It so happens too that there is a vast amount of surplus mileage in the form of branch lines and even of some of the secondary main lines upon the steam railroads of New England. And some of this in turn became unprofitable only when it was paralleled by a trolley-line, which quickly changed the situation from one wherein a territory sustained a single thriftily operated line to one where two hotly competing lines could hardly fail both to lose. Now the opportunity is beginning to show itself for a change toward old conditions. It ought to be and is possible for the New Haven, the Boston and Maine, and some of the other railroads of New England to transform some of their secondary lines into inexpensive combined freight and passenger roads, using steam, if need be, for their freight service and electricity for their passenger. What I meant for the New Haven, as well as the other New England roads, was the same sort of simple installation that was operated for many years, and apparently operated successfully, on some of the suburban lines east of Hartford, between Middletown and Berlin Junction, Connecticut, between Providence, Warren, and Fall River, and in the summer months out to Nantasket Beach beyond Boston. I meant cars of comparatively small size and weight and self-propelled, depending upon no locomotive whatever. This field south of Boston, where the New Haven's suburban service is at its very worst, is ripe for installation of that sort, through as far as Plymouth at least, and possibly to New Bedford, Newport, and Providence as well. To the Boston and Maine the zone of suburban lines of the one-time Eastern railroad from North Station out to Salem, Gloucester, and up to Newburyport and Portsmouth offers similar immediate opportunity. Here are lines on which a minimum of through traffic is being routed to-day and most of that could, if necessary, be taken off and placed on the more direct main lines of the original Boston and Maine, just to the west, and leading direct through to Portland and the north. They thread the territory where the interurban lines are dying most rapidly and being totally abandoned, and where a great public inconvenience is arising as a result. A further result, and one not to be underestimated, would be the vast saving in the capacity of the North Station, just as the New Haven and the Boston and Albany can make a similar vast saving in South Station. A regular interval service, increased during rush-hours, of multiple-unit cars means no switching service whatsoever. An incoming train discharges its passengers upon one side and receives others for the outgoing run on the other side, while it stands upon a single pair of rails and without an unnecessary movement of any sort, which means, in effect, the virtual doubling of a station's capacity.