Decatur Daily Democrat, Volume 33, Number 272, Decatur, Adams County, 16 November 1935 — Page 4

PAGE FOUR

DECATUR DAILY DEMOCRAT Published Every Evening Except Sunday by THE DBCATUR DEMOCRAT CO. E utered at the Decatur. Indiana. Post Office as Second Class Matter. J. H. Heller President \ R Holthouse . Secretary and Business Manager Dick D. Heller Vice-President Subscription Rates: tingle copies ♦ -o- I hree months, by mall —— 11.00 )ne week, by carrier - .10 •’lx months, by mail— L 75 3ue year by carrier 35.00 Hie year by mat! 3.00 >ne tnnnth hv msl> 1' ’n» vear at nfTI-e 9.00 Prices quoted are within first and second sones. Elsewhere 13.50 a year. Advertising Rates made known on Application. National Advertising Representative: SCHEERER, fee. 115 Lexington Avenue, New York 35 East Wacker Drive, Chicago Charter Member of The Indiana League of Home Dailies. [ a suggestion (Editorial reprint from the columns of the Monroe. Michigan, Evening News* We have frequently expressed the conviction that evangelism alone cannot check the appaliug slaughter on the highways —not even the magnificent evangelism now in evidence throughout the country. This evangelism must give birth to positive, practical measures capable of changing the present traffic picture. Evangelism didn I turn back the tide of railway accident slaugh I ter in the tens and twenties of this century. We had evangelism and plenty of it in the guerilla period of railroad operation from 1900 to 1913, and in spite of all the talk and protest and appeal the railroad accident rate rose steadily year by year. By 1913 it had mounted to its all-time height with 10,904 persons killed and 200.308 persons injured that year. What happened then'.* Why. the railroads themselves got busy, put their engineers and inspectors to work to make the systems of rail communications safer lest the railroads become discredited as public I carriers, lest railroad passenger traffic diminish because of the popular fear of accidents. And then what? In ten years during which passenger travel and . all other railroad traffic stcadly increased- note that sact —the casual- ■ ties were reduced sharply year by year until in 1924 they stood at! 6,458 killed and 143.725 injured. And then what? Were the railroads content with having merely turned to tide the slaughter? Not at all. Having found that it was possible to control the accident rate and that it paid the industry big I dividends to make rail traffic safer they intensified their efforts. For i 1933, the last year for which complete figures are available the total j number killed by the railroads stood at 5,019, less than half the 1913 I figure, and the number injured by them totaled 27.494, less than chic : seventh the 1913 figure. These were casualties from all causes including the killing and injury of trespassers on railroad rights of way over whom the railroads are unable to exercise control, and the killing and injury of persons in train collisions with automobiles on railroad crossings. Let ns note that part of the railroad record of the last 10 years which deals with the classes of accidents over which the railroads exercise more direct control, namely deaths and injuries of j its own passengers and its own employees. Here it is: In 1933 there were 530 fatalities of passengers and employees as! against 2,161 deaths in 1923. All reported injuries to passengers and employees in 1933 amounted to 17,555 as compared to 158,525 in 1923. How did the railroads do it? By mechanical controls largely , j The safety crusade among their employees has been incessant. It! must continue to be, for the human factor is involved. But after all [ they didn't shock, or educate, or evangelize their locomotive engineers, j their conductors, their train crews and their passengers into the present comparative safety. The railroads engineered this vast personnel: into the present comparative safety. Everyone remembers the coming I in of the block safety system with its positive results. Not so many are familial with the improvement in signalling devices and in train control methods. It has been constant during the period of improvement. The automotive industry will do well to mark this record. It is j the only one in which the railroad engineer lias surpassed his brother | of Hie automotive fraternity but this victory is outstanding, brilliant , hcallenging. Automotive travel has become enshrouded in a dark | cloud by reason of eßgitmering failure in the direction of safe traffic, j the tralTle on which after all th'- automotive industry, like the rail-! road, must dei>end for its continued '.veil being. , Let ns for a moment consider the possibility of applying lo the automobile and to automotive traffic positive engineering controls or devices akin to Utoee which have turned back the slaughter on the railroads. £> A governor device on motor cars, limiting the maximum speed of any car, say, to 55 utiles an hour, with a separate gearing or control of 25 to 30 miles maximum for city street driving would be one sure method. I* is easily practical. The adoption of such a mechanical requirement in each state would save thousands of lives. Too drastic many will say. Perhaps so. yet we would resort to 1 measures far more drastic to end a war in which the havoc wrought upon the home life of the nation were far less bitter. Admittedly there is the question of public acceptance- of tuechani'aily controlled speeds as the solution of tlic traffic problem, and there is the further question as to whether fixed mechanical limits oil speed might not create annoying complications for the driver. How, for example, could a driver whose car fades at 55 miles an hour safely pass in traffic a truck or bus or another car running at 50 miles? We!' think these problems could easily be solved under traffic regulations! based on controlled speeds. But let’s pass on in fancy to a less dras tic method. Irfit’s for lie- moment leave motor speeds as they are, or as they! may be in the future, in order to preserve all the facility in acceleration and the driving ease that recent invention has created. U-t’s even preserve the thrill that comes to many in possessing a motor which is advertised as < apable of 100 miles per hour, though the same! owners would not for the world attempt to attain such speed. Bnt' i- i us male th- driver at all times signal to others the speed at which' It 1 ’ is traveling by requiriug the installation on bis car of an automatic, device which is mechanically simple and relatively inexpensive. Let us say, for example, that every car liceuoed must carry, in udditlou lo head and tail lights, a triple light device both front ami! 'ear al the top of the windshield center, where tracks and buses now show their distinguishing lights, would be a good place for the from j set oi lights and the luiddfe of the car real for the tail set. Requiring that these lights be actuated by the speedometer so as lo show, up lo

