Evening Star Newspaper, June 28, 1931, Page 50

In the Motor World BY G. ADAMS HOWARD. UTOMOBILE sales are not setting any new records. Total purchases are behind last year although a steady increase has been noted every month of 1931. However, a great increase was 9ot axpected for the first quarter of the yes, or even the first stages of the second quarter. It was about this time, according to automotive officials that a sharp rise might take place. Not a Bad Year. ‘Whether or not this rise will prove as sharp as indicated, the year 1931 will not be a bad year in the industry at large. Re- trenchments have been made, new economies practiced, and as a whole the automobile field is bound to be in better shape than the close of last year found it. Prospects for the future are con- siderably brighter. One thought, an authoritative one, is that there exists today in the United States a potential de- mand for more than 5,000,000 cars because of the obsolete models now traveling the streets and highways, according to C. C. Hanch, general manager of the National Association of Finance Companies. With the return of public con- fidence Mr. Hanch believes v,he‘ automobile industry should rapid- | ly increase its output to supply the great replacement market, mr‘ there are more than 10,000,000 cars | five years old or older still in use, according to the figures compiled by the association. A sixth of the automobiles traveling the streets ihis year were manufactured in 929, Replacements Needed. Of the 24,324,000 cars in use at the beginning of the year, 4,519,000 were made in 1929. At the begin- ning of this year there were more 1928 and 1926 cars in use than 1930 models. Among cars of vint- ages earlier than 1919 there were 92,000 still running. There were still in existence 1,643,000 of the 1923 models and 1,647,000 of earlier make. Practically all cars- manu- factured before 1927 are obsolete and many of them should go to the junk yard. “While they are still running, practically all the cars manufac- tured before 1925, a total of 5,126, 000 are so out-of-date that they ought to be replaced,” said Mr. Hanch. “The owner of every one of these cars is a potential cus- tomer for some kind of a more modern car. Therefore, there is a potential demand for more than 5,000,000 cars in the United States right now. I doubt if there is a single one of these car owners who is not dreaming of the day when he can purchase another auto- mobile.” Efforts to cut down the growing rate of fatalities and accidents are of interest to every one. Ef- fective brakes undoubtedly are one of the most important factors. Brakes Inspection Favored. Eighty-six per cent of the State | motor vehicle commissioners of | the United States favor periodic brake inspection as an important means of reducing traffic acci- dents, a nation-wide survey com- pleted by a manufacturing com- pany indicates. | Ten per cent of the commis- sioners objected on the ground of excessive cost to the motoring public, while 5 per cent expressed | a neutral attitude. | Among those who favor regular | periodic brake inspections are | commissioners in States where | compulsory brake and headlight inspection has been in progress for some time through ! gislation. Others, however, based their opinions on the results of volun- tary brake inspection campaigns which have reduced traffic acei- dents in their States. One of the motor vehicle com- missioners called attention to the fact that some motorists drive their cars far less than others. In these cases, he commented, reg- ular 30-day inspections might be somewhat of an imposition. The motorist who drives his car only 2,000 or 3,000 miles a year would not require brake inspections as frequently as the motorist who drives 25,000 or 30,000 miles per year. Another prominent official called attention to the fact that brake inspections conducted under pri- vate auspices rather than State aua?ices might not be as effective as inspections brought about by compulsory legislation. The majority of commissioners approved heartily the idea of reg- ular monthly inspections, which is part of the Nation-wide plan to gain the co-operation of the motoring public in the safety movement. When a motorist has his brakes relined the service sta- tion certifies that his brakes are in perfect working order. This makes the motorist eligible for a $100 insurance policy issued by certain casualty companies. To keep the policy in force for one year it is necessary that the brakes be inspected every 30 days in most States and every 90 days in a small number of others. Step in Right Direction. “Any plan or activity which calls the attention of the motoring public to brakes and which en- MOTOR DON'TS DON'T FAIL TO CHECK YOUR GEAR GREASE ! DoN'T WAIT UNTIL YOU GET \.Z IN TROUBLE, BUT TAKE s CARE OF THE DIFFERENTIAL AND TRANSMISSION RIGHT NOW! WARM WEATHER DRIVING THINS OUT GEAR LUBRICANT . A HEAVIER GREASE 1S NEEDED To PROTECT YOUR GEARS licensed. courages motorists to have their brakes inspected regularly is a step in the right direction,” one commissioner replied. “I believe your plan will reduce traffic acci- dents if the motoring public gen- erally adopts it.” “Our record of accidents )nvolv—l ing fatalities for the first nine months of this year indicates that approximately one-third of these were the result of loss of control on the part of the driver,” another commissioner reports. “While we have no_definite means of ascer- taining how many of these acci- dents were caused directly by in- adequate brakes, it is my opinion that the majority of them could have been avoided if the brakes were adequate to control those cars.” The survey also disclosed the fact that legislation making it compulsory for motorists to have their brakes and headlights in- spected regularly is under con- sideration in many States. Almost every day the demand for uniform traffic regulations is heard. If the efficient brake is an important factor the need of uni- formity unquestionably is another. Uniformity a Necessity. Two billion dollars a year in economic losses and a sky- rocketing increase in automobile fatalities are being caused by the lagk of uniform traffic regulations in the United States! That statement is made by Sid- ney J. Willlams, director of the public safety division of the Na- tional Safety Council, in an article appearing in an issue of “State Government,” published by the American Legislators’ Association, Mr. Williams points out that automobile fatalities in the United States jumped from 12,500 in 1920 to 31,000 in 1929, and that statis- tics for 1930 were even more tragic. He writes: “‘Our 26,000,000 automobiles, with their 32,000,000 drivers, have come so swiftly into our national me' that they have brought vast changes in traffic and created many new problems. It is esti- mated that our national economic | loss from traffic congestion and| from lack of uniform traffic regu- lations is not less than $2,000,000,- 000. But more serious has been the startling loss of life from automobile accidents.” Outlining the uniform trafic code devised as a result of a na- tional conference called in 1924 by the then Secretary of Commerce, Herbert Hoover, Mr. Williams calls attention to the fact that 23} States already have adopted one' or more features of the code, and that if the remaining States will follow suit automobile fatalities will be reduced greatly and eco- nomic losses from traffic condi- tions will be decreased. The most important section of the code, according to Mr. Wil- liams, is the uniform law which requires each automobile driver to be carefully examined and to be DISTRICT'S GASOLINE USAGE COMPARED 0il Company’'s Statistician Shows’ Enormous Consumption of Motor Lubricant. If Niagara Falls ran gasoline instead of water, the amount of fuel burned up in the District of Columbia’s passenger automobiles during 1930 would keep the Falls flowing gasoline—at its mean an- nual rate of 220,000 gallons per second— just six minutes, This figure was ar- rived at by an oil company statistician in one of his lighter moments. At the same time he figured that the lubricating oil poured into the District of Columbia's motor cars would be whisked over the Falls in a handful of seconds. The 2.010,000 gallons of lubri- cating oil used in the District of Colum- bia was about equal to the volume of ice cream eaten here in 1930. These figures seem slight compared with the volume of gasoline burned up by the same cars, bescause engineers, having learned that a good oil is made, not found. build motor oils at the re- finery so that they stand up longer in service. But the statistician prepared further figures which show that the Natlon’s lubricating oll consumption has become a really enormous quantity, and that it is increasing as motorists learn the importance of frequent renewals of oil in prolonging the lives of their cars. e cost of lubricating oil bout 3 per cent of the operating the average passenger automobile, including running expenses and allowance for depreciation. ‘This makes it inexcusable, automotive experts point out, for the motorist to buy “gyp” oils of doubtful quality, ex- posing their cars to irreparable damage to save a few cents. A bottle of motor oil about one and one-half times the volume of the new Empire State Building in New York City would be required to hold the total of 396,823,835 gallons of lubricant poured into the engines of their automobiles by motorists of the United States during 1930. Built on the proportions of an | ordinary quart bottle, this container | would be 869 feet high and 338 feet in | diameter. And the 15,773,952,000 gallons of gaso- line consumed by the Nation's busy pas- senger cars during the year was equal to the volume of water displaced by a fleet of 1,101 ocean liners the size of the steamship Leviathan. BALTIMORE FATALITIES SHOW LARGE INCREASE Sixteen Persons Killed by Auto- mobiles During Month of May. Special Dispatch to The Star. BALTIMORE, June 27.