What is Government Decree No. 2 / 1952 Coll.?

Government Decree No. 2 / 1952 Coll., issuing the Railway Transport Regulations — Regulation issuing the Railway Regulations.

When it became Government Decree No. 2 / 1952 Coll. effectiveness?

Government Decree No. 2 / 1952 Coll. became effective 01.04.1952.

Is Government Decree No. 2 / 1952 Coll. still valid?

Yes, Government Decree No. 2 / 1952 Coll. is still valid and effective.

Government Decree No. 2 / 1952 Coll. - Regulation issuing the Railway Regulatio...

2.

Government Regulation

of 15 January 1952

issuing the Railway Transport Regulations.

The Government of the Czechoslovak Republic orders pursuant to § 24 paragraph 1 of Act No. 97 / 1950 Coll., on Railways:

Railway timetable.

Část první.

General provisions.

§ 1.

Scope of validity.

(1) The Railway Transport Regulations (RUs) apply to all national routes. These Regulations shall apply to transport on a local track only if no special transport rules have been issued for it.

(2) For international transport, this Regulation shall apply only as long as it is not regulated by specific provisions.

§ 2.

Obligation of railways and transporters to carry out the planned transport.

(1) The basic duty of the railway is to comply with the State plan for the carriage of goods and passengers. Railways and transporters are required to organise the planned transport, with the least cost of material means of operation and without damage to consignments.

(2) The railway is therefore obliged to carry out the transport:

(a) if it is foreseen in the transport plan;

(b) if the conditions of carriage are satisfied;

(c) where transport is possible by regular means of transport;

(d) where transport does not prevent circumstances which the railway could not prevent or overcome;

(e) unless the shipment is prohibited.

(3) The transport not foreseen in the transport plan shall be carried out by the railway if the conditions of paragraph 2 (b) to (e) are met and if such transport does not impede the implementation of the shipments foreseen in the transport plan.

(4) The railway is obliged to accept only consignments of which the transport can be immediately initiated.

(5) The railway can procure transport under the provisions of these Regulations either in whole or in part by another means of transport; the provisions of these Regulations shall apply to the whole shipment.

(6) If this requires the implementation of a single economic plan or other general interest or urgent operational needs, the railway may:

(a) temporarily stop operations in whole or in part;

(b) temporarily suspend or accept certain consignments for transport only under certain conditions.

Such a measure shall be approved by the Railway Authority and published by a tariff notice or notice at the station; is not effective before publication.

(7) The railway is obliged to make good the damage caused by its wrongful refusal to negotiate a transport contract.

§ 3.

Direct transport.

The railway is obliged to negotiate a transport contract from any station to any station, provided that these stations are equipped and open for the requested transport (station authorisation). The capacity of the stations shall be determined by a tariff.

§ 4.

Tariffs.

(1) The railway is obliged to compile the tariffs from which the conditions for carriage must be clear, as well as the conditions for determining the amount of freight and fares.

(2) When drawing up tariffs, the railway is obliged to follow a single economic plan, pricing rules and corporate management principles.

(3) The validity of the tariffs and their amendments is subject to the approval of and proper publication by the Transport Administration, unless the statutory provisions provide otherwise. Tariffs for internal rail service, public administration, for social, educational or educational purposes need not be published.

§ 5.

The tender.

In addition to the legal tender of domestic railway undertakings, in the stations in which it considers it necessary, the legal tender of foreign railway undertakings is also accepted. The railway will announce in the stations a notice which receives foreign currency and which course.

§ 6.

Order regulations.

(1) Disputes between passengers and disputes between citizens and railway workers shall be settled at the station by a railway staff member in charge of supervision, by a train conductor or, where appropriate, by a train manager.

(2) The railway undertakings shall deal with the complaints as soon as possible.

Část druhá.

Goods transport.

§ 7.

Objects excluded from transport.

(1) The following are excluded from transport:

(a) articles of the explosion of dangerous and incendiary substances; the tariff may allow the carriage of such articles and substances only if special conditions are laid down for it (§ 48);

(b) substances flammable, toxic, corrosive, rotting, odor and provoking resistance, but only if special conditions are set for their transport (§ 48) and these conditions are not met;

(c) articles whose transport is prohibited by specific provisions.

(2) The tariff shall determine how the railways act when they have accepted articles excluded from transport for transport.

§ 8.

Cargo list.

(1) The consignor is obliged to submit with each consignment a bill of lading accompanying it. The tariff shall specify the formula of the consignment notes, compulsory, after the entry in the consignment notes and the method of filling them in.

