The Lehigh Valley Station, but slightly enlarged in its head-house accommodations, can easily be brought to meet the necessity of the other regional systems entering Buffalo--those of the New York Central, the Michigan Central, and the Pennsylvania. For it so happens that the present train-shed of the new Lehigh Valley passenger terminal lies parallel with and immediately adjacent to the tracks and platforms of the old Exchange Street Station of the New York Central. To make the head-house (the passenger, baggage, mail, and other facilities) of the Lehigh Valley Station accommodate the trains that now enter Exchange Street would hardly involve more than a rearrangement of these last groups of tracks and platforms, at an astonishingly low cost and with an astounding degree of operating saving--this last a factor which seemingly enters but little if at all into the calculations of the men who design our dazzling new American railroad stations. * * * * * Economy enters into the operation of a passenger terminal as it does into that of a freight terminal--and what can be accomplished in this last direction we already have seen. The upkeep of the passenger, baggage, and mail facilities of a railroad station--even one upon a comparatively simple scale--will come to a large figure in the course of a twelvemonth. Rochester is but seventy miles distant from Buffalo. It is entered by six steam railroads, which occupy five separate and distinct passenger stations. McAdoo brought this down to but four, yet recently the Pennsylvania decided that it could no longer share the occupancy of the handsome and commodious station of the Buffalo, Rochester, and Pittsburg, so it reopened its former individual passenger station, for three trains in and three trains out each day. We do not have to go as far as Vancouver to see the essential waste of the pride of the competitive system. Rochester is a city of a little more than 300,000 persons. Two stations, anyway--two of the existing stations--and possibly but one--the excellent new station of the New York Central--would serve all the passenger needs of both her steam and her interurban electric railroads, and with no more than the slightest trackage rearrangement. And at an operating economy, as well as an economy to the purse and time of the average traveler who must cross the city from one road to another, that is not capable of quick estimate.