Evening Star Newspaper, September 27, 1931, Page 43

In the Motor World BY G. ADAMS HOWARD. UTOMOBILE leaders are; do- ing their bit in aiding the return of better business times throughout the Na- tion, and while their advices af- fect the automotive trade primar- ily, the far-reaching effects of their arguments prevent any criticism on the grounds of self- ishness. Recently Alvan Macauley, presi- dent of the National Automobile Chamber of Commerce, and one of the leaders of the industry, has sent out the following statement, headed “A Dollar for Dole, or an Hour of Work”: “Which do you prefer to give? Which do you think labor would prefer to have? Work More Blessed. “It is more blessed, and better business, to give a man an hour of work than a dollar of dole. The former enriches the one who gives and the one who takes. The latter may impoverish both giver and taker, for while one gets nothing for his money, the other may lose self-respect. “Labor does not want charity. All that it asks is work. And work is ours to give if we will. The very root of the unemployment prob- lem runs down to the unemployed dollar—the dollar that is afraid to venture forth—sometimes through fear of public opinion. “Why not put the unemployed dollar to work? It will, in turn, gut men to work. Why fear to uy more than the necessities of life because of what the butcher, the candlestick-maker may think or say? “To buy today is a patriotic duty, not unlike that of the days when ‘we bought Liberty bonds and won a war. We now have another war to win—the war inst unem- ployment—and one that touches a great many more directly and more acutely than did the recent years of strife. “No one can claim a medal for wearing patches when he can af- ford a new replacement. There are slackers in peace as well as slackers in war. When the slacker dollar goes to work men will go to work, and not before. “The employe should acclaim the employer who buys a new Cadillac, a Lincoln or a Packard. And the emploger should just as surely commend the employe who buys a Plymouth, a Chevrolet or a Ford. And so on through the list of motor cars, each offering }nore for the dollar than ever be- ore. “A dollar spent for a new car eases the labor and raw material situation in every State in the Union, for every one of the 48 is called upon for supplies, and three out of four f hed or semi-finished parts. Hesitant Buyers. “Few would hesitate to buy motor cars if all knew how coun- try-wide the would be. In the motor car ranked first in the consumption of steel bars and sheets, nickel and lead, and used 51 to 82 per cent of ail the malleable iron, rubber, upholstery leather and plate glass. Igl.\lo used -18 per cent of our * hardwood lumber, 17 per cent of our aluminum, nearly 18 é)er cent of our steel, 15 per cent of our copper, 14 per cent of our tin, 26 per cent of all leather, 10 per cent. of our cotton (and cotton grows in 15 States) and large percentages of scores of other commodities, in- cluding wool, curled hair, paints and lacquers, ~11 requiring labor in their luctior. “Humdn of thousands have run their old cars a year or,two longer than usual. Many of these thousands now hesitate to buy new cars for fear of being charged with flaunting their own prosper- ity or because of what others in business associations may think. In our own clientele we know that in 1930 some 40 per cent of those who should have bought replace- ments did not do so, keeping their old cars. “I do not counsel you to buy any particular car before you buy anything else. Ours is not that selfish attitude. the motor car dollar will go morc places, more quickly, and affect more ple for quick relief than an; ogsgr dollar, and that it can well become the self-starter for better business and greater pros- perity.” ‘There is a lot of truth in Mr. Macauley’s remarks. There are, however, many people today who have not the dollar to send ven-| turing out. It is, therefore, cer- tain that those who have any number of non-working dollars have a great obligation. Other viewpoints follow: Other Comments. “It is a comprehensive contribu- tion pointing the way to better times,” was the comment on Mr. Macauley’s statement by the pres- ident of one of the great chain store companies. “If we had more of this type ot‘ thinking and action our economic position would be entirely differ- ent from the way it stands at present,” wrote the president of one of the largest automobile com- | panies. “Your statement is just good common sense. It fits in exactly with our idea,” said a wire from the head of another great auto- mobile company. MOTOR DON'TS Don't ALLow FENDER- WELLS Yo Btcome DIRT- CLoosED | immediate effect |’ 1930 I do believe that | jn AV nod | ing. bt streets. “Your views fit right into our 'picture,” sald a letter from the ead of one of the great wholesale dry goods houses; “if more mer- chants would purchase their needs | they would put a