Evening Star Newspaper, December 8, 1929, Page 71

In the Mo tor World BY G. ADAMS HOWARD. T is pleasant to note that the units of the schoolboy patrols, sponsored by the American Automobile Association, are growing by leaps and bounds, not only in the District of Columbia, but in the counties of neighbor- ing States. The work of these school chil- dren is meritorious. Undoubtedly they are playing an important part in safeguarding the lives of many tots on their way to and from school, and it is true also that many adults have been pro- tected from injuries from time to time by the alertness of the patrol members. Criticism Unwarranted. Some criticism may be made in a few instances of the patrols be- cause one individual may have been a little too playful and not serious-minded enough. But these cases are so infrequent and al- most always corrected that even thought of them Seems to be un- warranted. These patrols are playing a great part in the life and affairs of the National Capital, and lessons from the present work is sure to leave a training of care- fulness in the minds of these chil- dren . lcng after they have grown up. The schoolboy patrol has the indorsement of the director of traffic, the traffic bureau, mem- bers of the police force and heads of the majority of civic organiza- tions. The citizens of Washington should be unanimous in their co- operation and praise. During the last month the Dis- trict of Columbia division of the American Automobile Association has organized 26 new units in the schools of this community, bring- ing the total number of patrols to 174, which is 69 more than were operated in the District and vi- cinity during the school year 1928- 29. One of the interesting fea- tures of this growth has been re- corded in nearby Virginia, where 18 new patrols have been estab- lished so far this year. Maryland has participated also in this re- spect by organizing two new pa- trols. To all of these the Ameri- can Automobile Association sup- plies the distinctive white Sam Browne belt and metal badges for the. use of the boys of the patro! while on duty. Other A. A. A. Activities. In addition, in furtherance of the safety campaign, plasters are sent each month as a means of | to pe visualizing some safety lesson, and most of the schools also avail themselves of the specially pre- pared safety lesson sheets which are published by the ‘A. A. A. These have been arranged by an educator and are so planned as to fit into the regular school curricu- lum as parts of the various courses already being given. There are at the present time 128 patrols in the District public schools, two in private schools and 24 in the parochial schools of the city. Alexandria and Fairfax Counties, Virginia, lead in the out- of-town patrols with six each, while Fauquier and Loudoun Counties have three each. The Maryland patrols are located at Cabin John and Silver Spring. This growth of the A. A. A. pa- trol movement means that there are at the present time about 2,000 school children who are daily practicing safety measures and who are at the same time in- sisting that their schoolmates dc likewise. According to reports re- ceived the total number of chil- dren thus protected in Virginia and Maryland alone by the 20 pa- trols is 5600 and in the District of Columbia it is estimated that 65,000 children are being safe- guarded. “Teacher-Judge” Schuldt. Gus A. Schuldt, presiding magis- trate of the Police Court and often judge of traffic cases, is having the title of “teacher-judge” given him. It is indeed complimentary and is made note of in a recent pub- lication of the American Road Builders. It states, in part: “Since assuming the bench, Judge Schuldt has become intensely in- terested in traffic matters. He be- lieves in traffic education and is constantly stressing the doctrines of traffic law obedience. He has been called the teacher-judge be- cause of his practice of teaching traffic violators the meaning of the regulations. Before each de- cision the judge gives a little talk as to the regulation, why it was adopted, the need for it and the consequences of its violation. The defendant thus. often the first time, visualizes the regulation and its importance.” That the judge is proud of his new appellation is evidenced by his sending the above clipping to this column. The Low Number Appeal. Each year in Washington and elsewhere is a demand for low numbers on license tags by many motorists. Some just want to be different from the rest and others have a misguided idea that a low number will influence a police- man in letting the driver off for some traffic violation. The motor- ist thinks that the officer will be impressed by the low tag number and will think that the owner must be one of some importance. Such an opinion is certainly a fal- lacy, the editor of this column is well aware, for he has had both low and high numbers himself,! and really, there is no difference. Be that as it may. The follow- ing story comes from Harrisburg. Pa.: “Capitalization by the State of Pennsylvania of the ambition of motor car owners to possess the low-numbered license tags has been suggested to the motor ve-| hicle bureau, according to a state- ment by the commissioner, Benja- min G. Eynon. . “I believe motor car owners whc want certain numbers or combina- tions of numbers will be glad to pay for them,” a correspondent has written to Mr. Eynon. “Per- sonally, I would pay $100 annually for the No. 1 tag in addition to the regular fee for my car, making a total of $115.60. Not so long ago, | | and the practice may continue, | 25.0. the State of Virginia charged $20 for special tags desired by people who go in for that sort of thing. 