Evening Star Newspaper, March 3, 1929, Page 39

TAE SUNDAY STAR, WASHIV ———— e YTON., D. €. WARUH % T9%_PART 1.~ WIDER BOULEVARD 10 LAUREL SEEN Commission Thinks Work May Ee Comnleted Before Next Legislature. @weafal Dispatch to The Star. BALTIMORE, March 2.—Members of the State Roads Commission be- lieve if the bill now before the Legis- lature for widening the Washington Boulevard from 20 to 40 feet becomes| a law the widening for the 16 miles between Baltimore and Laurel will be an accomplished fact before the next meeting of the Legislature. Perhaps other sections of the entire plan will | have been completed by that time. David G. McIntosh, president of the Benate, has sponsored a bill the pur- pose of which is to provide $1,000,000 toward this project: Widening from 20 to 40 feet by means of shoulders the 12 miles between Baltimore and a point 4 miles north of Laurel; widening from 20 to 40 feet from Laurel to Hyatts- ville. 12'% miles; building new road following the line of Rhode Island ave- nue from Hyattsville to the District of Columbia line, 2 miles. The boulevard was widened from 20 to 40 feet from Laurel to a point 4 miles north of the town under the Roads Commission preceding that now in office, of which John N. Mackall was the chairman. The cost of that ‘was $60,000 a mile. Would Supplement Loan. The present commission purposes to supplement the loan by such money as can be saved from the maintenance funds and to get as much of the entire plan built as is possible with the $1,000,000 loan. They say it is im- possible to say now how much the widening will cost per mile and there- fore impossible to give a detailed statement as to just what will be built for the $1,000,000 loan. Rights of way will be involved and it may be neces- sary to resort to condemnation pro- ceedings. But they are confident that they can complete the 12 miles from the Balti- more city line to the section running 4 miles north of Laurel with the funds they will have with the $1,000,000 loan. Contract Award Due. When this is completed the members of the State Roads Commission believe they will be in a ition to say what funds will be needed to complete the remaining sections, if any—the 1214 miles of widening from Laurel to Hyattsville and the 2 miles on Rhode Island avenue to carry the 40-foot-wide boulevard to the District line. ‘Within the next few days, it is said, the State Roads Commission will prob- ably let the contract for building the Hyattsville Bridge, eliminating the grade crossing there. This has been one of the most dangerous crossings in the State and the date when elim- ination of it would begin has been much discussed. BETTER HEADLIGHT CONDITIONS SEEN W. A. T. A. Director Points to New Designs and Application of Improved Principles. Tlluminated highways may or may not be a development of the future, but at any rate the present is being taken care of by the automotive engi- neer who has spent and is spending almost endless effort toward the im- provement of motor car headlight equip- ment. According to Oscar Coolican, direc- tor of the Washington Automotive ‘Trade Association, there is consid- erable discussion with respect to elec- trically lighted highways connecting important centers, but there is no dis- agreement In the matter of the automo- tive industry’s success in bettering lighting conditions by the application of new principles and new designs to the lamps which are found on the front of all motor vehicles. “Especially in the latest cars” Mr. Coolican says, “the observer will note the impressive forward steps which have been taken along this highly im- portant line. “In all price classes there is a dis- tinct trend toward wider headlamps that throw a beam well ahead and thoroughly illuminate the highway. Furthermore, not only is the light a bet- ter, more scientifically correct one, but it is more easily controlled by the driver, in most instances. “To compare the headlighting equip- ment of today's cars with that found on the cars turned out just a few years ago is to witness graphically the prog- ress made. As a matter of fact, one can tell, if one has any knowledge of the subject at all, which are old cars and which are new simply by glancing at the type of beam thrown by the headlight as it comes toward one after | dark. This may seem an extreme way to put it, yet it is a fact, so great has been the advance during the last few years.” ‘The automotive engineer, Mr. Cooli cah asserts, would be the first one to state emphatically that only a start has been made In the direction of per- fect headlighting. The engineer better than ony one else, he says, realizes how far the industry is