TO-MORROW'S HIGHWAY AND TO-DAY'S (Continued)

more interest in the proper investment of these huge funds, to aid in insuring their expenditure upon a businesslike basis, that the Lincoln Highway Association has undertaken the planning and building of its "Ideal Section" at the present time. The Association proposes an experiment. designed to center public and official attention upon our highway problems by gathering all of the available ideas on the subject, sifting the good from the impossible through expert technical study, and presenting the results of this study in a section of "Ideal" Lincoln, Highway placed where it can be readily seen and investigated.

The future development of automotive traffic of tremendous volume is an undisputed fact. Every thinking individual knows that the country now faces a transportation crisis with possible dire consequences. The railways have overreached their limit. They can do no more for years to come, even under the best conditions of

This road is macadam and under heavy travel necessitates excessive maintenance charges rehabilitation. From the present outlook they can never do better toward an efficient short-haul transportation. In the opinion of the best students of transportation problems, the solution lies in the development of the public highways which will serve the rapidly moving, efficient motor truck as well as the increasing volume of passenger vehicles, and serve them at a per year per mile cost that is within reason, considering both interest on the investment and cost of maintenance.

What type of road will be necessary to carry this traffic most efficiently, and how far are we justified in anticipating future traffic developments in present construction? It is not laying down any rules and telling the country what it will need and must have. It is leaving the question open for consultation on the part of the best technical advisers throughout the country. It is soliciting advice. It has mailed questionnaires to more than four thousand individuals whose training and experience would indicate their ability to give intelligent advice on this important subject. These have included State, county, and municipal highway and paving engineers, consulting engineers, highway officials of the United States Government and Army, professors of highway engineering in the leading universities, and others.

The answers given by all these individuals are being charted, and from the data thus classified a competent committee will make a selection and place the seal of their approval upon the final plans.

The committee, the personnel of which will be of National reputation, will de

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TO-MORROW'S HIGHWAY AND TO-DAY'S (Continued)

termine the advisable width of the rightof-way, width and thickness of paving, specifications for drainage, shoulders, and other engineering needs. This plan also includes beautification as suggested by the best landscape architects, lighting to facilitate night travel, and possibly other improvements, such as adjacent camp-grounds or a model tourist inn.

It is not to be thought that the "Ideal Section of the Lincoln Highway can be followed as a set example in road-building in every part of the United States. A standard model, even for main highways carrying heavy traffic in every part of the country, is obviously impractical owing to existing differences in climatic conditions, grades, subsoil, and the proximity of building materials, etc. Nor can it be anticipated that the volume of traffic will be equally distributed, thus warranting the same high type of construction at all points. But the "Ideal Section can and will stand as an example of the best and most advanced thought of the present. It will go far toward centering consideration upon this important subject in its broader aspect and in presenting and suggesting basic principles of design applicable with modifications under widely varying conditions.

So much for the Association's plans for the future, but many readers will ask, "What of the present conditions of this great highway spanning eleven States between New York and San Francisco?"

The Lincoln Highway to-day as permanently defined and connected in its entirety extends without a gap from Fortysecond Street and Broadway, New York City, to Golden Gate. In the past five years millions of dollars have been expended in its improvement, yet it must not be taken for granted that it is to-day in any sense a finished and perfected boulevard. Far from it.

Excepting for a very few miles all of the Lincoln Highway from the eastern terminus to the Missouri River is improved road. Upon this stretch through the States. of New Jersey, Pennsylvania, Ohio, Indiana, and Illinois, an extensive building programme is under way this year, and the detours necessitated by this work form the most irksome part of the drive.

But three years ago the New Jersey and Pennsylvania sections of the Lincoln Highway were well-kept scenic boulevards, macadam paved and perfectly maintained. The surprising and tremendous development of motor-truck travel which centered upon and still taxes this section of the Highway 'proved too great a burden for this type of surfacing; the road could not stand the burden. It gave way. Every effort, however, is made to keep the High

way open to travel by the most practical means of maintenance, and the road is largely being rebuilt with more durable material, planned to carry and care for traffic of all descriptions for the present and in the future.

Like conditions, although to a lesser degree, exist in Ohio, Indiana, and Illinois. The amount of new construction under way in these States upon the Lincoln Highway will surprise and impress even the least interested of those who travel this route by motor car.

A great expanse of constructive improvement is to be observed by the traveler as he continues westward across the great grain-producing States of Iowa and Nebraska. But from the Mississippi River west to the coast, with the exception of California, the permanent hard-surfaced road has not as yet fully come into its own. However, the ice is broken, a start has been made.