1 cee no reason why Pennsylvaniu ecannot do likewise,” a country road at a fast ’occurred during the four weeks Mr. Eynon is réported as saying that the number of 16w - gumber enthusiasts would approximate 100,000. He did not disclosc whether he favored such a plan or not. If such a plan were adopted here the Commissioners might lose their low numbers unless they wished to pay extra for tags 1, 2 and 3. 'The low-number crhze is a curious’ quirk in the make-up of various individuals. It is easy for the owner to remember it, but it is just as easy for members of thc police department..' Some citizens like hard numbers to remember, so if accustomed to park too long to remember that it was the same car he “ticketed” last week. Some people like their automobile tag numbers to correspond with their residence address and sometimes their telephone numbers. Others }llkedthelr cars to display poker ands. It is easy to see why a person would prefer an easy telephone number, and there is no question but that the telephone company has a difficult row to hoe in pleas- ing all its subscribers along that line. A striking éxample is the home of the Scottish Rite Couneil on Sixteenth street. Three, five, seven and nine are considered lucky numbers of the ancients. The steps of the temple an Six- teenth street are arranged in series of three, five, seven and| nine. The telephone number is North 3579. Speed Unfairly Blamed. A life insurance company, one of the largest concerns, is opposing any increase in speed limits and letting up of any of the present traffic regulations. The company calls to attention the growing list of fatalities each year caused by automobile accidents, and as' a matter of good business alone would like to see this toll de- creased. Well, so does every one else want the same thing, but every one is not blaming these ac- cidents on speeding, as is the in- surance company in question. The comfinny, after summing up the fatalities for a number of years, states, “Obviously, under the pres- ent conditions, there can be no thought of encouraging those who would let down the bars of traffic regulation and thus permit higher speeds than are now alk on our streets and highways. Speed- ing is the principal source of auto- mobile fatalities, and if control is won over this hazard it will the policeman will not be likely| THE SUNDAY STAR, WASHINGTON, D. C, DECEMBER 8] DOWN THE ROAD—Actions You Instantly Regret. AFTER PLEADING POVERTY TO REDUCE YOUR FINE YOU ABSENTMINDEDLY FLASH A BIG ROLL. QU NS B S 1929—PART FOUR. - —BY FRANK BACK POLICIES FOR ROAD BUILDING RATIONAL No Spending Orgy Will Be Found in Programs In- volving Federal Aid. BY JAMES W. BROOKS, Director, American Highway Educational reau. be through more rather than less regulation.” To every one this is not so ob- vious, and statistics will prove that speed is not the chief cause of ac- cidents. True, in many cases speed may be involved, but not speed alone. An intoxicated man may be driving very fast and cause an accident. But is the cause speed or intoxication? Almost every one will say that intoxica- tion was the chief cause. Cutting in and out of a line of cars dnlonx may result in an accident. But was it not the recklessness — the lack of )ndgn;ent to blame more than In the city the majority of ac- cidents are not caused by speed. More people are killed in the cities than in the country. How does speed become the principal cause of accidents? While not in the same business all citizens of the Nation want to see traffic deaths and injuries cut down. But let's find out the real cause and eradi- cate it as much as possible. There are enough regulations—too many It is care that is needed, and no one will deny that a motorist can drive fast and. at the same time with care. The rest of the insurance com- pany’s statements_are of intere: The grim report follows, in part: Report of Fatalities. “The cumulative death rate for mortality from automobile acci- dents for the first 10 months of 1919 was by far the highest ever recorded among the more than 19,000,000 company policyholders in the United States and Canada, which constitutes a reliable cross- section of the population of the two countries. The rate of 19.5 per 100,000 means that 3,079 per- sons of this group had lost their lives from this cause since the be- ginning of the year, and indica- tions are that the record for the full year will be double that of 10 years ago and nine times that of the automobile accident mortality rate of 1911. 