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25 miles per hour a green light in the prescribed place front and i ■ rear; from 25 to 50 miles a yellow light; and above 50 miles a red j light. Rcqairc also that the same lights be visible to the driver on ! the instrument board of his car. Perhaps it is well to finish the job and add a fourth light to our I sis.-ed signal bracket—another red one to show beside- the 50-mile red at 60 miles an hour or better, so that any car driven at excess speed will flash its double warning to every other on the road. Now. consider the automatic result that would be registered on automotive traffic throughout the country if the installation of such a speed signal were required on every car. Consider the effect on yourself if the change of your dash light ; from green to yellow told you ami everyone else you were violating ! rhe streel traffic ordinance of your own. or another, city; if the I change from yellow to red and then to double red on the road kept i yon and others constantly informed as to your excess of speed. Consider the greater safety of the road if it were possible, day ■ and night, by a glance at a car traveling ahead of you or approaching I you, to know—not guess--its relative speed. Consider the inescapable responsibility for speed in excess of I traffic warnings, or in excess of the obvious dictates of safety, that I wonld thus lx- imposed conspicuuasly on every driver. Why should countless police in cars and motorcycles, in thousands of cities and villages throughout the entire coentry, continue the thaii-kk-ss and the hoiieless task of sleuthing the driver to deterI mine his speed? Why should the public continue to shoulder the ; mounting cost of snch imperfect and difficult detection? Why not ! standardise city driving speed and make the car operator publish his I compliance? Why not mak ■ the automatic green light on the front i and rear of the car the safety nudge and passport of the law-abiding . driver, with the yellow light and the red lights serving as the relent- | less betrayers of all oruinaamce violators. Such a tom-ejgion is merely suggestive of the m<-<-iiaii)<-al re- ! sources that can be recruited to reduce and control the great highway slaughter. Our fancy may Ik- fanperfected, ludicrous. If it serves to make the automotive industry stir its own imagination it will have served its purp'ise. If the industry does not conceive practical controls that maki-- present speeds safer, necessity eventually will dictate cruder legislative controls of the automotive mechanism. Tim automotive industry lias a proud record of achievement, it will be a crowning victory indeed if its engineers can beat the legislatures to the mark and show the way to effective traffic control without submitting their magnificent motor refinements to the drastic i discipline whirl) otherwise most certainly awaits them.

♦ """ 4 Answers To Test Questions : Below are the answers to the i Test Questions printed on Page 1 wo. * _♦ 1. A town and district of Britiaii India, iu Bengal. 2. Luxembourg Museum. Paris France. 3. Omaha. 1. Adolph Hitler. 5. Spanish novelist. (>. No. It Ts necessary in ail cases to obtain naturalization papers. 7. Ohio. I o. A pile of waste ctwd thrown out .in anthracite mining. 9. Canada. 1*». Polynesian. L, * TWENTYYEARS * I AGO TODAY | From the Oaily Democrat File I ; - - — iM " —— Nov. Hi —W. J. Bryan announcers • be will stand lor President Wilson's' i re election next year. Anti-Saloon advocates meet at

DECATUR DAILY DEMOCRAT SATURDAY, NOVEMBER 16, 19 ?