great many peo- le back to work immediately. he majority of merchants are |trying to run their businesses | without buying anywhere near i their actual requirements.” | “You hit the nail right on the head,” wrote a worker in an auto- | mobile plant. i “I sincerely hope that your time- i1y exhortation will produce valu- | able fruit. I am sure it will,” was the comment of one of the coun- | try’s most prominent writers on business and economics. Material Help. “If this thought can be gotten across to the %ubllc it will ma- | terially help the present situa- :',lon." wrote the president of one of the largest banking institutions !in the count: The head of another great bank expressed the belief that if the advice should be taken it would | be a long step toward the “solving of our problems.” “The dole is a curse to any coun- try,” wrote a noted college profes- sor; “those needing it most re- fuse it most proudly.” The president of one company told Mr. Macauley that some time ago he had promised all of his employes steady employment for one year if they would spend 10 “per cent of their income for other an necessities. Further reflecting the desire of the automotive industry to co- operate with President Hoover's recently appointed Emergency Committee on Unemployment Re- lief, a cial commitiee repre- senting the National Automobile | Chamber of Commerce has under- taken additional study of the labor situation, seeking more methods whereby motor manu- fach:rera might relieve unemploy- ment. Appointment of the committee ‘b¥ r. Macauley, representative of President Hoover for unem- ployment relief, has been au- thorized by the chamber direc- torate after reviewing the various aspects of the situation at hand. e committee will be under the leadership of A. R. Erskine. Other members are Robert W. Woodruff and L. A. Miller. - Alive to Situation. “From reports which we have received it has been apparent that the individual automobile manufacturing companies have been alive to this situation and have adopted every possible ex- pedient to meet the emergency by distributing their restricted pay rolls of recent months as widely as sible among all employes,” dec! Mr. Macauley in appoint- ing the committee. “They have also been active in the general welfare work of their several localities.” “With one out of every 10 wage earners g‘h‘ tz\& um‘r:gusum de- endmz,_ ectly or ectly upon ghe automobile industry for sup- port, our . manufacturers are earnestly seeking to do everything within their r to meet the situation,” added Mr. Macauley. “Nation-wide resumption of mo- tor car buying would have an im- mediate and far-reaching effect 1n restoring business to normal operating conditions,” he stated. “This is n&pmnt when one re- calls that the automobile industry derives its labor and raw mate- rials from every State in the coun- try, and that three out of every four States contribute parts used in the manufacture of auto- mobiles.” Recommendations based upon the committee’s investigation of the employment situation as it affects the automobile industry will be submitted at the meeting of the chamber membeérs to be held early in October. Although the automobile has {reached a high degree of perfec- tion, the car owner continues to ! benefit from the aid given the in- | dustry by Uncle am’s great {Bureau of Standards at Wash- | ington. Bureau of Standards’ Aid. This statement was made today | by the District of Columbia divi- {sion of the American Automobile Assoclation, which declared that the average motorist hardly ap- | preciates the assistance the Gov- | ernment renders in facilitating |the movement of the car with | safety. s “pake fuels for example,” the association said, “a field of vital importance to car owners. Through ! years of experiments, the bureau’s | scientists have built up a bodg' of knowledge which has grove of inestimable value to the petro- leum industry and consequently to the motorist. This research has meant more efficient fuels and more economical engines, with lower operating cost and added pleasures of motoring.” The A. A. A. declared that re- search in connection with brakes on automobiles is another instance of the bureau’s activities. The | statement continued: | “Tests have been conducted to rove the best methods of braking, |to find the best brake materials. and with regard to the general construction of brakes. “In every direction, and in every ghne of motor engineering, the ureau has interested itself to bring about improvement. Natu- had the full co-operation of the automotive industry and the American Automobile Association.” ‘The Bureau of Standards is now doing considerable work in the fleld of headlights in an effort to find 2n improvement over the conventional type now in use. AVERAGE CITY MILES 4,000 Found in Seven Largest Municipalities. No one has ever taken the H te the mileage of strects in | the United States, but for every square mile of city there are 20 miles of strects, according to E. E. Duffy, h‘lhl'lf edu- cational writer. The seven largest cities have an average of 4,000 m: So it can be said that there nre ‘hundreds of thousends of miles in tho entire court,. | _Neitner has there been a survey which shows the mileage of streets and built for first class motor t, 85 8 casual survey will indi are far more iu 4 than there are trouble | rally, in this work the bureau has|kn | of poor Airst class bbudg stery THE SUNDAY STAR, WASHINGTON, DOWN THE ROAD—Things to Worry About. AUTO EYES CENTER UPON NEW YEAR Cars Being Absorbed at Rate of 40,000 Per Week. Epectal Dispatch to The Star. DETROIT, September 26.