Evening Star Newspaper, September 6, 1931, Page 25

In the Motor World BY G. ADAM regulation in the District of Columbia after all. Any temporary thoughts to the| contrary were soon set aside by «Corporation Counsel William W. Bride. But if in doubt over the recent action of the Commission- ers, you better take a lawyer to ride with you. It is perhaps better that way.; Any change in the regulations should be clear and definite, so no misunderstanding could exist. Mr. Van Duzer’s omission in designat- ing speed limitations was not in- tended purposely. He appears to be open-minded about a change later, but at present states that he has not been here long enough to make a decision as yet. While in the Pennsylvania Highway De- {;artmenc he recommended that he ban on speeding be lifted with the view that the against reckless driving would suffice. This recommendation was turned down, but it is not held unlikely that it might be recon- sidered at a later date. Tendency Shown. The tendency to lift the ban on speeding, however, cannot be overlocked. Two more States— | Nevada and Oregon—have re- moved their arbitrary speed lim- its. Now the tourists may travel| at any speed ‘“reasonable and proper” in Connecticut, Florida, Indiana, Iowa, Kansas, Maine, Michigan, Montana, Nevada, Ore- gon, Tennessee, Vermont, Wiscon- sin and Wyoming. In seven other States, in which fixed maximum speed limits still are enforced, the limit has been recently raised. California has increased its limit from 40 to 45 miles per hour. Delaware has boosted the limit from 35 to 40. Massachusetts, which has long borne the unique distinction of having the lowest maximum speed limit, has raised the limit from 20 to 30 miles an hour. New York now permits 40 miles per hour| speed. The North Dakota limit| THERE seems to be a speed regulation has been raised to 50 miles per| hour maximum, and West Virginia | ear, | Fermll.s 45 miles per hour this n contrast to 35 miles per hour last year. Not so long ago Vir- ginia raised her limit to 45 miles per hour. miles per hour over the prescribed limits. It is interesting to note that no| Btate has decreased its maximum | spesd limit, and no State which| has tried out the no-fixed-limit plan has reverted to the enforce- ment of an arbitrary limit. In those States in which no ar- bitrary speed limit is enforced it it is not to be assumed that there are no driving regulations. The phrase “reasonable and proper” means just what it implies. On the open road, free of traffic, the motorist may “let her out” just as fast as he can mantain complete control of his automobile. At all times he must be able to bring his| car to a complete stop within the assured clear distance ahead. On| curves, hills and at road intersec- | tions, the driver must hold the| machine at a sufficiently low speed | to be able to cope with any traffic situation. In other words, the motorist is bound to a program of common-sense driving. Automobile manufacturers, who keep a keen ear turned to the Fulse of the buying public, lose ittle time in adopting improve- ments in design or engineering when such changes have found favor with the average owner. Recent Changes. Among the changes in recent years which are now in wide- spread use, but were unheard of a few seasons ago, are “free- wheeling,” hardly beyond its first Eublic birthday; completely rub- er - mounted engine supports, silent transmission, low - body designs, methods of eliminat- ing the gasoline “vacuum” tank and many other highly specialized refinements. Of course, humerous alterations have been tested and rejected, but the major changes have been of a lasting nature. Many of these States| and a few others pay little atten- | tion to the driver who goes a few | ung | S HOWARD. tails of the new device. Instead of using the left foot to engage and disengage the clutch, the driver of any motor vehicle equipped with clutch control op- erates the clutch machanism en- tirely with the accelerator. When the foot is lifted from the ac- celerator, the clutch is disengaged, gears can be shifted and the clutch is again engaged the mo- {ment the driver presses down on the accelerator. The left foot need never move from the floor. Clutch control operates on the vacuum principle of pedal manip- ulation. ~ For nearly three years engineers have been experiment- ing with the vacuum principle as applied to clutch operation, and tge new device is the result. Clutch control, it is stated, can be installed on any automobile, truck or bus that is accelerated with a foot throttle. Automotive engineers who have examined the device freely predict that the clutch-control idea event- ually will be built into all motor vehicles the same as the self- starter and four-wheel brakes. They assert the new product is fully 2s important to the industry as these. Waste Power