Tramway Rome-Civita-Castellana-Viterbe ,Italy,share certificate 1908

Description

One  bearer  share certificate of one "1 /30 part de fondateur" or founders share  of the
"
Tramway et Chemin de Fer electriques de Rome-Civita-Castellana-Viterbe
SA
".
Electric Tramway and Railway
,Belgium /Italy  1908 . Condition (opinion): Very Good + (VG+).Tears or cuts: 5 at right edge from 1mm to 5 mm. Uncancelled .One handwritten signature.Contains 21 uncut coupons.Printer :Imp.Gustave Fischlin (Bruxelles). .Size :35,5cm/25cm (main document s w/o coupons size).
52 km tram line between Rome and Civita-Castellana on the Via Flaminia provincial route.
Use this picture for reference only, serial number may be different.
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Terms of sale and shippig information
Postage, including packing material, handling fees : Europe: USD 6.90 / USA $ 7.90. Rest of the World: USD 8.90.
FREE of postage for other items.
(excluding
purchases under US.00 with a weight greater than 100 gr. including the protection and packaging card ) .
Only one shipping charge per shipment (the highest one) no matter how many items you buy (combined shipping).
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Guaranteed genuine -
One
month
return
policy
(retail sales) .
Returns accepted with no questions.
Customers are invited to combine purchases to save postage.
Full refund policy ,including shipping cost, guaranteed in case of lost or theft after the completion of the complaint with Spanish Correos for the registered letters
(free of extra charges for purchases abobe .00 or with the extra charge paid for purchases below .00).
As we have (or could have) more than one identical  item ,the serial number may differ from those shown in the picture which is for reference only.
For purchases above .00 we send the orders registered with tracking number without extra charge, for purchases below .00 we ship as regular letters at the buyer's risk.
For purchases below $ 70,00 who want to register your letter with tracking number, please add an extra for : Europe .50 , U.S. .50 ,Rest of the word .30 .For this case ,please request  or wait  for our invoice before paying.
For some destinations and purchases below .00 customers may be requested for this extra shipping payment in order to register the shipment with tracking number.
We reserve the right to cancel transactions that require the sending of unregistered letters (without tracking number) to some destinations when this extra payment has been requested.
For purchases over .00, the excess weight will be free.
For purchases under US.00 with a weight greater than 100 gr. including the protection and packaging card, the buyer is asked not to make the payment until receiving the invoice or shipment note, since the cost will be calculated and the type of shipment will be assessed (registered or insured or not) and the buyer will be charged the approximate total of the costs of the Post Office rate (rates that are public and can be consulted), in this case the costs of packaging materials, handling and delivery management are free.
In the event that the buyer has already made the payment, he will be asked to pay the difference that is missing for the payment of the postal rate. Likewise, we reserve the right to cancel transactions that have not been paid this extra amount when requested.
If for any reason, your item did not arrive yet, or you are not 100% satisfied with the item you have received, please do not hesitate to contact , I will do all it takes to provide the best service.
Banknote Grading
UNC
AU
EF
VF
F
VG
G
Fair
Poor
Uncirculated
About Uncirculated
Extremely Fine
Very Fine
Fine
Very Good
Good
Fair
Poor
Edges
no counting marks
light counting folds OR...
light counting folds
corners are not fully rounded
much handling on edges
rounded edges
Folds
no folds
...OR one light fold through center
max. three light folds or one strong crease
several horizontal and vertical folds
many folds and creases
Paper
color
paper is clean with bright colors
paper may have minimal dirt or some color smudging, but still crisp
paper is not excessively dirty, but may have some softness
paper may be dirty, discolored or stained
very dirty, discolored and with some writing
very dirty, discolorated, with writing and some obscured portions
very dirty, discolored, with writing and obscured portions
Tears
no tears
no tears into the border
minor tears in the border, but out of design
tears into the design
Holes
no holes
no center hole, but staple hole usual
center hole and staple hole
Integrity
no pieces missing
no large pieces missing
piece missing
piece missing or tape holding pieces together
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See below related information from the web:
Storia
Nel 1880 l'ingegner Giuseppe Bonelli, rappresentante del banchiere belga Rodolfo Coumond, presentò alla Deputazione provinciale di Torino domanda per la concessione delle linee Torino-Carignano-Carmagnola e Torino-Carignano-Moretta-Saluzzo[1]; l'autorizzazione alla costruzione della tratta Torino-Carmagnola fu ottenuta nel febbraio 1881[2]. Il successivo 26 ottobre furono aperte le tratte Torino-Moretta e Carignano-Carmagnola[3], e il 25 luglio 1882 fu aperta la tratta da Moretta a Saluzzo: la linea faceva capo alla Compagnie Générale des Tramways à Vapeur Piémontais (CGTVP), diretta da Coumond, che nel 1882 rilevò dal banchiere francese Alfonso Raoul Berrier-Delaleu, in difficoltà economiche per la costruzione delle tranvie Asti-Cortanze e Asti-Canale, le concessioni delle linee Saluzzo-Cuneo, Cuneo-Dronero, Pinerolo-Cavour e Saluzzo-Revello[4]. Con l'assorbimento delle linee di Berrier-Delaleu si costituì la Compagnia Generale dei Tramways Piemontesi (CGTP), con sede legale a Bruxelles, sede amministrativa a Torino[5] e direzione d'esercizio a Saluzzo[6], che sino alla Prima guerra mondiale espanse la propria rete[7]; tra il 1903 e il 1907 la società dichiarava un utile pari al 32% del prodotto l'esercizio, il maggiore tra tutte le tranvie piemontesi[8].