—The offi- cial eyes of the sutomobile industry are now centered on the new year and the national automobile shows sched- uled for Janvary. Meanwhile, the Na- tion, grinding along under hard con- | ditlons, aj to be absorbing new cars at the rate of approximately 40,- 000 every seven days. This is 1,000 cars or so below the total weekly production of the factories, which are rationing output and work- ing hours in strict accordance with needs of distribution the country over. One 2go today the united vol- ume all factories was 55,000 cars a week, but due to seasonal changes in factory operation this figure is hard- ly a criterion of present quantity out- put. At present there are only two fnhn“ in which output is held up, and one instance the pause is for in- ventory preliminary to a fresh start in October. Planning 1932 Changes. At the same time the executive forces of all plants soon will complete the planning for 1932, including model changes and merchandising. Both are subjects of intensive work because all | manufacturers are faced with new conditions which readjustment has brought about. Those who do the thinking for the automobile build- ers no longer qusstion the that the buying habits of the people ing a change which will provided for in future The days of easy money and un- earned income from stock market and other sources having passed, the com- B‘almea are confronted with the job of ilding cars for a public that will spend its cash for essentials and value and that only. Consequently, the new models of 1932 will have to meet the challenge of low prices and bettered values in new ways that must be found. Simultaneously, the producers for the first time next year will be operating under unwritten agreement to concen- trate new-model introduction just prior to the period of the national shows. A group of half a dozen or more of the companies already is complying with the understanding and has with- held what ordinarily would be Mid- summer introductions until show time. Principal among these are Buick and Studebaker, which are continuing through and faring well under pre- vailing trade conditions, Not Behindhand. Other makes which are committed to the new plan, however, are not going to be behindhand for the new year and the big parade of new stuff that it promises to bring. To stay in the com- Detitive game they are almost certain to restyle or supplement 1932 lines which already have come from the plants during July and August. More will hinge upon what the low- priced division will do for next year than ever before, because the excess value already embodied in them is likely to be increased, and competing cars“that sell for more money will have u’: shape their offerings with this in view. The regular period of Chevrolet change is the year-end period, and one year ago this maker advanced its regu- lar date one month to swiag its huge volume into line with the rise of the show curtains in New York and the other large centers. The Ford plans, for which there is no set rule, are still a matter of official mystery, although it is certain that an improved model A will be forthcoming. What model changes in 1 are to-consist of will keep the wisest of the fraternity guessing unil definitely own. The high spot of the 1932 models in their present form is free wheeling. now standard on seven makes and optional with 12 others. The cars on which free wheeling is standard are Auburn, Hupmobile, Lin- coln, Pierce-Arrow, Plymouth, Peerless (n “custom cars) 'and in Studebaker, which pioneered the principle & little more than one year ago. Optional Free m;ldcd = Optional free wheeling is pro' the * Chrysier six, De_8oto, Dodge, Ducsenberg, De Vaux, Essex, Graham, l;]udflon, Marmon, N Willys and illys-Knight, aey,;em'gt:wn has I{tfl -yn:;r;)-guh 4 = mechanism which ":‘:5 i e corporation’s chro-mesh is driving, trol, as introduced by the Bfil;‘s'::xmm"flm which is affiliated with General Motors, is applicable o any make of car as extra t. et in store for 1932 it are mvm\mem Eu.m uphol- quality inside, lum- ,/’ 77 D. C, SEPTEMBER 27, 1931—PART FOUR.