Used. Waste power from the intake manifold is utilized to create a vacuum, which is the basic prin- ciple behind clutch control. = The vacuum is created the moment the engine reaches idling speed—that gap between closed throttle posi- tion and the point where the foot accelerator starts down—and is maintained as long as the motor is turning in that range. A vacuum cylinder is connected by a metal tube through a valve to the intake manifold, and a pis- ton in the vacuum cylinder is con- nected to the clutch pedal by a cable. When the vacuum is “on” it draws the piston and pulls the clutch pedal down, disengaging the clutch. When the vacuum is “off” the piston returns and the clutch pedal comes up, engaging the clutch automatically with perfect timing far more smoothly than | can be accomplished by the most expert drivers. The vacuum is turned “on” or “off” by the valve in the vacuum line between the vacuum cylinder and manifold. This valve re- sponds only to the up or down movement of the accelerator, to which it is connected by a short cable. Clutch control is expected to prove particularly popular with women drivers because it elimi- nates the fatigue attendant to con- stant pushing on the clutch pedal. Likewise, longer clutch life should result because the clutch is oper- ated mechanically and smoothly, thereby eliminating the driver’s tendency to “ride” the clutch pedal. Also, it is pointed out, clutch control should overcome the timid driver's inherent fear of shifting gears in traffic because the timing is mechanically exact. Coupled with these features is the fact that clutch control, which is protected by basic patents, should provide all advantages of free wheeling without necessity | of manual operation of the clutch | pedal or necessity of remembering to touch certain levers. With clutch control, the driver merely | lifts his foot from the accelerator and the vehicle coasts with a min- imum fuel consumption and wear on parts. Furthermore, clutch control operates in all speeds, for- ward and reverse. In Case of a Stall. Should the motor stall, as | sometimes occurs while free wheeling, the vacuum ceases to exist, the clutch is engaged auto- matically and the car’s momen- tum cranks the engine instantly and quietly without the least move on the driver's part. Clutch-control has been made entirely optional and selective as a safety feature. The motorist can return to conventional drive merely by moving the hand throttle to that point where it starts to push down the foot The principal reason for the fast-changing automotive picture | is the peculiar wisdom of motor |{00t- car owners. As a buying class, car | owners are better informed than| buyers in any other mechandising | field, possibly because the automo- | bile is comparatively a twentieth | century product, born and de-, veloped under the eyes of the liv-| ing generations. Modern buyers, having become accustomed to up-to-the-minute improvements, now expect them as a matter of course. Thus man- ufacturers maintain elaborate ex- perimental laboratories, where lit- erally thousands of today’'s im- provements are undergoing rigor- ous tests to determine their value. | A new wlevelopment, perfection ! of which will lend to the joys of | motoring, is the new clutch con- trol, a Bendix product, which is said to make it possible to go| through traffic, starting, stopping and shifting gears of a motor vehi- cle without the driver touching the clutch pedal. On the surface it looks like some manufacturers/ are entering the free-wheeling| field by a back door. The Clutch Control. “The left foot has lost its driv- engineers, as they explained de- *SHOCK® YOUR CAR TO DEATH ! SHOCK ABSORBERS NEED ATTENTION OCCASIONALLY . IT SAVES WEAR AND TEAR ON YOUR CAR AS WELL As YOUR NERVES T WAVE THEM FUNCTION PROPERLY~ SO LET AN EXPERT CHECK THEM EVERY FIVE THOUSAND MILES. ing job,” was the declaration of | IoM,such transporta throttle. When that is done, the clutch is operated with the left Only a few new models have graced the Summer automotive field, due to the agreement among many manufacturers to await the time of the National Automobile Shows before any change. Anticipated Event. Anticipated event, a change in the lines of a maker in the low- price field, will come about, it is thought likely, in the early part of October. Rumor has it that it will not be an eight, but a vastly improved product otherwise, carrying a longer wheel base. CHEAPER FRE'IGHT RATES HELD GREATLY NEEDED| Can Be Provided by Highway Ex- pansicn, Says Road Builder. ‘The one crying need in this country is cheaper transportation, said Norman Halliday in an address before the American Road Bullders’ Association. ‘The expansion of highways has shown tion can be pro- “If 'we concede that we are living in the test country on earth, if we re- ‘meml| THE TIME sHl L YOUR MAWS TAKING HER OWN SWEET TIME PUTTING You ToLD YOUR HUSBAND ToO RUN‘E ON THE® BABY IN \WITH AND YOUD —at ™ PUT THE CAR AVAY. = O w1 nyTeisune e END OF REPAINTING SEEN FOR AUTOS Last of Retouching Needs Forecast in Report to Chemical Society. Special Dispatch to The Star. DETROIT, September 5.