And more than all these things the steady growth of the city has meant a constant demand for addition to her railroad facilities--addition that because of the recent difficulties in railroad finance, as well as the terrible topographical difficulties of the Cincinnati situation, have not kept pace with the industrial growth of the city. Fortunately a good deal of this recent growth has been away from her civic heart rather than close to it. New factories have sprung up in new industrial districts, well to the north and the northwest of the older portions of the town. And in order to accommodate the smaller concerns of these sections--Brighton, Ivorydale, and Norwood chief amongst them--the competing railroads which threaded them opened up sub-station freight-houses in each of them. These served concerns not large enough to have their own private sidings, while in order to give these industries the benefits of the same through-car service for L. C. L. (less-than-car-load) business that downtown business houses enjoyed they were served by the downtown freight-houses. The distances from these sub-stations--three or four to eight or ten miles--were of course quite out of the question for the horse-drawn lorries. So it became the practice there, as in other widespread metropolitan cities, to load package-freight in local box-cars--in the parlance of the business, "trap-cars"--and send these in the convoy of a switch-engine to the downtown station where space was required for their spotting and unloading. And a confounded situation was thus doubly confounded. In regular practice these trap-cars with their outbound freight would leave the outlying sub-station each afternoon soon after their closing hour--4:30--but they would not reach the downtown stations until early evening, some hours after the L. C. L. or through package-freight cars for that day had all been closed and sealed and sent merrily on their way toward their destinations. At the best the stuff they carried would make the through outbound cars of the second day. At the worst they might make the cars the fourth or fifth day, while impatient shippers began to burn the telegraph wires with all their woes. To-day the freight from those outlying sub-stations at Brighton, Ivorydale, Norwood, Oakley, and Sixth Street, Storrs, Covington, and Newport is leaving them at their closing hours and going out from the main downtown freight-stations that same evening--almost without a miss. The shipper smiles. And, as in the case of the L. C. L. freight to be transferred from one railroad to another at Cincinnati, great time, money, and temper are saved and efficiency gained. The reason why? Let me hasten to answer. The motor-truck has come into railroad terminal service and has there found a field peculiarly if not exclusively its own.