® —By Frank Beck WILL INVESTIGATE AUTUMN PYRAMIDING OF FATALITIES National Conference on Street and High~ way Safety to Make Canvass During Fall Months. BY THOMAS P. HENRY, President American Automobile Association. A canvass of the causes of the pyra- miding of motor vehicle fatalities and accidents during the months of October, November and December has been ar- ranged by the National Conference on Street and Highway Safety. on the experience of the American Automo- bile Association, which is one of the sponsor organizations of the National Conference, I am outlining in this article my views as to some of the causes and ways and means for combating this increase. The rise in motor fatalities during this three-month period over the past few years is to a large extent responsible for the annual increase in the_total number of highway fatalities. If we could but analyze the factors under- lying this seasonal phenomenon, sepa- rate the causes for the periodic sharp rise and focus public attention on these causes, I believe we would be well on the road toward controlling the situation. The causes themselves are on the whole well known and they are in every in- stance susceptible to common-sense remedies. Present Serious Trend. Before going into the factors in- | volved, let me cite some figures to show the present serious trend of the sea- sonal curve. The number of highway fatalities in October of 1929 was 3.- 340. October of 1930 recorded 3,420, or an increase of 80 deaths for one month over the corresponding month of the previous year. November of 1929 showed 3,170 fatalities, as compared with 3,580 for November of 1930, or an increase of 410. December of 1929 showed 2,692 fatalities, as compared with 3,250 in December of 1930, or an increase of 658. Summarized, the last three months of 1930 resulted in 1,148 more street and highway fatalities than the last three months of 1929, or an increase of 12 per cent, as cogipared with an in- | crease of 4 per cent for the year 1930 as a whole over the year 1929. In the face of these figures it is clear that no argument is necessary to demonstrate the need for special attention to the problem of these “bad months.” To Avoid Misunderstanding. In order to avoid misunderstanding, it should be stated that the most im- rtant factor in seasonal increases in ighway accidents—namely, increased use of the motor vehicle as reflected in gasoline consumption—has no bearing on this October, November and Decem- ber situation, since gasoline consump- tion is much higher during other months, such as July, for instance, which normally shows a lower propor- tion of accidents. The average gasoline consumption for the month of July for the three years 1928, 1929 and 1930 was 1,505,810,000 gallons. The average consumption for November for the three years was 1,224,790,000. In other words, the gasoline consumption for November averaged 18.55 per cent less than the gasoline consumption for July. Looking at the accident records for these respective months, the reverse is shown. The average number of fatali- ties for July over the three-year period was 2,736, as compared with an average of 3,217, or an average increase of 17.58 per cent, for November, as com- pared with July. What. then, are the causes of the bad record of October, November and December? Our analysis over a iod of vears has clearly demonstral that a large part of the large crop of acci- dents during this period arises. out of the fact that neither the motorists nor the pedestrians make sufficient allow- ance for the peculiar conditions of the Fall and early Winter season. Results of Skidding. ‘There are, for example, thousands of accidents due to skidding, which in the main result from the failure of the car owners to take Y{reuuuom inst the covering of fallen leaves that often carpet country roads, suburban lanes and city streets during this season of the year. The,average driver does not realize that a carpet of leaves, damp with _dew_underneath, is as dangerous inated glass for windshields and im- proved body design all around. What the trend will be in engines appears uncertain. The eight-cylinder cars ap) their progress for the present. small sixes are likely to be found peting with the leaders of the low- priced line-up. “Floating power,” as Plymouth has it, is to be copied and exploited under other designation. One new-car entry that is certain for More s | the period preceding the new year is & six-cylinder product. It is heralded by George M. Graham, former Pierce-Ar- row and Willys-Overland sales _chief. backed by unnamed interests. It will be built in Detroit. but has no connec- tlon with Graham Bros. of the Graham- Paige organization. Dealer representa- tion is now besought for the new prod- uct, and it is sched: about November 15, (Copyrisht; 1031, by the flomJAmflnu r to have made the best of | rusi com-{ ¢ appear on or | collectors of as ice on & mountain road—even more 50, since the danger often exists in the most innocent-looking places, and as likely as not on a beau day. Here is one