REPORT ON THE TRANSIT OF STOCK. 479 



into each truck ; or a rate per head might he substituted for the 

 -usual mode of charging. Indeed, the latter mode would be a 

 decided improvement for other considerations beside this. If such 

 a plan of charging were adopted, the disadvantage under which 

 single animals — or any number of animals less than a full truck 

 load — at present suffer from the proportionally higher rates they 

 are charged would be obviated, while the railway company 

 wi mid not lose, being compensated by the fares of the numbers 

 carried in excess of the proper truck numbers, thus equalising the 

 fares of all ; in fact, approximating the system of fares for cattle 

 to the system applied to passengers. 



The next evils to be noticed are, the shaking and knocking 

 about the animals sustain from the jolting of the trucks, and 

 from the concussions of stopping and starting, much increased by 

 the frequent shuntings. It may be impossible to carry on railway 

 traffic without these shuntings, still a great deal may be done to 

 mitigate the evils of them ; and we recommend — first, that cattle 

 trucks be constructed with spring buffers, similar to those sup- 

 plied to passenger carriages and to horse-boxes, instead of the 

 usual box-spring buffer of trucks ; secondly, that screw couplings 

 be used instead of the ordinary chain couplings, and that these 

 be tightened up in the same manner as in passenger trains. In 

 this manner the vibration of travelling, and the concussions of 

 stopping and starting, would be immensely reduced, and the com- 

 fort of the animals thereby greatly enhanced. This will be fully 

 appreciated if the difference between the starting or stopping of 

 a passenger and of a goods train be observed ; and considering 

 how trifling comparatively the expense involved would be, it is 

 surprising that this has not been done long ago. If, in addition 

 to these improvements a rule was made that stock trucks were 

 always to be placed next the guard's van, so as to have the least 

 possible amount of shunting, these evils would be reduced to the 

 minimum. 



Another evil is, the great and grievous delays which are con- 

 stantly befalling stock in transit. These nearly all happen at a 

 <c junction," and are caused by the necessity for splitting up the 

 train to allow different parts of it to go in different directions. 

 Many of these delays are caused by sheer carelessness and neglect, 

 but, for the most part, they are incidental to the present system. 

 As a general rule, railway companies try to run their goods 

 trains as punctually as passenger trains, with, of course, more 

 time for the distance, but, practically, the delays are so numerous 

 and uncertain, that the time a goods train will take over a 

 certain distance can scarcely be calculated, especially where it 

 has to pass over the lines of different companies. For this evil 

 remedies are difficult in proportion as railway companies are 

 difficult to bring under pressure. If they could be influenced, 