8 “Among this cross-section of the population the automobile is re- sponsible for one-third of all the accident deaths. It has caused as many deaths as the four principa! diseases of childhood — measles scarlet fever, whooping cough anc diphtheria — combined. In this class there has been one automo- bile fatality this year to every four deaths from cancer, to every three from apoplexy and to every seven and one-half from heart disease: the leading cause of death. More than 2'per cent of all deaths from all causes are now due to auto- mobile accidents. “What has happened among the insured conforms closely to de- velopments in the general popula- tion of the cities of the country,” according to the insurance com- pany’s Statistical Bulletin. “This is shown in a statement recently given out by the United' States Census Bureau showing that in 78 cities more automobile fatalities ending November 2 than during any similar period since that bu- reau began to collect data on fatal motor vehicle accidents. There were actually 840 deaths, and the closest approach to this figure was 71 for the four-week period end- ing December 29, 1928. Figures for 52 weeks ending November 2 and | giving death rates based on deaths from accidents that actually oc- i curred in the various-eities show the following recorded rates of 25 { or more per 100,000 of population: | Youngstown, Ohio, 38.0; Camden. N. J, 33.3; Canton, Ohig, 32.6; 8alt +ard, if anything. ‘The Nation’s highway forces have taken their first legislative step in fol- lowing the President’s leadership for ;ulter 8] in highway construction, n this it step, the regular Federal aid appropriation bill is now before both branches of Congress. The measture pro- vides for the fiscal years of 1932 and 1938, and hearings will begin shortly. is measure was introduced in the Lower House by Representative Dowell of Iowa, chairman of the House com- mittee on roads, and in the Upper House by Senator Phipps of Colorado, chair- man of the Senate committee on post offices and post roads. It carries an emezs;ncy lause which calls for $50,- 000, to be added to the last Federal aid authorization in order that a much larger mileage may be placed under con- struction in the early Spring than would otherwise be possible. Prepare Road Programs. In anticipation of the early passage of this emergency measure, which, as before stated, is incorporated in the regular Pederal aid bill, highway de- partments are busily engaged in pre- paring for enlarged programs in their respective States. Several States have already reported on the approximate new mileage, which they could take on within the limits of their respective quotas from the emergency appropria- tion now in line for congressional ac- tion. Reports from the remaining States are expected shortly, and highway offi- clals, both State and Federal, will then be in position to announce the extent of their enlarged programs for early Bpfln%! It doubtful, according to facts gleaned in highway circles, whether any other branch of the Government having to do with public work will be able to show the speed that highway depart- ments are showing in mobilizing for steadler and greater, employment of la- bor. Happily for the taxpayer, modern highway construction is the one line of State and Federal endeavor which re- turns quickest gain to the public and this gain mounts in volume as highway improvement extends. No Spending Orgy. There is one phase of the accelerated movement for more roads, however, to which attention should be called. First, there are definite indications that there will be no spending orgy within the fiw" of highway officials to prevent. ther, there will be a carrying out of the policy heretofore fixed and in ac- cordance with which the States have been co-operating with the Federal Gov- ernment for some time. That policy is to complete the main routes first in or- der to bring the advantages of reduced vehicle operating costs to the greatest number of people. In other words, there is going to be no upturning of the bar- rel in search of “pork.” Every dollar, barring necessary overhead, is going into roadbed of the Tight type at the right place and in the right way, and there will be no jumping to the other end of the job, at least not until State sys- tems are much farther advanced than they are at the present time. In the regular Federal aid measure now before Congress, $125,000,000 is called for to cover highway construction during the fiseal year ending June 30, 1932, and the same amount is called for to cover the fiscal period ending June 30, 1933. However, with the emergency amount of $50,000,000 added to the last appropriation and made available for immediate use for the remainder of the coming fiscal year, the country’s high- way construction enterprise even then will not be sufficiently provided for con- g!:e;lns the amount of work that must lon cl above figures show this con- clusively for the urban population, for only 24 of these 78 cities had more or less lower rates in 1929 than in 1928. While 1929 mor- tality data are not available at this writing for the rural popula- tion, the tendency there has also been upward for years and there is no reason to expect a change this year. The extensive road building program all over the country, by opening up new highways in rural areas, should accentuate the haz- mortality ‘has ‘affected every age period and has extended to both sexes and to both the white and colored races. In Canada, where Lake City, Utah, 283; Buffalo, 26.2; Cleveland, 26.1; Atlanta, 25.6; Detroit and Wilmington, Del., “All available data show that the automobile death rate is in- creasine in substantially all sec- tions of the country and ameng all automobile fatalities were a rela- tively minor item a few years ago, the death rate