of the insidious pitfalls awaiting the unwary user of the highway during the season we are now approaching. The dri mue is more alive to the danger of ding on slippery and sleety pavements. But at the same time it has been somewhat lulled into assur- ance by the effectiveness of good brakes, sound tires and chains. Important equipment is an asset to safety. not by any means foolproof, and cer- tainly not a substitute for the exercise of maximum care and the loyment a:mn‘l.lu.mudnmedm it condi- Need of Overhauling. The fact that there are in the coun- try today millions of very old and de- crepit automobiles, many of them car- rying worn-out equipment, places a greater premium than ever on the over- hauling of the car in preparation for the conditions of the next few months and at the same time renders the exer- cise of maximum care and the observ- ance of reasonable speed obligatory on every highway user. ‘We are now approaching the season of the year when twilight is short and darkness comes swiftly. There is a special incentive to speeding home from the office ahead of darkness. At the same time, conditions for driving are liable to be less favorable than they were a few weeks back. Unne hurrying is one of the greatest breed- ers of accidents. Instead of hurrying, which means the taking of chances, ihe motorists should realize now that what they must do is to give themselves niore | time for the run home from the uffice or the plant. An additional five min- utes will afford a margin of safety that will reflect itself in a diminution of ac- cidents. Poor Visibility. One of the things that should be particularly stressed at this time, in my opinion, is the importance of mak- ing preparations to meet the conditions of poor visibility that normally come during the next few months. In this connection particular attention should be devoted to the condition of the wind- shield to see to it that it is kept clean; to see to it that the windshield wiper is mechanically efficient, and, above all, to see to it that the headlights are functioning properly and that the ad- justment meets standard requirements. Accustomed as they are to the long twilight of Summer, many motorists do not, realize how stealthily the Fall and early Winter twilight comes. The re- sult is that thousands of highway users have developed the habit of delaying the turning on of their headlights. Here is one bad practice which every motor- ist can do his part to eliminate. In doing so they will be making a very real contribution to safety. As cold weather approaches there Is a natural tendency to keep the windows of the automobile closed. This prac- tice makes hand signaling difficult and results in turn in many unnecessary accidents, and icularly a large crop of minor collisfo; causing glass to fiy in all directio flicting painful in- Juries and putting a strain on our emer- gency hospitals at a time when all our hospital resources should be dedicated to handle accidents and illnesses over which we have no control. —————— NOTIFICATION OF ADDRESS CHANGE HELD NECESSARY Maryland Commissioner Warns Motorists to Prevent Confusion. Special Dispatch to The Star. BALTIMORE, September 26—Fail- ure ‘of automobile owners to notify the commissioner of motor vehicles of ad- dress changes is responsible for con- fusion and congestion at the end of the year, when registration plates are lssued, "according to Gol. 'E. Austin Baughman. “One of the serious causes of ‘con- fusion in the annual tag rush is due to the fact that many auto owners do not receive the blanks which this office malls out to them in advance of the * said Baughman. “This is due to the fact a large per- e of autolsts fail to notify the commissioner’s office that their ad- dress has been changed since they re- ceived their tags for the current year. Thousands of car owners have moved and left no forwarding address. e result is that the blanks go to the old ;ddrm and eventually are returned ere. “Out of the more than 300,000 appli- cations mailed last December between 10,000 and 12,000 were returned to the | commissioner’s office.” Next week Col. Bat the State. These for 1931 mnfl tags INCREASE CAPACITY Number 435 January 1, Ac- cording to Bureau of Mines. ‘There were 435 completed petroleum { refineries in this country on January 1, 1931, according to a survey made by the United States Bureau of Mines, De- partment of Commerce. This figure compares with 412 refineries on Janu- ary 1, 1930. The number of refineries reached its peak in 1923 and 1024, after which there was a more or less steady cecline until 1930, when the number of plants constructed considerably ex- ceeded the number dismantled. Total Capacity. ‘The total capacity of all refineries on January 1, 1931, amounted to 3,978,685 barrels, of which 3,706,610 barrels, or 93 per cent, resents the capacity of the operating plants; 236,075 barrels, or 6 per cent, represents the