should be carried free and that the rate for non-service parcels should be fixed at ⅓ anna per maund (80 lbs.) per mile, which was the existing rate for passengers' luggage. At the same time the Post Office was directed to withdraw from the carrier traffic wherever the railway could supply its place, and post offices were forbidden to accept non-service bhangy parcels for places situated on railway lines.
These rules were not very effective, since it was impossible to distinguish service from non-service parcels or to ascertain the weight of the latter when they were both despatched together and lump sum payments were accepted. The amounts paid show that the traffic cannot have been very great; for instance, in 1871 the Great India Peninsula Railway agreed to accept a monthly payment of Rs.568, the Madras Railway Rs.173 and the Bombay, Baroda and Central India Railway Rs.150, which was afterwards raised to Rs.400 in 1881. The whole question was soon merged in that of general haulage rates for postal vehicles, which is discussed in the chapter upon the Railway Mail Service.
The statement at the end of this chapter shows the variation in parcel rates from 1866 to 1919. The first great step forward in the administration of the parcel post was in 1871, when rates according to distance were abolished and a fixed rate of 3 annas for 10 tolas was introduced. The limits of weight were retained at 600 tolas for foot lines and 2000 tolas for railway lines, which were fixed in 1869. In 1895 rates were reduced and registration for all parcels exceeding 440 tolas in weight was made compulsory. In 1907, after a strong representation made by the Railway Conference that the parcel post was interfering with the railway parcel traffic, the limit