has also been ris- ing sharply. Up to October 31 of this year the mortality from motor vehicleé accidents in that country was 25 per cent higher than dur- elements of the populations The agd —_— The increased | ing the same period only a yearl A column in which read- ers may views on motoring and traffic problems. express their Decries Taxi Privileges At Washington Terminal. By what special dispensation, legal or illegal, “mu:lw‘" ?nl:‘t;hll,ml h;vsnux.i; cabs the position of est privilege the vehicular entrance to Union Sta- tion? I do not mind admitting that my temper rose several degrees above nor- mal because of an experience at our big depot several days ago, but, though I have long since regained my equilibrium, I still want to ask why operators of pri- vate cars must play second fiddle to the cabbies, at least at a PUBLIC untility station. All who have arrived at Union Sta- tion by automobile, private car or taxi, will recall that there are three traffic lanes to the loading platforms at the west end of the station. The other day I unwittingly drove my humble-looking machine into the right lane, nearest the Union Station lobby, and was most vo- ciferously “told by an official-looking somebody that I had no right there and must get out pronto. I want to know why, since owners of private automo- biles certainly pagzmom taxes in this big city of ours than do the compara- tively few owners of taxicabs. Really, Mr. Editor, this is more than a trifling thing, for if it happened to one driver it has happened to many others. Here's the story: Time, nearly 7 p.m., last Sunday. Great congestion about Union Station. Private cars more nu- merous than taxis in the lines inching their way into Union Station. The line extended at times back onto the street car tracks south of the station. When I got to the entrance, I turned into the right ef the three lanes because that one was nearly free of cars, The out- side lanes were lined solid with cars. Just then a cabbie, hysterically wav- ing his arms, jumped out in front of my machine, yelling at me to stay out of that lane. I was moving about 4 miles per hour, but to prevent hitting this man turned my front wheels to the left and halted, facing the first platform. “This lane is for taxis; can’t drive in here,” the man yipped at me. Then up came an official-looking man. He, too, waved his arms at me and was very positive about his order for me to get out of that private, ex- clusive taxi lane. The other two lines were filled with cars and the right one was nearly empty, but that apparently Several hundred fine show cars now are receiving finishing touches at busy factories, looking forward to presenta- tion at the national automobile shows. Great values are promised .for these 1930 debutantes, which will make their bow in Grand Central Palace in New York on January 4 and then will move on to Chicago for the show in the Col- iseum from January 25 to February 1. Considered externally, the cars of 1930 have beauty as their keynote. While a glance at some.of the highly polished chassis reveals engines and working units' which are extremely pleasing to the eye and quite the “poetry of motion,” without exception the manufacturers .in planning their new models have an effort to make them more beautiful in various ways. A number evidently assume that the public takes for granted the fact that cars generally 'hive 'plenty of power and speed. It is no longer nec- essary to dwell on such points as pick- up, hill-climbing prowess, flexibility, etc. With the new type of light, high-speed motors, especially the sixes and eights, the buyer no longer wor- ries about getting plenty of reserve power. In endeavoring to apply art to industry more intensively, the automo- bile designers have made considerable progress. Having ascertained that greater comfort and more rakish ap- pearance can be obtained by hanging the body lower, cars will continue to be hung low—some lower than ever be- fore. ‘This happens to be true of the new front-wheel drive designs offered this season. Better Proportions Obtained. In lowering the body, better propor- tions have been obtainable in the mat- iter of relation between wheels, hood, radiator, fenders, ete. One char- i acteristic of 1930 certainly will be the excellent appearance of the cars—the | entire chassis and body appearing to be a unit rather than a series of units '!llll:k together. This is exemplified in | some cases in the trunk carried on the {rear platform, the trunk having rounded corners to harmonize with the rounded corners of the body and fenders rather than simply the conventional trunk square corners. As for the lines and masses enter- ing into the design, style creators have been most successful in giving the sil- houette of the car a dynamic appear- ance with a flow of lines in perfect rhythm. The vogue of streamline bodies, in order to make for greater speed, of course, naturally enhances the rhythm. As for color, there are a number of combinations worked out by designers for 1930 which, whilé not new funda- mentally, nevertheless are novel as to shade, tone and proportion. During the 8 months considerable progress Pproducing Ba& been mads tn Debutante Cars Being Prepared " For National Automobile Sho made no difference. I was wrong and must get out. “Didn’t you see the signal of this man