from the ultimate in this phase of its research endeavors. Still, the engineer would not deny that | 1929 marks an altogether significant milestone along the rocky r which has led upward from the acetylene lamps of yesterday. ’ “Much remains to he done in this most specialized branch of automotive engineering.” Mr. “but the purchaser of a 1929 automo- bile certainly has reason for his belief that he is getting the best and most advanced thought on illumination known to the great corps of engineers at the service of the Nation's most far- flung industry.” IMPROVEMENT OF PART OF TURNPIKE IS SOUGHT Baltimore Commerce Association Committee to Confer With State Authorities, Epectal Dispatch to The Star BALTIMORE. March 2 —A commit- tee from the Baltimore Association of Commerce will confer with State au- thorities shortly in an endeavor to have the State improve a portion of the Northwestern turnpike in Garrett County. The matter was called to the attention of the Baltimore organization by vari- ous Chambers of Commerce in West Virginia. It is contended West Virginia has ex- pended $10.000,000 =~ imvroving the turnpike, which lea2: out of Cincinnati and which is used by tourists on their ay to the Nation's Capital The road is improved all the way with the exception of approximately 3 miles running from Oakiand through Deer Creek, Md . Riding the Lariat Trails. Old Indian trails in the Colorado Rockies and twirling lassos of cowt in cattle round-up are romantically trasted with the 65-mile motor boule- vard winding through the Denver mount. parks in the two-reel motion “plcture “The Lariat Trail” released for gratuitous showing by the Denver ‘Tour &t Bureau. Coolican _concludes, | BY JOHN F. KELLEY, Transportation Expert. Government regulation of motor busses operating as common carriers of | persons on the public highways, when !engaged in interstate commerce, is { practically assured. This matter, of | extreme importance to the traveling | public and the operators of motor busses |as well, is again before Congress and undoubtedly will become law in the not distant future, for the adequate pro- tection of the public and of the legiti- mate transportation companies engaged in motor bus operation make Federal The scope of this Federal jurisdiction would be similar in a great measure to that exercised in connection with the railways of the United States. It is said that the responsible motor bus trans- portation companies will welcome regu- lation. In any event the traveling public will find the story of the develop- ment of highway motor transport an interesting one, while the motor bus operators realize that with public un- derstanding and co-operation the us fulness of their industry may be ‘devcloped to the highest point in serv- ing the public. This proposal to designate interstate motor transit lines as common carriers jand to make them subject to govern- | widespread interest, but has focused bus lines as a means of transportation | for persons throughout the entire country. It has driven home the fact, as ascertained by the Interstate Com- merce Commission from authentic sources, that the total “common carrier” bus route mileage, both iInterstate and intrastate, is approximately 270.000 miles. that of all the railroads of the United States. It must be borne in mind, too, | that while motor transport was attain- ing this growth railroad construction { was at a standstill; if anything, railway mileage shows a decrease during the last 10 or 12 years, due to the abandon- ment of short and unprofitable lines and the substitution of motor cars for | local trains. | A few years ago President-elect Hoo- ver called attention to the lack of rail- road building in the United States, stating that to keep pace with the country’s growth there should be built every year the equivalent of a line from New York to San Francisco. But while rail carriers have increased the efficiency of their existing transporta- tion machine, there has been no rail expansion to take care of our natural growth. Into this breach has jumped the motor vehicle, taking its place as a new means of transportation for the public, not altogether as a competitor of existing rail lines; furnishing safe, speedy and economical movement of passengers. The railway companies claim, and perhaps justly, that the large reduction in their passenger revenues Is mainly due to motor bus operation. The railroads carried fewer passengers in 1927 than they did in 1911, In 1928, the “common carrier” motor bus lines carried nearly two and one-quarter bil- lion passengers. This from a recent and feeble beginning. and with their devel- opment practically just