(2) The bill of lading may only be attached to the bill of lading which is prescribed or permitted by this order, tariff, customs or other provisions or by special railway measures.

(3) The loading lists in which they have been rewritten, re-glued, deleted or scraped will be rejected by the railway. Corrections may be made by crossing out the original particulars if the consignor confirms the correction by his signature and if the number of pieces or weight is corrected, if the corrected quantity is also written in words. It shall not be permitted to correct the amount of the charge or the price indicated.

(4) The person who has surrendered the bill of lading shall be entitled by the consignor to amend or supplement its entries in the bill of lading, as well as any negotiations concerning the conclusion of the contract of carriage.

(5) The consignor is responsible for his entries in the consignment note; all the consequences of its registration being incorrect, inaccurate, incomplete or recorded in a consignment note at a place other than that for which it is intended.

§ 9.

Car and piece shipment.

(1) A wagon consignment is a consignment received and issued as a whole by the railway according to the number of the wagon entered on the consignment note.

(2) A piece consignment is a consignment accepted and issued by the railway on the basis of pieces entered on the consignment note.

(3) A more detailed provision contains a tariff.

§ 10.

Freight and fast goods. Transport specifically contracted.

(1) The railway accepts a wagon consignment as goods or as fast goods; the goods specifically listed in the tariff are accepted by the railway for carriage only as fast goods, if they are a vehicle consignment, otherwise as express goods (§ 69). A piece consignment is accepted by the railway only as cargo.

(2) If the consignor wishes to transport the consignment within a specially agreed delivery period, he must submit such consignment by means of a consignment note for fast goods and enter in it, in accordance with the previous Convention with the dispatch station, his proposal for a letter "deliver the consignment at the latest on.... (at the time....) '. Paragraph 40 (2) is without prejudice to this.

(3) The railway shall be chosen for carriage within the specially contracted delivery period by means of an increase in the import charge fixed by the tariff, even if the agreed delivery period is not shorter than the delivery period generally provided for by this Regulation (§ 24 (2)).

§ 11.

Transport planning.

(1) The railway accepts shipments as planned. To this end, annual, quarterly and monthly transport plans shall be drawn up.

(2) The Ministry of Railways shall draw up annual transport plans and quarterly transport plans on a calendar monthly basis for the entire rail network, on the basis of proposals from central authorities under the State Planning Authority guidelines and approved by the Government.

(3) Permanent Advisory Councils are set up as advisory bodies in the field of rail transport for the Ministry of Railways and for railway administrations. The Advisory Council of the Ministry of Railways shall be composed of representatives of central offices, advisory bodies of railway administrations from representatives of regional national committees and representatives of economic organisations; the details shall be laid down in the Statutes of these Advisory Councils issued by the Ministry of Railways.

(4) Quarterly and monthly transport plans shall be drawn up for two categories of goods by sub-group of goods listed for scheduled transport. The first category shall include goods the transport of which is required by the railway to ensure, as a priority and in full, the carriage of which is required. The list shall be approved by the State Planning Office.

(5) Quarterly and monthly transport plans contain the quantities of carriage, expressed in number of wagons and tonnes, for each subgroup of goods. The tariff may provide for certain goods to be expressed only by the number of wagons.

(6) The need for transporters' wagons (private wagons marked P or S) is not included in the transport plan unless the tariff provides for exceptions. It is not permitted to rent wagons to carriers from a fleet intended for the performance of scheduled shipments.

(7) Proposals for quarterly and monthly transport plans must be made in writing. The details shall be set out in a tariff.

(8) The railway is entitled to exclude from the proposed transport plans submitted shipments which cause the uneconomical use of railway means of operation (crossing consignments of goods of the same type and quality, transport over unnecessarily long distances and over too short distances). It may also be considered to be a non-economic transport by rail over a distance that is disproportionate to the transport distance by road. Exclusion of shipments from the draft plan will be discussed, if no agreement is reached with the railway administrations, by the Ministry of Railways with the central authorities involved.

(9) The unit consignments are accepted by the railway for transport within the limits of the special daily standards established by the management of the runway according to the second category shipment plan after notification of the sub-station (§ 17 (5)).

(10) According to the monthly transport plan, the monthly scheduled quantities of shipments shall be allocated to each consignor.

(11) Shippers and railways are required to implement the monthly transport plan as evenly as possible; if the freight consignor is quick and complies with the loading point, the railway may, under the plan, agree with the freight consignor to concentrate the loading of the wagons for the purpose of forming integrated trains or for the purpose of condensing the transport.

