From these figures we obtain the increase in the number of cars of produce and their contents in tons; but it is more to the point to know how their rolling-stock is utilised. According to M. Lahitte, the normal distance travelled by a goods car is 6210 miles in a year; but to judge by the statistics its actual record is always in excess of this figure, since in 1902 the distance travelled exceeded 8910 miles per car. It is evident, therefore, that the rolling-stock has been run to its utmost capacity; but it is also evident that in practice the cars have not been loaded to their utmost capacity, as the normal load is 4·37 tons per car, while the average load actually carried has been hardly 1·70 tons. It follows accordingly that, in spite of the distance travelled per car, the companies have only profited to the extent of 39 per cent, of the capacity of their rolling-stock; but we must not forget that there is always a difference between theoretical capacity and effective capacity, which varies according to the nature of the load. This fact is further explained when we add, as we must, that out of a hundred cars sixty-nine make the journey loaded while thirty-one go or return as “empties.” We see from these data that although the Argentine railways possess more than enough rolling-stock for the rapid transport of all agricultural products to their ports of embarkation or destination, yet in practice, on account of the abnormal character of the traffic, the railways only very imperfectly perform the services which they ought to perform, while the fault can hardly be imputed to them. But this trouble will disappear as soon as the large buyers of cereals, in place of expecting everything from the railway companies in the matter of rapid transport, while they themselves wait to despatch their crops until the international prices are favourable, finally decide to build the granaries and warehouses which they now demand of the railway companies. To simplify the task of these companies, elevators should be erected at the stations which serve the important agricultural zones, so that the cereals could be graded before loading them on special cars, which would then transport them to the elevators of the principal ports, whence they would glide into the holds of vessels specially prepared for the trade. But all this would require materials and plant which the country does not so far possess; yet with the rapid agricultural progress of the Argentine, the plan should be easy of accomplishment. As will be seen by the data we have given, the method of despatch is quite unlike that practised abroad. While in Europe the railway depots only receive goods for immediate transit, the Argentine grain-merchant expects the depôt to serve him for a warehouse until the moment he receives a telegram and requires the railway to transport to the port of embarkation, without delay, the large quantities of grain accumulated at the stations.