Indianapolis to open a war against . liqwior. J. M. Vt'-Cr ry and Son are open- 1 ' ing a nan li hay and straw yard at : Berne. i Mr.. B. F. Oakes and daughter of I Wsywood. 111., are visiting here. Mi Oakes was formerly Miss NelI lie Hart of this city. James W. Miller and Miss Nancy ilulbeistadt married by Rev. Steph ciifcon. Fort Wayne fishermen demand 'i.v - oration of Decatur Sugar ! plant on grounds that poison chem- ’ i< als are killing fish in the St. Marys river. George Morris of Bluffton juyu th- Frank C. Weehtcr 120 acre farm iu Blue Creek township for 520,000. C. <”. Pumphrey. Charles llurdg, and Dr. J. <’. Grandslaff at Fort ) Wayne to take the Scottish Rite work. i Fran Coater buffering from an I infect <1 faot. Nurses Ready for War Call Smith's Falls. Out. ‘(UP) — Mure than j urn-it in Ontario are ‘prepared to go an duty at a . I moment's notice in caae of war or

d; aster, the R.gi-UereJ Nurses’A .’< cation of Ontario reported at its semi-annual meeting here. o ... I CHURCH REVIVALS FIRST M. E. CHURCH Revival services continue this evening al 7:30. The brass sextet| from the girls band, under the direction of A. M. Sellemeyer, will. furnish a group of special num-; bcrs. Re ou time or you will miss! somethin? The Rev. aud Mrs. E. S. Morford, who have been doing well in helping ut with the revival music, will be present and again furnish a special number. The volunteer chorus will be in the choir loft to lead the cougre-l gational singing. Services will; continue Sunday morning and j evening r.nd each night next week. I Last night the childrens chorus from the junior church furnished a group of choruses and Mr. Morfrod sang. The evangelist took for his subject. "The Lost Axehead” basing his message on Second Kings 6:1-7. He said: "Here is a human interest story which throws a delightful sidelight on the relations which existed between the old prophet. Elisha and the young men in his; •seminary class who were study-1 ins to be religious leaders. With ' increasing numbers their quarters i were too cramped and they jnvit- 1 cd Elisha to accompany them to \ the Jordan to ent timlter for a new home. While al work a xealous but careless youth lost hi > axehead when it flew off into Ihe I rive;- and sank "We can all lose the axehead of Christian experience. even while trying to do the land's work. Or it may be in a fit of anger wo •fly off the handle.’ It may be that we go to the wrong places or do tin- wrong things, it mav be that we neglect to pray, to , witness or to labor. We may go 'around with a chip on our should-T ! or with our feelings sticking out. ’ We may be nursing a grudge or : holding malice. W<- may be ca--1 grossed in social life, in dancing and carl playing, petty gambling or social drinking. Wo mwy put our club, our fraternity, our sorority or our lodge ahead of God's church. There are a thousand things wo can do or fail to do ' that will cause: Ue to lose our 1 Christian experience. "The fine thing about this youth w»s that he immediately confessed Ms loss ami asked help. Our inclination Is to keep on chopping with the uxcliandh ! I To 'go through the motion' of roligion when we have no spiritual life or power! In so dktlng we fool no one but ourselves and , since no chips are flying our ■ whole activity Is a farce. Jhe young man t'.tked for help as ilo i<onf< -n d nia fault and the prophet did what God will always do i for a repent.ini man. restored I lie I axehead. It is as great a miracle today for God to restore Io us the 'joys of our saliva!ion alt it was for Him to make the iron axehead to swim. How is your axe? Are your chips bearing witness to i your Christian experience?”

dispelling the fog H' Charles Michelson Director of Pubhcity. Democratic National Committee