(12) In order to achieve the planned loading of better compliance in the performance of both the station and the consignor, the consignor shall be obliged to report the loading of the station in principle no later than three days before each five-day working period, which also includes days of rest, and to arrange the loading, if possible, equally on each day during that period (five-day loading application). The station is entitled to determine loading days according to the stations of destination indicated in the five-day loading application and to ensure that the wagons are actually ready for loading on the days specified.

(13) A five-day loading application shall be made in writing. The details shall be set out in a tariff.

(14) The change of the sending station is allowed only within the perimeter of the railway department of the superior of the sending station with the consent of the sending station, and only in justified cases. The application for a change shall be submitted to the dispatch station at the latest with a five-day loading application.

(15) Loading a consignment to a destination station other than that indicated in the transport plan is permitted only if the new station of destination is located in the perimeter of the same separation.

(16) To load a wagon at a destination station or goods of a sub-group other than those specified in the five-day loading application is not allowed and therefore the wagon or goods so loaded are not counted against the implementation of the transport plan. If the station does not permit transport with the agreement of the head of the railway department, the consignor shall unload the goods so loaded. If the goods have not been unloaded by the end of the loading period, the station may unload and store the goods at the expense and risk of the consignor (§ 17 (4)).

(17) If, for operational reasons, the railway cannot prepare the vehicle according to the five-day loading application on the given day, the application for the consignment shall be valid for other days including the days of rest until the vehicle is ready, but no later than the end of the same calendar month, unless the consignor has previously withdrawn the order. The railway is entitled to prepare these wagons in addition to load up to a maximum of twice the average daily planned quantity and not more than the capacity of the loading points; However, the consignor may give consent to the establishment of more than one wagon. The station shall inform the consignor no later than the 14th hour of the preceding day of the additional wagon preparation exceeding the daily average quantity specified in the plan. If the sender has not been informed about the preparation of these wagons by the specified time and therefore did not load them, the vehicles so prepared shall not be counted against the implementation of the plan.

(18) The railway is not obliged to compensate for damage caused by the failure to prepare the wagon for operational reasons; However, the consignor is entitled to deposit the goods free of charge (§ 22) if the railway has not given him a timely report that the vehicle has not been prepared.

(19) The consignor and the rail are responsible for not complying with the standards established by the monthly loading plan.

(20) If the railway does not prepare wagons for loading for consignments registered under the transport plan, as well as if the consignor does not send ready wagons, or if he does not sign up for loading the consignments identified by the transport plan or the loading of the registered consignments, he shall pay a penalty for failure to comply with the transport plan 30 Kns per wagon; the tariff may specify the types of goods for which the fine instead of 30 CZK per wagon is 2 CZK for each whole tonne of the quantity of goods. The fine paid by the consignor shall be reduced by one third where the consignor removes the application for loading at least two days before the date of submission of the consignment.

(21) The consignor shall be exempt from payment of a fine for failure to comply with the transport plan if the consignments cannot be loaded:

(a) for a failure on its operating and transport facilities caused by a natural disaster (fire, flood, snow drapes, landslides of overhead layers or explosions at the mines, and in quarries and sandboxes, flooding the workplace) or rail accident;

(b) as a result of the cessation of their transport pursuant to Article 2 (6) (transport ban), during the time of the interruption of loading of the consignments to which the transport ban relates;

(c) since he has been provided with wagons above the daily loading average fixed by the plan without his consent;

(d) arrange for the call of the Road Freight Traffic Management Centre, with the agreement of the Road Transport Centre, and notify the railway not later than two days before the date on which the wagon is to be loaded;

(e) if he has waived loading of the registered consignment because the vehicle could not have been prepared for him at the time when the consignment was necessarily needed and therefore transported the consignment by another means of transport.

(22) The railway is exempt from the fine for failure to comply with the transport plan:

(a) if it is unable to prepare wagons for a natural disaster (fire, flood or snow drapes);

(b) if the shipment has been stopped in accordance with Paragraph 2 (6), during the time of the interruption of loading of the consignments covered by the transport ban;

(c) if it is unable to prepare wagons for overloading the consignor's train or for fault on its transport equipment, unless it has itself caused it;

(d) replace the consignor by the end of the planning month the wagons which have not been prepared for loading on the days specified in the five-day application.

