THE AUSTRIAN ZONE RAILWAY TARIFF.

New Zealand Mail, Issue 957, 4 July 1890, Page 20

THE AUSTRIAN ZONE RAILWAY TARIFF.

The foil:.wing article from the Vienna Press of March 25th, respecting me -Austrian Zone Railway Tariff, is of sufficient interest to warrant its reproduction in full:—

The Marquis you Bacquehom, Minister and Secretary of State for the Department of Commerce gave, at this day’s sitting of the Budget Committee, an exposition of the zone railway tariff, which is to be introduced on the Ausrian State Railways for passenger traffic on Ist June, as elaborated by the General Director’s office. The principle of this tariff is very simple. The basis of all fares on Austrian State Railways may be stated in the following formula, namely, that the standard unit of charge per passenger and kilometre is one kreuzer. (The florin or gulden consists of 100 kreuzers, and is equal to 2s sterling at par.) From this foundation proceed the most important evolutionary phases of the tariff as a whole. _ The third-class fare per kilometre on ordinary trains is one kreuzer. Thereupon the tariff is built up as follows, namely, the second - class fare costs double the amount of the unit above mentioned, while the first - class fare amounts to three times as much. Thus it will be seen that a second-class passenger pays two kreuzers and a first - class passenger three kreuzers for every kilometre of run. In the case of fast trains the fares are increased by 50 per cent., so that for every kilometre run the third-class fare is one and a half kreuzers ; the second-class 3 kreuzers and the firstclass kreuzers. Such is the very simple principle of this innovation, which can be readily understood and realised. A certain degree of complication in the tariff comes in, however, from the fact that agreement between the sum of kilometres run and kieuzers is interfered with by the incidence of the zone system. But ttie zones are nevertheless so planned that the travelling public can have no difficulty in readily comprehending the idea. The zone up to 100 kilometres rises five times by 10 kilometres each ; twice by 15 ; and once by 20. Beyond a distance of 100 kilometres the zone limit constantly rises by 50 kilometres. The zone, however, alters the basis of one kreuzer per kilometre in so far as the tariff rate of the next higher zone limit must be paid, and this is compulsory even though the journey travelled over should amount to fewer kilometres than the zone limit to which it belongs. An example will make this clear : The distance from Vienna to Linz amounts to 189 kilomeires. The fare should, therefore, be, if calculated on the standard unit, 189 kreuzers. But inasmuch as this distance falls within the zone limit, which embraces all distances from 151 up till 200 kilometres, the payable is that of the highest number of kilometres, and therefore amounts not to 189 kreuzers, but to 200 kreuzers. The distance from Vienna to Bregenz is 740 kilometres, but inasmuch as the zone limit in this instance closes at 750 kilometres, the fare, instead of being 740 kreuzers, becomes 750 kreuzers.

A ii 8o on f ,r e er 50 kilometres additional. The material difference existing between the Austrian and Hungarian zone railway tariff' will be made quite plain by the above table. The Hungarian zone rail way tariff is so planned that it breaks off at the 226th kilometre. The third class fare for this distance in Hungary by ordinary train is 400 kreuzers. But whether a passenger takes a journey of 300 or 500 kilometers’ distance, he pays no more than 400 kreuzers. The Hungarian Government therefore carries all travellers over distances exceeding 226 kilometres free of charge, as it were. The Hungarian zone railway tariff has, therefore, a tendency to favour precisely exceptional long-distauce travellers. The Austrian zone railway tariff very specially gives the preference to local traffic, and demands a higher remuneration for every extra vv<>rk done, and, whilst speaking generI'aiiy, railways in their differential tariffs adhere to the principle of. comparatively cheapening the price of transport over long distances, here there is no reduction even in the case of long distances. The standard unit in effect remains altogether unaltered without reference to distance, and the fare attaching to the uexMughov zone limit must be paid. If, therefore, a passenger travels from Vienna to Innsbruck, ho must pay GOO kreuzers,

notwithstanding the distance is only 560 kilometres, and the simple product of the standard unit, taken in conjunction with the number of kilometres run, wpuld be only 560 kreuzers. Nevertheless, there is a very material reduction in the passenger fares in most instances and the most important connections. Let us consider the subjoined fares for the run fiom the Vienna terminus down to some of the most frequented localities :