starting. Service Grows With Highways, ‘The demand for transportation in- creases in dfrect ratio to the growth in population and production, and at the present time the outlook is that for many years to come the motor bus will face the task of providing the addi- tional passenger transportation facili- ties required by the growth of the Nation. On January 1, 1926, there were ap- proximately 75,000 motor busses in the United States. Steam railroads and electric railways operate today 9.486 busses, either directly or through sub- sidiary companies. It is safe to say that at the present writing 100,000 busses are being operated on the highways of the country, carrying safely and speedily an ever-increasing volume of traffic. In both speed and safety they compare favorably with railway trains, while in frequency of service they excel them in many instances. The bus com- panies are now well financed; nearly all of them carry insurance to protect pas- sengers against death and injury, and their services as a rule are regular, continuous and dependable. Unquestionably the development of motor transport has been made possible | by the country-wide highway program. | An average of $1,000,000,000 has been | expended during each of the past five years for road construction in the | States, While railway bullding has | languished, about 40,000 miles of motor | highways have been built during each of the past five years, until at the present time the total improved high- way mileage is upward of 500,000 miles, or a highway 20 times around the world. In the beginning bus operation was con- fined mainly to “short hauls.” It was thought that a ride of three or four hours, covering a_ distance of 100 to 150 miles, was about the maximum. But with the improvements in bus construction—in comfort, convenience, safety and speed—as well as in the highways motor travel has grown in popularity until at the present time long-haul bus trips are featured in all |sections of the country. Regular | services are maintained from New York | to Boston, 229 miles; from Portland, | Oreg., to San Francisco, 772 miles; from El Paso, Tex., to Los Angeles, 1404 | miles; from Chicago to St. Louis, 279 from Detroit to Chicago, 272 from Philadelphia to Buffalo, 425 Through services in splendid de luxe busses are also maintained be- | tween Boston, Philadelphia, Washington {and Florida; between Chicago, Pitts- | burgh, Washington and New York. ‘The time tables of the modern motor bus line are as voluminous and complete as those of a transcontinental railway | line. Through time tables are even pub- | lished from coast to coast. Leaving | New York Monday, the traveler | offered through bus transportation to 'Los Angeles via Philadelphia, Wash- | ington, Pittsburgh, Chicago, Louis, | thence via Tulsa and El Paso or Denven | by scolding. The larger companies will |and Salt Lake City, arriving in Los Angeles on Sunday. You can travel in a de luxe bus from the Canadian border to the shores of the Gulf of Mexico In Texas 907 busses operate over 19,798 miles of bus route: in Missouri 740 busses cover 14,467 miles of route while Kansas, New York, New Jersey, | Ohio, Oregon and Pennsylvania all have | motor bus service over many thousands of miles of fmproved highways. Every | State in the Union is served by this new and economical method of transporta- tion | One of the larger companies, estab- | lished a little over two years, owns and | operates 500 busses, which travel 70,000 | miles daily, or almost the equivalent of threc times around the earth, This | company serves more than 1,000 towns |and cities on their own routes, besides | making through connections with bus lines to and from parts of the country which it does not itself serve. In 1928 this one line carried 3,180,000 passen- | gers. The “Why” of Motor Transport | Popularity. There must be reasons for the grow- ing popularity of motor bus transporta- tion. They are probably economy, con- venience and what may be called “travel interest.” Economy—For motor trans- portation offers the lowest cost commer- ial travel, probably 25 per cent less n any r existing means of \sportation, It 7 the traveling public saved approxi- mately $100,000,000 in fare ing bus lines. Convenienc/A-The motor bus follows the highway into the heart 'MOTOR TRANSIT LINES BLAZE | NEW TRAIL IN TRANSPORTATION| Government Regulation of\Busses Oper-. ating as Common Carriers Is Assured, Says Expert. regulation almost an absolute necessity. | mental regulation has not only caused | public attention on the rapid growth of | This mileage is greater than | passenger| is | is estimated that in | v patroniz- | | of each city, enters