the side lines of Kingswinford branch thereof; and no increase shall be made by the said Company in the said rate of charge by reason of such coals, coke, ironstone, and other articles or any of them being conveyed for any less distance than the whole of the said railway. * APPENDIX INO. 4. The following sections apply to the Tolls, Rates, and Charges on the Monmouthshire Railways. The Newport and Pontypool Railway Act, 1845 (8 & 9 Vict. c. 169). Part of Section 104.—And be it enacted, that it shall be lawful for the Company to demand any tolls for the use of the railway, not exceeding the following; (that is to say,) 1. In respect of the tonnage of articles conveyed upon the railway or any part thereof, as follows:– . For all sorts of manure, and all undressed materials for the repair of highways, and for all coals, culm, coke, ironstone, and iron ore, per ton per mile, not exceeding three farthings, until the expiration of five years after the passing of this Act, and afterwards per ton per mile not exceeding one halfpenny; and if conveyed in carriages belonging to the Company, whether before or after the expiration of the said five years, an additional sum per ton per mile not exceeding one-eighth of a penny: For all charcoal, limestone, stones for building, pitching, and paving, bricks, tiles, slates, clay, and sand, per ton per mile not exceeding one penny; and if conveyed in carriages belonging to the Company, an additional sum per ton per mile not exceeding one-eighth of a penny : 213 * APPENDIx No. 4.—continued. The Newport and Pontypool Railway Act, 1845– continued. For all iron, lead, tin, and tin plates (except nails, utensils, or other articles of merchandise), per ton per mile not exceeding one penny halfpenny until the expiration of five years after the passing of this Act, and afterwards per ton per mile not exceeding one penny; and if conveyed in carriages belonging to the Company, whether before or after the expiration of the said five years, an additional sum per ton per mile not exceeding one-eighth of a penny: • For all goods, wares, or merchandise, matters, or things (for which no other payment is herein imposed), per ton per mile not exceeding twopence; and if conveyed in carriages belonging to the Company, an additional sum per ton per mile not exceeding one halfpenny : And for every carriage, of whatever description, not being a carriage adapted and used for travelling on a railway, and not weighing more than one ton, carried or conveyed on a truck or platform, per mile not exceeding sixpence : And a sum not exceeding twopence per mile for every addi- tional quarter of a ton, or fractional part of a quarter of a ton, which any such carriage may weigh; and if such carriage be conveyed on a truck or platform belonging to the Company, an additional sum per mile not exceeding twopence 2. ln respect of animals conveyed in carriages upon the rail- way, as follows:— For every horse, mule, ass, or other beast of draught or burden, and for every ox, cow, bull, or neat cattle, conveyed in or upon any such carriage, per mile not exceeding three- pence; and if conveyed in or upon any carriage belonging to the Company, an additional sum per mile not exceeding one penny : For every calf or pig, sheep, lamb, or other small animal, conveyed in or upon any such carriage, per mile, not ex- ceeding one penny ; and if conveyed in or upon any carriage belonging to the Company, an additional sum per mile not exceeding one farthing. - Part of Section 105–And be it enacted, that the following provisions and regulations shall be applicable to the fixing of such tolls, º also to the tolls payable for locomotive power; (that is to say, For articles or persons conveyed on the railway for a less distance than four miles, the Company may demand, in addition to the prescribed tolls for conveyance, a reasonable charge for the expense of stopping, loading, and unloading: For a fraction of a mile beyond four miles, or beyond any greater number of miles, the Company may demand tolls on merchandise for such fraction in proportion to the number 214 APPENDIX No. 4—continued. The Newport and Pontypool Railway Act, 1845– continued. of quarters of a mile contained therein, and if there be a fraction of a quarter of a mile, such fraction shall be deemed, a quarter of a mile : . * For a fraction of a ton, the Company may demand toll accord- ing to the number of quarters of a ton in such fraction, and if there be a fraction of a quarter of a ton such fraction shall be deemed a quarter of a ton. With respect to all articles the weight shall be determined according to the usual avoirdupois weight. Section 106.-And with respect to small packages, and single articles of great weight, be it enacted that, notwithstanding the rate of tolls hereby prescribed, the Company may lawfully demand the tolls following; (that is to say,) For the carriage of small parcels (that is to say), parcels not exceeding five hundred pounds weight each, the Company may demand any sum which they think fit : Provided always, that articles sent in large aggregate quantities, although made up of separate parcels, such as bags of sugar, coffee, meal, and the like, shall not be deemed small parcels, but such terms shall apply only to single parcels in separate packages: For the carriage of any single piece of iron, timber, stone, machinery, or other single article, the weight of which, in- cluding the carriage, shall exceed four tons, but shall not exceed eight tons, the Company may demand such sum as they think fit, not exceeding sixpence per ton per mile : For the carriage of any single piece of iron, timber, stone, machinery, or other single article, the weight of which, in- cluding the carriage, shall exceed eight tons, the Company may demand such sum as they may think fit. Part of Section 134.—And be it enacted, that the Company may demand for the use of steam engines or other moving power, when provided by them for propelling carriages, whether on their own railways or on any other railway, any tolls not exceeding the following; (that is to say,) For each animal, two” per mile ; for coals, culm, coke, ironstone and iron ore, and for iron, lead, tin, and tin plates (except nails, utensils, or other articles of merchandise), three-eighths of a penny per ton per mile ; and for other goods one half- penny per ton per mile : Provided nevertheless that the Company may demand and receive any tolls they may think fit for such moving power in respect of such small parcels for which they are herein-before authorised to take tolls for the use of the railway without limitation as to amount. * In the 16 & 17 Vict. c. 195. s. 34 the toll for animals is set forth as follows: “For each animal twopence per mile.” 215 APPENDIX No 4—continued. The Monmouthshire Railway and Canal Act, 1853 (16 & 17 Vict. c. 195). Section 38–That, notwithstanding anything in the said recited Acts contained, it shall not be lawful for the Company to demand, for the carriage of small parcels on their railways, any tolls exceeding the sums following; (that is to say,) For any parcel not exceeding seven pounds in weight, if conveyed for any distance not exceeding fifteen miles, sixpence; and if conveyed for a distance exceeding fifteen miles, one shilling: For any parcel exceeding seven pounds and not exceeding furteen pounds in weight, if conveyed for any distance not exceeding fifteen miles, ninepence; and if conveyed for a distance exceeding fifteen miles, one shilling and sixpence : For any parcel exceeding fourteen pounds and not exceeding twenty-eight pounds in weight, if conveyed for any distance not exceeding fifteen miles, one shilling; and if conveyed for a distance exceeding fifteen miles, two shillings: For any parcel exceeding twenty-eight pounds and not exceed- ing fifty-six pounds in weight, if conveyed for any distance not exceeding fifteen miles, one shilling and sixpence; and if conveyed for any distance exceeding fifteen miles, two shillings and sixpence : For any parcel exceeding fifty-six pounds and not exceeding five hundred pounds in weight, the Company may demand any reasonable sum which they may think fit : Provided always, that articles sent in large aggregate quantities, although made up of separate packages, such as bags o sugar, coffee, meal, and the like, shall not be deemed small parcels, but that such term shall apply only to single parcels in separate packages. Monmouthshire Railway and Canal (Works) Act, 1861 (24 & 25 Vict. c. 218). Section 25.—With respect to the tonnage of the following articles conveyed on any railway of the Company, where the same are conveyed thereon in carriages belonging to or provided by the Company, they may (in lieu of the charge which they are now authorised to make in respect of those articles for the use of carriages belonging to or provided by them) demand and take, in respect of the user of their carriages conveying the same respec- tively, any sums not exceeding the following; (that is to say.) Class 1. For sugar, corn, and other grain, malt, flour, potatoes, hides, dyewoods, earthenware, timber, pit wood, cord wood, staves, deals, nails, anvils, vices, and chains, one halfpenny a ton a mile : 216 APPENDIX No. 4—continued. Monmouthshire Railway and Canal (Works) Act, 1861—continued. Class 2. For cotton and other wools, drugs, manufactured goods, Manchester packs, and metals (except iron, lead, tin, tin plates, ironstone, and iron ore, for which, under the Act of 1845, the Company may charge for the use of carriages, if belonging to them, one-eighth of a penny per ton per mile), three farthings a ton a mile : Class 3. For fish, feathers, canes, cochineal, household furniture, hats, shoes, toys, and all other articles, matters, and things, for which the Company may now charge twopence a ton a mile for the use of the railway, one penny a ton a mile: And the provisions and regulations contained in the section numbered 105 of the Act of 1845 shall be applicable to the fixing of the tolls or sums by this Act authorised to be taken. Section 26.