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Buy Here Pay Here Lincoln Highway Lancaster Pa



We are here to help you purchase a car despite past financial trouble and bad credit history. Our representatives are available to answer any questions you might have about the Buy Here Pay Here program. The program makes it so that customers can obtain a loan through our dealership, where payments can easily be made by mail, by using our secure online payment system, or in person at Pennsylvania Auto Credit (PAC) in Fairless Hills, PA. The financing is conducted right at our dealership with our affiliated lender - minus the hassle of a traditional financial institution. The Buy Here Pay Here program at our Mitsubishi dealership is a convenient method to get back on the road again in your new vehicle.




buy here pay here lincoln highway lancaster pa



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The Lincoln Highway also played an important role in the evolution of highways leading up to the Dwight D. Eisenhower System of Interstate and Defense Highways. This role is illustrated by the LHA's twin goals. One goal was to build a "Coast-to-Coast Rock Highway" from Times Square in New York City to Lincoln Park in San Francisco. The second goal was to make the Lincoln Highway an object lesson that would, in the words of its creator, Carl G. Fisher, "stimulate as nothing else could the building of enduring highways everywhere that will not only be a credit to the American people but that will also mean much to American agriculture and American commerce."


Fisher saw the situation differently. He was an early automobile enthusiast who had been a racer, the manufacturer of Prest-O-Lite compressed carbide-gas headlights used on most early motorcars, and the builder of the Indianapolis Speedway. (In the 1920's he would be known as the promoter and builder of Miami Beach.) He believed that, "The automobile won't get anywhere until it has good roads to run on."


In September 1912, Fisher had described his plan in a letter to a friend. He pointed out that "the highways of America are built chiefly of politics, whereas the proper material is crushed rock, or concrete." Actually, to a large extent, publicity and propaganda were the proper material for building the Lincoln Highway, as freely admitted in the LHA's 1935 official history, The Lincoln Highway: The Story of a Crusade That Made Transportation History. The leaders of the LHA were masters of what today would be called media events. According to LHA Secretary A. F. Bement, "Publicity in our lexicon . . . means keeping the name before the public and a never-ending pressure toward the great objective." The dedication ceremonies were a perfect example. Aside from sponsoring the October 31 ceremonies, the LHA asked clergy across the Nation to discuss Abraham Lincoln in their sermons on November 2, the Sunday nearest the dedication. The LHA then distributed copies of many of the sermons, such as one by Cardinal Gibbons, who said that "such a highway will be a most fitting and useful monument to the memory of Lincoln."


The most famous "seedling" and one of the most talked about portions of the Lincoln Highway was the 1.3-mile "Ideal Section" between Dyer and Schererville in Lake County, Indiana. In 1920, the LHA decided to develop a model section of road that would be adequate not only for current traffic but for highway transportation over the following 2 decades. The LHA assembled 17 of the country's foremost highway experts for meetings in December 1920 and February 1921 to decide design details of the Ideal Section. They agreed on such features as:


Today, the Ideal Section is still in use. However, a motorist between Dyer and Schererville would not know he was on an historic section of highway unless he stopped to see the "Ideal Section" marker placed off the road. Still, the Ideal Section stands as an early attempt to envision the type of highway that would evolve into today's Interstate superhighways.


Actually, one of the Lincoln Highway's greatest contributions to future highway development occurred in 1919, when the U.S. Army undertook its first transcontinental motor convoy. The highly publicized convoy, promoted by the LHA, was intended, in part, to dramatize the need for better main highways and continued Federal-aid. The convoy left the Ellipse south of the White House in Washington on July 7 and headed for Gettysburg, Pennsylvania. From there, it followed the Lincoln Highway to San Francisco. Bridges cracked and were rebuilt, vehicles became stuck in mud, and equipment broke, but the convoy was greeted warmly by communities across the country. The convoy reached San Francisco on September 5.


The LHA considered the convoy a great success. Extensive publicity promoted the Lincoln Highway and good roads everywhere. According to the LHA's official history, the convoy led directly to favorable action on many county bond issues for highway building. However, the greatest result of the convoy was not realized until the 1950's.


James agreed and, therefore, had the LHA's support for the numbering plan. "They were the strongest of all the Associations and with them with us, who could be against us?" The LHA favored using names and numbers, but by the mid-1920's the time when private organizations were needed to promote specific routes had passed.


Officials of the LHA were confused by the routing west of Granger, where U.S. 30 turned northwest to Portland, Oregon, instead of sticking with the Lincoln Highway to Salt Lake City, Utah. On April 3, 1926, Mr. Gail Hoag, the LHA's Secretary, asked James for a clarification. James replied on April 6:


Originally Route No. 30 stopped at Salt Lake where it converged with 40, which continued to the Pacific Coast. This convergence was made at the desire of Wyoming more particularly and created a condition which made it desirable to carry the route numbered 20 through Yellowstone Park down to Pocatello and thence west to Portland. A study of the geography of the Sierra Range will indicate to you that there was no other adequate method of developing the gateway at Ontario, Oregon.


The Lincoln Highway remained part of the national scene. It was sufficiently well known that on March 23, 1940, NBC Radio introduced a Saturday morning dramatic show called Lincoln Highway. The show, sponsored by Shinola Polish, featured stories of life along the route. According to John Dunning, author of Tune in Yesterday, a 1976 encyclopedia of the radio era, Lincoln Highway was a "morning show of big-time quality featuring top stars of Broadway and Hollywood who usually were only available for prime-time evening shows." Guest stars included Ethel Barrymore, Joe E. Brown, Claude Rains, Burgess Meredith, Joan Bennett, and many others. "Radio's big, dramatic show in the morning" gathered an audience of more than 8 million, according to Dunning, before it left the air in 1942. (The introduction to the show each week made the mistake of assuming the Lincoln Highway was identical to U.S. 30 and ended in Portland.)


In its heyday, the Lincoln Highway was the Nation's premier highway. If it never quite measured up to the dreams of its founders, if it was never quite finished, nevertheless it was a marvel in itself and an object lesson that helped spur highway development around the country. That success, combined with the efforts of other Good Roads advocates and government officials such as the BPR's MacDonald, helped bring an end to the Lincoln Highway. But that success also helped the country achieve the LHA's goal of enduring highways everywhere.


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