Passata la prima guerra mondiale la CGTP, per ridurre i costi d'esercizio (manodopera, combustibili, manutenzione) e incrementare le velocità nella seconda metà degli anni venti sperimentò un'automotrice a benzolo[9], per poi orientarsi sull'impiego di elettromotrici ad accumulatori su spinta del direttore generale dottor Pietro Lo Balbo[10]. La trazione ad accumulatori, impiegata in quegli anni anche su varie tranvie e ferrovie secondarie italiane [11] è favorita anche dal Governo: l'articolo 35 del Regio decreto legge nº 2150 del 2 agosto 1929[12] accorda sovvenzioni chilometriche fino a 10.000 lire per 35 anni[13]. Dal dicembre 1925 furono sperimentate due automotrici ad accumulatori a due assi sulla Torino-Carmagnola con buon successo di pubblico, tanto da spingere la CGTP a costruire altre unità[14] e ad acquistare motrici più capienti a carrelli per la Torino-Saluzzo-Cuneo, entrate in servizio domenica 2 novembre 1930[15].
Con le elettromotrici il servizio migliorò, ma non fu sufficiente a contrastare l'avanzata delle autolinee: il 1º maggio 1935 le linee Saluzzo-Pinerolo, Saluzzo-Revello-Paesana, Revello-Barge e Cuneo-Boves, con scarso traffico o con profili accidentati, furono sostituite da autolinee affidate alla Società Anonima Autolinee Piemontesi, consociata della CGTP[16]. L'anno successivo il capitale della CGTP passò in mani italiane; la società cambiò denominazione in Società Anonima Tramvie Interprovinciali Piemontesi (SATIP) con sede a Torino e direzione d'esercizio a Saluzzo[17].
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History
In 1880 the engineer Giuseppe Bonelli, representative of the Belgian banker Rodolfo Coumond, submitted an application for the Turin-Carignano-Carmagnola and Turin-Carignano-Moretta-Saluzzo lines to the provincial Deputation of Turin [1]; the authorization to build the Turin-Carmagnola section was obtained in February 1881 [2]. On the following 26 October the Turin-Moretta and Carignano-Carmagnola routes were opened [3], and on 25 July 1882 the route from Moretta to Saluzzo was opened: the line was headed by the Compagnie Générale des Tramways à Vapeur Piémontais (CGTVP), direct from Coumond, who in 1882 took over from the French banker Alfonso Raoul Berrier-Delaleu, in economic difficulties for the construction of the Asti-Cortanze and Asti-Canale tramways, the concessions of the Saluzzo-Cuneo, Cuneo-Dronero, Pinerolo-Cavour and Saluzzo- lines Revello [4]. With the absorption of the Berrier-Delaleu lines, the Compagnia Generale dei Tramways Piemontesi (CGTP) was established, with registered office in Brussels, administrative headquarters in Turin [5] and operating direction in Saluzzo [6], which until the First world war expanded its network [7]; between 1903 and 1907 the company declared a profit equal to 32% of the product per year, the largest of all the Piedmont tramways [8].
After the First World War, the CGTP, to reduce operating costs (labor, fuel, maintenance) and increase speeds in the second half of the 1920s, experimented with a petrol-powered railcar [9], to then focus on the use of electric railcars. to accumulators driven by the general manager Dr. Pietro Lo Balbo [10]. Accumulator traction, used in those years also on various tramways and secondary Italian railways [11] is also favored by the Government: article 35 of Royal Decree Law No. 2150 of 2 August 1929 [12] grants kilometric subsidies of up to 10,000 lire for 35 years [13]. From December 1925 two two-axle accumulator railcars were tested on the Turin-Carmagnola with good public success, so much so as to push the CGTP to build other units [14] and to buy more capacious forklift trucks for the Turin-Saluzzo-Cuneo, entered into service on Sunday 2 November 1930 [15].
With electric rail cars the service improved, but it was not enough to counter the advance of the bus companies: on 1 May 1935 the Saluzzo-Pinerolo, Saluzzo-Revello-Paesana, Revello-Barge and Cuneo-Boves lines, with little traffic or with rough profiles , were replaced by bus companies entrusted to the Società Autonine Piemontesi, a subsidiary of the CGTP [16]. The following year the capital of the CGTP passed into Italian hands; the company changed its name to Società Anonima Tramvie Interprovinciali Piemontesi (SATIP) with headquarters in Turin and operating management in Saluzzo [17].