not to come in here?” demanded the official one. (There was no traffic sign giving such direction to motorists.) “Yes, but——" My question as to the right of a cabbie to direct traffic was shut off with another order to get out of there. Being a meek soul, I pulled over into a space in lane two. Now my passenger, a timid lady, hesi- tated to cross the lane of traffic into Union Station, but apparently taxi driv- ers only have the privilege of unloading their passengers on the exclusive right platform, Why. Mr. Editor, is this discrimina- tion allowed to exist? L. G. H. Pulling Out From Curb Evil Described. . After driving around Washington and its environs for nearly 10 years I have come to the conclusion that the real menace to traffic is not the taxi driver, nor the driver who cuts corners, but the driver who pulls out from the curb without looking to see if the path of approaching traffic is clear. I could cite instances, far too numer- able to mention, of narrow escapes I have had from collisions with these thoughtless, inconsiderate motorists. ‘The purpose of my letter, however, 13 to relate only one of my experiences, the most unusual one, perhaps, in my nearly 10 years of trying to get around Washington in an automobile without an accident. The incident in question occurred last week, when one of these thoughtless, careless drivers pulled out from a parking space, without looking and severed a portion of the front fender of my car. Instead of apologiz- ing or offering to pay the damages this driver had the audacity to demand that I pay for the repairs to the front bumper :a\ his mnfihln; wh}:ch‘hld !zeer; mlullfn somewhat by the impact of the collision. 1 settled the argument by threatening to report the incident to the Traffic Bu- reau and charge the driver with care- lessness. But his promise to pay for the damages to my car has not yet been kept. I am not concerned about this, however, but I would like to see the Trafic Bureau make a special drive against this type of careless dJrlver. | shades of eolor which will not fade in the sun and rain. Brilliant tints have proved that many of the faster shades, which would not have been at all dura- ble a few years back may be used today and withstand the elements about as well as the more somber tones. Perhaps one of the greatest factors of increased beauty in cars is the uni- versal adoption of chromium plating. A few seasons ago when cars appeared with dark enameled radiator shells, enameled lamps, bumpers and other ac- cessories in dark coatings, they were pronounced rich and dignified in ap- pearance. But tastes change in car de- sign just as modes change from season to season for the fashionable woman. The adventages of chromium are so many; it. quality of remaining brlgh't indefinitely and cheering up the car’s appearance with its bright white luster has met with universal approval. Excellence of. Interiors. As for the interiors, it will be sur- prising to the show visitor to notice the excellent quality of material in even the lower-priced offerings. The wide use of rayon in upholstery and decoration, slipcovers, etc., has made possible some most attractive fabrics, which are claimed to be highly durable. The good- wearing qualities of broadcloth, cordu- roy and whipcord make instant appeal, especially to feminine users. More “attention is being given to minute details, such as beautiful work- manship in the chasing and engraving of door_handles, instrument board set- tings, flower-vase holders, etc. Many of these are taken from the designs of the ancients, both as to shape and dec- oration, One may walk through the an- | tiquities of the Metropolitan Museum of Art and numerous other art museums and find scores of designs of ancient artisans which now are incorporated in parts and accessories that are turned out by the millions. Certain head- lamps are almost identical in shape ;’7"{1 ancient p;smw: gnoorh.e:n&l:fi lock designs, hub caps, etc., protot; mfn the minute metal trinkets and stone sculptures of ancient Egypt and Babylonia. At the same time they have been worked into modern motifs in a manner which is pleasing to the eye and practical from the utility stand- point as well. . Very Polite! From the Wheel. A kir:d motorist had given an old country lady a ride for at least elght miles. © At iast he turned and said to her, “Madame, where shall I let you out?” Old Lady—“Bless you, sir, T was going \the other way, but I didn't iike to hurt your feelings,” AUTO PRODUCTION 10 BE REGULATED Cram Says Supervision Will| Prevent Abrupt Curtail- ment in 1930. A more regulative supervision of pro- duction will be enforced during 1930 by manuYacturers to preclude the recur- rence of such abrupt curtailment of output as has been necessary in the last half of the current year, accord- ing to B. H. Cram, president of Cram'’s Automotive Reports, Inc. New and used car stock in the field will be kept, as far as ible, within pro- portionate limits from the first of the year so that during the closing months they will not be found unwieldy. The current year has proved conclu- sively a number of things, hitherto more or less matters of conjecture. Al- | though in the substantiation of these facts both manufacturers and dealers have been caused some discomfort, the mask of false optimism enveloping the production end of