through its “front | | door.” and stops anywhere on signal to | receive or discharge passengers either | on the outskirts of the city or perhaps | |at the door of its principal hotel; and | its schedules are as frequent as the | |travel demands. Travel interest—It | | travels over the “open road.” through | mile after mile of scenic beauty rarely | | visible from ‘railway cars, across the | | country, with all the pleasures of motor- ing minus its responsibilities, And its | | flexibility permits visits to points of in- terest en route wthout appreciable loss of time, _In the regulations under considera- tion by Congress stress is laid on se- | curity for protection of the public. The | operators would be forced to comply | with rules and regulations governing the filing of bonds, policies of insurance or other security that may be required to protect passengers against injuries while traveling in motor vehicles. How- ever, the larger and more responsible companies are adopting their own safety precautions. Drivers are Tre- quired to pass, not only real mental and physical tests, but examinations in_driving, traffic ‘and mechanics, as well. They must have had two years of bus driving experience before they are given a “regular run.” In addition, they must attend regularly the meetings of a “safety council.” and are held to a standard every bit as high as that of the locomotive engineers on fast trains. Apparently, motor transportation is with us to stay a long time. It is a lusty infant, waxing stronger and more virile every day. True, it has many problems to meet. What infant indus- try can escape them? Taxation, regu- lation, State and national, competition from within itself, and last, but not least, public safety, all will have to be reckoned with. ~Another generation may see America “air-minded.” With- out doubt airships within a_reasonable period of time will have become an | important means of transportation over land and sea. It seems certain, how- ever, that the average’man and wom- an of the present generation will hard- ly take to flying, but in all probability will be satisfied to travel along the earth’s surface at satisfactory speeds, on railroad trains, by automobile or motor bus. Who can picture what the next few years will bring in the develop- ment of motor transportation? PRIVATE TOLL BRIDGES CALLED MENACE TO U. S. BY ROAD CHIEF (Continued From Fifth Page) chief. These are: These principal de- mands for such laws emanate from those in control of other types of trans: portation. They come from the opera- tors of motor transport lines them- selves. The object in both cases is to limit and control competition. Mr. MacDonald suggests that an in- telligent method of controlling these demands for laws and regulations would be to submit them to a Federal board made up of representatives of existing Federal departments and bureaus, from which would issue, in his judgment, definite and practical recommendations, which could be applied to the great betterment of the whole structure of transportation faeilities. “It is not necessary to have any new laws or new bureaus, or anything mor2 than co-operation between existing Federal agencies in a study of the whole transportation problem. Regu. lation of all public transportation agen- cies in the interest of the public is necessarily sound. But it is time to think of constructive regulation, and to Go this it is necessary to evaluate all the facts. They should be devel- oped.” Congestion Commented On. Co-operative effort is the only means available for prevention of highway congestion, in Mr. MacDonald’s view. “Commendable progress is being made in the States having the largest high- way traffic in gerlectln their arterial roads in ways that largely will do away with congestion,” he points out. ‘Widening to four lanes, eliminatiom ef grade intersections and by-passing eity streets are the most effective methods. In this direction Massachusetts, New York and New Jersey all have made notable progress. The capacity of the four-lane road is remarkable. The highway congestion problem can be met outside the metropolitan dis- tricts within a reasonable time. It is within these districts that the real prob- lem exists and to a considerable degree on roads not on the Federal aid or State systems. To carry traffic safely and quickly to and from the business districts of larger citles is a real prob- lem, and the expense involved is tre- mendous. Here is the way Mr. MacDonald re- gards misuse of our roadsides: “There is little of fairness to the public in the fact that the industries which depend upon the highways for their whole business should be the