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 be handled more cheaply by Liner Train. In addition, there is a lesser proportion of the very uneconomical station-to-station traffic which has favourable characteristics for Liner Train movement.

There is also the probability that, arising out of the Post Office plan to concentrate the handling and distribution of postal parcels at a small number of centres, and the Railways' intention to proceed similarly with railway parcels and freight sundries, the potential of the Liner Train conception will be considerably increased. The tonnage might be in the region of 3 to 4 m.

There is a probability that there will be a growth of shipment of overseas freight in containers. Handling at the ports would be considerably facilitated thereby. With containers built to international standard, Liner Train services for ports should be especially attractive.

The type of freight traffic under consideration, being largely composed of the more sophisticated manufactured products, has been largely lost to rail or, where still carried in the traditional manner, is not remunerative. It is just this traffic which can be expected to grow at least as fast as the economy as a whole, but the Railway cannot hope to stay in the business, and compete satisfactorily on the scale envisaged, unless a radical change is made in method of conveyance. The answer is considered to be the Liner Train.

The overall potential for growth of Liner Train traffic over the next ten years with a growth rate of 3 per cent. per annum, is, therefore, of the following order:—

In terms of distance carried the distribution is expected to be roughly:—

comprising anything that passes by road at present provided it moves regularly and in substantial bulk over medium long distances.

The first services will be non-stop runs between selected places covering the very heaviest flows of traffic. As the scheme progresses routes with intermediate stops will be introduced. Map No. 11 shows the routes under consideration and