the industry has been removed and manufacturers, now seeing the situation in its true light, should be able to outline programs for the immediate future with greater assur- ance of security, both to themselves and the dealers. Industry Given Warning. First, the industry has been shown that, after all, there is an approximate limit to the number of new automobiles the markets of the United States and Canada can absorb in one year. The limit at present appears to be about 4,500,000 units, including replacement and export. Of course the actual num- ber is variable, depending upon the fluctuations of general economic and business conditions from year to year, with resulting variations in purchasing power. Registrations for 1929 may ex- ceed the above figure slightly, but this year represents the peak market of the industry’s history and the sales figure ng.llned through the straining of every effort. This estimate is made in considera- tion of the fact that it is impossible to fix an absolute limit to the number of cars that may be sold. The above figure in years to come will be revised upward as the population increases, h&hmy construction continues and improved manufacturing methods make it easier for the public to buy. For the present, however, a market absorbing about 5,000,000 units represents the peak, and this figure certainly will not be exceeded in 1930, although it very well may be in a few years hence. Conservative Trend Necessary. Second, the effect of the unprece- dented production on the dealers also indicates that the trend must be more conservative for a while if they are to remain in business. Few dealers will break any earnings records this year. Indeed, those who finished the year on the profit side of the leger probably wil considerably fewer in number than in 1928. The drastic retrench- ment i output schedules of manufac- turers during recent months and strenuous sales efforts have been the means whereby the dealers have been able to reach even their present status of new and used car stocks. Although manufacturers’ considera- tion of their dealers generally is satis- factory, the production policy existing this year almost overwhelmed the dealers before they or the manufac- turers, to all appearances, realized what was happening. The practice of forcing dealers to take more cars than they reasonably ought to sell in their respec- tive territorles is one which exists in- frequently, yet it does exist. In the sweep of the early months of the year many dealers were over- loaded, although in most instances it was not done deliberately but because both dealers and manufacturers placed too much confidence in the market's ultimate consumption. Saddled with improbable sales quotas, they have since been, forced to struggle desperate- ly to emerge successfully from the stocks with which they were burdened. Change Foreseen In 1930, These various developments which the current year has brought forth presage a change in program for 1930. The underlying causes for virtually all conditions that exist may be found in roduction, or rather over-production. ‘herefore, the coming year will witness no general attempt to establish a new all-time output record. Getting under way slowly after the national automo- bile shows, output will gain momen- tum more gradually than in 1929. The peak of production may be expected to occur some where near the third quar- ter, instead of earlier as during the current year. Sensational step-ups in schedules from week to week will be few and a policy of caution will be the fenm! rule, with greater care exercised n stocking dealers to prevent over- ) loading. It is much too early to venture a prediction as to the output volume for 1930, but it may safely be reckoned at a figure considerably lower than the final amount for 1929. With close to 5,600,000 units apparently assured for the current year, it seems reasonable to say that next year's production should be estimated at levels comparable to those ot 1928, i i . SERVICE STATIONS NOW LISTED AUTOMOBILE BEAUTY PARLORS Definite Trend in Cons truction and Equip- ment Held to Justify Compliment. Quick Service BY H. CLIFFORD BROKAW, Automobile Technical Adviser. ‘There appears to be a definite trend, as far as service stations go, toward a type of structure and equipment which might be accurately termed “an auto- mobile beauty parlor.” Not that there is anything feminine about these places or anything which might be criticized from the standpoint of appointments or service. What can be said of them quite truly is that they have available practically every facility for keeping cars up to the standard of beauty and excellence which is characteristic of them when they are delivered as new cars from the factory. As typical of the sort of attention the motorist receives on stopping at such a service station, the following comes from ore who has experienced such a satisfaction. When the auto- mobile is driven into such a service station, two boys are on the jump to .tm" at whatever spot the car finally stops. Driver Quickly Served. As soon as the driver has applied the brakes, bringing the car to a standstill, one boy has already removed the radi- ator cap and is seeing to it that the car has an ample supply of water. The other attendant is busily engaged in cleaning the windshield. Such is