—Sixteen per- sons were killed in Baltimore by auto- moblles during the month of May, an increase of 77 per cent over the num- ber killed during the same period of last. year, acoording to a rt made public yesterday by John R. tmeyer, director of the Baltimore Safety Council. ‘The report also showed that 140 taxi- cabs were mvolved in automobile acci- dents during the past month, as com- pared with 79 during May, 1930, an in- crease of 77 per cent. The total number of accidents in the city showed a decrease over last year, there being 1,208 reported to the police during the month past and 1,262 during the same period in 1930. One hundred and twenty-two street cars were involved in accidents during the past month, the report stated. e Four Times Greater. Proportion of total highway bill con- tributed from special motor vehicle taxes four times greater mow than in 1621. . EveR MOTORST ©193: Ny TRBONE , . D, C. JUNE 28, 1931—PART FOUR. 5, FRAnK peck | |MOTORING TO COASTAL RESORTS OF NEW ENGLAND DESCRIBED IN THE GOOD QXD DAYS BOTH THE CAR AND BUYER HAD TO BE COMPLETELY EQUIPPED«— CAP MAKES You GOGGLES WILL GIVE IT THE RIGHT TOUCH . You'LL _ — 7 ALso NEED A LOOK LIKE A MOTORIST. SILENCE STRESSED IN AUTO MODELS Outweighs Al Other Ad- vances in New Lines Ap- pearing This Week. Special Dispatch to The Star. DETROIT, June 27.—Silence, & priceless quality in automobile oper- ation, is coming in for added stress by makers who ‘are introducing seasonal new models at this time. In two new lines of cars appearing this week, and one other line due a week hence, the claims of silence and smoothness out- weigh all other advances that the new models embody. ‘The public has been hypercritical re- garding silence of cars for almost a decade. With this in mind, the manu- facturers and the engineers have been straining for years to attain the ulti- mate objective—a noiseless car. Perfect Precision. One reason for it is that silent oper- ation is coupled with perfect precision in engine building. With precision, commonly reckoned to thousandths of an inch in the fit of bearings and parts, is assoclated abscnce of friction, and therefore the smooth, velvety ac- tion of reciprocating mechanism that every man wants in_his new car. One way it has been accomplished was by reduction of metal to metal contact in every part subjected to strain. Vibration, the foe of smoothness, engineers say, is due to the car shak- ing as the power from the engine is applied. The first cars that were bullt were mounted on springs and had engines that were bolted rigidly to the frames. That was one reason why they were noisy and “rough” at certain periods of the speed range. Engineering effort over a period of years has been directed toward tracing the causes and then canceling them out. It has become a continuous pro- cess from numerous angles applied both to the power plant and chassis. On the power side, the engineers have developed engine balance by the use of counterweights on crankshafts, add ing a fiywheel in front as well as be- hind, #nd by neutralizers and other de- vices with fancy names, intended to check out the elusive noises. Bearings Increased. They have increased the number of bearings in engines from three to five and seven, nine and even eleven in some cars. They have built multi- cylinder engines in which the power | impulses overlap with high frequency equivalent aimost to a straight line as the revolutions go up on the speed chart. With these have come the intake si- lencer, applied on eight-cylinder en- gines to stop “‘power roar.” For the engine itself and its anchor- age in the chassis, modern design pro- vides cushioning in place of the rigid bolting that once served to hold mo- tors firmly in position. To that end, it is the accepted idea now to mount, cradle or float the source of the power in live rubber. More Rubber Used. To make rubber serve this purpose and also to withstand wear in other parts of the chassis for which it also is used to deaden sound and shocks, has been a problem. Research, how- ever, is conquering it. The result is that the automobile industry is using more rubber, aside from tires, than it ever did before in fabricating the mod- ern type of chassis. Last year the automobile builders again were the biggest customers for crude rubber. They used 488,774,000 pounds of it. Tires, of course, account- ed for the greater part of the increase to 82 per cent of the crude that went into car usage. But the chassis re- quirements were proportionately large. (Copyright, 1931, by North American News- paper All ne.) UNIQUE PLAN CONSIDERED FOR DETROIT TRAFFIC Removal of Street Car Tracks From Center of Thoroughfare Would Allow Lanes. A unique plan for accelerating the movement of truck traffic on eity boule- vards is under consideration by the De- troit Common Council. ‘This plan provides for the removal of street car tracks from the center of the street to glve accommodation for high- speed express lanes running in both di- rections. According to the pro) 1, the three outer lanes on each side of wide thor- oughfares would be reserved for slower | ci vehicular traffic, and street car tracks would be placed in the fourth lanes from the outside, the center of the street for the use of more rapid traffic. Originators of the plan point out that one of its advantages is that motorists would not be compelled to halt when street cars stopped to pick up and dis- charge passengera. i | PROBLEMS OF ‘Dusk. Glar With the touring season getting into full swing, and Summer evenings fur- nishing opportunity for relaxation at the wheel, the subject of night driving looms large on the