worst offenders in erecting and maintaining thousands of glaring, disfiguring signs along our streets and roadways. Filling Stations Also Hit. “The most blantly offensive of these shriek at the traveler, in hopeful search of the beauty of the countryside and a restful, uplifting change "from city streets, to buy gas and oil, automobiles, grease and tires. The tourist is luridly enticed to stop most frequently at sec- ond-rate hotels. “It is to the credit of many of thes producers of the best products that thelr | wares are not advertised in this way. should be made of certain oil and others who have with- this practice. “The billboard advertisers are not the only offenders against the highwyys. Nine out of every 10 of the roadside filling stations and lunch stands merit { the condemnation rather than the pa- | tronage of the passer-by. | “These conditions will not be cured ! abandon these invasions of the rights |of the public, some through an awaken- | ed conscience, others through necessity use this fight for clean roadsides just starting. “A number of the State highway de- | partments have made splendid progress, and some notable legislation has been ade cffective. One of the best of such laws is that of Connecticut, which li- | censes all roadside filling stations, re- | quires the location and arrangement to | be approved, and keeps this business !off the right’ of wi Beauty Aim Stressed. 'he amendment to the Federal high- | way legislation providing for partici- paticn in planting along the roadside is a forward step and one which will receive the full and earnest support of the bureau. Its present weakness lies in the limitation of the maximum cost per mile that may be paid from Fed- eral funds for all purposes. This limit- ation is a fruitful source of embarrass- ment. But the bureau proposes to assist with competent and expert advice all undertakings to improve and beautify our roadsides. Other bureaus of the Department of Agriculture, particular- ly the Forest Service and the Bureau of Plant Industry, also may be relied upon to give very valuable assistance. After ewhat extensive inspection of the s of other countries, I am con- vinced ‘that a very large part of the | favorable comment they arouse, and he pleasure of driving over them, come | from the planting and care of the road- sides. We cannot longer fail to make roadside ‘protection and beauty a tru- 1y national project.” . |is ue to Discrimination of Public! NEVADA PRESERVES;Increased Il))emand for Closed Cars | | ROADSIOE BEAUTY State Has Made Notable Progress in Fight Against j Unsightly Billboards. While State, county and local laws governing advertising signs on the high- ways are designed in most States to af- ford protection to motorists, only 1n Nevada do they also attempt to preserve the scenic beauty of the roads. This was disclosed by a survey of such laws recently by the Bureau of Public Roads of the United States Department of Ag- | riculture. In Nevada, no permit is granted for | the erection of any billboard sign or | other form of notice on any location which may measurably destroy the nat- | ural beauty of the scenery or obscure a | view of the road ahead or of curves and | grades or intersection highways or rail- | roads. While the majority of States re- | strict_the placing of signs within cer- | tain distances of curves, grades or inter- sections of highways or railroads, Ne- vada is the only State of the 48 to re- strict the placing of signs where they will spoil the beauty of the scencry along the highways. Held Unfair to Motorist. “It is unfair to the motoring public that the very industries which depend | upon the highways for their whole busi- | ness should be the worst offenders in | erecting and maintaining thousands of | glaring. disfiguring signs along our streets and roadways,” Thomas H. Mac- Donald, chief of the Bureau of Public | Roads, recently declared. | “The most offensive of these shriek at, | the traveler who is in hopeful search of | the beauty of the countryside and a | restful, uplifting change from city | streets. They shriek at him to buy gas | and oil, automobiles, grease and tires. | The tourist is most frequently enticed to stop at second-rate hotels,” he con- tinued. 