We are not hearing so much nowadays from the Republicans about the political significance of the recent local elections. Before these elections we were gravely Informed by the 0. O. P. prophets that the results in New York, Philadel|diia and Kentucky would ini erringly point to Democratic destruction next year. When the returns were in they tried to make the figures bear out the prophesies in New 4ork and Philadelphia, in Kentucky they were reduced to the declaration That the New Deal was not an issue there anyway, and therefore the record breaking majority of the Democratic candidate for Governor did not count. Perhaps the com plete returns now available may account for the ceasing of the Republican chortles. Whatever there is of portent in lau election is a manifestation of the political treud—that is the vari iation from the results of previous 'elections. In the case of New York, jso far as indicating what is going to happen in that State neat year, the factor is the total vote and not the vote as it was split up ip Assembly districts, for it is the Statewide vote that determines whether Democratic or Republican presiIdential electors are returned. For a comparison it Is necessary to go back to the Assembly vote i in the 1933 election. That, like the election just held, was purely in reference to the State Legislature. In neither was the sentiment complicated by the candidacy of a ' President or a governor, or other important indivxUals each as produced New York’s huge Democratic votes when Franklin D Rnose- | veh was on the ticket 1n 1932, or 'Governor Lehman in 1934. In 193" the massed Republican vote was 1,674.831. This year their total was 1,639.160—a deerease of about 35,000. The Democrats in 1933 polled 1,655,732 votes. This year their total was 2,024,596. To put it

still more simply, the Republicans i had a plurality of approximately |20,609 two years ago. and this year I they ran behind nearly 400,060. The Republican politician who can find anything to crow about in this tab- ! illation certainly has Pollyanna 1 backed off the boards. True, the Democrats lost their very slender majority in the Assembly—which consisted of a 'couple of seats that came to them w'th the Lehman sweep of last lyear—but they have three more •than they got in 1933. Moreover, they lost half a dozen up-State districts by margins so slight as to insure that in a National election they will be overcome. These As■sembly losses were occasioned by ' local issues, interparty quarrels and giat sort of thing that would be burned out naturaTTy in the i flame of a Presidential canvass. The picture in Philadelphia is not very different. There the fight was for the mayoralty. The last previous election brought in a Republican mayor by a plurality of 331,690. This year their man got in by 47,000. Hoover carried the I city by 144.000 the first time he ran for President, and eves in 1932 — the year of the Roosevelt landslide —Mr. Hoover held Philadelphia by 70,900. Os course, Philadeli phia has not nad a Democratic mayor in the memory of mau. ! Whenever an Independent candidate offered himoelf during the i past quarter of a century the Dem- : ocratic candidate ran third. In all ! that time the biggest vote a Dem- ' ocratic aspirant for mayor receiv-

Layout for Great Lakes Exposition in isl ■\ I • > K ' / Z <l ■wC* i

| II . ■ ■ !!■■■■. ri .— I I 111 ■!! Here is an artist’s conception of how Cleveland’s downtown lake front will look next summer when > the Great Lakes exposition will be staged as part of the city’s centennial celebration. More than » 4,000,000 are expected to attend the event, primarily au utdusU'iad exhibit for the iron and steel,

ed was 37,000. This year the Democrat got 379,000 votes tn the City of Bro“,erly Love. In 1932 Hoover carried Peuusyl- 1 Vania by 86.000 votes. Since that time Joe Guffey, a Democrat, was elected United States Senator by 127,000, despite an adverse vote in Philadelphia. Thia means that if Roosevelt gets the same vote Guffey got outside the big city, and even approximates the vote Kelly goi for may or. Pennsylvania will be definitely in the Democratic column next November. That brings us to Kentucky. l which elected Chandler, the Demo crat, governor by 100,000 —the largest majority ever attained in a Gubernatorial election iu Kentucky since the Civil War. Chairman Fletcher. of the Republican National Committee, announced that the New Deal was not an issue there. The New York Times, reviewing the elections, said of Kentucky: , "’The campaign was waged entirely on the Democratic (Chandler) side on the basis of the New Deal Swope, the Republican, refrained from discussing National issues." if one candidate makes his whole campaign on a specific thing and the other fellow is afraid to discuss that thing, what's the answer? We always used to refer to Louisville as The Republican's stronghold in Kentucky. It was up to 1932. Chandler carried this fortress. which had given the State to the Republicans frequently in past election, by 17,069. I “Want to quote the New York Times once more. It said of a State which elected a Republican governor last year: “In New Jersey. Democrats won 2 seats in the State Senate and lost 8 in the Assembly. The popular vote, if effective next year, would insure the State for Roosevelt." This narrative has its bearing on the statement so often heard that “Roosevelt is slipping.” Evon

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' — yijc juf" machinery and transportation tr«u c lion grounds wdl cover appro*. m-« > will be sponsored by a civic f vOI * f . huge municipal Madium. wsra iu »» fi ' nucleus of an extensive budding front development.

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