-The maximum rates to be taken by the Company for the conveyance of animals and things on any railway of the Company, including the tolls for the user of the railway, for carriages (when provided by the Company), and for locomotive power, and every other expense incidental to the conveyance (except a reasonable sum for loading, covering, and unloading of goods at any terminal station of such goods, and for delivery and collection, and any other services incidental to the business or duty of a carrier, where such services or any of them are or is performed by the Company), shall not exceed the sums following; (that is to say,) For all sorts of manure, and all undressed materials for the repair of highways, coals, culm, coke, ironstone, and iron ore, one penny a ton a mile : For iron, lead, tin, and tin plates (except nails, utensils, or other articles of merchandise), one penny halfpenny a ton a mile: For all charcoal, limestone, stones for building, pitching, and paving, bricks, tiles, slates, clay, and sand, one penny and five-eighths of a penny a ton a mile : For sugar, corn, and other grain, malt, flour, potatoes, hides, dyewoods, earthenware, timber, pit wood, cord wood, staves, deals, nails, anvils, vices, and chains, threepence a ton a mile: For cotton and other wools, drugs, manufactured goods Manchester packs, and metals (except iron, lead, tin, tin plates, ironstone, and iron ore), threepence farthing a ton a mile : For fish, feathers, canes, cochineal, household furniture, hats, shoes, toys, and all other things for which the Company may now charge twopence a ton a mile for the use of the railway, threepence halfpenny a ton a mile : For every carriage, of whatever description, not being adapted and used for travelling on a railway, carried or conveyed on a 217 \ APPENDIX No. 4—continued. Monmouthshire Railway and Canal (Works) Act, 1861—continued. truck or platform, if not weighing more than one ton, sixpence a mile ; and if weighing more than one ton, for every quarter of a ton or fractional part of a quarter of a ton beyond the first ton which the carriage weighs, one penny halfpenny a mile : For every horse, mule, ass, or other beast of draught or burden conveyed in or upon any carriage on the railway, fivepence a mile : For every ox, cow, bull, or head of neat cattle, conveyed in or upon any carriage on the railway, threepence a mile : For every calf, pig, sheep, lamb, or other small animal conveyed in or upon any carriage on the railway, one penny halfpenny a mile. APPENIDIX INo. 5. The Great Western Railway (Various Powers) Act, 1867 (30 & 31 Vict. c. 15O). Part of Section 22.—Railways Nos. 1, 2, and 3 shall vest in and belong to the Company and the Rhymney Company jointly & º . : Provided always that the maximum charge for the conveyance (exclusive of waggons) of coal and coke from any part of the said railways, including Dowlais to Cardiff, or other stations in South Wales, on the railways of the Company and the Rhymney Company may be, but shall not exceed, as regards coal, seven- eighths of a penny per ton per mile, and as regards, coke, one penny per ton per mile : Provided also, that for articles or persons conveyed on the Railways Nos. 1, 2, and 3, for a less distance than four miles, tolls, rates, and charges may be demanded as for four miles. * The Great Western Railway Act, 1872 (35 & 36 Vict, c. 129). Part of Section 30–For all purposes whatever, including the demanding and recovering of tolls and charges, the four railways last above described shall be deemed to be part of the Railways Nos. 1, 2, and 3 of the Company’s Act of 1867. 218 & APPENDIX No. 5—continued. Great Western Railway Act, 1873 (36 & 37 Vict, c. 190). Section 47–For all purposes whatever, including the demand- ing and recovering of tolls, rates, and charges, and including also the running powers granted to the Taff Vale Railway Company, the new joint lines shall be deemed to be part of the Railways Nos. 1, 2, and 3 of the Company's Act of i867, as altered and extended by the Company's Act of 1872. AIPPENDIX INo. 6. North Eastern Railway # * 1884 (47 & 48 Vict. C. 58). Section 18--The Company, may, by agreement, purchase and acquire and may subsequently maintain and use the railways called or known as the Middlesborough Owners Railways, situate in the townships of Linthorpe, Mºj Ormesby, and Normanby, and parishes of Middlesborough, Ormesby, and Eston, in the north riding of the county of York (in this section called “ the said railways”), together with all buildings, erections, appli- ances, works, and conveniences connected therewith, and also all rights, easements, and privileges to which the owners of such rail- ways and works may be entitled in connexion therewith, and also the lands on which such railways and works have been constructed and any other lands of such owners adjoining or near thereto : The Company may demand, receive, and take for or in respect of the said railways when acquired by them, and for or in respect of all services rendered upon or in connexion therewith such reasonable tolls, rates, and charges, as they may from time to time appoint, not exceeding the tolls, rates, and charges levied or charged for the use of the said railways or for any such services respectively by the owners of the said railways at the time of the acquisition thereof by the Company: Notwithstanding anything in this Act contained all corporations, companies, or persons now entitled to any rights of user or other rights or privileges on, over, or in respect of the said railways, shall continue to be respectively entitled to the same rights and privileges to the same extent and subject to the same terms and conditions, and for the same periods as they respectively would have been entitled thereto if this Act had not been passed: * Provided always that any agreement under the powers of this section shall not take effect unless and until a plan of the said rail- ways and a list of the tolls, rates, and charges levied or charged as aforesaid by the owners of the said railways at the time of the 219 APPENDIx No. 6—continued. North Eastern Railway Act, 1884—continued. acquisition thereof by the Company, signed by the secretary of the Company and by the owners of the said railways, shall have been deposited in the Parliament Office of the House of Lords, the Private Bill Office of the House of Commons, and at the Board of Trade, and at the chief office of the Company at York. - LIST OF ToILS, RATES, and CHARGES levied or charged for the use of the Middlesborough Owners Railways at the time of the acquisition thereof by the North Eastern Railway Company as deposited at the Board of Trade on the 28th November 1884. Fourpence per ton in respect of all traffic conveyed over any portion of the railways between the Tees Conservancy Commis- sioners Graving Dock and Vulcan Street, Middlesborough. (1) One farthing per ton in respect of all traffic entering or leaving by railway Messrs. Jones, Dunning & Co.'s Works. But in case the said farthing per ton for any period less than one year, commencing as from the 1st January, amounts to the sum of 500l., then for the remainder of such year one-eighth of a penny per ton is charged in lieu of one farthing per ton. (2.) One penny per ton (including the said farthing per ton) in respect of all traffic coming from or going beyond the lock Lock Bridge. §. penny per ton in respect of all traffic going to the west, and one halfpenny per ton for all traffic going to the east and passing over any portion of the railways to and from Miss Brown's wharf and property. (1) One farthing per ton in respect of all traffic (except slag and refuse when conveyed for deposit and not for sale) conveyed over the railways connecting in a westerly and easterly direction the North Eastern Railway Company’s Middlesborough and Redcar Railway with Messrs. Cochrane & Co.'s Works, until such wayleave, rent, or toll in any one year, to be computed from the 1st day of January, shall have amounted to the sum 500l., then for the remainder of such year a wayleave rent or toll of one-eighth of a penny is charged. (2.) One halfpenny per ton in respect of all traffic (except as aforesaid) conveyed over the railways crossing the Dock Lock Bridge to the steamboat wharves at Middlesborough. (1.) One farthing per ton in respect of all traffic (except certair iron and slag refuse when conveyed for deposit merely and not for sale), entering or leaving the premises and passing to or from the North Eastern Railway Company’s Middlesborough and Redcar Railway. 220 APPENDIx No. 6—continued. LIST of ToI.Ls, RATES, AND CHARGES, &c.