It will be seen that the lowering of the third-class fare in ordinary trains is very considerable. The present fare from Vienna to Prague is 7 florins 10 kreuzers, whereas in future it will be 3fl. 50 kreuzers. In this case the reduction amounts to more than one-half, 507 per cent. The reduction in the second class is 34 - 6 per cent, while in the first class it amounts to 37‘8 per cent. In the case of fast trains to Prague the reduction in the third class is 40T7, in the second class 26’5 per cent ; and in the first class 227 per cent. And this reduction is all the more valuable since the zone boundaries do not, as some have thought, run from only a few teiminus stations, but each station itself constitutes a point of departure for a tariff zone. It is of no consequence whether the run begins at Vienna, Pressbaum, Linz or Eger. The tendency of the tariff reform as a whole is to encourage chiefly the cheap traffic. Hence we find that the reduction of third-class fares in ordinary trains reaches its highest point. The additional 50 per cent, charged in the case of fast tiains is, on the other hand, very much higher in amount than that of such addition as applies to most trains according to the tariff now in force. Still for all that there is a material reduction in the price of transport even in fast trains. The journey second class in the fast trains from Vienna to Ischl now costs eleven florins 70 kreuzers, while in future it will cost no more than 9 florins. The first-class fare in the ordinary train will also stand exactly at the figure of the second-class fare in the fast train. It may be pointed out that the second class has been the least favoured of all. A passenger going to Linz will save, if travelling second class in the fast train, 1 florin 70 kreuzers, whereas the saving in the first class is 2 florins 10 kreuzers. A passenger travelling to Prague will save 3 florins 80 kreuzers in the second class, whereas a first class passenger in the same train will save 4 florins 65 kreuzers. The second class journey to Zellam See i 3 3 florins and 40 kreuzers, and by first-class journey it is 3 florins 90 kreuzers cheaper. The comparatively unfavourable treatment of second-class passengers by ordinary trains is still more strikingly apparent. A second-class passenger, for instance, going to Salzburg would save 2 florins 20 kreuzers ; whereas if he take a first-class ticket his saving would amount to 4 florins 70 kreuzers. But the greatest advantages are reserved for third-class passengers using the local or near.-distance traffic. This, of course, does not only apply to Vienna, hut, remembering that such station constitutes the starting point of a zone, it applies equally to all places. As opposed to the advantages presented by the new tariff, however, it is part of our duty to point to some very serious drawbacks. For the system hitherto prevailing, under which a passenger is allowed to carry 28 kilograms weight of luggage free of charge, will be abolished. In future every parcel or package that a passenger cannot .-tow away in the carriage will be liable to a rate. Let us suppose the ca3e of a traveller taking a journey from Vienna to Salzburg with luggage weigl iug 25 kilograms. At present the luggage would be carried free of charge, and a second-class fare by fast train would be 12 florins and 80 kreuzers. But in future, while his fare will be reduced to 10 florins and 50 kreuzers, he will be required to pay for his luggage, not only on the basis of 25 hut of 30 kilograms weight; for all fractional portions of 10 kilograms are to be charged for at integral rates. Under the new ta iff the weight for every 10 kilograms per running kilometre will be 0 2 kreuzers, so that a passenger carrying 25 kilograms weight of luggage will be charged 1 florin and 88 kreuzers for the journey in addition to the fare. The fare will be reduced by 2 florins 30 kreuzers, it is true; but taking into account the charge of 1 florin and 88 kreuzers on the 25 kilograms weight of luggage carried, the saving effected under the zone railway tariff dwindles down to 42 kreuzers. Under like conditions the saving on a second- • class journey by fast train to Linz would amount to no more than 27 kreuzers. Nay, occasions may Liven arise where the