capacity of the inoperative plants, and 45,000 bar- rels, or 1 per cent, represents the capac- ity of 10 plants under construction. These data, as compared with January 1, 1930, represent increases in capacity as follows: For total capacity, 5 per cent; for the capacity of operating plants, 2 per cent; for inoperative plants, 81 per cent, and for plants under construction, 21 cent. The total capacity of the rating plants has increased steadily since the first complete survey of refineries was made as of January 1, 1920, states G. R. Hopkins and E. W. Cochrane in a report recently issued by the Bureau of ies. During the 10-year period 1921- 1931 the capacity of the operating Bl-lnu increased 107 per cent. When it considered that during this same period the production of crude increased 102 per cent, it would not appear that there had been an overexpansion in re- fining facilities. However, when gaso- line production is compared with re- finery growth, it becomes evident that the refining capacity has grown more rapidly than the consumption of re- | fined products. The potential capacity | of the refineries to produce gasoline has increased several fold in the last 10 years, even outstripping the rapid in- crease in demand for this product. This has made it nccessary for most refiner- les to curtail their operations, and there are very few plants which have oper- |ated at capacity for any length of time within the last year or two. Average in 1930. For the year 1930 the average total capacity of the operating plants amounted to 3,673,000 barrels and the daily average crude throughout was 2,541,000 barrels. This indicates that | the refineries operated at an average |of 69 per cent of their capacity. in 11928 and 1929 the refineries cpeiated |at an average of 79 and 78 per cent {of their capacity, respectively, which Indicates a steady growth in the amount of idle equipment. { _On January 1, 1931, there were re- fineries in 30 States. There is a small plant located in the Katalla field of Alaska, but this plant is not included in the Bureau of Mines survey. Texas continued to lead in number of re- fineries, with 98; California was sec- ond in number, with 69. From the standpoint of capacity California ranked first, with a total of 927,180 barrels, as compared with a total ca- pacity of 860,875 barrels for Texas. Although the plants located on the ‘Texas Gulf Coast compare favorably in size with the largest found in Cali- fornia, the large number of small skimming plants in North Texas great- ly reduces the average. Practically all of the States recorded an increase total capacity in the year 1930. This resulted both from the construction of new plants and through the enlarge- ment and modernization of others, Construction of Refineries. Refineries usually are constructed in the producing flelds near the source of raw material or at the end of trans- portation systems near the consuming centers. The trend has been toward locating them near the points of con- sumption, since in this way the ex- tensive transportation of refined prod- ucts is partially avolded. number of refineries were built in the pre- ducing fields in 1930, and it is prob- able that plants will be located in this manner as long as flush flelds arz found and cheap crude is available. The transportation of gasoline by pipe line received its first great impetus in ‘This method of, transportation lair to becoms pe . in which case it will tend to .n- crease the relative importance of these refineries located in or near ducing flelds. _The discoye: lush production in East Texas in closing months of 1930 led to the construction of a number of these plants in the early part of 1931. Getting the “Brakes.” | My wife 120ked up from the pages of | a woman’s magazine the other evening | with a wistful nd said: {CHICAGO POPULAR OBJECTIVE * FOR FALL AUTOMOBILE TRIP Motoring Club Outlines Routes to Metrop~ olis of the Middle West for Tourists of East. Chicago is undoubtedly the most zopuhr objective for a motor trip into he Middle West, motorists all through the East are interested in.visiting this famous city at the head of Lake Michi- gan. The Fall of the year is ideal for a trip into this part of the country, and this tour, outlined by the Auto- mobile Club of America, New York City, covers the wonderful Alleghany Mountain region of Pennsylvania, two of the five Great Lakes, Niagara Falls, the Mohawk and Hudson River Valic; Baltimore is the first city to be reached by Washington motorists. The next city of importance along the Lincoln Highway is York, which was once, for eight months, back in 1777-78, the Capital of the United States. The city was originally named Yorktown. Beyond here is Gettysburg, one of the most interesting spots in the t. This famous battlefieli of the Civil war is now a United States reser- vation. It covers nearly 40 square miles, and its historic points are desig- nated by more