automotive horizon. |Many trips may be marred and vaca- tions disrupted by failure to observe some of the newer rules of this par- | ticular type of motoring. |~ Dusk, “during_which a considerable | percentage of Summertime driving is | done, cffers peculiar hazards which are | not fully recognized even by experi- |enced drivers. Low visibility and lack | of uniformity in the switching on of headlights combine to invite accidents. Fear of Headlights. Many thousands of drivers who fore- g0 cvening driving in the warm season of the yeer becausc of fear of glaring headlights will find encouragement in the news that there are ways of meet- ing this problem, merely through driv- ing procedure. In addition, some of the newer equipment tends to diminish glare. ‘The danger at dusk is clearly illus- trated by observing the situation where an unlighted car is running just ahead f a lighted one. To a driver approach- ing the first car cannot be clearly seen, or may not be seen at all. Just as the light of day is fading there also |is difficulty noting highway intersec- tions. This is far more hazardous than | when night has come on because there |is then the light of cars’' lamps to serve | as a warning. | Dusk finds many motorists missing | signposts and letting down on their |ordinary caution when they discover | their mistake. The tourist must be | considered a hazard toward the end of the day because he is apt to be fatigued. He may be trying to drive too far and, |in addition to driving too fast, may not |be as careful as he would be normally. | His path is not made smoother by rea- | son of the higher percentage of cars on | the road whose drivers are just ambling along. Probably at no time in motoring are | speeds apt to be so varied and drivers | 50 cut o | Summer evening. This has its obvious complications which unfortunately are not so apparent to those who need to | know it most. Fatalistic Attitude. ‘Too fatalistic an attitude toward the | problem of the glaring headlight is be- | lieved to be largely responsible for the | difficulty encountered by many drivers. It is significant that some of the most experienced drivers almost never com- plain about the headlights of other |cars. Such operators have learned to adjust themselves to conditions. | "The procedure of one _experienced | operator is worth noting. He makes it a rule never to look into the headlights of an approaching car, but instead keeps his eyes riveted to the right hand side of the road, following the right rays of his own lights. If it is neces- sary he holds his left hand over his left eye to cut the stray rays from the approaching car. He is consclous at all times of the problem, but says that by avoiding direct attention to the lights flashing at him he has zaved |many a risky moment awheel. “Most drivers keep looking at the ap- proaching lights to see if there is going |to be glare,” he says. “Others will try |to keep from being innoyed and then, at the last moment, look directly into | the glaring lights. It must be curiosity. At any rate, confusion follows. It is | just like the driver who goes into a panic when the car shows a tendency to skid. step with each other as on a | LINEN DUSTER, LEGGINGS , SUMMER SEASON BRINGS NIGHT DRIVING (] and Lack 0{ Speed Syn- chronization Cited as Chief Danger Spots. 7 | “Upon approaching any car I always tilt my headlights down in the usual | manner, but if there is no response I | give them the far focus for an instant. This often serves to bring the needed co-operation. Many drivers are not thinking of any one but themseives. The extra flash does the trick. “The habit of following the right |on some point of the car, such as the mirror on the right fender or the radi- ator ornament, helps break one of the | habit of looking into approaching head: |lights. At night on the open road it is also a good idea to sit closer to the left | door so that the left windshield post be- | comes a useful blind spot to cut head- |light glare.” | One point seldom considered in night |driving is the dust on the windshield, both inside and out. ‘The man at ths | filling station may rub off the wind- | shield, but on the inside there may re- main a coat of fine particles that will |act like miniature lenses to diffuse light rays and make them glare. There is apt to be more dust inside in warm weather because the windows of the car |are lowered. The driver's glasses also | may contribute to the glare if not kept | clean. Much of the glare from cars follow- |ing can be eliminated if ihe rear win- |dow and the rear-view mirror are kept |clean It is advisable to use a mirror |of the non-glare type: Various Devices Available. Various devices are available for use in cutting the glare from approaching of any assistance probably the psycho- logical effect is desirable. The growing |use of inside sun visors is effective in reducing headlight glare. The same can be said for the trend toward the use of slanting windshields. In warm weather it is well to push the windshield out a little, if it is of the | flat type and can be moved in this di- |rection. This slants- the glass and |causes & desirable defraction of the | headlight rays. | Why we go “blind” at