Even in Iowa, long known as the muddiest of mud-road States, concrete sections of the Lincoln Highway have made their appearance. They are also to be seen in Nebraska. Much of the route in these two States is gravel, and where not otherwise improved is well graded and drained. A constant effort is necessary to keep these other than hard-surfaced sections of the Lincoln Highway in condition for travel, but as a very real interest in the road exists in the communities along the route, the work is done and done well.

Evidence of highway betterment is to be observed all across Wyoming. No terrors to the motorist are presented in Utah, where the desert country is first encountered. Though not as yet completed, the Goodyear cut-off across the lower arm of the Great Salt Lake Desert is for travel and offers a material saving in mileage, eliminating what has heretofore been the worst section of the Lincoln Highway between the two coasts.

open

At various points in Nevada road work is under construction, much of this being directly financed through the Lincoln Highway Association with funds contributed for this purpose to assist where local means are in no sense adequate.

California's boulevards are the delightful promise at the end of the transcontinental run.

Is this road being used by transcontinental tourists? There is evidence every of its rapidly increasing utilization. Reports even as early as June to the Lincoln Highway Association in Detroit revealed that more than one thousand tourisst passed through Salt Lake City, Utalı, in the first twelve days of that month, that seventy-five cars took on supplies at Evanston, Wyoming, on the Lincoln Highway, in one day. Similar reports come from all along the line.

To Readers of

The Outlook

The Outlook is anxious to secure for republication the most representative cartoons. We want the cartoons which appeal to our readers as vital expres sions of popular movements and public opinion. Won't you help us in our effort to secure such cartoons by cutting out the strongest drawings of cartoonists in your local papers and pasting one of the attached coupons on the back of each clipping? Then send your selection to the Cartoon Editor of The Outlook.

The Outlook is equally anxious to secure unusual news photographs; photographs which cannot be secured from the commercial photographers. If you have any photographs of local objects or events which appeal to you as of more than local interest, we hope you, as a friend and reader of The Outlook, will send them along to the Photograph Editor of The Outlook. Fill out and attach a coupon to the back of each photograph you desire to submit.

As an experiment we propose publishing these photograph and cartoon coupons in successive issues of The Outlook for a period of some weeks. No car toons or photographs will be considered which are sent to us otherwise than in accordance with this notice. We are forced to make this a rigid rule as only by this method can we assure to our readers and friends that their photographs will be properly cared for and their cartoons given attention in the order of their arrival. We will pay for such cartoons and photographs as we use in accordance with the agreements printed on the coupons.

THE EDITORS OF THE OUTLOOK, 381 Fourth Ave., New York City

To the Cartoon Editor of The Outlook: The attached cartoon is clipped from the of the following date If this particular clipping is selected for reproduction in The Outlook, I will accept One Dollar as payment in full for my service in bringing this cartoon to the attention of The Outlook. I agree that if this clipping is not used it will not be returned nor will its receipt be acknowledged.

Name.....

Address..

To the Photograph Editor of The Outlook: The attached photograph is the property of the undersigned and is submitted for publication in The Outlook. Postage is enclosed for its return if unavailable. It is my understanding that The Outlook agrees to pay $3 for this photograph if reproduced as a halfpage cut, or smaller, and $5 if reproduced in larger size than a half page. Enclosed herewith is a brief account of the object or event depicted in the attached photograph, which The Outlook is at liberty to use as it sees fit. My name and address are as follows:

Name.

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ACCEPTING THINGS AS
THEY ARE

Far be it from us to advocate an Oriental spirit of fatalism with regard to the injustices and misfortunes of life. Civilization would have gotten nowhere if it had always acted on the principle of laissez faire, or "let well enough alone." But we sometimes wonder if modern society, at any rate modern American society, has not gone to the other extreme and tried by denunciatory methods to reform things instantly. that it does not like.

The First Presbyterian Church of Goshen, New York, recently celebrated its bicentennial. On that occasion Mr. Joseph W. Gott made an address, recounting the history of the church, in which he told a story of one of its pastors of the early part of the last century, Dr. Robert MeCartee, which illustrates the common sense and the value of accepting certain catastrophes with equanimity. Here is the story as Mr. Gott told it:

In 1842 the Erie Railway extended its line from Piermont to Goshen. One day in 1843 the train on its way was halted because a freshet had washed away the track. It probably occurred in the Ramapo Valley, where we know such things have happened in more recent times. There was great indignation among the passengers, and they drew up resolutions abusing the management and the conductor, Henry Ayers. Dr. McCartee was a passenger, and the writers of the resolutions passed them to him for h's signature. He read them, and said that he would sign them if the authors would let him change the hraseology slightly, and then he wrote the following amendment :

66 Whereas, the recent rain has fallen at a time ill-suited to our pleasure and convenience, and without consultation with us, and whereas Jack Frost, who has been imprisoned in the ground some months, having become tired of his bondage, is trying to break loose ;;

"Therefore, be it resolved, that we would be glad to have it otherwise."

