The average rate for “fast” service has been obtained by ascertaining the lowest rate now charged for goods carried “per passenger train.” This appears to be the rate for returned empties for any distance up to 25 miles, namely, 6d. per cwt. (equals 10s. per ton). There is also a charge of £1 for a load not exceeding 2 1/2 tons on carriage trucks attached to a passenger train for a distance of 40 miles, and thereafter at 6d. a mile. It is evident that an average of 10s. per ton would allow of a still smaller rate than that amount for goods carried in bulk and in large consignments. FOOTNOTES [5] “The Case for Railway Nationalisation” by Emil Davies, published by Collins, 1913--Price 1s. CHAPTER IV. OBJECTIONS TO THE SCHEME. I now propose to consider objections which may be raised to the proposed scheme. I anticipate opposition from those who object to all forms of =State Ownership= or State Management. The late Lord Avebury was one of the most prominent opponents of nationalisation, and his views are set out in his book “On Municipal and National Trading.”[6] Mr. Edwin A. Pratt has written several books on the subject and has recently collected all the arguments up to date against State Ownership in his book, “The Case against Railway Nationalisation,”[7] In this book examples are given of the experience of foreign countries and the Colonies where railways have been taken over by the State. Other writers who have advocated the retention of our present system, and are quoted with approval by Lord Avebury, are the following:-- Messrs. G. Foxwell and T. C. Farrer (now Lord Farrer), in “Express Trains, English and Foreign.” (1889); Mr. W. M. Acworth, in “The Railways and the Traders”; Mr. H. R. Meyer, in “Government Regulation of Railway Rates,” and in “Railway Rates”; and Lord Farrer and Mr. Giffin, in “The State in its Relation to Trade.” On the other side, the following, among other advocates of railway nationalisation have shown the great advantages to be anticipated by such a measure, and have given very cogent answers to the objections of the opponents, namely:-- Mr. William Cunningham, “Railway Nationalisation.” (Published by himself at Dunfermline, 1906, 2s. 6d.); Mr. Clement Edwards, M.P., “Railway Nationalisation.” (Methuen & Co., 1907, 2s. 6d.); and Mr. Emil Davies in several books, including his latest, already referred to, “The Case for Railway Nationalisation.” (Collins, 1913, 1s.) But in all these books, and in other books and articles, both for and against nationalisation, it has been assumed that if, and when, the railways are acquired by the State, the same system will obtain as now, and as obtains in the case of all the foreign countries and colonies referred to, namely, =to charge according to distance and according to “what the traffic will bear,” and with the primary object of making the most profit=.