— The day wren it may never be necessary to think of repainting or retouching the finish on the old family car has been fore- cast in a report made to the American | Chemical Society. ‘The automobile industry has the reputation of demanding the impossible and getting it, according to H. C. Mougey, chief chemist, and R. J. Wir- shing, an associate, of the laboratory forces here. ‘They have contributed constructive criticism of processes used in finishing cars with suggestions for improvement. Speed Brings Problem. ‘The increased speed at which auto- mobiles are driven has brought about a new finishing problem. Small stones thrown up by the tires cause chipping of enamel and lacquer. Hubs of rear wheels, especially of wire spoke design, xre subject to this “sand blast” action. ‘To remedy it, improved finishing m: | verials are advocated and better meth. i vds of application. What also is needed, | who, tne scientists believe, is more protec- uon to be afforded by both tiyes and nub caps or projections from rear fen- ders of running boards that will deflect both stones and sand. In addition to this problem, the re- search men report, there is another one of rust. On this there may be de- have no conception at present. “The most important would be rust- resisting fender finishes,” the report “Anyone who will examine cars arked along a curb will be struck by he difference in finishes used on the bodies and on the fenders. This is es- pecially true at the sea coast and in cities where sodlum chloride (salt) is ter. “When exposed to salt water the film of enamel softens and peels. Rust then forms on the unprotected surface and li'{xl]’adually spreads, causing further peel- g. Cost Prohibitive. “Of course, fenders can be finished in the same manner as bodles (using lacquer) and give the same results, but the cost would be prohibitive for all cars except those of the higher price class.” Baked enamels and not lacquers are used on the fenders, and the cost is much less. The automobile industry has & reputation of giving high value per dollar, but it has been earned by prac- ticing rigid economies. An increase of only 10 cents per car appears to be insignificant, but on. a production of 1,000,000 cars a year amounts to $100,000. Expenditure of this sum, or less, on research may pro- duce a rust-resisting finish at a price equal to the present price, will allow automobile builders to save it and the added value along to the car owner. The rustless fender will come either through trestment of the steel sur- face or mal enamel that is less sub- Jject to the actlon of salt solutions. ‘The next improvement listed in the report is that of “chalk-resist " prop- erties in both black enamel and lacquer. Chalk-Resisting. “By chalk-resisting.” it 1s stated, “we mean abllity to retain luster on ex- posure. Cracking of finish in cracks visible to the unaiced eye is no longer a problem in automobile finishes, ex- cept in a few lsolated cases. Chalk- ing is a microscopic surface failure which results in loss of lustre. This trouble is more prevalent in the South- ern_climate. “It is true that luster can be restored to a surface by polishing, but part of the film is removed in this operation and frequent polishing results in the film being worn through. The desired flnll‘:hh l:l. hold luster without frequent pol 3 1 “Within the last few years lscquer has been improved so that it is much better in ] day. “Let the automobile driver remember when he complains about trucks on the roads that no man ever took a truck out on the roads for a joy-ride— the truck is on the road because it is doing & constructive business,” he con- JULY FACTORY SALES 218,981 Automobiles Sold, Accord- ing to Census Bureau. July factory sales of automobiles in the United States, as reported to the Bureau of the Census, consisted of 218,961 vehicles, of which 182,927 were passenger cars, 35,854 trucks and 180 taxicabs, as compared with 250,657 ve- hicles in June, 1931, 265,533 vehicles in Jyly, 1930, and 500,840 in July 1920, ‘Twenty-two ‘were killed and 911 injured while streets ot other than street intersections In New York Oity during & single been market and it now is in A Slim Chance. Mr. Jinks—Well, my dear, how wowld you like a new car? Mrs. Jinks—Oh, that would be wen- derful! We surely do need it. Is there any chance of it Mr, Jinks—There certainly is! Mrs, Jinks—When will it be deliv- Ted? Mr. Jinks—I'm not sure about that, but I bought a ticket in an auto raffie today.