than 800 monuments and markers. many of which mark the | exact locations of the various corps, divisions, brigades and regiments. The route to Gettysburg through Rockville and Frederick also can be | taken. Caledonia Park. Going westward into the mountains, one of the beauty spots of Southern Pennsylvania may be seen. This is Caledonia State Forest Park, which is located in the heart of the South Mountains, to the right of the road about 15 miles beyond Gettysburg. Then comes Chambersburg, one of the lead- lllge cities on the highway. Motorists interested in historical buildings will #ant to see the boyhood home of Presi- dent Buchanan, moved to this city from its 1 location near Mercersburg. It is located on Second street, just north of the Lincoln Highway. Continuing, the road passes through Fort Loudon, McConnellsburg and Everett to Bedford, another of the im- portant towns on this highway. Now come Stoyestown, Jennerstown, Greens- burg, and then Pittsburgh. There is much of interest to be seen in this city. One of the most attractive sites is Fort Duquesne, which is on Penn avenue near the Point, where the Allegheny and Monongahela rivers form the Ohio. s:henlleg- Park, Highland Park, the Car- negle Library and Museum, the build- ings of the University of Pittsburgh and Carnegie Tech are others. At Pitt rgh the route leaves the Lincoln Highway. Follow Route 8 in- stead northward out of the city, pass- ing through Bakersto to Butler. Turn west wn here, running along Route 422 through New Castle to ‘Youngstown, Ohlo. Then ‘War- ren and Chagrin Falls to Cleveland, on Lake Erle. From here follow Route 20 across Ohio, passing through Norwalk, Toledo and over into Indiana, through South Bend, Michigan clfav, Gary and East Chicago into the mid- west metropolis itself. Points of Interest. Among the points of interest in Chi- cago that should not be missed by the visitor are Michigan Boulevard, often called the greatest boulevard in Amer- one of the three finest in the of lawn , & sweeping Wide driveways on either side, and on its northern boundary mf of the ‘buil of Chicago University; the Drive, stock yards, Gran Milady"s | Jackson, Washington, Garfield and Humbolt Parks. For the return trip from | the club suggests that the 1 | route be retraced as far as igan | City. Ind. Here, instead of going on to | South Bend, turn north and follow | Route 12 along the east shore of Lake Michigan to St. | Harbor. There the route swings inland | across the State of Michigan througi Kalamazoo, Battle Creek, Jackson and Ann Arbor to Detroit, the State’s best | known city, and the world’s leading | automobile” center. Mctorists now have a choice of tak- | ing a bridge, a tunnel or a feg}; over | to the Canadian side. Follow ute 3 | down to ‘Leamington, on the north | shore of Lake Erie. The highway then | follows the lake shore through Blen- | heim, St. Thomas. Tillsonburg, Simcoe, Dunnville and Welland into Niagara | Falls, Ontario. Crossing over the Falls View Bridge into Niagara Falls, N. Y., | turn right for Buffalo. Follow Route § out of this city eastward h the Mohawk Valley, gluln‘ Bata: Le Roy, Avon, Canandaigua, Geneva, Sen< | cca ' Falls, Auburn, Utics. Herkimer, Little Falls, Font dam and Schenectady to Albany. Choice of Routes. From Albany there is a choice of routes. banks of the Hudson may be followed. But since the west bank highway is now in good condition except for a few minor stretches, the club suj ts that this road, SW, be used gol South. This goes cown through C into Kingston, then to Newburg, over the Sterm King Highway to West Point, Bear Mountain and Nyack to Alpine, at which point the ferry may be used to cross the river over to Yonkers, and g:exk Broadway followed back to New or If motorists prefer to cross to the east bank farther up than Alpine, they will find service available between Cox- sackie and Newton Hook, Saugerties and Tivoli, Newburgh and Beacon. There are bridges between Highland and Poughkee] and Bear Mountain and Peekskill. An attractive alternate to the route given above is to turn off from the Mohawk Valley road into the Catskills and drive through this beautiful region down to the banks of the Hudson at Kingston. A good way to do this is to turn off Route 5 at Fayetteville, a short distance east of 8 - Syracuse, Valley down h Route 7. A short before to e Cobleskill is reached the motorist To reach Kingston erns run along Rout ville, then along Rou on the western to mwwunmzv.l. t,' Route No. 1, through Motoring BY FREDERICK C. RUSSELL. If he gets out to watch the attendant mlthe'&uunk,thehd.ywimm is his fe. She was holding the wheel like grim death, her bobbed hair flowing in the speed-made breeze. I gave her car wide berth as I approached, not knowing whether I would get by alive or just minus a couple of fenders. Looking back after my safe passing, I discov- ered milady swinging her car into a flmnfl station. I wanted to