night when | erally appreciated. It can be explained, however, by reference to the action of the iris of the eye which at night is ex- panded to admit as much light as possi- ble to reach the retina and to provide | vision. With the pupillary opening at |its maximum the situation is just the | reverse of daytime driving when the iris is well contracted. Naturally there is |an acute strain on the eye when the | glaring lights of another car suddenly bob into view. Cause of “Blindness.” Here the glaring light rays pass freely through the dilated iris and strike the retina before the eye has a chance to adjust itself. Blinding is the result. Even though &he iris may require only two secords to adjust itself the car may move one hundred feet alead. Further difficulty is experienced when the eye again readjusts itself to the normal light of the road, provided by the car's own headlights. The iris is slower expanding than contracting. There is thus a period of poor vision following the passing of the menace. Avoidance of “out-driving” headlights is essential. If the road is visible 309 feet ahead it is dangerous to drive as if | you could see 400 feet. Just beyond the | light range there may be a hazard. | Night driving can be safer and more pleasurable. familiar one is with the processes in- [ volved. (Copyright, 1981, by The Russell Service.) FOREIGN MOTOR TRAVEL BOOK OFFERED TOURISTS Automobile Club of America Has Prepared Helpful Pamphlet Free of Charge. American motorists who are contem- plating vacation motor trips abroa either taking their cars with them or hiring cars on the other side, will find assistance in a 32-page booklet pub- lished by the Automobile club of Amer- ica, on foreign motor travel. ‘The booklet is not a guide to foreign lands, but a clear description of the various reguirements and formalities necessary for taking a car to Europe for touring purposes. | Among the subjects in the booklet are: “Automobile Transportation, as Baggage or Freight”; “Automobile In- surance, Foreign and Marin ! Pass’ an Car and Driving Licenses"; ternational Traveling States qgwml ; “Un lon Certifi- “Forelgn : ign_ Motor Clubs”; “American Consular Offices in Foreign Cities”; and a double page map of Europe motor routes and tan distances. Coples of the booklet will be mailed, without cost, to motorists requesting it of Forel Department, The Automo- bile Club of America, 12 East third street, New York, N. Y, I STRICTER LICENSE TESTS FORESEEN FOR MARYLAND Motor Vehicle Commissioner Places Responsibility for Accidents on Drivers. Special Dispatch to The Star. BALTIMORE, June 27.—Placing the brunt of responsibility for the steadily increasing toll of highway deaths and injuries on the shoulders of the indi- vidual behind the steering wheel, E. Austin Bau , motor vehicle com- missioner, yesterday predicted that the time is not far off when applicants for automobile driving licenses will be required to pass much more severe and comprehensive tests than are generally | In_effect at the present time. “Of course, there are times when accidents are caused by something go- ing wrong with the mechanism of the vehicle, but in most cf the instances the fault is with the driver,” Mr. | Baughman said. | . “Avoidance of accidents which are daily taking many lives depends largely upon the competence and conduct of the individual dnlnw driving, and is to him and that we must look in our efforts to cut down this terrible toll of slaughter. How to edu- cate the rank and file of the driving public to exert care and caution at all times is admittedly a big problsm. but 1 am ecnvinced that a general tight- ' 1z shoulder of the road by fixting the eye | | headlights, and if the driver finds them | strong headlights flash at us is not gen- | It depends largely on how | im; DISTINCT GAIN SEEN IN HIGHWAY WORK Trend Toward Budgeting Held Big Factor by Road Builders. A distinct gain in mileage of pave- | ments and surfaces for State highways, as contrasted with earth and untreated roads, is shown in the 1931 estimates of mileage constructed, as compiled by the | statistical department of the American | Road Bullders' Association. 1930 and 1931 Figures. A comparison of 1931 estimates with 1930 figures for mileage of various types of State highways shows: Graded roads, 10,249 in 1931 and 11,148 in 1930; treated and untreated sand-clay, gravel and macadam, 18,426 in 1931 and 17,203 in 1930; asphalt, concrete and brick, 11,735 in 1931 and 11,133 in 1930. The total mileage estimated for 1931 is 40.