—Detroit Motor News. used on the streets to melt ice in Win- | =z SN ... States Enacting BY CHARLES H. BARTLETT Mayor, Evanston, IIl. Every one agrees that the drunken, | careless, reckiess and law-breaking driver should be taken off the street and kept off. We all agree that hc should be severely punished if he in- | jures or kills any one. There can be no argument on this subject because every one feels almost instinctively that | such measures are absolutely necessary for safety. Public sentiment is becom- ing increasingly more insistent that adequate measures be taken to make the highway safe for traffic. Evidence of this is seen in the increasing num- ber of States enacting strong driver li- cense laws, with examination of new | drivers and other effective traffic meas- ures, such as are recommended for | adoption by the National Conference on Street and Highway Safety. { Attention Not Given. | The police departments in many | cities and towns have been, rightly or | wrongly, handed the job of preventing | death from trafiz accidents and, along with it, the duty of convicting drivers by violating laws, cause acci- | dents. Many police departments have not given to this phase of their work | the “attention which fts importance warrants. While the detection and con- | viction of murderers and other crimi- nals is a paramount duty of the police | department, apprehending and penaliz- ing reckless and dangerous drivers is velopments in the future of which we | ajso important and should be earried | tomobile drivers in Evanston. | on persistently and relentlessly. Dangerous drivers take more Amer- ican lives than dangerous criminals. | There are three times as many traffic deaths annually as there are homicides. | Yet traffic killings rarely get the same attentioh as others, either from the | police or the public. The claim is made that it is very | difficult to secure evidence of traffic offenses, and that testimony which will | convince sympathetic jurles is usually lacking; but when equally effective methods are used to get dangerous driv- | ers as are used to get dangerous gun- men convictions can be obtained. This | has been demonstrated conclusively in | many cities, notably in Minneapolis, Detroit, San Diego, Cleveland and | Evanston, Ill. The methods used are | similar in each case, but we believe {they have been developed to a higher | degree in Evanston than in any other | eity. ‘This city, just north of Chicago, | has ‘proved to be an excellent laboratory for this type of work. and the man who was largely responsible for its de- velopment has been ealled to Chicago to work out a similar system pointing wh- recognition of the virtue of the plan. Evanston has a population of about 65,000 and a motor vehicle death rate of 10.5 per 100,000 population. Three ecities adjoin it. The one on the north has s rate of 18.48; Chicago, to the south, has a rate of 26.25; and the town on the west has a rate of 119.4. The one outstanding reason for our excellent record is our accident inves- tigation work. ‘When, early in the summer of 1929, the frequency of accidents caused our officials to wonder if some remedy could not be found whereby accidents could be prevented in many cases, and those directly responsible punished, we decided to organize the Bureau of Accident Prevention. This body be- gan to function on September 1, 1929, with a personnel consisting of nine men. There were just three squads of two men each for the three shifts and a small office personnel. These squads wered acokdent calls and investi- gated accidents at the scenes, with the of getting evidence against guilty persons. ‘The squads are schooled in first aid and photography. They travel in sedans, carrying the cameras, first ald equipment, steel tape and portable typewriters. They in- the city limits and, in ;roducuon on | tures, several makes of automobiles.” (Copyrisht, 1931 by the North American person $o escape it] of a desire not to prosecute by the injured parties because of a “fix.” Let me clie two cases of how these “traffic detectives” obtained convictions for negligent driving where the aver- age police department would have failed. There was a hit-and run driver by _another car far en tially identified. wit returned wt‘em-nfmemumt.bu&the boy had been removed and there was nothing to do but report to the all '-!Ath l.n'“n garages for e car answering the de vestigate every accident that occurs in | dt PUBLIC SENTIMENT INSISTENT ON GREATER SAFETY MEASURES Evidence Seen in Incrcasing Number Of Strongcr Motor Traffic Regulations. jcar was traced and the driver pre- | sented with this evidence pieaded guilty | and received a sentence of $100 and ! ten_days. Then there was a case of a collision iat an intersection. The only witnesses to the accident were the two drivers. | One claimed the defendant had not stopped at