turn back to tell her thai the next time she finds the tank running low she will be less likely to be stranded if she runs at a more economical speed, but I must be shy, or something. ‘What sort of car does a woman buy when she has buried her husband these | 10 years ago last Friday and has all the money in the world, but too many gray hairs to enjoy it fully? I've been checking up and find she goes in for about the best money can buy, and doesn't care if it is striped with yellow or bright green. Onme little old lady passed me today in the sort of phaeton I want when my ship slips into the harbor of prosperity. When it comes to motors, the sweet ladies of life’s sundown have an uncanny way of pick- ing the winners on wheels. The selection of gay, luxurious cars by elderly women doubtless is encour- aged chauffeurs and automobile salesmen. One woman who was some- thing of a nervous wreck took long trips and was in the car literally from morning to night. Her driver made it plain that only a high-grade car would stand the strain without frequent in- terruptions for service. The desire to avold being shelved also figures, and salesmen wisely capitalize this. Re- cently a dealer sent his most promising salesman to a Summer resort with a custom job, figuring this might be a good way to interest a little old lady‘ ‘whose car was getting a bit dowdy. She bought it on the spot. I don’t know which driver was tak- ing the greater risk—the woman who shot across the railroad tracks without looking right or left or the one who came up cautiously and then shifted into second right on the tracks. A crossing is no place for experiments in in mr—e}fmmx Shift before you reach tracks and let the engine idle a moment so you can listen. Now that the manufacturers are offer- ing a device that keeps the engine au- tomatically cranked, so long as the igni- tion switch is “on,” it may be apropos to suggest the quickest way for a woman to recrank a stalled engine. Pirst of all. don’t pull on the hand brake and keep the clutch pedal to the floor. Don't pull out the choke, but open the throttle from the hand control on the steering post. Press on the start- er button. Invariably the engine will start. By following this procedure the car will keep moving a little under its own momentum, thus saving the embarrass- ment of blocking trafic. The car will be in gear and ready to pick up just as soon as the engine starts. ‘The success of the police in banning the tooting of horns by wives waiting at a suburban railway York suggasts the ex- Plymouth, $9.50 tments. 'WHEEL 1y and particularly school desperately to warn a heedless kiddie when passing a school house recently, but the horning of three other cars whose drivers were flmy trying to let the darlings know 1t mother was on hand car made my efforts at safety usejess. Let the horn stand for safety—not Add these automotive odditles of th> highways: The man who regularly takss | his family for a ride through the sub- urbs at a speed not exceeding 10 miles per hour. The expert on who .drtvefl a car that smokes. The lor | whose wife won’t drive the make of car he sells. In a city which is very strict about requiring drivers to come to a full stcp before crossing into ‘& all public places zones. I tried or through street it was noticed that an | unusual number of women failed to | observe the regulations at one intersec- | tion. Most of the drivers who turned | left on the boulevard to climb a | steep hill simply went ahead. | turning_ right_stopped. halt a few of the ladles and discovered ing her engine by this procedure. The | ladies might have gotten away with it | except for the observing officers, who noticed that in every instance of viola- high instead of helping it in & lowcr gear. JOBS FOR 13,000 MEN Road Building in Illinois to Aid Unemployment. What paving programs mean in the way of jobs is shown in the recent activity of Illinois, Bids have been accepted and contracts will shortly be awarded for $7,170,000 worth of pave- ments and bridges. Additional con- tracts will soon be awarded for $3,276,- 000 worth of pavements. This $10,446,- 000 will place 6,500 men at work direct- ly on the highways and an additional 6,500 at work producing and hauling materials and equipment. Frank T. Sheets, chief highway engineer, plans to get the work ungder way immediately and to carry it into ul:e Winter months as much as possi- ble. £ An oil filter filled with DIRT @ cannot protect } your ENGINE | Clean oil safeguards the life - | of bearings and other moving | parts in your engine. But it must be clean. And the way to keep it clean is to remew | cartridge every 10,000 miles. Change your oil filter cartridge every 10,000 mites Joseph and Bentoa da, 'Amster~ : Either the west or the east- 4 with the family - short, ‘Those The police became curious, decided to { that each driver believed she was say-' tion the driver was forcing the motor in °