The literary digest . usly inaccessi-ble, and the absence of road or railway communication mustadd vastly to the commercial importance of the ubiquitous flight-ways of the air. In the case of countries in or between whichsurface-transport facilities are interrupted, as, for example,where there is the interruption of a sea passage, both the factorsabove mentioned should opc^rate to the advantage of aerialtransport Comparing the train with the airi)lane, the train as a trafficunit of movement is large. There nmst, therefore, be widerintervals of delay for the accumulation of loads between suc-ce
The literary digest . usly inaccessi-ble, and the absence of road or railway communication mustadd vastly to the commercial importance of the ubiquitous flight-ways of the air. In the case of countries in or between whichsurface-transport facilities are interrupted, as, for example,where there is the interruption of a sea passage, both the factorsabove mentioned should opc^rate to the advantage of aerialtransport Comparing the train with the airi)lane, the train as a trafficunit of movement is large. There nmst, therefore, be widerintervals of delay for the accumulation of loads between suc-cessive units than in the case of the airplane. The airplaneis a small unit, and therefore a flow of urgent traffic can Ix;given by a constant succession of units from the airdrome,with consequent time economy. The airplane afiords lliebetter time-saving the longer the journeys, because in longjourneys the time lost between the home and the airdrome is aless appreciable factor; the saving of time from speedy- flif,-^!!!. Copyrighted l)y Underwood t\; UndoMVood, New Yurk, A TRANSPORTATION KING OF THE AIR. Roy A. Conger, who has bought the Canadian Gov-ernments war-outfit of 350 planes and 1,000 enginesand plans to conduct a regular air-express and pas-senger service across the continent. only counteracts this loss for journeys in excess of some minimumdistance. The absence of a track is a great financial advantage. Theexpenses standing in lieu thereof are far less, viz., the cost oflanding-grounds, wireless installations, weather-reporting services,and signaling of routes at night or in fog. The cost of landing- gi-ounds will only be a small factorper airplane-mile in any reasonablecommercial scheme of transport, butas airplanes become increasingly reli-able the need for alighting-groundswill not be wholly removed, sincesafety is a paramount condition; more-over, multiple-engined machines, de-sirable as they are from the point ofview of safety, are commercially justi-fied only whe
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