(23) The reasons for the exemption from payment of fines for failure to comply with the transport plan shall be recorded in an overview of the implementation of the plan kept at the dispatch station for each consignor; it is confirmed by the station and the sender.

(24) Fines for failure to comply with the transport plan shall be charged no later than the 15th day following the end of the month in which the event justifying their payment occurred. The fines shall be replaced in a manner specified by the tariff.

(25) The penalties for failure to comply with the transport plan shall be suspended one year from the end of the month in which the event arises.

(26) The conditions for an unscheduled carriage order, which is the transport in the transport plan unforeseen or, if not foreseen by the plan, but not foreseen by the plan, until the five-day loading application, shall provide for a tariff which may also provide for a fine for an unscheduled carriage order, as well as for a fine for the removal of an unscheduled carriage for that unscheduled carriage up to five times the fine provided for for failure to comply with the carriage plan.

§ 12.

Cargo loading.

(1) The consignment is loaded by the consignor.

(2) Before the consignor starts loading, he shall be obliged to check whether the wagon is suitable for transporting the goods presented and whether it has obvious defects which could cause damage to the consignment. If the sender finds such a defect or if the station informs him of it, the ready car may refuse. If he does not reject it, he shall take such measures on the consignment or on the wagon as to avoid damage. In this case, the station does not levy a side fee for the Republic which provides for a tariff. At the request of the sender, the station will allow, if the location is sufficient, to store the goods in the railway areas or in the warehouse for free (§ 22).

(3) The consignor shall ensure that the consignment does not damage the vehicle and does not endanger safety.

(4) The consignor shall be liable, unless the railway is to blame, for the damage caused to the consignment, to the wagon, to the tools used and to the loading or defective loading. If the sender uses the station's consent to dispose of the railway equipment, the railway shall be responsible for the damage caused to the shipment by the weaponization of the facility.

(5) The railway is entitled to collect an amount up to three times the compensation for damage to the vehicle or used tools, if the damage to the wagons is repeated by the same sender or if the sender is eligible for gross treatment of damage to a larger extent on a single vehicle.

§ 13.

Transport in vehicles covered or open. Sails.

(1) The railway transports goods in vehicles covered, opened or covered by sails according to the provisions of these Regulations, the tariff and the provisions of customs or other regulations.

(2) The consignor may, at his choice, propose, provided that the provisions of these Regulations, tariff and customs or other regulations do not prevent this, carriage in a vehicle covered or opened. Closer conditions set a tariff.

(3) Sails to cover goods on open wagons are supplied by the consignor. The tariff determines whether it will deliver rail sails and under what conditions it will do so.

§ 14.

Transport in special construction vehicles, in vehicles specially equipped with rail and private vehicles.

(1) The conditions for carriage in special construction vehicles (special construction vehicles) and in wagons specially furnished by rail are laid down in a tariff.

(2) The provisions of this Part shall apply to the carriage of goods in vehicles which, under a special contract (classification contract), have been included in the wagon transport of any rail (private wagons) and to the carriage of empty private wagons, unless otherwise specified.

(3) A private vehicle must be marked with a mark or this mark and the home stop of the vehicle must be entered by the consignor in the consignment note of both the empty and loaded private vehicle.

(4) The sender is obliged to take care of the handling of special equipment of the vehicle.

§ 15.

Car usage by sender.

(1) The consignor is obliged to load the wagon up to a specified weight for a consignment of goods for which a certain weight is fixed for the use of the wagon. In the case of other goods, the wagon must be loaded up to the permissible load limits or use the loading area of the vehicle. The tariff provides for exceptions.

(2) If the railway has accepted the carriage of a vehicle consignment for which the consignor did not use the vehicle, the fare may provide that the railway is entitled to collect a secondary fee for each 1000 kg of weight already started missing from the weight to be used by the vehicle or at least from the loading weight of the vehicle.

(3) A secondary fee for non-use of the vehicle is payable by the sender. The consignee of the consignment shall pay it only if he has accepted the bill of lading in which the secondary fee is recorded.

(4) If the consignor has not used the wagon, another consignment may also be added to the wagon.

§ 16.

Car load. Overload. Excess of axle pressure.

(1) The loading of a vehicle consignment on a wagon above the limit of its load is not permitted. The load limit of the vehicle is determined by the inscription on the wagon. If there is only one inscription on the wagon, it shall be an indication of the loading balance and the wagon shall not be loaded more than 5% above that weight. If there are two inscriptions on the vehicle, the load-capacity and load-capacity shall be indicated and the wagon shall not be laden above the load-capacity written on the vehicle. In the interest of operation, but without prejudice to its safety, the tariff may allow the wagon to be loaded above the limits thus established.

