=For goods traffic= the uniform rates suggested have been ascertained in accordance with the same rules. It is more difficult to ascertain the present minimum owing to the enormous complication of goods rates. Under the present system, goods are divided into eight different classes according to the rate charged, and a maximum rate is fixed by law for each class. In the lowest of these classes the rates vary from one penny and a fraction up to 4d. per ton per mile for any distance up to 20 miles, and smaller proportionate rates for distances over 20 miles. But although these are the greatest amounts that the companies may charge for this class of goods, they do make special rates of considerably lower amounts for special kinds of goods. It is estimated that five-sevenths of all the goods carried are charged according to special rates not included in the eight classes mentioned. The Board of Trade returns give the totals of two classes of goods only, namely, “minerals,” of which 410 million tons are carried, and “general merchandise,” of which only 116 million tons are carried. These returns are possibly misleading as, although derived from returns made by the several companies themselves, it may be that those returns include the same goods sent over different lines. For the purposes of my estimates, however, I have assumed that the Board of Trade returns are correct, and if they are so, the average charge for “minerals” is now about 1s. 6d. per ton, and for “general merchandise” about 6s. per ton. Taking the two classes of goods traffic together, as representing what under my scheme will be the “slow goods traffic,” =the average is only 2s. 4d. per ton=. The average rate of 1s. 6d. per ton has been suggested for the slow service because it is believed that this average will allow of a rate for all goods in open trucks as small as the lowest rate now charged for minerals for short distances, the average being maintained by higher rates chargeable for other kinds of goods as already described. If the actual tonnage of goods carried is really less than that mentioned in the official returns (it cannot be more), it may be found necessary to fix a somewhat higher uniform rate, and the estimates may be affected to a certain degree. The figures, especially those relating to goods traffic, are put forward by way of suggestion only, and there should be no difficulty in ascertaining a uniform rate in accordance with the rules already stated. It is believed that any difficulty in this respect will be solved by the large accession of traffic by Fast service, which, as with Main line passengers, is sure to follow the adoption of the scheme.