At the outset there would be real frequency of service, a very great point in attracting any volume of passenger business. A commercial traveler who goes up its main line to-day and who sought to do any business even in the fairly large towns along the route could hardly make the trip in one direction in less than a week. The result is that most of the drummers to-day have their own automobiles and make the round-trip in three or four days. With the two-trains-a-day service they frequently found that they could complete their business in a village within the hour, after which they would have to wait perhaps five or six hours before the train came along which would carry them to the next town. Now they can clean up their business in a village, whether it takes fifteen minutes or an hour and fifteen, and be off to the next town as soon as they are done with all of it, while a real volume of traffic is lost to the railroad. A service of five or six trains a day, such as I have just suggested, would bring a great part of it back. The inconvenient location of this small railroad's passenger-station in its chief town easily could be overcome by having its gasolene-unit train stop at the principal street crossings through the community and a real flexibility of service rendered. The fact that the railroad's gasolene-car was a little heavier, a little warmer, a little better lighted than its competitor of the paved highway would be a talking point in its favor. Added to that the facts that the gasolene motor-car of the steel highway is protected at all times by the flange of the rail--skidding is not an infrequent accident upon the paved road--and by the telegraphic order--collisions are not unheard-of things upon the State highways--and operated by a skilled and trained employee are other talking points that would have quick appeal to any man of advertising sense. We shall talk of these last possibilities again when we come to discuss those of selling transportation. In the meantime bear them in mind as strong arguments in favor of the possibilities of the individual small railroad or small branch of the big railroad. If these feelers wither and die to-day, it can only be the fault, in most instances, of the men who control them--at least of their lack of far-sighted vision.