- 410, as compared with 39,484 in 1930. Contracts awarded for the first three months of 1931 were $181,637,138 for State highway work, as compared with $114,101,383 for the same period in 1930. In April State and Federal-aid con- | tracts were awarded amounting to $96,- 1879,468; May was around $70,000.000. | Reports from the New York State High- | way Department show 18,000 men em- | ployed on highway construction in the State, as compared with 7,000 employed | at the same time last year. State high- contracts amounting to around $30,000,000 were let in New York up to June 1, which is $9,000,000 more than | were let up to the same time last year. Trend Toward Budgeting. “The trend toward budgeting high- | way expenditures over a period of years, | shown in the financing plans of & num- ber of States, has made possible the budgeting of paving work so that the needs of different communities can be met adequately,” stated W. R. Smith, president of the association. “The pub- lic in each section of the country likes to know when each of its roads will be improved. Such budgeting has been made possible through motor vehicle taxes, which luyp!y an income that can be predicted safely. “Any diversion of the motor vehicle | taxes from use on the public roads is | greatly to be deplored,” he concluded, “and the public generally demands that such funds be used for roeds only.” ADDITIONAL GAS TAX VIEWED WITH ALARM No Justification for Increase in Peace Times, Says Ameri- can Motorists. Imposition of a 1-cent Federal gaso- line tax, proposed by the Treasury De- mnmmt as & means toward reducing public debt, would mean an added burden of $157.614,000 annually to the motorists of the country, according to data compiled by the American Motor- ists’ Association. An additional burden of $805,000 would be added to the Dis- trict of Columbia. The association, representative of affiliated automobile clubs throughout the country, “views with alarm the sug- | gestion of the Federal Government of posing a gasoline tax and reviving the excise taxes on automobiles which were repealed in May of 1928." “As & war revenue measure the Fed- eral Government in October, 1917, im- posed an excise tax on automobiles. Government. There can be no possible justification during peace times for the Zh'r&uury Department's proposal that nce’ tax should be revived, in view of the fact that the motorists of today are paying approxi- mately $1,000,000,000 annually in motor vehicle taxes, or almost as much as was reised during the 10 years when the Federal Government collected the excise tax,” declares J. Berton Weeks, presi- dent of A. M. A. “The average gasoline tax in 1930 was 3.35 cents per gallon. Ten States thus far this year have increased their gaso- line tax, Imposition of a 1-cent Fed- eral tax would mean an average gaso- line tax of nearly 5 cents, and would add a burden of $157,614,000 annually to the taxes already pald by motorists,” the A. M. A’s statement declares. ening up in driving requirements will help materially.” Mr. Baughman called attention to the fact that while many persons com- plain upon being rejected and com- pelled to undergo additional instruc- tion before being able to satisfactorily meet the requirements in Maryland, these requirements are comparatively simple when compared demands to the m: uj the applicant in other jurlldlctm. 2 One-quarter of our cars are used by farmers for business purposes, Picturesque Route, Devoid of Heavy Traffic, Held Lure to Vacationists This Summer. ‘This interesting and’ delighttul motor tour to and through the Long nlm‘ Sound resorts of New England will appeal to motorists contemplating a visit to the seashore during the pres- ent touring season. Starting at Savin Rock, near New Haven, Conn. and extending eastward as far as Narra- gansett Pier, R. I, this route brings the tourist through or in close proxi- mity to more than one hundred miies of coastline, Principal Attractions ‘While the beautiful sandy beaches and aquatic sports are the principal attraction at these resorts, they pro- vide other recreation including golf, tennis and horseback riding. If you are anxious to enjoy a real pleasant vacation at the seashore, motor to the Island Sound resorts of New Engl , this summer. The route out- lined in this article will also be enjoyed those usi it. Leave Wash! on route United States 240 and travel northward into Prederick, Md. Then motor from Fred mmu United States 15 thtm:h itsburg into Gettysburg, Pa., site of the historic battle of Get- tysburg. The battle fought here be- tween the dates of July 1 and 3, 1863, was chbobly the most important of any during the Civil War. The losses on both sides were large, the fighting fierce and the outcome in doubt throughout the three days. Eventually the Union troops were victorious. The | Confederate forces were commanded by Gen. Robert E. Lee, while the Union troops were under the leadership of Gen. Meade. The battlegrounds cover | an area of about twenty-five square miles. Markers and monuments desig- nate the important points. There are several steel observatories at different places in the park, from which good views of the grounds are to be had. Lincol delivered his now famous | %€ Gettysburg address, here in 1863, at the dedication of the National ceme- tery. Continue northward from Gettys- burg on route United States 15 into Harrisburg, the capital city of Penn- sylvania. The State house is a very beautiful structure and is well worth taking the time to see. ed eastward from Harrisbu on route United States 22, the Willlam Penn Highway, through Himmelstown, Lebanon and Myerstown into Werners- ville, & popular Summer resort offering | many splendid opportunities for the | enjoyment of health-building outdoor sport and recreation. Journey from Wernersville | Reading. This town was originally the | property of John Thomas and Richard Penn, sons of