The great significance of these figures is underlined by the realisation that the only traffic which the railways can hope to carry in much larger volume in future is general merchandise.
The total ton mileage of coal traffic is more likely to decrease than increase, and since the railways are already the predominant carriers of coal, they have only limited scope for increasing their share of the total. Bulk mineral traffic is likely to increase in tonnage with growth of the economy, but ton mileage is unlikely to increase very fast. Again, since the railways already carry a very high proportion of the total traffic of this kind, any increase in their share can only be small. By contrast, the railways are the minority carriers of general merchandise and that part of the mineral class of traffic which is of like character. Also, this kind of traffic is certain to grow in volume, at least as fast as the general growth in the economy. This, therefore, is the type of traffic which offers the railways the best opportunity for increasing their freight loadings.
Of recent years, however, the railways' share of this traffic has declined and, at present, it is a serious loss maker. Therefore, the railways are confronted with the twofold task of making such radical changes in the handling of this traffic as to render it profitable and of attracting more of it. Fortunately, methods of handling are envisaged which will give a much more satisfactory quality of service at costs substantially below competitive rates.
This will be considered further in the section dealing with general merchandise freight. First, however, something must be said about coal and mineral traffics.
Coal Traffic
There are 620 collieries in Great Britain and 600 are rail connected. The output is distributed by rail, sea, road, and waterways, or by a combination of some of these means.
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