This is the scheme proposed:—

The whole of the existing undertakings of all the Railway Companies in the United Kingdom of Great Britain and Ireland will be acquired by purchase on some such terms as are set out at the end of this pamphlet and vested in the Government. The whole system will be amalgamated with the General Post Office and form one of the Departments of State, of which the Postmaster-General for the time being will be the head, and probably adopt the style of “Minister of Transport,” who will be a Member of the Cabinet. It will be expressly enacted that any profit made by the combined services shall be used only for increasing their efficiency, for payment of purchase money, or in reduction of fares and rates charged for the services, and in no case for general revenue of the country. There shall also be no prohibition of competition by private enterprise.[1]

All passenger trains will be regarded as consisting of two kinds, namely:—

A ticket for one shilling will entitle the holder to enter any Main Line train at any station, and to travel in it to any other station at which it stops, and a ticket for five shillings will entitle him to travel first class in such trains.

A ticket for one penny will entitle the holder to enter any Local train at any station, and to travel in it to any other station at which it stops, and a ticket for sixpence will entitle him to travel first class in such train if that accommodation is provided.

Steamers which form part of the railway undertakings will also be regarded as of two kinds, according to whether they form part of a Main Line, e.g., the Irish Packets or the Cross Channel steamers, in which case admission to them will be 1s. or 5s., according to class, or simply as part of a Branch line, e.g., the Isle of Wight steamers, to which admission would be 1d. or 6d. according to class.

In the case of Main Line trains and steamers, additional fixed charges (the same for any distance) will be made for the use of refreshment cars, sleeping cars, State cabins, reserved seats and any other special services.

In the case of Local trains, and possibly Main Line trains, Season Tickets may be issued, in each case available for any Main Line train or Local train as the case may be. For Local trains the following rates are suggested, viz.:—

Passenger Tickets will not be issued to or from any particular stations, but like postage stamps will vary only according to the fares and special charges for the time being in force. The four denominations of 5s., 1s., 6d. and 1d. will, of course, be required, and 4s. and 5d. tickets could also be issued to make up the first class fares with the 1s. and 1d. tickets.

These tickets will be sold not only at every railway station, but also at every Post Office and in automatic machines. Every railway station will be, or will contain, a Post Office, with all postal, telegraphic and telephonic facilities, and every Post Office will sell not only passenger tickets but also railway stamps for parcels, goods and live stock.

Goods traffic will also consist of two services only, namely:—

For both these services stamps will be issued of various denominations, and applied in manner now in use for the Parcels Post, with any necessary modification; for instance, the stamps might be affixed to consignment notes in the case of goods in bulk, or other suitable arrangements might be made for large quantities of goods.

For the slow goods traffic a regular service of goods trains will be organised so that at every town or village in the United Kingdom served by rail there may be at least one delivery and one collection daily, more populous places, of course, having more frequent services.

For the fast goods traffic a similar regular service will be organised, and in cases where the traffic will warrant it special fast goods trains will be run; otherwise the goods will be carried by the passenger trains.

In course of time provision should be made for all trunk lines to have at least two double lines of rails, upon one of which fast trains for passengers and goods will run at uniform speeds, and at regular intervals, and upon the other the local trains and slow goods trains, also at uniform speed and at regular intervals.

The present complicated system of differential rates, which vary not only according to distance but also according to the nature, quality and value of goods, and involving different rates, amounting in number literally to millions, would be swept away, the only variations in rates being in respect of such obvious matters as weight, size, whether carried in bulk or in packages, in open trucks or closed, whether requiring special care or labour in packing or otherwise. The average rates proposed would, it is believed, admit of a uniform rate for any distance for minerals and other goods carried in bulk in open trucks, of no more than the lowest rate now in force, by charging higher rates for goods requiring closed trucks and more labour in handling, still higher rates for goods of abnormal size or weight, and higher rates still for single small parcels, on account of greater proportionate expense of handling. For the small single parcels the rate might be for slow service as much as 6d. for any weight up to 1cwt. (equal to 10s. per ton), and for fast service say 1s., or possibly more, for any weight up to 1cwt., the weight being graduated downwards for parcels of greater weight as are the rates now in force for letter and parcels post. The goods traffic would be in effect an extension of the present parcels post, the present rates for which would probably be capable of very substantial reduction.

These figures are put forward by way of suggestion only, and the question of terminal charges and fees for loading and unloading may have to be taken into account. Numerous details must necessarily be gone into in fixing an average uniform rate, and it is very likely that considerable modifications may be found necessary. Any such modifications, however, must be based upon the three rules set out on page 30 in order that the scheme may effect its object.