—continued. (2.) One penny per ton (in addition to the above-mentioned wayleave of one farthing per ton) in respect of all traffic entering or leaving the premises and passing over the Dock Lock Bridge. (3.) Threepence per ton in respect of all traffic passing over the railways between the Tees Iron Works and the Graving Dock. (Lessees of Cargo Fleet Timber Yard.) (1) One halfpenny per ton in respect of all traffic conveyed on the railways and not passing over the Dock Lock Bridge. (2) Twopence per ton in respect of all traffic conveyed over the Dock Lock Bridge. (3.) Twopence per ton in respect of all traffic conveyed on the railways to the Graving Dock, (1) One halfpenny per ton in respect of all traffic passing over any portion of the railways into or out of Messrs. Warner & Co.'s works. (2.) Twopence per ton (including the above-mentioned half- penny per ton) on traffic passing over the Dock Lock Bridge. (1.) One penny per ton in respect of all traffic entering or leaving Mr. Ridley's works or passing over any portion of the railways to the south of the Dock Lock Bridge. * (2) Twopence per ton (including the above-mentioned way- leave of one penny per ton) in respect of all traffic entering or leaving the works and passing over the Dock Lock Bridge. (1.) One penny per ton in respect of all traffic entering or leaving Messrs. Crewdson, Hardy, & Co.'s works or passing over any portion of the railways extending to or from the works to Dock Lock Bridge and to the wharves or works on the east and west of Messrs. Crewdson, Hardy, & Co.'s works and on the south side of the Dock Channel. (2.) Twopence per ton (including the above-mentioned penny per ton wayleave) for all traffic coming from or going north beyond the Dock Lock Bridge. But if the above-mentioned tonnages together amount to 200l. in any one year, then the excess is charged at half the above rates for the remainder of the then current year. º Five-eighths of a penny per ton in respect of all traffic entering or leaving the works of Messrs. Sadler & Co., Limited, or passing over the railway between the works and the Guisborough Branch of the North Eastern Railway. (1.) One penny per ton in respect of all traffic passing over any portion of the railways into or out of Messrs. Jackson and Hawes' works, * 221 APPENDIx No. 6—continued. LIST OF TOLLS, RATES, AND CHARGES, &c.—continued. (2.) Twopence per ton (including the above penny per ton wayleave) on traffic passing over the Dock Lock Bridge. (1.) One halfpenny per ton in respect of all traffic passing over the railways into or out of Messrs. R. Craggs and Son’s premises. (2.) Twopence per ton (including the above-mentioned way- leave of one halfpenny per ton) on traffic passing over the Doek Lock Bridge. (1.) One halfpenny per ton in respect of traffic leaving Messrs. Wilsons, Pease, and Co.'s Slag Works, and passing over any portion of the railways. (2.) One penny per ton (including the above halfpenny per ton wayleave) on all traffic passing over the Dock Lock Bridge. (1.) One halfpenny per ton in respect of all traffic entering or leaving Messrs. Calder, Dixon, Stewart & Co.'s premises known as the West Wharf and the Bottle House Point Wharf, or passing over any portion of the railways to the north of the Dock Lock Bridge. (2.) Twopence per ton on all traffic passing over the Dock Lock Bridge. (1) One halfpenny per ton in respect of all traffic carried along the railways, extending from Mr. Harkess' premises to and communicating with the North Eastern Railway. (2) Twopence per ton (including the above-mentioned way- leave of one halfpenny per ton) on traffic passing over the Dock Lock Bridge. (3.) Fourpence per ton in respect of all traffic passing over the Dock Lock Bridge to the Graving Dock. (1.) One halfpenny per ton in respect of all traffic entering or leaving Messrs. Raylton, Dixon, & Co.'s works, or passing over the railways to the north of the Dock Lock Bridge. (2) Twopence per ton on all traffic passing over the Dock Lock Bridge. (3.) Fourpence per ton in respect of all traffic passing over the Dock Lock Bridge to the Graving Dock. (1.) One halfpenny per ton in respect of all traffic conveyed along the railways between Messrs. Bolckow, Vaughan, & Co.'s works and the North Eastern Railway. (2.) Twopence per ton in respect of certain traffic conveyed along the railways from their works over the Dock Lock Bridge. 222 APPENDIX No. 6—continued. LIST OF TOLLS, RATES, AND CHARGES, &c.—continued. (3) Twenty pounds per annum for use of a certain portion of the railways into their works. (1.) One penny per ton in respect of all traffic entering or leaving Messrs. Copley & Co.'s premises, or passing over any portion of the railways to the north of the Dock Lock Bridge. (2.) Twopence per ton (including the above penny per ton wayleave) on all traffic passing over the Dock Lock Bridge. (3) Fourpence per ton in respect of all traffic passing over the Dock Lock Bridge to the Graving Dock. (1.) Twenty-five pounds per annum for the use of the railway between the premises belonging to the Tees Side Iron Works Company, Limited, on the north and south sides of Vulcan Street, for the purpose of conveying iron and other goods, merchandise, matters, and things for the exclusive use of the parties in their business of ironfounders and engineers. (2.) One halfpenny per ton for all goods shipped, unloaded, wharfed, or conveyed for persons other than the Tees Side Iron and Engine Works Company, Limited, over the railways on to the North Eastern Railway. (3.) Twopence per ton in respect of certain traffic conveyed along the railways from the Tees Engine Works over the Dock Lock Bridge. One halfpenny per ton in respect of all traffic entering or i.eaving Messrs. I, Wilson & Co.'s Pottery Works. One halfpenny per ton in respect of all traffic conveyed along the railways between the gasworks and other property of the corporation of Middlesborough and the North Eastern Railway. (1) One halfpenny per ton in respect of all traffic entering or leaving Messrs. Hallam & Co.'s premises, and passing over the railways to the north-east of the Dock Lock Bridge. (2) Twopence per ton (including the above-mentioned half- penny per ton wayleave) on all traffic passing over the Dock Lock Bridge to the Graving Dock. (1) Qne halfpenny per ton in respect of all traffic entering or leaving Messrs. Hogg and Henderson's premises, and passing over the railways to the north of Dock Lock Bridge. (2.) Twopence per ton in respect of all traffic passing over the Dock Lock Bridge. (1) One halfpenny per ton in respect of all traffic entering or leaving the Tees Union Shipping Company's premises or passing over any portion of the railways. c 223 APPENDIx No. 6—continued. LIST OF ToI.Ls, RATES, AND CHARGES, &c.—continued. (2) Twopence per ton in respect of all traffic passing over the Dock Lock Bridge. One penny per ton in respect of all traffic conveyed along the railways for Messrs. Tuck and Sons from the North Eastern Railway. One halfpenny per ton in respect of all traffic entering or leaving Messrs. Rudd and Son's premises, and passing over any portion of the railways extending from the premises to the North Eastern Railway at the west end of Vulcan Street. (1.) One penny per ton in respect of all traffic passing over any portion of the railways into or out of Mr. Turner's premises. (2.) Twopence per ton in respect of all traffic passing over the Dock Lock Bridge. One penny per ton in respect of all traffic entering or leaving Messrs. Butler Brothers' works or passing over the railways from the North Eastern Railway to the works, and also the railways extending to or from the works to any works or wharf to the south of the same. (1.) Twenty pounds per annum for the railway connexion from the North Eastern Railway Company's boundary to the Ayreton Rolling Mills and to the works of Messrs. Gjers, Mills, & Co., Messrs. Stevenson, Jaques, & Co., The Britannia Iron Works, and the Wire Works. (2.) One penny per ton in respect of all traffic entering or leaving the Ayreton Rolling Mills and passing over the railways to other works in the West Marshes (in the township of Linthorpe). (1.) One halfpenny per ton in respect of all traffic entering or Jeaving Mrs. Mellanby's works or passing over any portion of the railways to the north of the Dock Lock Bridge. (2.) One penny per ton in respect of all traffic entering or leaving the works over the railways to any other works in the West Marshes, Ten pounds per annum for the use of the railway between the Wellington Foundry and the North Eastern Railway. One penny per ton in respect of all traffic conveyed along the railways between Mr. Lane's premises and the North Eastern Railway. Seventeen pounds ten shillings per annum for the use of railway from the North Eastern Railway on the west or north of Messrs. Hill and Bevan's Wire Works. 224 APPENDIX No. 6—continued. LIST OF TOLLS, RATES, AND CHARGES, &c.