the standard attention received, whether or not a motorist needs anything more than some free air or wishes to inquire as to the condition of the highways ir that section of the country. The cour- tesy of employes is in itself as ou standingly noticeable as is the clean- ness and neatness of their appearance. When the motorist leaves his car in such an environment, he does so fully confident that everything will be done for it which will be of benefit in any way. If the body is covered with traf- fic film the car is rolled on to a wash rack and here it is given the sort of cleaning which one might expect from those who thoroughly understand their business, their efforts being supple- mented by all the modern parapher- nalia that will produce a first-class result. With the addition of a vigorous Also Noted. polishing the car really looks like new Of course this cleaning process also includes the polishing of the nickel parts as well as of the main body. If the top of the car appears to be in need of a fresh coat of finish, this is applied in very short order. Worn or scratched fenders, bumpers, or other parts finished in black, are readily touched up and polished. Naturally such a service station has special divisions for the comfort of lady customers. There are spacious rooms especially for ladies, where women who drive cars find opportunity to rest or read or enjoy the latest features being broadcast from radio stations. Splendid Improvement Noted. All of this is a splendid improvement on what used to be the situation as far as service stations are concerned. So is the architectural excellence which is now characteristic of many of the mod- ern servicing places. Quite a few of them are structures of real beauty which add much to the looks of their environment. But what the aver- age motorist wants to find in an up- to-date center of this kind is some first-class automobile mechanics who understand what a car is all about. Here also there has been a definite advance. Nowadays when one owns or operates a motor vehicle one can go to a service station and expect to get some genuine attention to the machine by a technician who knows his business. This situation represents a big satisfaction to the motoring public. Of course, it is still true that there are service stations which make a spe- clalty of servicing a particular make of car. People who own cars of a certain make will do well to make it a regular practice to do most of their business in the line of auto repairs at such places. That is the method «f securing the most satisfaction over a period of a car’s life. However, when one is off on a tour if a station which specializes on one’s particular kind of car is not avall able in the near vicinity when trouble is experienced, acceptable service can usually be secured from a number of reliable places. This is a fine sign of the times. AUTO INDUSTRY SHOWS SIGNS OF STAGING USUAL “COMEBACK™ Special Dispatch to The Star. DETROIT, Mich., December 7.—Signs that the automobile industry will stage its usual comeback from seasonal and other conditions which periodically slow up production are beginning to mani- fest themselves. The horizon line is January 1, and the New Year will bring groups of im- roved models certain to stir buying mpulses. From official intimation the past week | the introduction of a changed Ford Model A is assured, while General Motors will have at lease five new or improved models. Only one has been officially designated yet, but it is gen- erally believed in the trade that four other models are nearly ready and that shipments will begin before the end of the month. Two of these models, ac- cording to reports, will represent radical steps forward. With the Ford and General Motors changes in prospect, the so-called in- dependent makers have not been idle. Many are getting ready to bring out eights to take the places of their pres- ent six-cylinder lines. The accounts vary regarding the number and extent of the changes, but there will be at lease five new cars to be viewed and talked about. Two of them have pre- views for dealer: and the press sched- uled immediately Auto Makers Criticized. In the last two years a certain amount of criticism has been levelled at automobile makers because they vir- tually have gone into competition with theniselves at national show times by duplicating their exhibits in the hotel lobbies of New York and Chicago, thereby impairing the interest in the displays at the Grand Central Palace and the Coliseum, to which admission is charged. Last year, in particular, this practice seemed to be much overdone. Sales departments of various companies bid against each other for advantageous hotel and .other display space aside from the industry’s own official show. The result has been a reaction this year and a decision to curtail outside showings. At the same time sales and advertising executives in charge of company programs have been urged to concentrate all new material under the official roofs, so the shows may regain the value they once had—that of giving to the person who wanted to buy the privilege of inspecting all available models in one building without being bothered by persistent salesmen. It always has been conceded that such a privilege to the man who really wants to invest in an automobile is worth much more than