William Penn, the foun- der the State of Pennsylvania. The views from the mountains surrounding Reading are a revelation that will long linger in the memory of the ob- server. The name Reading, was taken from that of Lord Reading in England. Into Allentown ‘Travel next from Reading through Kutztown into Allentown. Allentown is the county seat of Lehigh county, and is situated on the Lehigh river. The first settlement in Allentown was made in 1752, by Willlam Allen, who at that time was Chief Justice of the Province of Pennsylvania. This land was granted to him by his son-in-law, Gov. John Penn, a son of Willlam Penn. Motor from Allentown into Bethle- hem, which was originally settled by the Moravians in 1741, who imme- diately commenced the construction of stone houses as a protection against the Indians. These bulldings are still up and may be seen by the tourist. From Bethlehem travel to Easton, situated in the great cement, slate an iron region of Pennsylvania. Leave the ‘Willilam Penn Highway at Easton and travel northward from there on route U. 8. 611, to the Delaware Water Gap. The Delaware Water Gap is a popular resort that is visited by thousands each year. This beautiful gap, caused by the Delaware River as it breaks through the Kittatinny Ridge, is walled in on both sides by mountains 1,600 feet high. IEL‘:: one of the natural wonders of the Continue from the Delaware Water | Milady’s Gap on route U. 8. 611 to the inter- section with routs U. 8. 209 and then on the latter route follow the Delaware River northeastward into Milford, lo- cated in the picturesque Delaware Valley. Proceed eastward from Milford on route U. 8. 6 through Matamoras, site of an old Revolutionary War fort, and on into Port Jervis. Then journey from Port Jervis on route U. 8. 6, through ‘Tri State, junction point of Pennsyl- vania, New York and New Jersey, through Centerville, Slate Hill, around Goshen and Chester into Central Val- |ley. In Central Valley the tourist will observe a large sign indicating a new road through Bear Mountain Park, which he should follow. This new road, known as the Long Mountain road, fol- lows a very scenic course through the mountain and terminates near Queens- boro Lake, a beautiful body of water, near which is located & free motor camp site, which may be used for one night without a permit. Prom Queensboro Lake follow the Seven Lakes drive for a short distance to the new Popolopen Gorge route, and then on the latter route travel through an interesting mountain gorge to Bear Mountain Bridge. the use of these new routes motor! may save about 10 miles of travel. Bear Moantain Bridge. The Bear Mountain Bridge im- mense nructuwx;, 2.257 1 l#nm length of the central 18 1,632 feet. It is suspended from fwo huge towers, 355 feet high, by two cables 18 inches in diameter, each cable containing 7,252 wires, approximately one-half mile long. making more than 3,500 miles of wires in each cable. For the convenience and comfort of travelers the bridge is normally available to traffic 24 hours each day of the year. Its completion, more than six years ago, ned up & new route to New England, which not only saves time and mileage but also avolds crowded traffic areas. Almost at once after crossing the bridge the motorist encounters and travels over the “scenic” Bear Mountain Bridge approach highway, which is built for almost its entire length of 315 miles directly above the river itself. At In- spiration Point the roadway reaches s height of 410 feet above the river. Ex- T8 | cellent panoramic views of the country- side may be had from here. Continue from the bridge highway over the hard-surfaced road that leads across the trestie bridge, and over the concrete highway on the other side drive 0 Highland avenue in Peekskill. ight into Highland avenue and follow . 8. 6 through Peekskill, Lake Mahopas, Carmel and Brewster into ‘Dm’I:\;‘rdy, Conn., the gateway of New Proceed from Danbury on Route U. 8. | 6 to Bandy Hook, at which point one |leaves Route 6 and follows instead a | well defined highway leading southward through Derby into New Haven, home of Yale University. Savin Rock, near New Haven, is a popular seashore resort that attracts thousands of visitors each Sum- | mer. New England's Coast. In order to visit the various beaches and resorts along New England's famous | coast tourists ere advised to follow | Route U. 8. 1 from New Haven through Branford and Guilford. At both these | places one will find excellent bathing | beaches and facilities for the enjoyment of water sports. Then continue on Route U. S. 1 through Madison, where the State of Connecticut owns and maintains a 500-acre park on the shore | of the Sound, where bathing and camp- | ing conveniences are to be found. | _ Proceeding from Madison on Route U. | 8. 