—continued. (1.) Twenty pounds per annum for use of the railways at the entrance to the North Eastern Steel Company's Works for shunting purposes and for access to the North Eastern Railway. (2) Ten pounds per annum for the use of certain other portions of the railways. (3.) One penny per ton in respect of all traffic entering or leaving the works to or from any place by the railways other than the first above-mentioned railways. (1.) One farthing per ton in respect of all traffic carried over the railways between Messrs. Connal & Co.'s works and the North Eastern Railway. (2.) One penny per ton (including the above wayleave of one farthing per ton) on all traffic carried from or to the works and passing over the railways leading to the West Marsh Wharf, &c. One penny per ton in respect of all traffic entering or leaving Messrs. Gjers, Mills, & Co.'s works over the railways to other works in the West Marshes. (1.) Twenty pounds per annum for the use of the railways connecting the North Eastern Railway with the Britannia Iron Works. (2.) One penny per ton for all traffic conveyed on the railways to and from the said works from or to the Dock Lock Bridge or any intermediate points or to or from the said works from or to the south side of the North Road. e (3.) Twopence per ton (inclusive of the above wayleave of one penny per ton) for all traffic conveyed on the railways from or to any point eastward of Middlesborough Dock Lock. The minimum charge for traffic included in (2) and (3) is thirty pounds per annum. If at any time, in any one year, reckoning from the 1st January the tonnage rates amount to 250l., then the above rates are to be reduced one-half for the remainder of such year. (4) One penny per ton in respect of all 'traffic entering or leaving the Britannia Iron Works over the railways from or to any other works in the West Marshes, (1.) Twenty pounds per annum for the use of the railway from the North Eastern Railway to the West Marsh Iron Works. (2) Eight pounds fifteen shillings per annum for the use of a certain other portion of the railways. º; 225 APPENDIX No. 6—continued. LIST OF Tor.LS, RATES, AND CHARGES, &c.—continued. (3.) One penny per ton in respect of all traffic entering or leaving the West Marsh Iron Works over the railways from or to any other works in the West Marshes. Ten pounds per annum for the use of the railways between the North Eastern Railway and the Middlesborough Wrought Nail Works, One penny per ton on all traffic entering or leaving the N ewport Rolling Mills over the railways from such mills to any other works in the West Marshes. One penny per ton on all traffic entering or leaving the Newport Iron Works over the railways to any other works in the West Marshes. One halfpenny per ton in respect of all traffic entering or leaving the West Marsh Wharf and passing over any portion of the railways, except traffic between West Marsh Wharf and West Marsh Iron Works. (1) One penny per ton in respect of all traffic entering or leaving the Tees Side Iron Works over the railways from or to any other works in the West Marshes. (2) Twopence per ton in respect of certain traffic passing over the Dock Lock Bridge. One penny per ton in respect of all traffic entering or leaving the Acklam Iron Works, or the Linthorpe Iron Works, over the railways from or to any other works in the West Marshes. One penny per ton in respect of all traffic passing over the railways into or out of Mr. Chamberlain's works, Messrs. Tait's sks. Mr. Baker' ises. Messrs. Tver Brothers’ premi works, Mr. Baker's premises, Messrs. Iyerman Brothers’ premises, Mr. Jessop's premises, Mr. Dickinson's premises, Mr. Harrison’s premises, and Mr. Mascall's premises. One halfpenny per ton in respect of all traffic passing over the railways into or out of Mr. Watteeu's premises and Messrs. Chapman and McLauchlan's premises. One penny per ton in respect of traffic entering or leaving Mr. Dunn's premises and passing over any portion of the railways. One penny per ton in respect of all traffic passing over the railway for Mr. Bell and for Mr. Storrow from the North Eastern Railway. One penny per ton in respect of all traffic passing over the railways from and to Messrs. Warley, Pickering, & Co.'s premises. to 95 120. P jº, 226 APPENDIX No. 6—continued. LIST OF ToI.Ls, RATES, AND CHARGES, &c.—continued. One penny per ton in respect of traffic conveyed along the railways for Mr. Sharpe and Mr. Appleyard from and to the North Eastern Railway. & One penny per ton in respect of all traffic passing over the railways between the Custom House and the North Eastern Rail- - way and between the Hammond Brush Electric Light Company's premises and the North Eastern Railway. One halfpenny per ton in respect of all traffic entering or leaving Mr. Mildred's premises and passing over the railways. One penny per ton in respect of all traffic passing over the railways from or to Mr. Meggeson's premises. One penny per ton in respect of all traffic passing over any portion of the railways into or out of Messrs. Lennard and Sons' premises. One halfpenny per ton in respect of all traffic passing over any portion of the railways into or out of Messrs. Grieveson and Whitwell’s premises. } One penny per ton in respect of all traffic entering or leaving Mr. Ritchie's works over any portion of the railways. One halfpenny per ton in respect of all traffic passing over any . portion of the railways into or out of the Middlesborough Fire Brick Works. wº- APPENDIX No. 7. The Cleveland Railway Act, 1858 (21 & 22 Vict, c. 114). Section 38–Provided always, that for all passengers, minerals, and other articles, or traffic respectively conveyed on: the railway first described, between the terminus of that railway, in the parish of Lofthouse, or any part of the said railway within one mile of such terminus, and the junction with the Middlesborough and Guisborough Railway, the Company shall demand the tolls and charges by this Act prescribed as for eight miles and a half only; and with respect to all such minerals, passengers, and other articles or traffic conveyed on the railway, and also on any collateral branch railway from Liverton to a junction with the railway at or near the Skinningrove, those tolls and charges shall include all charges by the Company for the working of that junction, and for all services performed by them with respect to all such passengers, minerals, and other articles respectively conveyed on that collateral branch railway. 227 APPENDIx No. 7—continued. The Stockton and Darlington Railway Act, 1859 (22 & 23 Vict. c. 127). Section 20.—With respect to all ironstone or iron ore passing along the Guisborough branch of the Company’s railway or any part thereof, which shall be conveyed on the said branch or the . Company's railway, for shipment at Middlesborough in any craft or vessel on the River Tees or in the Company’s dock, the Com- pany shall not demand or receive for the same a toll exceeding one penny one farthing per ton for each mile travelled, and the toll to be so received shall include the charges of the Company for carriages and locomotive power, and the toll to be demanded for the shipment of the ironstone or iron ore shall not exceed twopence half penny per ton. .* North Eastern Railway Company’s (Additional Powers) Act, 1882 (45 Wict. c. 50). Section. 20.-The Company may and shall abandon and discom- tinue the maintenance of that portion of their Cleveland Railway in the townships of Normanby, Upsall, and Guisborough, and parishes of Eston, Ormesby, and Guisborough in the north riding of the county of York, which lies between a point about three hundred and fifty yards south of Messieurs Bell Brothers (Limited), Normanby Mines Spout, and a point about one hundred and forty yards east of the bridge carrying the Cleveland Railway over the Company’s Middlesborough and Guisborough Railway, except so much of the said portion as extends for a distance of about one hundred yards in a westerly direction and for a distance of about one hundred and fifty yards in an easterly direction from the junction therewith of the Chaloner Branch. And the Com- pany may sell so much and such parts of the lands taken for the purposes of the said portion of railway as shall not be required by the Company for other purposes of their undertaking. After such abandonment the Company shall not be entitled to demand or charge in respect of any articles, matters, or things carried by them to or from any works or mines situated on, or which might have been connected with, the said portion of the Cleveland Railway if the same had not been abandoned, or any portion of that railway eastward thereof, tolls, rates, or charges as for a greater distance than the distance for which they would have been entitled to demand, or charge tolls, rates, or charges in. case such articles, matters, or things had been carried over the abandoned portion of railway. 