(2) The load on the vehicle must not exceed the axle pressure permitted on the lines on which the consignment is to be transported. The railway shall notify the dispatcher of the remedial pressure not later than before loading. The sender shall be responsible for exceeding the axle pressure. The tariff may lay down the same conditions for compliance with other weighting restrictions applicable to certain lines.

(3) If it has been found that the load limit of the vehicle has been exceeded, the railway may unload the load generated by the consignment; At the same time, the sender invites the sender to propose how to deal with the burden. At the dispatch station, the railway can also call on the sender to unload the load himself. The total railway expenditure is linked to the consignment. Further provisions include a tariff.

(4) If the corrective pressure has been found to have been exceeded, the railway shall proceed mutatis mutandis in accordance with the provisions of paragraph 3, unless otherwise provided for in the tariff.

§ 17.

Time limits for delivery. Announcement will deliver a piece of mail.

(1) The consignment must be loaded by the consignor at the place designated by the railway undertaking and submitted for transport within the loading period specified by the fare or notice at the station.

(2) If the consignor has not submitted the consignment within the loading period, the railway undertaking shall select a delayed one, which shall fix the tariff.

(3) The railway can declare that the loading period does not apply on working days.

(4) If the loading period is exceeded, the railway may unload and store the consignment for the costs and hazards of the consignor. If he does so, he shall report to the sender on his expense.

(5) A piece consignment shall be accepted by the railway for transport - unless otherwise provided for by the notice in the station - only after prior notification of the goods and after the agreement has been given by the rail. The details shall be set out in a tariff.

(6) The consignment shall be sent by the consignor to the railway station designated by him. The submission must be completed within the time limit set by the tariff. If the sender has exceeded this time limit (free of warehouse fee), the freight rail shall be selected according to the tariff provisions.

(7) The free storage period does not apply on working days.

(8) If urgent traffic needs so require, the railway may increase the stalled or storeroom. This measure must be approved by the Transport Authority and published by a tariff decree or notice at the station; is not effective before publication.

§ 18.

Packaging. The state of the goods.

(1) Where the nature of the goods requires packaging, the consignor shall be obliged to pack them properly so that they are protected during transport against total or partial loss and damage and cannot cause damage to persons, means of operation or other objects.

(2) Where a tariff for certain goods provides for a specific method of packing, the goods must be packed in accordance with the provisions of the tariff.

(3) If the consignor has not retained the provisions of paragraphs 1 and 2, the railway undertaking may refuse to accept the consignment or may request the consignor to recognise in the consignment note that the package is missing or defective and to describe this defect precisely. The tariff may provide for exceptions.

(4) If there are obvious signs of damage to the goods, the railway will accept them for transport only if the consignor has confirmed the damage on the consignment note and described it exactly.

(5) The consignor shall be responsible for the consequences of missing or defective packaging. If the consignor has not noted on the consignment note that the packaging is missing or defective or that the consignment is damaged, it is for the railway to carry out proof of that.

§ 19.

Marking of the consignment.

(1) The consignor is required to mark each piece in accordance with the notes on the consignment note for the consignment. The marking shall be clear and durable.

(2) The designation shall include the name of the station of destination, the address of the consignee, the letters and the number, unless otherwise specified.

(3) The tariff may provide that the consignor is required to attach tickets with details of the consignment to the wagon in the covered wagon.

§ 20.

Loading a piece of mail.

(1) A piece consignment is loaded by rail.

(2) The station may request the consignor to load a piece of consignment in accordance with its instructions,

(a) weighing at least 5000 kg;

(b) if it contains an article weighing more than 500 kg or more than 7 m and weighing more than 50 kg,

(c) if the article contains an explosive explosion or a self-ignition substance the carriage of which is permitted by the tariff.

(3) If the consignor has loaded a piece of the consignment at the request of the station, he shall be responsible only for the damage caused by it, otherwise the railway shall be responsible as if it had loaded the consignment itself.

§ 21.

Determination of weight and number of pieces in the sending station.

(1) In the case of a vehicle consignment, the railway must, for the purposes of the transport contract, identify the weight in the dispatch station or other appropriate station, provided that operating conditions allow it and that the consignor has not given the weight in the consignment note or proposed in the consignment note the weight finding. However, the railway is not obliged to determine the weight if the fare is that the consignor is obliged to enter the weight of the consignment in the consignment note. For weighing, the railway selects a serious fixed tariff.