the stop street; the defend- | ant just as vociferously proclaimed that he had. The judge, upon this evidence | alone, was nonplussed. When he asked | for further evidence an officer stepped | tforward with six pictures, which were identified and admitted into evidence. | The pho aphs showed clearly and unmistakably the skid marks of the | defendant’s car, which started 12 feet | before the stop sign was reached and continued uninterruptedly into the | center of the intersection 19 feet be- | yond the stop sign where the crash occurred. All doubt of the defendant’s guilt of speed and reckless driving was removed. He was found guilty. Chief Value. ‘The chief value of accident investiga- tion work, of course, is that it greatly | increases the percentage of convictions which are obtained. That when con- victions are high accidents decrease is almost axiomatic. During 193) more |than 75 per cent of all accident cases brought into court resulted in convic- | tions. ‘This percentage is considerably | higher than the average. Fear of con- | viction has resuited in the development of a careful, conscientious class oI! au- am [told‘ incidentally, that during the first | four months of operation the Bureau | of Accident Investigation in Minneap- | olis produced 272 cases in court, of | which 220 were convicted, or a total | of 81.3 per cent. The accident investi- ! gation work in Minneapolis is practi- | cally identical with ours. | Our accident prevention squads do not confine their work entirely to pros- | ecution. In connection with each ac- | cident the facts are noted, a study is | made and recommendations as to the removal of traffic hazards and obstruc- tions to view and other suggestions for | safety are made to the head of the bureau. These are transmitied to the | executive officials, and the .recommen- | dations are put into effect as far as practicable. The scene of many an accident has been changed from a place of hazard to one of safety by the re- moval of a hedge or by the placing of warning signs, and this action has lowered our accident ratio in compari- son with our neighboring towns as shown above. Despite the success of the plan in | Evanston, there has been skepticism on | the part of the police officials in other parts of the country. The obj ns, generally, have centered around two points. "It was thought that the system would not work in a large city and that it would reiu!.re manpower in the e; far beyond the aver- at _Minneapolis has ready installed the squads and that Chicago is now making plans to do is a ent enough to nullif; obje n. As for the second, I would suggest that An{ city even considering the plan look into it thoroughly be- fore making a blanket objection on the ground that it would be too expensive. Little Additional Expense. In our own case there has been very little additional expense. When our squads are not on an investigation they are doing actual police patrol work. Many cities now have crime squads, with cars equipped with radios, tra It would require a little additional expense and to qualify these squads for s ylnmu‘:aon ‘work. au ile accident Certain it is that the prevention of accidents and the apprehension traffic {r of violators should rank in rtance with crime prevention and & detection in,the work of a police there are few activi- HIGH SPEEDS ADD | NEW ROAD BURDEN 1Revolutionaw Changes Need- ‘ ed, According to W. R. i Smith. | — | High speeds of motor vehicles that have come about through mechanical | improvement place a burden on the | highways that can be overcome only by revolutionary changes in roads, ac- cording to W. R. Smith, president of | the American Road Builders’ Associa- tion. New Development. “Just about the time when it began | to :Epelr that the main road system |of the United States might be com- | pleted within the lifetime of some | people now living, a new development | in motor vehicles calls for the recon- | struction of a large part of the system. | Railroads were faced with a similar condition not very long when it | was found necessary to rebulld road- beds to permit the operation of more modern rolling stock. The virtual re- building of the highway system to pro- vide for high speeds with safety for vehicles that now and in the fufure must be accommodated is a fact that has not yet sunk into the mind of the general public. “Most of our present system of highwavs. was designed for moderate speeds of motor vehicles” states the association executive, “so that in effect we have now ‘60-mile-an-hour vehicles and 30-mile-an-hour roads.’ Many ac- cidents happen because of accident- prone drivers and failure to exercise courtesy and caution that would have been avoided had the roads been de- signed in the first place for the speeds at which motor vehicles now actually operate. What wise man can foresee mechanical developments? More Funds Needed. “In the light of new developments that are taking place so rapidly in mo- tor vehicles, it seems folly to give thought to any other fact than that a continued increase in funds available for road-building is necessary for busi- ness, safety and economic reasons. “Any diversion to other purposes of the taxes paid by motor vehicle owners toward the improvement of roads will be paid for many times over in high transportation costs and dead and in- Jjured on highways due to the failure of road improvements to keep pace with n:om vehicle developments,” he con- cluded. SAFETY OF COMMON CARRIERS DEPICTED Only One Out of 75,000 Persons Injured, Says National Associa- tion of Motor Bus Operators, Approximately 75,000 persons are 50 | carried safely on common carrier busses to every one person injured in the slightest degree, according to the Na- tional Association of Motor Bus Oper- ators. The Bus Association bases its statc- ment on accident experience tables of the companies operating common car- rier service and declared that it is at- tributable to the safeguards surround- ing passengers. “Out of a total of 36,806 motor ve- hicles in fatal accidents in 1930,” said the statement, “only 331 were busses, and this figure includes busses of all types, common carrier and non-com- mon carrier lines. 7% “From the standpoint of all accidents, busses of all types accounted for only ’l‘,::B of &‘IW% ;.llfl.ll'l :.o‘caldenm'.: year. In percentage, figure is less than seven-tenths of 1 per cent of the total.” - ‘The statement continues: “On the basis of bus miles of com- afer ' mon carrier busses to fatalities and in- t | juries, the record is mos! A YEAR'S SUNBURN Y | Drastic Test Given Safety Glass in Laboratory. A year's sunburn concentrated into 84 hours is certainly very drastic treat- ment. This is one of the tests to which :nt:ty‘gh.:( ’:t s“bl’::!ud in p‘t:e l;nboal‘ of a company. 2 dqevelopmem of thls-test, which is used daily to incure the quality of the ghss, it was found that the 84-hour exposure scene | period would show up all effects which occur when the glass was installed in a car and run on the roads of California for one year. Since there is more sun- light in California, it is not surprising to find that this same condition corre- t _impressive. operated 4,159,060 bus miles to every fatality, passengers and nom-passengers, while intercity com- ?-':]1? operated 2,432,395 miles to every atality. “These figures clearly indicate that the motor bus is %uflnt"tuu:m of highway transportation. con- nection, it might be cited that while fatal accidents involving private auto- mobiles increased 37 per cent since 1927, those involving motor busses actually decreased 19 per cent.” Just Imagine. Lady (learning to drive)—But how can I think of just what to do? Instructor—That'’s easy. Just imagine that your husband is driving. Battery and Ignition Service Delco Batteries CREEL BROTHERS 1811 14th St. N.W, Decatur 4220 3 LAND OF EVANGELINE OFFERS ATTRACTIVE MOTORING TRIP Nova Scotia, With Its Scenic South Shore, Between Yarmouth and Halifax, Invites Nature Lovers. Nova Scotia, with its scenic south shore, between Yarmouth and Halifax, its “Land of Evangeline” and the An- polis Valley, its quaint shore line above the Northumberland Strait, the Basin of Minas region and then Cape Breton Island, as Scotch as old Scot- land, a land of heather and bagpipes, where one can motor beside the Bras d'Or Lakes, that great arm of the sea which cuts into the heart of the is- {l?d. makes for a most inviting motor rip. By Road or Sea. ‘This attractive region may be reached by car in two ways, according to the Automobile Club of America, New York City. One is by road and the other by boat. Motorists with only a short time at their disposal, which they would like to spend in the Maritime Provinces, will find that the quickest way is via the water route. Boats leave from New York City and Boston for Yarmouth, Nova Scotia, the trip from the first city taking just one day and from the other a little more than half a day. This is a very comfortable way to go, as the car is carried on the same beat, on which first-class accommodations may be cbtained, and one is thus ready to start out early in the morning of the second day for the trip through Nova Scotia. United States Route No. 1 brings the ‘Washington motorist to New York. By road_any number of routes are possible. The most direct is via the | shore road. route No. 1. Leave New | York via the Hutchinson River Park- way, coming onto the shore road at Port Chester; then through Stamford. Norwalk, Bridgeport, New Haven, New London, Conn.; Westerly and Provi- dence, R. I, to Boston, Mass. Take the Newburyport Turnpike out of this city into Newburyport, then on to Ports- mouth, N. H. Cross over into