saving would be entirely swallowed up. It should he borne in mind, moreover, that as soon as the tariff reform comes into operation the State railways will no longer issue return tickets, nor a certain number of season tickets and pilgrim tickets..> A second-class return ticket by fast train to Salzburg now costs 21 florins and 80 kreuzers, which gives us 10 florins and 90 kreuzers as the charge for the single journey either way in this case. Under the new tariff passengers will therefore save 40 kreuzers on each of the single journeys, or 80 kreuzers on the down and up journeys combined. But if they be compelled to pay 1 florin and 88 kreuzers on 25 kilograms woight of luggage each way—that is, 3 florins and 76 kreuzers in all—why, then the saving of 80 kreuzers will be converted into an additional charge of 2 florins and 96 kreuzers. The abolition of a certain amount of free weight is a measure that very considerably diminishes the value of the advantages attaching to the tariff reiorm in the case of long-distance travelling. Take another example : The present seeond-class ticket by fast train from Vienna to Prague costs 24 florins and 30 kreuzers, as compared with the future fare for the down and up journeys —namely, 21 florins, whereby a saving of 3 florins and 30 kreuzers will be effected. But thpn 25 kilograms weight of luggage for the two single journeys combined will entail a charge of 4 florins and 20 kreuzers, and consequently a passenger will lose 90 kreuzers, taking the old system as the standard of comparison. Summing up, we are free to admit first that the principle of the one kreuzer standard unit underlying che tariff reform is clear and apprehendable ; and, secondly, that 'it is sound policy preferentially to favour the local or short distance traffic, and the third-class passengers, constituting as they do 70 per cent, of the traffic, taken as a whole, because by this means the advant'ge of cheap passenger fares will he brought within the reach of the widest sections of the public. But on the other hand we feel bound to point out that the reform, as now planned, presents some serious defects, for which a remedy must be sought as a matter of urgency. The principle of the kreuzer tariff is certainly invalidated in part by the fact that the additional payment per zone is steadily computed upon each next higher extreme zone limit. This arrangement, of course, directly infringes upon the zone rate conception, which is designed to strike an average. The fundamental idea of the reformed system would have worked out much better, if unencumbered with the zoijG scheme. It is very lihely, however that the new tariff has been built up on the present lines in obedience to administrative exigencies. Then, again, it is a matter for regret that the second class has been treated in so stepmotherly a fashion, because here the fare has been computed, not as heretofore at one and a half rates, but at double the rates payable by the third class passengers. But the 'most serious defect in the whole scheme is the amount chargeable on luggage. If the system of allowing a certain weight of luggage to be carried free is to be abolished, the charge under the new tariff must decidedly be reduced, and it will never do to apply the present tariff rates on extra weight, as it is called, upon a passenger’s luggage taken as a whole. For unless a remedy he found, a large proportion of the travelling public, and particularly second-class passengers, would in many cases be deprived of the entire advantage of the reduction under the new tariff.

The Minister of Commerce has this day given notice of a motion whereby the introduction of the kreuzer tariff would be promoted on private railway undertakings. Thus Parliament will have an opportunity to consider the question of passenger tariff rates, and we feel satisfied that in the Senate, too, a reduction in the luggage tariff will be strenuously insisted upon. . If the Minister of Commerce should incline to meet our wishes in this respect, the public would hail the new passenger tariff as a very material step in the direction of progress.

J Zone. Kilometres. Ordinary trains. Fast tra ins. 3rd class 2nd cla^s 2 S3 o> & 1st class 3rd class 2nd class GQ N P <X> W 1st ' class i 1 to 10 10 20 30 15 30 45 2 11— 25 20 40 60 30 60 90 3 21 — 30 SO 60 90 45 90 135 4 31 — 40 40 80 120 60 120 180 0 41 — 50 50 100 150 75 150 225 6 51 — 65 65 130 195 98 195 293 7 66 - 80 so 160 240 120 24'j 360 8 81 — 100 100 200 300 150 300 450 9 101 — 150 150 SCO 450 22 > 450 675 10 151 — 900 200 400 600 300 600 90-> 11 201 - 2- 0 250 500 730 375 7)0 1125 12 251 — 300 300 600 900 450 9 JO 1350

Ordinary trains Fast trains 3rd 2 d 1st 3rd 2nd 1st CD class cl. cl. cl. From £ Vienna fc-« E to | N N M s *2 & 20 ( l new 20 4 1 60 30 60 90 old 40 60 100 50 80 120 ISO ' 200 400 600 300 600 900 ... 390 5S0 920 480 770 1110 314 S&lsburg 350 700 1050 525 1050 1375 640 960 1520 800 1280 1830 560 ' 600 1200 1800 900 1800 2700 1120 1680,28901310 2140 2960 740 Bregenz ' 750 15 r 0 225 V1125 2250 3375 1530 2280|25601S10 2980 *170 350 350 7001050 525 1050 1575 710 1070,1690 890 1430 2040 288 Ischl 300 6001 900 450 900 1350 590 8S01400 73:> 1170 16S0 414 450 9001350 1 675 1350 2025 840 1270 20101060 1090 2420