1t is to the credit of many of the pro- ducers of the best products that their wares are not advertised in this way, he pointed out, and to certain oil com- panies and to others who have with- | drawn from this practice. | “The billboard advertisers are not the only offenders against the highways,” Mr. MacDonald stated. “Nine out of every 10 of the roadside filling stations and lunch stands merit the condemna- tion rather than the patronage of the passerby. “These conditions will not be cured by scolding. The larger companies will abandon these invasions of the rights 845 BY H. CLIFFORD BROKAW, Automobile Technical Adviser. This is a good season of the year to talk about closed cars—that, is, the type of an auttomobile whose body is in closed. When I was an automobile salesman it was always interesting to note why orospective buyers wished to have a closed car end why an open model. While there were plenty of exceptions, it was noticeable that most of those who bought open cars already possessed a closed model and wanted a second fair-weather car to supplethent their first. In a few cases some of the younger and more sportive crowd who had no prejudics against bad weather wanted open cars. As a rule, the more serious-minded buyers who were out for comfort in their motoring experfences, and those who had an eye for getting the greatest possible value for the money they had to invest, preferred closed models. Here was one point in the process of buying an automobile on which both a man and his wife or sweetheart could usually agree. It is the common sense appreciation of the closed car that has stimulated its greater use, until now most automobiles are closed models. Question of Four Doors. What men and women are not so likely to agree on in buying an auto- mobile is whether the closed model shall have two doors or four—that is, whether it shall be a coach or a sedan. Doubtless most people prefer the sedan, but there are many who do not. Prob- ably most of these are men. Women like the idea of opening a rear door to step through in getting in and out. Men, on this point, seem less particu- lar. | coach is less may be a consideration. What the public in general thinks about closed cars is indicated by the growth in the use of this type of auto-| mobile. ago, only about 10 per cent of the automobiles were closed models. In | that year only 161,000 were made, as By 1923 against 1,496,000 open cars. the number of closed cars had passed the 1,000,000 mark and were 34 per cent of the total. In 1925 closed cars passed the 2,000,000 mark and were 56 per cent, or more than one-half the total number of cars made. In 1927 of the public, some through an awak- ened conscience, others through neces- sity because this fight for clean road- sides is just starting. “A number of the State highway de- | than the coach. What will be the trend | partments have made splendid prog- ress and some notable legislation haa‘ been made effective. One of the best of such laws is that of Connecticut, which licenses all roadside filling sta- tions, requires the location and arrange- ment to be approved, and keeps this | business off the right of way.” kil The fact that the price of the | In 1919, less than a decade | the closed models passed the two-and- one-half-million mark and _composed | 82.8 per cent of the total. The actual | number of closed cars in this year was 2,555,233, as compared with only 530,795 open cars. This is the first time in a | decade that the production of open cars | fell under the 1,000,000 mark. The | high point In the production of open | cars came in 1923, when nearly two {and one-half million were manufac- ured. | Coach and Sedan Differ. One of the interesting developments in connection with the closed car has | been the coach. In the main the coach | differs from the sedan in that the for- | mer has two doors and the latter four. | " AcCording o the report 147 perscns | | The sedan is also usually larger. The | possibilities of the coach probably grew | out of the fact that since it coul | produced for less exj | sedan, it could be sold at a cheaper price and with profit. The real reason for the closed car was primarily to be protected from the weather elements, | which had interfered with some of the | pleasures of open car driving. The | coach furnishes this protection and at passengers. Some claim that two doors are an advantage over four doors, in that it makes that many less doors available for being torn off their hinges or get- ting out of adjustment in one way or another. On the other hand, it was admitted that there was some incon- venience in using only one door at the side, especially when passengers wished to take rear seats. It was not always casy to squeeze through the narrow space available. This matter was over- | come to a considerable extent by en- | larging the size of the door and con- sequently widening the opening avail- able for getting in and occupying rear seats. This was further facilitated by making it possible in some cases to fold | down one of the front seats under the disc board, thus making