the admission charge. Used Car Troubles. ‘The used car and the trouble it causes manufacturers, distributors and_dealers have been put in a book by Paul G. Hoffman, vice president of the Stude- baker Corporation, collaborating with James H. Greene, manager of the Studebaker factory’s co-operative de- partment. Mr. Greene formerly direct- ed a research bureau for retall training at_the University of Pittsburgh. In a foreward, C. A. Vane, manager of the National Automobile Dealers’ Association, calls it a volume for the dealer who works soundly and hard and who is looking for organized common sense. Mr. Vane's conclusion is borne out by ter showing that marketing used cars is a business and not a problem. Mr. Hoffman and Mr. Greene say that the fact that there are about one and one-half used cars sold for every new car sold proves there is a market for used cars which is entitled to con- stderation. They point out that dealers have re- garded the re-sale of these cars as an evil, and have made a mistake in at- tempting to delegate the disposal of such cars to other agencies. Here are a few interesting extracts from the book on this subject: “When the merchandising of used cars ceases to be regarded as a problem and is considered as a necessary part of retail automobile business, the prob- lem disappears.” “The responsibility of marketing used cars must be accepted by dealers. A few dealers have shown that this can be made a valuable department of a new car business.” “Retailers in other lines have shown the value of one price and honest value policies in_selling lower priced mer- chandise. There is a lesson in this for the dealer in used cars.” “Inflated values in used cars do not fool the average purchaser. They result in eventual losses to the dealer, and often repossessions as well.” (Copyright, 1929, by North American News- paper Alliance.) EUROPEAN HABITS AFFECTED BY U. S. Movies and Motors Made in Amer- ica Found Popular Among People Generally. American movies and American mo- tors are Americanizing Europe, Ralph Murphy, vice president and general manager in the automobile field, de- clared recently. Mr. Murphy just re- turned from Paris and London, where with L. J. Purdy, factory manager, and L. B. Benham, an export manager, he attended the international automobile salons. “Today's luxury in automobiles and in living is tomorrow's standard in Eu- rope as well as in America,” Mr. Murphy declared. “At both the Paris and London expositions, the beauty and luxury which American makers have been developing in their coach work for the last three years was noticeably re- produced,” he said. “In many cases the aggressive indi- vidualism of old world craftsmen as- serted itself and the results bordered on the bizarre. Europe has not yet learned the lessons of practical humility which American industry has learned—a hu- mility which submerges pric» of indi- vidual opinion to the proved efficiency of collective effort,” Mr. Murphy as- serted. Intense individualism makes Europe picturesque, but hampers its effectiveness in industrial development, he believes. *Alr-cooling is taking a strong hold on the European imagination as well as on the imagination of Western hemi- sphere,” Mr. Murphy stated. “It may scem queer that the country which pro- duce¢ the Anzani air-cooled engine with which Bleriot astonished the world by flying the English Channel 20 years ago, should not have followed up that advantage. The fact is they did in the airplane fleld, but not in the auto- mobile fleld. At least, not until a few years ago when France turned out the air-cooled Sara. That car gave such a good account of”itself that a British syndicate has purchased the patent rights for military advantages, beating out, so it is said, German interests who were after the patents for the same reason. Not to Blame. om the Wheel, l"rFTther (hoping to force confession from 13-year-old son)—I'd like to know what young smart aleck with short pants dropped a cigarette on the up- holstery of the new car?" Son—"Aw, Dad, it was just an acci- dent. She didn't mean to,” LETTERS FOR NUMERALS ON PLATES CRITICIZED Maryland Motor Vehicle Commis- sioner Says Pennsylvania Plan Bewilders Those on Highways. Special Dispatch to The Star. BALTIMORE, December 7.—The trial by the State of Pennsylvania of auto- mobile license plates bearing series of letters instead of numerals does not appeal to E. Austin Baughman, motor vehicle commissioner, as a practical in- novation. Mr. Baughman said that in his opinion the present system of the neigh- boring State of using letters to desig- nate series of numerals is helpful in simplifying the reading of plates where large registrations exist, but the mix- ing of letters would serve only to be- wilder those attempting to take the licenses of motorists. In an announcement by Benjamin G. Eynon, motor vehicle commissioner ot Pennsylvania, test plates will be issuea for privately owned vehicles to try ouu the plan for a general issue in 1931. The plates will bear single, double ana triple sets-of letters. SAVE Your Car’s Appearance! Have the body, hood and fenders touched up to match. Top dressed and chassis painted. Car thor- oughly waxed. *1510*30 According to Car Tops rebuilt. Body and fender straightering. Authorized DUCO Painting Rowe Auto Body Co. 57 N St. NW. Phone Decatur 4438