228 APPENDIX No. 8. º The North Eastern Railway Company’s (New Lines) Act, 1874 (37 & 38 Vict. c. 105). Part of Section 20–Provided always, that the Company may demand and take for or in respect of the conveyance of animals, articles, matters, and things on Railway No 1, or any part thereof, in addition to the other rates, tolls, or charges by this Act authorised, any tolls or charges not exceeding the following ; (that is to say,) * s. d. For live stock traffic of all descriptions, per waggon - 1 6 For coal, coke, lime, and materials for the repair of public roads, per ton, or any fractional part of a ton 0 4 For traffic of every other description, per ton, or any fractional part of a ton * sº * - () 9 Provided also, that the Company may demand and take for or in respect of the conveyance of passengers, animals, articles, matters, and things passing through the tunnel by this Act authorised under the River Tees, tolls and charges as for four miles, in addition to the other rates, tolls, or charges by this Act authorised, AIPPENDIX INO. 9. North Staffordshire Railway Act, 1879 (42 & 43 Vict. c. 205). Section 28–With respect to traffic of all descriptions to or from the collieries or works of the New North Staffordshire Coal and Iron Company, Limited, all tolls, rates, and charges, whether for local traffic or for through traffic passing over the railways of the Company and over the railways of any other company, shall be chargeable, and in the case of through traffic shall be divisible, as between the companies entitled thereto, as if Mr. Sneyd's railway from the point of junction with the New North Staffordshire Coal and Iron Company’s private line to the junction with the Company's main line at Chatterley were four miles in length. * 229 APPENDIX No. 10. Barry Dock and Railways Act, 1884 (47 & 48 Vict. c. 257). Part of Section 73, Class 7–For coals (conveyed on the rail- way for a distance not exceeding fourteen miles) one penny per ton per mile. For coals (conveyed on the railway for a distance exceeding fourteen miles) three-fourths of one penny per ton per mile. APPENDIX No. 11. -> The Caledonian and Scottish Central Railways Amalgamation Act, 1865 (28 & 29 Vict. c. 287). Section 49.-The Company shall, from time to time, when re- quired by notice in writing by the magistrates of the cities of Edinburgh, or Glasgow, or Perth, or of the royal burghs of Stirling, or Dundee, as the case may be, or by the commissioners or board of police of the said cities or royal burghs respectively, or by the inspector of any such commissioners or board, provide, within twenty-four hours after service of such notice, at their dung or manure siding at North Merchiston, in Edinburgh. or Gushetfaulds, Saint Rollox, or Bridgeton, in Glasgow, or at their station in Perth, or in Stirling, or in Dundee, as may be required in such notice, a sufficient number of trucks to receive any quantity of dung or manure belonging to the said magistrates or com- missioners, or board of police, not being less than twenty-five tons, which shall be specified in the said notice, and shall convey such dung or manure to any other station on the railways belonging to the Company, not being less than three miles distant, or to any station beyond the said distance on any other railway directly communicating with those railways which may be leased or worked by the Company, upon payment of one penny halfpenny per ton per mile for distances under six miles, and of one penny per ton per mile for distances of six miles or upwards: Provided that the said magistrates, or commissioners, or board of police shall pro- vide persons to perform the duty of loading and unloading the said trucks, and shall, in case the said trucks are detained at either station for a longer period than twenty-four hours, pay demurrage at the rate of sixpence per truck for each day or part of a day thereafter. 230 APPENDIX No. 11—continued. The Caledonian and Glasgow and South Western Railways (Kilmarnock Joint Line) Act, 1869 (32 & 33 Vict. c. 98). Section 53.−From and after the passing of this Act, the two. Companies, or either of them, notwithstanding anything in this Act contained, shall only be entitled to charge for the conveyance of city manure, as defined in the Glasgow Police Act, 1862, on the joint line, the tolls, rates, and charges following; that is to say, a sum not exceeding one halfpenny per ton per mile, and if conveyed in waggons belonging to or provided by the two Companies or either of them, an additional sum of one penny per ton per mile : Provided always, that for a less distance than twelve miles the charge shall be as for twelve miles, and that the two Companies, or either of them, shall not be bound to convey the said manure except in train loads of not less than fifteen waggons. Caledonian Railway (Further Powers) Act, 1882 (45 Vict. c. 53). Section 41.—From and after the passing of this Act, not- withstanding anything in any Act relating to the Company, the Company shall not be entitled to demand higher tolls and charges than one halfpenny per ton per mile for the conveyance, in waggons belonging to or provided by the magistrates and council of Glasgow, from any of the manure sidings in or mear the city of Glasgow, or from any siding in connexion with any storing yard outside the said city which is at the time used exclusively by the said magistrates and council, upon any portion of the Company's railways, or upon any portion of those railways and of any other railways directly communicating therewith which may be leased by the Company, of city manure as defined in the Glasgow Police Act, 1866, or any other manure collected and dealt with by any department of the said magistrates and council, or removed from markets, slaughter-houses, stables, or other similar premises belonging to or occupied exclusively by them : Provided nevertheless that if such manure be so conveyed for a less distance than twelve miles, the Company may charge as for twelve miles: Provided also that the Company shall not be required to convey such manure at the said rate in quantities less than twenty-five tons at a time. APPENDIX INO. 12. The Glasgow and South Western Railway (Kilmar- nock Direct) Act, 1865 (28 Vict. c. 74). Section 43.—From and after the passing of this Act, the Company shall, notwithstanding anything in any of the Acts 231 APPENDIX No. 12—continued. The Glasgow and South Western Railway (Kilmar- nock Direct) Act, 1865—continued. & relating to the Company, be entitled to demand and charge for the conveyance of city manure as defined in the Glasgow Police Act, 1862, on all or any portion of their railways only, the tolls, rates, and charges following; that is to say, a sum not exceeding one halfpenny per ton per mile, and if conveyed in waggons belonging to the Company, an additional sum of one penny per ton per mile: Provided always, that for a less distance than twelve miles the charge shall be as for twelve miles, and that the Company shall not be bound to convey the said manure except in train loads of not less than fifteen waggons. AIPPENDIX No. 13. The North British Railway Consolidation Act, 1858 (21 & 22 Vict. c. 109). Section 54—And whereas by the operations of the Company under this Act inconveniences will arise to the Edinburgh and Leith Gaslight Company in removing the refuse from their works: The Company shall provide on the south side of the lines of rail, and at a distance of not less at its nearest point than eighteen feet from the said works, and not more at its farthest point, except as herein-after provided, than two hundred feet from the north-east corner of the said works, a piece of ground of sufficient dimensions for the deposit of such refuse, and it shall be lawful for the said Gaslight Company to use the same for that purpose, and the Railway Company shall from time to time remove the said refuse from the said piece of ground, so that no inconvenience may arise to the said Gaslight Company in de- positing the same ; and if the Company shall construct at a distance not nearer than eighteen feet from the said works a loading bank, and shall place trucks there into which the refuse may be emptied, the said Gaslight Company shall, when empty trucks are in waiting, cause the refuse to be emptied into the said trucks in order to its being removed as aforesaid: Provided always, that if the said piece of ground or loading bank, which shall in no case be situated on the north side of the lines of rail, be more than two hundred feet from the north-east corner of the said works, the expense occasioned by the conveyance of the refuse beyond the said two hundred feet shall be defrayed by the Railway Company. Section 55.—In adapting the Old Leith Branch Railway to the use of locomotive engines, the Company shall shift their present lines of rails so far northward as that the fence on the south side of the lines of rails to be used under this Act shall not be nearer 232 APPENDIX No. 13—continued. The North British Railway Consolidation Act, 1858—continued. to any part of the northern walls of the works of the Edinburgh and Leith Gaslight Company than eighteen feet, and that the space which may thus be left between the said walls and the said fence shall be free for the uses and purposes of the said Gaslight Com- pany: Provided always, that the Company shall alter the present siding belonging to the said Gaslight Company so as that the same may be continued and fitted to the lines of rails to be used under this Act, and shall also make compensation to the commissioners for the harbour and dock of Leith for such part of the aforesaid space as does not belong to the Company. *— Section 76–Provided always, that the Company shall from time to time, when required in writing by the magistrates and council of the city of Edinburgh, or their clerk or inspector, provide within twenty-four hours thereafter at the Saint Margaret's manure station on the railway, a sufficient number of trucks to receive any quantity of dung or manure belonging to the said magistrates and council, not being less than twenty-five tons, which shall be specified in the said notice, and shall convey such dung to any other station on the railway, not being less than three miles distant, or to any station beyond the said distance on a railway directly communicating therewith, and leased or worked by them, on the payment of one penny halfpenny per ton per mile for distances under six miles, and of one penny per tom per mile for distances of six miles or upwards, provided the said magistrates and council shall provide persons to perform the duty of loading and unloading the said trucks, and shall, in case the said trucks are detained at either station for a longer period than twenty-four hours' pay demurrage at the rate of sixpence per truck for each day or part of a day thereafter. The Edinburgh and Glasgow Railway (Coatbridge Branch) Act, 1865 (28 & 29 Vict. c. 328). Section 43.