1, drive through the historical resorts of Saybrook, Lyme and New London |into the State of Rhode Isiand, and | then through Muystic, Stonington. West- | erly, Charlestown and Wakefleld into | Narragansett Pier. Throughout this entire region of more | than 100 miles there are many beautiful | beaches where every kind of outdoor sport is available. In order to see these | beaches it will be necessary to watch the side roads, which are plainly marked with the names of the beaches or resorts to which they lead. The side roads are hard surfaced and lead directly to the oeean, Motoring BY FREDERICK C. RUSSELL. It's better to be grinding valves than axes. I have just glanced at an advertise- Tather reverses matters. What the “ad” writer means is that the car automati- cally prevents hot weather overloading of the engine with gas mixture. You can avold such dmgcume: with your car by remembering to try starting in warmer weather without using the choke. Don't choke first and then dis- cover you didn't need to. ‘The week's safety hint stresses the importance of avolding turning out when on the o:n road if you want to be safer in trafc. stop in a straight line. Doing as the natives do is not always & good rule to follow when driving in & strange city. To be on the safe side in _making your turns, better await a definite 1 from the trafic officer. A considerable number of motorists do | not know the regulations of their home ‘There’s one family at least that needs a companion car. For weeks wifey had looked forward to the day when friend husband would be out of town and she could use the car for a shopping ex- pedition. Jubilantly, she got aboard and dashed for the shopping district. Putting the car on a parking lot, she proceeded to spend the afternoon buying out the stores. All thrills over the pur- chase of a gay evening wrap, she walked out of & shop, rushed to the corner and boarded a street car for home. Nothing hangs on like habit. Last year 36,016 persons were in- jured and 1,612 killed by stepping out from behind parked cars. Just a gentle warning to cultivate the habit of al- ways entering and leaving the car on the right side. To enter a parked car on the left side from the right-hand sidewalk you must necessarily join the ranks of the careless. Other cars often pass so close there isn't room for pass- ing between cars. A critic says that women “signal too much.” There were no qualifying re- marks, and it looked just & man's way of a shot at the ladies of the heel. But it interested me and I de- ided to observe Wi cl e. I was surprised to find that he may be right. The excessive g was not of the hand variety, but the too frequent flashing of the p-light sig- nal, due to nervous and erratic use of the brakes. Watch the driver ahead when you are swinging around a corner into a side street. He or she may be planning to turn around and you may be trapped into a sudden stop. But that isn’t all. I was nearly ca in such a predica- ment the other day, and when the woman ahead changed her mind and decided to move along I figured all was well. Suddenly, however, she swung around for a second attempt at turn- ing. Drivers bent upon turning are apt to be persistent, to the embarrassment of those who fall to take warning, L In traflc you must | .. A New York woman has instituted | the special luxury of perfuming her car, not only for special oceasions but in keeping with the countryside. | & purveyor of scent of old lavender or Jjasmine. High-heel slippers and brake shoes may seem to be far removed from each other. but they have a story in common, There is a certain amount of insta- bility about each that calls for special attention. But first picture the operation of the brakes on your cer. If they are of the now universally used internal expanding type. the shoes are like sections of a | band, or arcs of the circle of the brake drums, which carry lining. When the brake mechanism is actuated the shoes are pressed into contact with the drums, and through friction stop the cas. These shoes naturally are hinged or plvoted in such 2 way that they have a certain amount of floating action. Like your slippers, they may not be steady at certain positions. This is especially true of what are known as self-energizing shoes. This type “float” to an extent where they are wedged against the inside of the drum by the action of the other shoes. Brake shoes have heels and toes and operate best when they are rather firmly applied, though not necessarily hastily or erratically. The method of actuating the shoes may be by rods, cables or the pressure transmitted through fluids. The former are broadly grouped as mechanical, the latter as hydraulic braking systems. Now about that similarity between brake shoes and slippers. If you tread lightly and a bit carelessly, you are apt to find cne of the slippers becoming un- ruly. Your ankle wabbles and finally turns over. On the car the lightly actu- ated brake shoes are apt to vibrate, the ;:?:l;';dhe!!nz a chlturfil ;cfion that is 0 your ears the form of a painful squeal. Costs of Delays. An annual loss of $1,000,000,000 is a rough but thoroughly defensible esti- mate of what traffic delays cause the American people. In addition to the an . is stated, a - r':ut ;uu‘nbla loss to retail- ers in towns and cities brought about by the increased difficulty of shopping in central business districts. Practice Makes Perfect. “Why on earth are you building & three-car garsge for tnat bantam auto of yours?” “I want to do a little indoor driving this Winter.” Authorized Distributors Delco Batteries CREEL BROTHERS 1811 14th St. N.W. Decatur 4220