The committee recommended that Parliament, when authorising new lines, or extending the powers of existing companies, should have its attention drawn by some public authority to the proposed, and in the case of existing companies, to the existing rates and fares.  They also recommended that one uniform classification of merchandise be established by law; that the Court of Railway Commissioners be made permanent; and that the amalgamation of Irish Railways be promoted and facilitated.  Thus the great inquiry ended; but public agitation did not cease.  One or two attempts at legislation followed, but from one cause or another, fell through; and it was not until 1888 that the subject was seriously tackled by Parliament.  In that year the Railway and Canal Traffic Act, of which I shall later on have something to say, was passed.

On the appearance of the Report in 1882, it was recognised in railway circles that something must happen regarding the eternal rates question, and the companies began to prepare themselves as best they could.  It fell upon me to examine the many Acts of Parliament of the Glasgow and South-Western Railway, to collate the provisions relating to tolls, charges and maximum powers, to compare those powers with actual rates, to work out cost of terminal service, and to draw up a revised proposed scale of maximum conveyance rates and terminal charges.  Deeply interesting work it was, and led, not very many years afterwards, to unexpected promotion, which I valued much, and about which I shall have more to say.

In the year 1880 a Scotch branch of the Railway Benevolent Institution was established.  Mr. Wainwright was made its chairman, and I was appointed secretary.  He and I had for some time urged upon the Board in London the desirability of a local committee of management in Scotland.  The Institution had a great membership in England, and was generously helped there in the matter of funds by the public.  The subscription payable by members was small, and the benefits it bestowed were substantial; but railway men in Scotland looked at it askance:  “the Board in London kenned little aboot Scotland and Scotch claims wouldna get vera much conseederation.”  Well, all this was changed by what we did.  Soon a numerous membership succeeded to the few who on Scottish railways had previously joined the Institution, and we had much satisfaction in finding that we were able to dispense substantial aid to many old and needy railwaymen and to their widows and orphans.  Mr. Wainwright remained Chairman of the Branch till his death, and I continued Secretary until I left Scotland.