--From and atter the passing of this Act the Com- pany shall, notwithstanding anything in any of the Acts relating to the Company, be entitled to demand and charge for the convey- ance of city manure, as defined in the Glasgow Police Act, 1862, on all or any portion of their railways, only the tolls, rates, and charges following ; that is to say, a sum not exceeding one half- penny per ton per mile, and if conveyed in waggons belonging to the Company an additional sum of one penny per ton per mile, provided that for a less distance than twelve miles the charge shall be as for twelve miles, and that the Company shall not be bound to convey such manure except in train loads of not less than fifteen Waggons. INDEX. N.B.-The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. --->- ACCOMMODATION, at docks or shipping places, 42, [107]. at private sidings, 38, 42. See PRIVATE SIDINGs. at waterside wharf, 42, [104], [107]. See WHARF. exceptional, 23, [200]. charges for structural, by agreement, 42, [104]; disputes as to, 42, [104]; to be in writing signed by trader, 42, [104]; when they arise, 42, [104]. is a service, 38, 76. use or occupation of, is subject of special charge, 40, [103]; reasonable charge for, 41; dispute as to charge for, [103]; recovery of charges for, in County Court, 37, 41, 71. ADVICE, of arrival of consignment, 41, [104]. ANIMALS, carriage of, in separate trucks by necessity or by order, 35, [196]. cleansing trucks for, 33, [196]. conveyance rates for, 33, [196]; by head rates, 33, [196]; by truck rates, 33, [196]; three scales of, 34, [196–8]; not applicable to horses, 33, [196]. “length inside measurement” of trucks for, 34. minimum rates for, 34, [196]; necessity for, 34. scales for conveyance of, [196]. See SCALES. size of trucks for, 34. terminals for, [196]; provisions concerning, 33. APPEAL, costs of. See PRACTICE, costs. ARBITRATIONS, Board of Trade Act, 1874, applies to, under Railway Charges Acts, 48. [108|. in § % charges for accommodation, 42, [103], [104]; private sidings under agreement, 42, [104] ; demurrage, 40, 43, [103], [104]; wagon-rebate, 29, [102]; special charges, 37, 41, [103]; transhipment, 43, ſº jurisdiction of Railway Commissioners affected by provisions for, 39, 71, 81. & reference of, to Railway Commissioners, 48, 87. ASSOCIATIONS, 50, 72, 88. See PRACTICE, complaints. AUTHORISED RATES AND CHARGES, meaning of, 28–29. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. I 2 INDEX, BOARD OF TRADE, complaints considered by, 7, 16, 49, 83, 92. Inquiry of, 1890, 2. Order by, under section 24 (11) Act of 1888, adding articles to Classification, 22, 103. powers of, in regard to reasonable facilities for conveyance of perishables, 35, [201]; service terminal disputes, 32,[103]; fixing class for unenumerated articles, 22, 91, 103, [103]; to appoint arbitrators, 28, 37, 43, [102], [103], [104]; to make regulations under section 1 Act of 1894, 51 ; under Board of Trade Arbitra- tions Act, 1874, 48, 87. regulations by, under section 1 of Act of 1894, 50, 83. BURDEN OF PROOF, 53. See JUSTIFICATION OF INCREASE OF RATE OR CHARGE. CARRIAGES, conveyance of, 35, [199]; in covered truck, [199]. haulage of, running on their own wheels, 35, 48. maximum rates and terminals for, 35, [199]. no definition of, in Railway Charges Acts, 35. See TRUCKS. CARTAGE, 39, 40, [103]. See CoILECTION AND IDELIVERY. CHARGING POWERS, in regard to docks, &c., 42, [107]. * & of companies prior to Railway Charges Acts, 2.; partial repeal of, 22 outside Railway Charges Acts, 23; statutes, 23. under Railway Charges Acts, 18, 22; (save Part W.) only affect carriage by goods trains, 23, 48, [109]; do not affect tolls, 23. CLASS RATES, 11, 72. CLASSIFICATION (of merchandise traffic), addition to, 22, 103; upon application by a company or by the public, 22, 91. animals not included in, 21. arranged in alphabetical order, 19, [47]. arranged in classes, 19, [2]]. articles not mentioned in, fall into Class 3, 22, [106]. Board of Trade to fix class for articles unenumerated in, 22. cannot be amended except by addition, 22, 91. carriages (with few exceptions) not included in, 21. consists of eight classes, 8, 21. copies of, for sale to public, 22, 92. e.o. h. p., meaning of, in, 21. inspection of table of, 92. mentions same article in different classes, 21. of º * B, and C depend upon weight consigned, 21, [21], 22], [26]. Jf perishables, 35, [201]. of Railway Clearing House, 6, 12, 15. Order as to, by Board of Trade, 22, 103. unenumerated articles fall into Class 3 of, 22. COAL DROPS, charge for use of, 42, [104]. no definition of, 42. use of, not included in station terminal, 30, [103]. The Numbers in Brackets réfer to the Pages of the Board of Trade Analysis. INDEX, COLLECTION AND DELIVERY, complaints as to increased charges for, 40, 71. jurisdiction of Railway Commissioners to decide reasonableness of charge for, taken away, 39, 40. special charge for, 39, [103]; must be reasonable, 37, [103]; disputes as to, 40, [103]. COMMITTEES (Parliamentary), report of, of 1881-2, 65; of 1893, 10, 14, 51. COMPLAINTS, See PRACTICE, complaints. CONDITIONS, See PRACTICE, conditions. under Railway Charges Acts, 20; general, 20, 43, [102], [109]; special, 20, [113]. CONSIGNMENTS, of articles in several classes, 36, 37; of less than 4 tons of Class A and B, 21, [21], [22] ; of less than 2 tons of Class C, 22, [26]. of milk, butter, etc. See PERISHABLEs. small. See “SMALLS.” to an address other than a terminal station, 41, [104]. CONVEYANCE, definition of, in Hall's Case, 24. “incidental to,” 24. meaning of, 24; affects calculation of distance, 25; affects rates to private sidings, 25. use of word, in short distance clause, 27. CONVEYANCE RATES (maximum), calculation of distance for, 25, [105] ; affected by meaning of word “conveyance,” 25 ; affected by station terminal, 25, 31, [105]; as regards private sidings, 25. calculation of, where journey is over two or more systems, 26, [108]; over different portions of same system, 26, [113], [114]. cumulative scale for, 7, 26. definition of, 24, [102]. for goods and minerals are tonnage mileage rates, 26. for less than a truck load, 44, [105]. for short distances, 26, [105]. includes locomotive power, 24, [102]; generally provision of trucks, 24, [102]; work incidental to conveyance for which it is reason- able to use train engine, 25; when, shunting and marshalling, 25. rebate from, where trader provides trucks, 28, [102]. See ANIMALS ; CARRIAGES ; EXCEPTIONAL CLASS ; PERISHABLEs ; “SMALLS ;” TRUCKS. COSTS, 84, 90. See PRACTICE, COVERING AND UNCOVERING, Classes A and B, 30, 32, [104]. is included in service terminal, 30, 31, [103]. service of, includes supply of labour, sheets, 30, [103]. what, mean, 32. where trader performs services of, 32, [103]. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. INDFX, CUMULATIVE SCALE, applies to conveyance maxima under Railway Charges Acts, 26. explained, 7, 26. DAMAGES (nnder section 1 of Act of 1894), limit of time for claiming, 16, 50, 69, 84. may be in addition to other relief, 50. measure of, 58, 69. power to award, 50, 84, 89. DEFINITIONS, 94, [108]. DEMURRAGE, (on Company's trucks)—charge for, 40, [104]; must be reasonable, 37, [103]; dispute as to, 37, [103] ; when consignment is to private address, 41, [104]. (on Trader's trucks)—charge for, must be reasonable, 43, [103] ; dispute as to, 43, [104]; recoverable from Company, 43, [104]. DETENTION OF TRUCKS. See DEMURRAGE. DISINTEGRATION OF RATES. See REBATE. DISPUTES, as to charges for Exceptional Class, 35, [200]. as to payment to defendant under section 1 of Act of 1894, 16, 49, 83. as to reasonable facilities for conveyance of perishables, 35, [201]. as to rebate on sidings rate, 17, 76, 86 ; on trucks, 28, [102]. as to service terminals, 32, [103]. as to Special Charges, 37, 41, 71, [103]. See ARBITRATIONS ; BOARD OF TRADE ; JuKISDICTION. DISTANCE, calculation of. See CoNVEYANCE RATES. DOCKS, accommodation at, 42, [107]. reservation of charging powers in regard to, 42, [107]. services rendered at, 42, [107]. ~ E. O. H. P. meaning of, 21, [21]. EMPTIES. See RETURNED EMPTIES ; TRUCKs (traders' empty). *VIDENCE. See JUSTIFICATION OF INCREASE OF RATE OR CHARGE. EXCEPTIONAL CLASS, accommodation not otherwise provided for in, falls under, [200]. charges for, are to be reasonable sums, 35, [200]; disputes as to, 35, [200]. services not otherwise provided for, fall under, 43, [200]. timber (pieces of) of less than 4 tons do not fall under, 46,[200]. what is included in, 35, [200]. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. INDEX. FRACTIONS, of a hundredweight, a mile, a penny, a ton, 44, [106] of fourteen pounds, 36, [203]. See “SMALLs.” power to charge for, of a ton, etc., in absence of express provision, 44. GOODS TRAINS, Railway Charges Acts (save Part V.) only apply to, 23, 49, [109]. HEAD RATES. See ANIMALS. INCREASE OF RATES AND CHARGES, arises when charge is greater or services (unless gratuitous) are less, 69, 70. complaints as to. See PRACTICE. damages where, is unreasonable, 50, 69, 84. direct or indirect, 49, 69, 70, 83. in 1893, 51. in class rates, 72. reasonableness must be proved by Company, 49, 52, 54, 61,63, 65,83. See JUSTIFICATION OF INCREASE OF RATE or CHARGE. INDIRECT INCREASE OF RATES. See INCREASE OF RATES AND CHARGES, INSPECTION OF RATE BOOKS, in force on December 31st, 1892, 50, 83. provision as to, under Act of 1873, 85; Act of 1888, 85, 93; Act of 1894, 50, 83, 85. JOINT COMMITTEE (Rates and Charges Bills), 7. JURISDICTION, as to reasonable facilities for conveyance of perishables, 35, [201]. as to complaints concerning increase of rates and charges, 49, 71, 83; of charges, 71; of passenger fares, 75; terminal services under section 15, Act of 1873, 39. as to disputes regarding rebate on sidings rate, 17, 76, 78, 86 ; service terminals, 32, [103]; reasonableness of special charges, 37, 41, 71, [103]; of transhipment charges, 43, [104]; charges for accommo- dation by agreement, 42, [104]; wagon-rebate, 28, [102]. of Railway Commissioners under section 15 of Act of 1873, 39; under section 1, Act of 1894, 40, 49, 52, 71, 83; under section 4, Act of 1894, 17, 76, 86; as to legality of rates, 89. as to recovery of special charges in County Court, 37, 41, 71. See BOARD OF TRADE, ARBITRATIONS. to “quantify” amount of special charge under section 5 of Railway Charges Schedules, 81. JUSTIFICATION OF INCREASE OF RATE OR CHARGE (under section 1 of the Act of 1894), as reasonable, 49, 52, 54, 61–63. by comparison of average cost is fallacious, 74. by comparison of working expenses during corresponding periods, 73, 75. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. f t INDEX. JUSTIFICATION OF INCREASE OF RATE–continued. by proof of increased trouble expense and responsibility, 58 ; of increased cost of locomotive power, 72; of increase of rates and taxes, 72; of greater number of wagons supplied, 72. by Fº of train-mile cost, 73; danger of applying train-mile cost as a, 74 by return of receipts and expenditure, 73. by showing that rate only allows a low margin of profit, 58, 66 ; that old rate was fixed low to foster trade, 59; that reason for low rate no longer exists, 59, 64. * by showing that Company has used its powers reasonably, 60. class of circumstances providing, 58. depends on circumstances before increase is made, 55. difference between, and justification of increased rate, 60, 62. does not depend on affluence or indigence of trader, 65 does, extend to any increase, 56. extent of presumption against, 55, 56. general legal principles affecting, 53. how far circumstances since increase may affect, 58. how, may be shown, 56, et Seqq. in regard to increased cost of particular traffic, 73. in the altered conditions brought about by revision, 68. is not limited to showing increased cost of working, 58. of a whole class, 72. onus of, thrown on defendants, 49, 52, 54, 56, 83. period within which, is to be sought, 56. recoupment is no, 67. statutory maximum is an important factor in the, 58. that rate is within the statutory maximum per se no, 16, 49, 52, 63, 67, 71, 83. the “wider presumption” in regard to, 56. to establish uniformity, 69. why onws is limited to, 62. LOADING OR UNLOADING, a company insisting on, may not in certain cases charge for, 32. at Docks. See DOCKS. at private sidings, 32, 80. at waterside wharf, 42, [104]. by a trader, 31, [103]. dispute as to charge for, Class A or B, [103]. first and final, are those included in service terminal, 32. merchandise comprised in Class A or B is subject of special charge, 41, [104]. *** conveyed in a separate truck elsewhere than in a shed of the company, 32, [103]. on transhipment, 32, 43. See SERVICE TERMINAL. service of, includes provision of labour and machinery, 31, [103]. voluntary supply of machinery for, by trader, 80. when performed by trader may give rise to rebate, 31. MACHINERY, supply of, in Service terminal charge, 31, [103]. voluntary supply of, at private sidings by trader, 80. MARSHALLING. See SHUNTING, ETC. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. INDEX. MAXIMUM CONVEYANCE RATES. See CoNVEYANCE RATEs. MAXIMUM RATES AND CHARGES, charges within maximum, how far open to question, 14–16, 51, 60. historical survey of, 1, 7, 9. See PRIMA FACIE MAXIM.A. under Railway Charges Acts, g apply only to goods trains, 23, 48, [109]; except in case of “perish- ables,” 23, [109]. are the authorised charges, 29. disputes as to. See ARBITRATIONs; BoARD OF TRADE; DISPUTES. Scales of. See SCALES. MAXIMUM SERVICE TERMINALS. See SERVICE TERMINAL. MAXIMUM STATION TERMINALS. See STATION TERMINAL. MEASUREMENT, mode of, of timber, 45, [106]. See TIMBER. MERCHANDISE, definition of, 21, 94, [108]. meaning of, in classification, 21. what, a company need not provide trucks for, [102]. MILE, how calculated. See FRACTIONS. MILK, empty, cans, [202]. minimum consignment of, 36, [201]. rates for, 35, [201]. See PERISHABLES. MINIMUM CHARGES, for animals, 34, [196]. for perishables, 36, [201]. for returned empties, 36, [107]. for “smalls,” 37, [203]. for timber, 46, [200]. See SHORT DISTANCES. MINIMUM TRUCK. LOAD, 44, [105]. MIXED GROCERIES, 37, [37], [66], [203]. See “SMALLs.” ONUS OF PROOF. See JUSTIFICATION OF INCREASE OF RATE OR CHARGE. PACKAGES, “Smalls” may consist of two or more, 36, [203]. PARCELS. See PACKAGES, “SMALLs.” The Numbers in Brackets refer to the Pages of the Board of Trade Analysis, INDEX. PARTICULARS. See PRACTICE. PASSENGER FARES, increase of, not subject of complaint under Act of 1894, 75. PASSENGER TRAIN, conveyance of perishables by, 35, 113, [201]. Railway Charges Acts (save Part V.) do not apply to, 23, 48, [109]. PENNY. See FRACTIONS. PERISHABLES, classification of 35, [201]. conveyance of, 35, [201]; by goods train, 36. form of proviso in regard to, inserted in many recent Railway Acts, 113. obligation to convey, expeditiously, 35, [201]; but not by any particular train, 35, [201]. reasonable facilities for conveyance of, 35, [201]; dispute as to, 35, [201]. regulations for conveyance of 35, [201]. scale of rates for. See SCALES. PRACTICE, appeal—costs of, 85. application—as to increase of rates, 16, 49, 83; as to rebate on sidings rate, 17, 76,86; by an association or public body, 71, 88; vexatious and frivolous, 16, 85. complaint—use of word, 52 ; by a trader under section 1 of Act of 1894, 71; by public bodies and associations, 50, 71, 88 ; limit of time for claiming damages in a, under section 1 of Act of 1894, 16, 50, 84. conditions precedent to a complaint under section 1 of Act of 1894 —Board of Trade certificate, 16, 49, 83; joinder of parties, 69; payment to defendants, 16,49, 50, 83. costs—of appeals, 85 ; of interlocutory proceedings, 85 ; discretion of Railway Commissioners as to, 84, 90 ; provision of Act of 1888, as to, 84, 90 ; of Act of 1894 as to, 17, 85; when proceedings are frivolous, 17, 85 ; taxation of, 84, 90 ; when three counsel allowed, 85; order for successful applicant to pay, 84. damages, 50, 69, 84. joinder of parties, under section 1 of Act of 1894, 69. particulars—of names of traders of an association, 72; of specific goods in a class rate, 72. payment—(under section 1 of Act of 1894) to defendant, 16, 49, 83; by public bodies, &c., 50 ; disputes as to, 49, 84; within 14 days of filing complaint, 49,83. set-off—under section 4, Act of 1894, 79. See REBATE, PRESUMPTION (under Act of 1894), 66. See JUSTIFICATION OF INCREASE OF RATE OR CHARGE. PRIMA FACIE MAXIMA, whether the rates of 1892 are, 54, 55. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis, INDEX. PRIVATE SIDINGS, accommodation at, 38, 40, 70, 80 ; special charges for, [104]; re- covery of special charges, 37, 41, 71. charges for, by agreement, 42, [104]; may be by rent or otherwise, 42, [104]; when they arise, 42, [104]; to be in writing signed by trader, 42, [104]; when not in writing, 42, [104]. conveyance rate, how affected by, 25. loading and unloading at, 32, 80. minimum truck load received or delivered at, 44, [105]. See REBATE, SHUNTING, &c. special charges for services rendered at or in connection with, 38, [103]; are in addition to tonnage rate, [103]; compared with station terminals, 38, 39; disputes as to, 38, [103] ; may be set off against claim for rebate, 79. voluntary supply of machinery for loading, &c., at, 80. what are, 38, 39, 82. PROPORTIONAL PRINCIPLE, 81. PROVISIONAL ORDERS (for revision of rates and charges), are schedules to Railway Charges Acts, 18. described, 18; example of, 112. PUBLICATION OF RATES, provision for, by Act of 1873, 85 ; by Act of 1888, 85, 93; by Act of 1894, 85. PUBLIC BODIES, 50, 72, 88. See PRACTICE, complaints. QUANTIFY (power to), 81. BAILWAY, use of, by other companies, 26, 48, [108]. RAILWAY CLEARING HOUSE CLASSIFICATION, 6, 12, 15. RAILWAY COMMISSIONERS. See JURISDICTION, PRACTICE, costs. RAILWAY RATES AND CHARGES ORDER CONFIRMA- TION ACTS, analysis of, explained, 18. are Public General Acts, 18. classification is the same in all, 21. confirm Provisional Orders, 18. deal with rates authorised, 29. example of, 112. See CoNDITIONS. RATE BOOKS, inspection of, 50, 83, 85, 92. regulations for keeping of, 51. system of, 10. S. supply of copies and extracts from, 50, 83. - See PUBLICATION OF RATES. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. INDEX. REASONABLE FACILITIES, for conveyance of perishables, 35, [201]; to be by company’s regulations, 35, [201]; by passenger train or other expeditious service, 35, [201]; questions as to, 35, [201]. for hauling traders' trucks, 48. REBATE, disintegration of rate may be necessary to arrive at, 78. disputes as to, for trucks, 28, 29, [102]; as regards service terminals, 32, [103]; sidings, 76. first use of word in a statute, 76. meaning of 76. sidings, (under section 4, Act of 1894), applicant for, may require disintegration of rate, 78. disputes as to, 17, 76, 78. measure of, 81. no right to, conferred in terms, 77. only arises in regard to sidings near terminal station, 82. onws on applicants for, 77, 78. proportional principle applicable for ascertaining, 81. set off of special charges against, 79, 80. siding must be on company’s system for, to arise, 81. voluntary rate admits of no, 81. where actual rate is less than sum of authorised maxima, 78. when, arises, 77, 79, 82. where trader voluntarily supplies machinery for loading, &c., 80. special charge under section 5 of Railway Charges Schedules may be set off against, 79, 80. wagon-, 28, 29, 43, [102]. RECOUPMENT, after Rates and Charges Acts, 2, 4, 6, 11, 15, 67. does not justify an increase of rate, 67. is a lawful motive for increasing, 67. revision must not be confounded with, 68. REGULATIONS. See BoARD OF TRADE, PERISHABLES. REPORT OF BOARD OF TRADE INQUIRY, 1890, 2. RETURNED EMPTIES, charges for,46, [107]; scale of, for, [107]. minimum charges for, [107]. scale not applicable to “Smalls,” [204]. See SCALES. when milk cans, [202]. when no charge can be made for, 46, [108] * REVISION OF RATES AND CHARGES, recoupment after, 2, 4, 6, 11, 15,67. under Act of 1888, 2, 3, 9, 18, 68, 90. was not reduction, 13. SCALES, ,- for returned empties, [107]. for use of company's trucks, [105], [110]. º of Maximum Conveyance Rates for goods and minerals, [132]. The Numbers in Brackets refer to the Pagés of the Board of Trade Analysis. INDEX. SCALES.–continued. of Maximum Rates and Terminals for animals, [196]. of Maximum Rates and Terminals for carriages, [199]. of Maximum Rates and Terminals for perishables, [202]. of authorised additional charge for “smalls,” [203]. of Maximum Terminals (goods and minerals), 30, [131]. of Maxima for returned empty milk cans, [202]. SCHEDULES, to Railway Rates and Charges Order Confirmation Acts, 112. to Provisional Orders, 18, 19, 113. SERVICE TERMINAL (maximum), common scale of, for goods and minerals, 30, [131]. definition of, 31, §§ iº dispute as to, 32, [103]. * º of labour, machinery, plant, stores and sheets, 31, [103]. is a charge for first and final loading, unloading, covering, and uncovering, 31, 32; rebate from, 31; when rate is less than autho- rised maximum, 31. See LOADING AND UNLOADING. See COVERING AND UNCOVERING. transhipment services are not included in, 32. when company must not unreasonably refuse trader to perform services included in, 31, [103]. when, is not chargeable, 32. wº * may request to perform the services included in, 31, 103]. SERVICES, exceptional, 23, 43, [200]; for which no provision is made in the schedules, 43, [200]. * in station terminal, 30, [103]; in service terminal, 31, 103. may be structural accommodation, 38. of cleansing cattle trucks, 33, [196]. See PRIVATE SIDINGS, SERVICE TERMINAL, STATION TERMINAL, SHUNTING, &c., SPECIAL CHARGES, WHARF. SET-OFF, 79. See REBATE. SHIPPING PLACES, accommodation at, 42, [107]. services by company at, 42, [107]. SHORT DISTANCES, calculation of, where goods are carried on two railways, 26, [105]. clause for, in Railway Charges Acts, 26, [105]; when it does not operate, 26; difficulty of applying, 27. clauses in old Acts, 26. minimum charges for, 26, [105]. SHUNTING AND MARSHALLING, across company's yard to private sidings, 25. at or near private sidings, 80. for keeping main line clear, 26. when, are part of conveyance, 24, 25. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. INDEX. “SIDINGS LET BY THE COMPANY,” [108]. meaning of, 38. See PRIVATE SIDINGs. SIDINGS NOT BELONGING TO THE COMPANY, [105], [108]. terminal services at, 78, 80. What have been held to be, 38, 39, 82. See PRIVATE SIDINGS, “SMALLS,” additional charges for, 5, 36, [203]; scale of, [203]. aggregate quantities of, 36, [106]. containing articles belonging to different classes, 37, [203]. declaration as to contents of 37, [204]. difference between, and packages, 36. fraction of 14 pounds, how charged for in conveyance of 36, [203]. mixed groceries as, 37, [203]. must not exceed 3 cwt., 36, [203]. of less than 28 pounds, [203]. rates for, depend on maximum tonnage charge, 36. what may be, 36. SPECIAL CHARGES (under section 5 of Railway Charges Schedules), are additional to tonnage rate, [103]. are for services rendered to and at request of or for convenience of trader, 37, [103]. are to be reasonable, 37, [103]; disputes as to, 37, [103]. increase of, 71; jurisdiction of Railway Commissioners to hear complaints as to, 71. jurisdiction of Railway Commissioners to “quantify,” 81. may be for services which a trader cannot perform himself, 37. See ACCOMMODATION, COLLECTION AND DELIVERY, LOADING, &c., PRIVATE SIDINGS, WHARF, CoAL DROPs, WEIGHING. recovery of, in County Court, 37, 41, 71. when, cannot be made, 37. SPECIAL CLASS, 6. SPECIAL RATES, 6, 11, 12. STATION TERMINAL (maximum), accommodation at, to be excluded from calculation of conveyance rate, 25, 31, [105]. definition of 30, [103]. does not include use of coal drops, 30, [103]. only chargeable twice for each consignment, 31. See SCALES. what, includes, 30, [103]. when no, is chargeable, 38. STONE, measurement weight of, 44, [106]. º to be consigned if possible by actual weight, 44, [106] STRUCTURAL ACCOMMODATION, is a service, 38. See ACCOMMODATION. TERMINAL CHARGES, 4, 94. See SERVICE TERMINALS, STATION TERMINALS, The Wumbers in Brackets refer to the Pages of the Board of Trade Analysis, INDEX, TERMINAL STATION, definition of, 30, 38, 42, [108]. TIMBER, “actual machine weight of,” 45. conveyance of, 44, [96], [106]. consigned by weight falls under Class C, 45; by measurement weight under Class I, 45; as belonging to exceptional class, 46, 200]. £6 ºnal weight of,” 45 ; estimated by tape, 46; by string, 46; by most accurate method in use, 45, [106]; under Canal Charges Schedules, 46. minimum charges for, 46, [200]. mode of measurement of, 45, [106]. pieces of, less than 4 tons requiring 2 trucks, 46, [200]. TOLLS, no revision of, under Act of 1888, 23. TON. See FRACTIONS. TRADERS’ ASSOCIATIONS. See PRACTICE, complaints. TRADERS’ EMPTY TRUCKS. See TRUCKS. TRAFFIC FACILITIES. See REASONABLE FACILITIES. TRANSHIPMENT, charge for, must be reasonable, 43, [104]; dispute as to, 43, [104]; when arising, 43, [104]. TRUCK RATES, 33, [196]. See ANIMALS. TRUCKS, animals, for, 33 ; see ANIMALS. cleansing cattle, 33, [196]. charge for use of Company’s, 28, [105]. conveyance of lime or salt in bulk in, [102]; of goods likely to injure, [102]; of empty, 46, [108]. covered, for conveyance of carriages, [199]. demurrage on, 40, 43, [103], [JO4]; see DEMURRAGE. detention of Company's. See DEMURRAGE. detention of traders'. See DEMURRAGE. empty, 46, [108]. haulage of 29, 43, 47. injury to, [102]. “length inside measurement” of, for animals, 34. loading, &c., merchandise conveyed in separate, 31, [103]. minimum charges for carriage of animals in, 34, [196]; for truck load, 44, [105]. moveable partitions in, 34. The Numbers in Brackets refer to the Pages of the Board of Trade Analysis. INDEX, TRUCKS.–Continued. no obligation to provide, for conveyance of Class A, 27, º ; of lime or salt in bulk, [102]; of injurious goods, [102]; of any particular size, 34. pieces of timber of less than 4 tons requiring two, 46, [200]. provision of, generally included in conveyance rate, 24, 28, [102]. returned empty, 46, 47, [108]. scale of maxima for use of Company’s, [105], [110]. separate, for animals, 35, [196]; for merchandise, 44. size of, does not necessarily regulate truck rates, 34. terminal services when traders’ traffic is unloaded in private shed and conveyed in separate, 32, [103]. three sizes of, 34. traders' empty, 46, [108]. rebate where trader provides, 28, [102]; disputes as to, 28, [102]; is from the authorised rate, 28; on what, depends, 29. UNENUMERATED ARTICLES, 22, 103. See CLASSIFICATION. WAGON-REBATE, 28, 29, [102]. See TRUCKs. WEIGHING MERCHANDISE, charge for, for purpose of ascertaining Company's charge, 40. may be a terminal service, 40. when, is subject of special charge, 40, [103]. WEIGHT, actual, of stone, 44, [106]. “actual machine,” of timber, 45. declaration of, under Railways Clauses Act, 1845, 40; where trader refuses to make, 40. “measurement,” of timber, 45, [106]. of “smalls,” 37, [203]; of timber, 45, [106]; of stone, 44, [106]. WHARF, charges for accommodation and services rendered at, 42, [104], [107]; disputes as to, [103]; to be deemed dock charges, [104]; saving clause as to, 42, [107]. loading or unloading at, 42, [104]. See DOCKS. The Wumbers in Brackets refer to the Pages of the Board of Trade Analysis. London: Shaw and Sons, Fetter Lane and Crane Court, E.C. *- Dowell's Income Tax.Laws. * At present in force in the United Kingdom, with Practical Notes, Appendiges, and a Copious Index. Fourth Edition. 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