The Pennsylvania, which for many years past has had the major share of traffic between New York and Washington, had asked a little time before to have its fastest express between the two cities, the almost internationally famous Congressional Limited, made an excess-fare train, like the Merchants' Limited from New York to Boston or the Twentieth Century from New York to Chicago. The commission, on the very eve of McAdoo's accession, refused. The road withdrew the world-famous train despite the fact that it was running to capacity and announced that thereafter all trains between New York and Washington would carry but one parlor-car each. Now it happens that this route was and still is of tremendous commercial importance, not alone for the movement of freight but for the movement of men, big and little, in government service as well as in essential private business, back and forth between Washington, Baltimore, Philadelphia, and New York, and the great territory that lies behind all of these cities. McAdoo's quick judgment saw the need of clean, comfortable, quick transit for these men and ordered the famous train back again, even though it did not then regain its historic name nor quite all of its parlor-cars, nor run at quite as brisk a pace as heretofore. McAdoo is no fool. Even his bitterest enemies--and he has plenty of them--will admit that. His moves from the very beginning of his overlordship of the railroads were generally marked with extreme shrewdness. And although he does not cooperate well he showed himself possessed of a genius for organization as well as for coordination. Yet almost as soon as he stepped into the office on the ninth floor of the new Interstate Commerce Commission building that had been hurriedly set aside for the use of the director-general of the railroads, he impressed into service the various working subcommittees of the Railroad War Board, but courteously and promptly dismissed that Board itself. With the Railroad War Board out of the way the director-general moved quickly toward finding a substitute for it. At the beginning he said that he was going to try to surround himself with the ablest and most experienced railroaders in the land--an advisory board, which would be in effect a railroad cabinet, divided so as to include a man from each of the great interests already concerned in national rail transport, one representing operation, another maintenance and equipment, another finance, another traffic, another public service and accounts, another law, still another labor. Yes, labor. Labor at last was to sit in the high council of railroad transportation. That had a new sound in the game. Yet McAdoo was quick to include it in his plans. And at that time he added: "I am putting in men of no partisan views--partisan neither to capital nor to labor. In every case I have tried to select men who will inspire confidence. I want men of broad vision."