What is true of the Fitchburg is equally true of the erstwhile Housatonic. Equally true also is the fact that twenty-five years ago the best train between Pittsfield and New York made the run in an hour's time less than the best train on that line consumes to-day. There were more trains too, just as there were more trains then on the New Haven and Northampton line, the Connecticut River, the New England, the Boston and Providence, and a dozen other little individual roads that long since lost their name, their prestige, their individuality, and, what is far more important, their intimate personal touch with their patrons and their employees. The main line express trains of the New Haven between Boston and New York, either by the way of Springfield or by Providence, have not lost their excellence to-day, neither have the main line express trains of the Boston and Albany nor the Boston and Maine's trains to Portland and points far beyond, although there are none too many of them and they are none too generous in their accommodations. It is in the branch line trains, just as in the branch line stations, that the New England passenger service has not progressed but has distinctly retrograded. Descend beneath the obvious. Ignore even the sickening decline in railroad dividends, whether average or cumulative--the records of Wall Street will give you all that you want of these--and come to the deterioration of the roads as shown in hard and unsentimental figures. The condition of the locomotives and cars of almost all of our railroads had begun to decline seriously even before the days of the Railroad Administration. When that supreme governmental organization came into being it pledged itself to return to the carriers their properties at least as well and as fully equipped as upon the day it took them over. It did not quite succeed in doing this. The extent to which it failed, by the statistics referring to freight-cars alone, was as follows: In 1917, the year of private railroad operation immediately preceding those of government control, our national transport structure had 2,479,472 freight-cars, which was much less than it should have had. The roads had failed to build enough equipment to keep pace with the overwhelming increase of traffic, which almost at the very beginning of the World War had been thrust upon them. Under almost all circumstances they found it necessary to "scrap" or otherwise remove from service approximately 100,000 worn-out cars each year. For several years before 1914 their construction of new cars had barely more than kept pace with this annual loss.