Maine, and then through the Yorks, Biddeford, Portland, Brunswick, Rockland, Bangor and Ellsworth to Calais. Cross over the Canadian border to St. Stephen, New Brunswick, and on to St. John. At this point ferry service is available across the Bay of Fundy to Digby, Nova Scotia, or it is possible to run up to Monckton, then down into Amherst, to_Truro, Halifax and Yarmouth. Motorists wko want to make an ex- tensive tour can include other sections of New England in their itinerary be- fore striking into Maine for the New Brunswick border. The Connecticut River Valley, then through the lake re- | gion of New Hampshire, touching at Sunapee and Winnipesaukee, is one route. Another goes up into the Berk- shires of Massachusetts, then on into the Green Mountains of Vermont, then | eastward into the White Mountain re- glon of New Hampshire, entering Maine via the Androscoggin River Valley. Routes From Yarmouth, From the boat landing at Yarmouth, the motorist has a choice of two roads, both of them leading into Halifax. Route No. 1 lies to the west, No. 3 to the east. The first route passes through Weymouth into Digby, un- doubtedly Nova Scotia's most famous summer resort. From here the road curves around the shore of the Annapo- lis Basin through Clementsport, Deep Brook and Smiths Cove into Annapolis Royal. This town, founded in 1605 by the French, is one of the oldest towns on the North American Continent, and is a very popular Canadian resort, with charming scenery and beautiful walks and drives. Next comes Bridgetown, then Mid- dleton, Kentville and Wolfeville, and then Grand Pre and the Basin of Minas is reached. This locality has been made famous through Longfel- low's poem, “Evangeline.” The Acadian Memorial Park stands in the center of this old village. Within the inclosure is a small chapel of Norman architec- ture, erected by the French Acadians of today, also the old well and the willows, which were there in Evange- line’s day, and on a green plot stands a_bronze statue of the Acadian girl. The site of the old Grand Pre is now | ham, a beautiful garden. Leaving Grand Pre, run through Windsor into Halifax. The harbor here is considered one of the finest in the world, and on the west side of the city lies the Northwest Arm, a beauti- ful sheet of clear, green water, be- | loved of yachtsmen, oarsmen, canoeists and all followers of aquatic sports. Lovers of historical things will also find much to interest them in Halifax, with its forts, barracks, naval dock yards, its old churches and other build- ings of centuries now past. Shipbuilding Center. If route 3 is taken out of Yarmouth, the motorist passes through Shelburne, a well known ship and yacht building center, and Sable River, to Liverpool, located on the beautiful Mersey River. Now comes Bridgewater on the La Have River. Leaving here, instead of following the main road, turn right and take the road that runs out to Rose Bay, then through Lunenburg, one of the greatest fishing ports in America and a most picturesque town. A splendid fleet of 150 vessels, employing over 1,000 men, who spend the greater part of their lives on the Great Banks of Newfoundland, sall in and out of this port. Run back into the main road at Mahone Bay, then through Chester Basin and Hubbards to Halifax. Sights of this city that should be seen are | Point Pleasant Park and the Public Gardens. From Halifax one may run over through the eastern portion of Nova Scotia to Cape Breton Island. Route {7 out of Halifax follows the southern coast of the province, rutning through Dartmouth, Tangier, Sherbrooke, Gold- boro, Guysboro and Boyleston to Tracadie on route 4. ‘Then east- ward through Mulgrave and Port Hawkesbury into the Bras d'Od Lake region. The highway follows the lake for many miles. One passes through Hay Cove and Big Pond and then Syd- ney is reached. This is the second largest city in Nova Scotia and is lo- cated on a magnificent harbor, Sydney to Ingonish. Returning, one drive that must not be missed is the run from Sydney to Ingonish. This drive offers one of the scenic thrills of North America. The road winds up and over famous Cape Smoky, which towers 1,200 feet above its _surf-pounded base. A 15-minute walk brings one to an observation tower. Ingonish is completely sur- rounded by mountains, and newhere in Cape Breton can you gét a more ma- Jestic view. On cne side is a white sand beach, 2 miles Jong, upon which the Atlantic breaks its rolling flood; on the other side there is a fine safe beach. Nowhere else in Nova Scotia can such a beach be found, an nowhere else can the scenery be equaled. Returning, drive from Ingonish to Baddeck, one of Cape Breton's famous resorts, and then to Whycocomagh along the north side of the Bras d'Or Lake, then back to Port Hawkesbury. Take the ferry to Mulgrave, then run westward along