When the good Doctor read this out loud, there was laughter, and good feeling was restored and the amendment was adopted with a cheer. After that Dr. McCartee traveled free on the Erie. He was not satisfied with such a selfish view of the case, and asked that the same privilege be extended to all pastors, and for some time all ministers enjoyed the same exemption on the Erie, and then half-fares were introduced and the system extended to other roads.

THE LINE FENCE OF
NATIONS

"That it is not necessary to have a League of Nations or even a Supreme Court of the Nations in order to compel obedience to international law the Great World War has demonstrated."

The above is quoted from your reply to William Swenson in your issue of July 21, and is quite true, as we well know whose kinsmen and friends lie buried in France.

But would we call himn wise who would plant his crops under a poor fence in an "6 open range country, shoot his neighbor's cattle for eating his corn, and provoke a family feud which would wellnigh wipe out both families and many of the "intervening" neighbors, rather than mend his fence before planting? That is about the way we plain mountain people see the difference between the Hague regulations, under which "the Signatory Powers would have a right to intervene,' and the League of Nations, which requires its members to prevent the war by building the fence beforehand. B. F. HALL. Banners Elk, North Carolina.

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CLIMBING FOOD STILL

The News

Serves that dish of Quaker Oats

When you think of high food cost think also of Quaker Oats. One cent still serves a large dish of this food of foods.

Other breakfast dishes cost many times as much. Meats, eggs, and fish, for the same calory value, average nearly ten times the cost.

No price can buy a better food. The oat is the greatest food that grows. It is almost the ideal food in balance and completeness. Its fame is age-old as a body-builder and a vim-food.

Quaker Oats, whatever they cost, would be the proper breakfast. It is wise for everyone to start the day on oats. But the cost is a trifle. It means not only better feeding but a vastly lower food cost.

Quaker Oats should be your basic breakfast. It was always important, but never so much as now.

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THEFT IS THEFT

[In The Outlook for July 28, 1920, appeared a By the Way note describing a transcontinental tour of four young men. These men boasted of the ease with which they "lived off the land" on the way across by "borrowing" food from farmers.

Doubtless we might have taken occasion to point out the resemblance of such a practice as this to plain theft of a particularly mean variety. We left our readers, however, to draw their own conclusion, 2 which some of them have promptly done. We publish below quotations from two letters commenting on this By the Way note and another which strongly corroborates our editorial" You Poor Hick," in which, as some of our readers may remember, we hit as hard as we could the tribe of auto picnickers and trespassers who steal and trespass and destroy with utter disregard for the rights of farm owners.-THE EDITORS.]

I-WANTED: A "NO BORROWING"
CAMPAIGN

We

In reading about cheap Ford trips in a recent issue of The Outlook, I am sorry to hear of the pride taken in the fruit, etc., "borrowed" from along the way. I hope myself to take such a trip some day as economically as possible, but the residents by the way need fear no borrowing," from our party. We farmers sincerely wish that city residents could understand that it is not borrowing any more than any one going into a city home and helping himself to anything one wanted. suffer from nut and apple thieves, not borrowers; they are taking things that are part of our living. We have come home on a Sunday ride and found bushels of walnuts borrowed never to be returned, peach trees picked bare of fruit not yet fit for market, new garden peas stripped from the vines, and so on down the list. And all farmers have the same complaint. How long is it to continue? If our city visitors would only offer to buy it, we would sell at a very low price when they do their own gathering, but they make us no such offer. They complain of the high cost of living. It is one of the contributing factors. I thank you, and wish that your paper and others would take up a "No Borrowing" campaign. Staatsburg, New York.

R. S. H.

II-WHY NOT STEAL TIRES TOO? In the issue of The Outlook dated July 28 of the present year I found, in the third paragraph under By the Way, a quotation from a Portland, Oregon, correspondent which started my wrath. The young man evidently is very proud of the fact that he and his friends spent such a small sum for food while making their journey. Many of the farmers who remain at home raising food for that same type of men to "borrow" could tour the States quite as inexpensively as your four friends if they saw fit to "borrow" the essentials. for such a trip. The young man does not mention having stolen-for that is the correct word to use-oil, gasoline, or automobile parts. Let him try that and see what happens. His offense is none the less when he steals from the farmer.

I think that it is high time that the public awoke to the fact that farm produce belongs, absolutely, to the man who raises it. Apples, pears, cherries, plums, garden stuff have been, and still are, considered public property by the thoughtless automobilist. I know whereof I speak. We are

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