The British railways have also had to face the same sort of competition. It grew particularly acute in the three months of the great coal strike of 1921, when they were compelled to reduce their services of every sort to an absolute minimum, and the motor-bus or char-a-bancs burning an entirely different sort of fuel jumped into the breach in every corner of the United Kingdom and rapidly increased its services. But as soon as the strike was broken and the railways were enabled to return to their normal services they began to meet competition with competition. They underbid the char-a-bancs for traffic, in both rates offered and service rendered, and they have quite regained their own again. Yet they did not wait for this crisis to calculate the passenger possibilities of the motor-car, particularly in regard to their own traffic. When the gasolene-propelled unit was still a strange new-comer upon the highways the English railways were beginning to adapt it to their uses and to correlate it with their services upon the steel highways, with the result that to-day in almost every corner of the British Isles gasolene motor-cars and char-a-bancs are being operated in connection with and as feeders to steam lines. In a similar way two great French railroads, the Paris-Orleans and the Paris, Lyons, and Mediterranean, have long since correlated the motor omnibus with their steam lines--in the one case in the district of the Touraine and in the other in the Fontainbleau, the Alps, and the Riviera territories. The opportunities for such correlated services are just as great to-day in the United States as in Europe, if not greater. The railroads that serve the Catskills, the Adirondacks, the White and the Green mountains, the Rockies, and the Sierras could well afford to develop motor-bus routes as auxiliaries to their routes that already reach into these charming fastnesses. The Santa Fe and the Southern Pacific complain of the competition of the motor-bus along their lines that parallel the Pacific coast, yet have done nothing to meet such competition or to correlate with it. To-day the Northwestern Pacific terminates in the small city of Eureka, in the beautiful Humboldt County section of California, two hundred miles north of San Francisco. By the creation of a motor-bus route almost due east to the line of the Southern Pacific near Dunsmuir, a circular trip of unusual variety and beauty could readily be established. The Southern Pacific has already made beginnings along this line by the establishment of a highly successful rail and automobile route through the Apache Canyon. The success of this route, even though its beginnings are none too conveniently located, ought to encourage the establishment of others. The opportunities are real--there and all the way east of there, right to the Atlantic Ocean. * * * * *