the northern borders of Nova Scotia through New Glasgow, Pictou to Truro. Steamer connection to Prince Edward Island is available from Pictou. Return Journey. At Truro the motorist may return to Yarmouth for the boat to New York or Boston, or if he desires he can go northward into New Brunswick and on up into the Gaspe country, then west- ward along the St. Lawrence into Quebec. From Truro there is a road running along the northern shores of the Basin of Minas through Glenholme, Bass River, Five Islands to Parrsboro. This is the part of Nova Scotia where the mountains drop sheer to the sea, and there is a striking resemblance to the Fjords of Norway. Parrsboro has the highest and lowest fall of tide of any seaport in the world. Leaving Parrsboro turn north for Ambherst and Moncton. Connection to Prince Edward Island may be made from Cape Tormentine, which is reach- ed from Amherst by running via Sack- viile and Port Elgin. At Moncton turn east for Fredericton, New Brunswick, St. John and the State of Maine. For Gaspe _continue north through Chat- , Bathurst and Matapedia. Motor- |ists wishing to make the run around the Gaspe Peninsula will find that the safest way to make this trip is to go on from Matapedia up to the banks of the St. Lawrence River at Ste.s Flavie, there turning right for the run acound Gaspe. - Milady’s Motoring BY FREDERICK C. RUSSELL, There would be less trouble a-wheel if drivers could hold their tongues as easily as they hold their cars, It's a serious matter to crank the engine with the car in gear. My heart was in my mouth the other evening when a woman stepped on the starter and caused her car to lurch back 3 feet, where it just missed hitting two women who were passing behind it. She checked the car just in time, but had the eéngine fired there would have been o entail i cidentally, you can avoid any pos- sibility of danger on this score by mplok'- ing it an infallible rule to press the clutch pedal to the floor whenever cranking. It will ald the cranking process, too. One thing that will attract the at- tention of the ohserving woman shop- per is the trend toward firmer seat cushions. This would seem to be a sac- rifice of comfort, but in the experience of women who are accustomed to driv- ing long distances it is just the reverse. Too soft a cushion, like too soft an easy chair, is apt to ’Erove more fatiguing in the long run. tigue poisons store up in the system because the body lacks sufficient exercise. The passing of the vanity case from | the finest cars seems to be meeting with | the approval of the modern woman, | who says tbat the vanities were mere laythings for the children, anyway. | E’he latest is to have two smoking sets, which, considering the pleadings of the cigarette people, again proves that it pays to advertise, The new En:grm hats, with the fancy emflue,un at go with them, are e xpected have a marked effect on DOES YOUR CAR SHIMMY? [ 1 YOUR » SPRINGS NEED ATTENTION ‘We Can Make Them RIDE LIKE NEW Springs Manufactured and Repaired for All Makes of AUTOS, TRUCKS, BUSSES Quick Service For High-Class BRAKE LINING SEE US WASHINGTON SPRING WORKS 1410 Church St. NW. DE. 0840 Beiween P and Q Sts, automobile body styles. Wind is a nat- ural enemy of the new headgear, and automobile men anticipate a big sale of windshield wings for closed cars. When the economists and stock market students get through working out their business charts they should turn to a discussion of the way motordem runs in cycles. Here is milady once more wor- rying about her coiffeur when she mo- tors. Veils will be next. Recently I asked a few questions that interested a number of women who read g:ese weekly remarks. Here are a few ore : 1. Why does the engine heat indica- torgo up after the engine is stopped? 2. Do all brakes work as well when the car goes forward as when it is go- ing rearward? 3. What is the function of the igni- tion coil? The answers are below. Try to guess “Why doesn't some foresighted manu- facturer build a car aspecially for femi- nine trade and name it after a fa- mous woman?” asked a business wom- an who is a bit irritated at the pre- dominance of male names for auto- mobiles. And why not? Some wag, however, has figured out that one car is named for a cortain type of feminine bzauty. He also re- called the ill-iated “Diana.” Looking back through the pages of automotive history we find that the ladies got something of a break with the “Darl- ing” and the “Vogue.” “Everybodys” was something of a compromise. Most- ly, however, it has been a man-named aul Good oil, as you know, is the life-blood of a motor. Poor oil is its death-warrant. Autocrat Motor Oil ranks as “Pennsylva; Best.” By its use you avoid all lubrication troubles. Try Autocrat time you oil, and judge its advantages for yourself. BAYERSON OIL WORKS COLUMBIA 5228