plenty of en- tering space. While the coach has been tremen- dously popular and still is, there ap- pears to be at the present time indica- tions of a more definite leaning toward the sedan as a first choice. For one thing, the difference in price between a sedan and a coach has become so mall that a man can usually find the | few extra dollars required to purchase the sedan. easier to get in and out of the sedan {in the future can hardly be calculated in advance. It may be that a new type of body will be available at a low price which will make possible both a closed car and an open one, according to the whims of the passengers and of the season. (Copyright, 1920, New York Tribune, Inc.) ol the same time comfortably carries five | | 1t is apparent that from the | | standpoint of comfort it is somewhat | | 'BALTIMORE HIT-RUN | e Safety Council Reports Fewer Fa- , talities, However, in Auto | Accidents. Special Dispatch to The Star. | BALTIMORE, March 3—"he annual report of the Baltimore Safety Council discloses that while decreases are shown |in the number of accidents, the num- | ber of persons killed and the number of persons injured on the streets, as compared with 1927, hit-and-run cases, toxicated all showed big | increase: almost doubled 1927 figures. | were killed and 5085 injured in 13,701 ccidents, which compares with illed, 5,278 injured in 14,484 accidents during 1927. Accidents involvin destrians IQZB numbered 3,027, El! )?;alnst g.r:.'\l 1:’: i19..1. a decrease of 124. Of the 1928 | pedestrian total, 1,102 were victims at street intersections where right to cross. s In the total of 22,820 drivers were involved. Reports | show that 1,078 of these were Womg:l,v In the total of 13,701 accidents, 7,617 occurred at street intersections, as 13,701 accidents, 15, Thote occurring between street tersections were approxi y | same in both years, "TT O Ately the |, Private passenger cars figured in 116235 cases, commercial vehicles in | 3597 and all other vehicles in 2,988. Analysis of the drivers shows that in CRASHES INCREASE reckless driving and driving while in- | especially the hit-and-run cases, which | |against 8432 in 1927, a reduction of | ~if it'shot Keeping Yyour battery charged. A 4 p A ARTY ELECTRIC SERVICE /vc | ! 1608 FOURTEENTH ST.N.W. UARTER S SPANISH ATHLETES OF AMERICA E |a total of 22,820 vehicles involved in | accidents, 12,799 were driven by their owners, 6,176 by employes and 3,842 by | reiatives or friends of the owners. In | 1927 owner-drivers numbered 13,875, | employes 6,853 and relatives and friends | of owners, 3,588. | Hit-and-run cases increased from 424 in 1927 to 827 in 1928, while reck- less driving totaled 4,023, driving while intoxicated, 258. and failing to give Tight of way, 4,429, | 'The report discloses that Saturday | continues to be the largest accident day and that the accident peak honr ==. ! mains at betwzen 5 aud 6 p.u. | In the total of 13,701 accidents in | 1928, more than 10,000 occurred in ciear weather and on thoroughfares in good | condition, and more than 8,000 occurred in davlight. These totals were approxi- mately the same as in 1927. . New Monthly Record. A new monthly record for automobile production was established during Jan- uary, according to the statistics division of the American Motorists' Association, Plants in the United States during the first month of 1929 turned out 402,154 units, or 43 per cent more than the number produced during January, 1928, ' Of the total, 350,617 were passenger cars and 51,537 were trucks. During January, 1928, 231,728 units were pro- duced, of which 205,646 were passenger cars and 26,082 were truck: | George Souders Beti;es. | ._George Souders, fourth ranking driver |in major racing circuits in 1928 and winner of the Indianapolis 500-mile | race in 1927, will retire from the “roar- |Ing road” to enter business in Colum- | bus, Ohio. Souders was seriously in- |jured when he turned over on the falr grounds at Detroit July 4. P Installed while waiting small charge pr| R INOU what you pay but what you get . . . De Soto Six is comparable only with costlier cars. 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Ask those who own a De Soto their candid opinion of its merits. Make their experience yours. Sit behind the wheel and sub- mit De Soto to any test that youplease. You will be amazed that so high a value is obtain- able at so low a price. A trial entails no obligation. Phone us today for a demonstratios we will put any mode prefer at your disposal. n and 1 you X £ CHRYSLER MOTORS PRODUCT MAYFLOWER MOTORS, Iue. Associate Dealers Roney Motor Co. Frederick, Md. Phone North 1104 Lawrence W. White rbeck, Md.