(2) For the purposes of the transport contract, the railway undertaking is required to establish at the dispatch station the number of units of the wagon consignment, but only if the operating conditions so permit and if the number of units is proposed by the consignor on the consignment note. In order to determine the number of pieces, the railway will choose the number fixed by the tariff.

(3) In the case of a piece of mail, the railway must, for the purposes of the transport contract, determine the weight and number of pieces free of charge on arrival at the dispatch station. The tariff may specify when the railway is not obliged to detect the weight and when the consignor is obliged to enter the weight of the consignment on the consignment note.

(4) The choice of weight and the method of determining the weight is for the railway.

(5) The consignor may propose that the weight of an empty vehicle be detected outside the weight of the consignment. The railway will accept the design if operational conditions allow it. For the determination of the weight of an empty car, the railway will select a serious fixed tariff.

(6) If the consignor requests, when submitting the consignment, to be given the opportunity to participate in the dispatch station in the identification of the weight or number of pieces, the railway undertaking shall comply with the request, if operational conditions permit.

(7) The identification of the weight of the consignment or of the empty wagon and the number of pieces shall be certified by the railway on the consignment note.

(8) In the case of a wagon consignment, entries on the consignment note or number of packages shall be evidence against the rail only if the weight or number of packages has been identified by the railway and certified by the consignment note. For a piece of mail for which the railway is not obliged to check the weight according to the tariff, the entries in the weight sheet shall also be evidence against the rail when the weight has been identified by the railway and certified by the consignment note.

§ 22.

Special storage of goods.

(1) Goods the transport of which as bulk consignments cannot be started immediately, the railway is obliged to deposit and issue a certificate for the consignor's design on the consignment note, under the conditions laid down in the schedule. Such goods shall be accepted by the railway for transport without further instructions from the consignor only when the shipment is possible.

(2) The tariff lays down the conditions for the temporary storage of goods collected for carriage in railway areas and railway warehouses and the conditions for the rental of such premises and warehouses.

§ 23.

Negotiate transport contract. Confirmation of acceptance of the consignment.

(1) The transport contract shall be negotiated as soon as the dispatching station accepts goods with a consignment note.

(2) The contract of carriage shall be confirmed by the dispatch station by printing the data stamp on the consignment note immediately after the complete submission of the consignment and after payment of the amounts to be paid by the consignor. More detailed provisions on the payment of these amounts shall be included in the tariff. The consignment note shall be stamped in the presence of the consignor if he so requests.

(3) The dispatch station shall issue to the consignor a second copy of the consignment note as a certificate of acceptance of the consignment for transport. The railway will not issue another second copy of the consignment note.

§ 24.

Delivery time.

(1) The railway undertaking is obliged to transport the consignment to the station of destination within the delivery period provided for in this Regulation, by tariff or by the delivery period specifically agreed pursuant to § 10.

(2) The delivery period shall be:

(a) in the case of goods for a distance of up to 150 tariff kilometres, 1 day, at a greater distance for each additional 200 tariff kilometres commencing, an additional 1 day and 12 hours shall be added to the period thus calculated;

(b) for fast goods, for each 400 tariff kilometres, 1 day and 10 hours shall be added to the period thus calculated;

and shall be counted as the total tariff distance between the dispatch station and the destination station, determined for the calculation of the import charge.

(2a) In the case of carriage of goods carried by a freight forwarder at the same time in a complete train to one destination station, delivery times shall be reduced to a distance of more than 150 tariff kilometres up to 300 tariff kilometres by 12 hours and to a distance of more than 300 tariff kilometres by 24 hours.

(3) The delivery period shall begin at the end of 24 hours on the day on which the consignment was accepted for transport.

(4) The railway can extend the delivery period by a tariff if it is a different route.

(5) The railway may extend the delivery period in exceptional circumstances, with the approval of the transport authority, which may cause an unusual increase in traffic or unusual operational difficulties. This extension shall be limited to the extent necessary and shall be published by a tariff notice or notice at the station after approval by the transport authority; is not effective before publication.

Citation	Government Decree No. 2 / 1952 Coll., issuing the Railway Transport Regulations
Regulation Type	-
Author	-
Collection	Code of Laws

Date of Promulgation	29.02.1952
Effective from	01.04.1952
Effective until	-
Status	Valid

Government Decree No. 2 / 1952 Coll.

Regulation issuing the Railway Regulations

Contents